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WSP Future Ready Kerbside 2020
WSP Future Ready Kerbside 2020
WSP Future Ready Kerbside 2020
Future
Ready
Kerbside
White paper
Table of Contents
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
Challenges of the Kerbside 5 Movement and Place Framework for New Mobility 27
Legacy of Cities Designed for Cars 5 Kerbside Movement and Place Design Features for New Mobility 27
Kerbside Pricing 6
6 Anchoring Analysis in Place: 33
Measuring Kerbside Productivity 7 Future Ready Kerbside
Kerbside Supports Movement and Place 8 Crown Street, Surry Hills, Sydney - Future Ready Kerbside 33
Productive kerbsides are a prerequisite to achieving our vision for our local places.
They can free up space for shade, seating, wider footpaths, transit, new mobility
options, walking and cycling. All together enabling better access for people of all ages
and abilities.
We are currently failing our local places through a legacy of static management and
allocation of the kerbside. This makes it harder and not easier for people to access local
businesses and engage with their communities.
WSP was commissioned by Uber to explore the future ready kerbside that supports
places for people. Our white paper introduces new analytical techniques to explore
what the future may hold, building on the Shared Mobility Principles for Liveable
Cities.
We need to act now.
But this is easier said than done.
It requires governments, businesses and the community working together towards a
shared and co-designed vision. This white paper sets out ten recommendations that
city leaders can make today.
Uber and WSP want to start a conversation about how we can make our kerbsides
work harder and start delivering more effectively for our people and places.
ROADWAY
PLACE
City leaders are increasingly moving towards a ‘vision – We use the WSP Systems Dynamics Tool to explore This white paper sets out to
and validate’ approach to city planning, however the future new mobility scenarios and then explore the answer three key questions:
conversation is too often strategic and theoretical. key design decisions this reveals for the kerbside.
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
This paper seeks to operationalise the Shared Mobility The pandemic has also reinforced the importance of
Principles through a place lens to imagine the future of high quality public spaces close to home. Many local
kerbside: cafes and high streets are experiencing a renaissance
as people visit during their day when working from
– We apply a Movement and Place Framework to home. How the kerbside is managed and allocated is
understand the balance of placemaking, local access an important enabler for people to access these local
and movement objectives both now and in 2050 places.
with new mobility – investigating what this means
for the kerbside.
WSP
THE TIME FOR ACTION IS NOW RECOMMENDATIONS FOR CITY LEADERS
This white paper is a call for action to our city leaders
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
to proactively focus on what the community wants CITY STRATEGY AND PROCESS STREET DESIGN
from their places and to consider how mobility best
enables that vision, rather than mobility defining place.
It calls for city leaders, both public and private to take
steps today to ensure the streetscape and kerbside of
tomorrow delivers on the community’s visions for our Co-design the vision for places in Dynamically manage and allocate the
places. We recognise that the fast pace of change and partnership with the community, kerbside to use it more productively and
innovation can be overwhelming, however inaction businesses and governments. achieve the vision for the place.
will certainly fail our people and places.
3
Multi-modal approach is needed to plan Reallocate kerbside and road space
for people and places that is focussed in our places towards activities such
on sustainable and efficient journeys. as seating, shade and play that attract
people to local businesses.
Street design guidelines must get Always design and continually upgrade
ahead of new mobility and proactively local infrastructure for safe use
focus on the best possible outcomes for and access, for people of all ages and
people and places. abilities.
WSP
2 Shared Mobility PROCESS How we deliver shared
mobility projects
Principles
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
journeys and experiences in our public places Source Adapted from Shared Mobility Principles (www.sharedmobilityprinciples.org)
3 Why Kerbsides Matter it easier for people to access activities and to transit, established forums and processes to allow development
while minimising circulating traffic or substituting of principles, guidance and strategy that can be taken
public transit, walking or cycling for local trips. through to deployment.
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
transportation modes. Connectivity, automation, public and private users. As competition for space environment. Revenue for this space is generated
sharing and electric propulsion are enabling seismic increases, and new mobility increases, we expect to see from short term parking fees and residential parking
change across all aspects of mobility – from the way we greater conflict over access to the kerbside. permits; and occasionally from parklet and outdoor
commute to how we plan and develop infrastructure dining rates. In Australian and New Zealand cities,
There are many stakeholders with a role in managing
for the cities of today and the future. WSP explored this revenue is generally collected by local government
and allocating the kerbside. These include:
this in the publication New Mobility Now5. authorities.
– Multiple authorities - councils / road authorities /
There has also been a change in the freight task. The There is no reason for pricing signals to be constrained
transit authorities
surge in people using online shopping has been a key to short-term and residential parking. As technologies
– Multiple users - residents, workers, businesses,
contributor to this, resulting in more small parcel evolve pricing can be applied to all forms of kerbside
visitors and tourists, shoppers, transport operators,
deliveries. The popularity of online food delivery use, including people in vehicles picking up freight
delivery agents – across all age groups and abilities
services such as Uber Eats is seeing a significant or other people. Pricing is an important tool available
increase in the use of e-bikes in many Australian – Users of multiple modes of transport. to authorities to effectively ration a public good in
and international cities. The increase in these types high demand to best achieve our vision for the place.
It is only through the effective collaboration across
of deliveries has increased pressure on the kerbside The local parking strategy must consider the price
all these groups that we can optimally allocate and
and increased demand for cycling infrastructure. This sensitivity of different types of uses when setting its
manage the kerbside. Of course, some groups have
change in the freight task has accelerated with the policy to ensure the right outcomes. A recent London
more influence than others with the government and
impact of the COVID-19 pandemic with some of this study6 demonstrated that the value of kerbside for
transport authorities playing a significant role closely
increase likely to persist. residential parking was one-tenth of the commercial
followed by local business and community groups. It
rate for parking in the same location.
Aerial and ground-based drones are starting to be used is the role of public authorities to regulate kerbside use
6
for last-mile small parcel deliveries in some locations taking different user needs into account.
around the world. Consolidation centres in urban
How effective these arrangements are in managing and
areas are serviced by automated vans and ground-
allocating kerbside is seen through how effectively and
based drones - aerial drones are generally much more
efficiently the street and kerbside is accessed in a way
in the development and testing stage. These can bring
that delivers on the local vision for the place. Of course,
issues to work through in terms of compatibility with
in doing so we must recognise that the needs and
achieving desired place-based outcomes.
influence of these stakeholders changes over the course
Despite these changes in mobility options and of a day and by the day of the week as how and why
technology, we must recognise the continued people use the space changes.
importance of traditional transit and the role it plays
Measuring the productivity of different users of the
in providing access to places. Transit is the mobility
kerbside is a good way to assist with prioritisation
backbone of our cities but also plays an important place
and allocation. However, currently there is little
function. Transit acts as ‘people fountains’ supporting
evidence of authorities prioritising kerbside uses
access to local services and amenities.
based on productivity. Many operate an ‘set and target’
People also need space to walk to access places. All approach while a common experience in many cities
our journeys start and end with a walking trip and is for changes to kerbside allocation being resisted by
with competition for space at a premium, city planners some users despite evidence of the benefits. However,
must increasingly prioritise walking access to our data and metrics are rarely used for measuring and
places over other methods. Through improved kerbside monitoring kerbside use. There is opportunity to build
management, there is opportunity to free up and on a data-led approach for greater use of price signals
WSP
reallocate roadspace with greater provision for people. to drive demand towards the most desirable and
productive uses.
MEASURING KERBSIDE PRODUCTIVITY These studies were interesting and showed how our
cities often dedicate the kerbside to least productive
One approach to understanding how the kerbside is uses, by prioritising private vehicle parking which has
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
used is through a kerbside utilisation study. These lower passenger movements than pick-up/drop-off
generally rely on analysing the comings and goings zones or transit. The studies identified three strategies
along a kerbside for long periods of time. Ideally this for improving kerbside productivity:
would have been a feature of this paper, however due to
altered travel patterns during the COVID-19 lockdown – Relocate kerb spaces to better utilise kerb zones
it was not appropriate to do so. It is however a method – Convert kerb spaces to different uses to better
worth recognising. By example, Uber commissioned a utilise the kerb zone
study with Fehr & Peers Transportation Consultants – Convert kerb spaces to flexible time of day zones
that analysed a combination of rideshare pick-up and to meet demand-based uses throughout the day.
drop-off activity data, traffic count data, and video and
In both the Cincinnati and San Francisco case studies,
photo content to develop broad design strategies which
productivity was a raw measure of how many people
can be used to measure the productivity of the kerbsides
could access the kerbside in a time period. This provides
for local access. Case studies were undertaken in San
a lead indicator of how hard the kerbside is working.
Francisco in 2018 and Cincinnati in 2019.
Building on this approach, there is the potential to
include consideration of place, and achieving the local
vision. This means considering whether kerbside
use matches the vision for the place. To this end,
productivity can be considered in the context of freight
access, network movement and to support changing
7
KERBSIDE PRODUCTIVITY local needs over time.
(PASSENGERS PER SPACE-HOUR)
The classification for a street can change over a day or
week or season. A street may be a main road during
peak hour but then be a hive of activity both on the
kerbside and the road during the middle of the day
and a place for people to dwell and enjoy with less
through movements on the weekend. The function of
the kerbside – and therefore the performance targets we
put in place – needs to reflect these changes in street
types. Building on this research we explore an approach
to doing this in the next section and then apply that to
kerbsides in two case studies.
Figure 2 Kerbside Productivity Index for a
Commercial Corridor: Hayes Street,
San Francisco
KERBSIDE LANE
STREET TYPE KERBSIDE OBJECTIVES FEATURES AT THE KERB
FEATURES
Main Roads – Prioritises movement – Clearways – Major bus / light rail stops
and minimises stopping
except for interchange at
9
network nodes
Local Streets – Supports local access – Shared spaces – Local parking
Figure 4 Modal priorities based on Movement
and Place street types and amenity – Local bus stops
Main Streets – Enables transit journeys, – Bus priority/ – Bus/light rail stops
Source Page 139, Urban Street and Road Design
Guide, 2020, Auckland Transport local access and light rail lanes – Pedestrian crossings
placemaking activities – Cycle lanes – Urban realm elements
– Peak hour – Loading zones
clearways – Accessible parking
– Motorbike parking
Table 1 illustrates that the Movement and Place street – Passenger set-down/pick-up
classification guides the objectives for that street, Civic Spaces – Facilitates local access – Cycle lanes – Bus/light rail stops
and hence the design response (or features) that the
and placemaking – Pedestrian crossings
kerbside need to achieve those objectives. Modal
activities – Urban realm elements
priority and kerbside productivity are directly related
– Loading zones
to the objectives. For example, Main Streets and Civic
– Accessible parking
Spaces need to support a lot of activity in the adjacent
– Short term parking
land use and footpath – they need to facilitate journey,
– Motorbike parking
access and placemaking functions at the kerbside. As
– Passenger set-down/pick-up
such they need very productive kerbsides that enable
high access for people and goods.
WSP
Table 1 Typical kerbside lane and space design features by street type
4 Civic Spaces
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
Mode
Freight
Pedestrian Cyclist Light rail Bus Private vehicle
MOVEMENT CLASSIFICATION
– Walking comfort – Cycling connectivity – Light rail travel time – Bus travel time – Goods travel time reliability – Vehicle travel time
Outcomes
Customer
Desired
– Walking accessibility and flow – Light rail travel time – Bus travel time reliability – Easy access for deliveries for – Vehicle travel time
including for disabled – Cycling facilities reliability all delivery modes reliability
– Crossing opportunities – Ease of cycling
– Safety
– Key walking corridor – On-road cycling with – Close to key light rail – Regular bus route – Last-mile freight route for – Alternative vehicular
travelling north-south shared lane marking corridor connecting providing frequent stops commercial deliveries on route with local access
near the Sydney CBD - potentially limits Eastern Suburbs and between Oxford Street the site parallel to the Eastern
– Wide footpath with activity to confident Sydney CBD and Cleveland Street – Some interruption to flow Distributor
ramps in all access points cyclists only – Approximately 23 minutes – Approximately 14 minutes associated with intersections – Some interruption to
Crown Street
Observations
– Signalled pedestrian – Note that Bourke travel time to Circular travel time to Circular and side streets flow associated with
crossing at Cleveland Street (parallel to the Quay; 16 minutes to Quay and 15 mins to – Limited bike parking for intersections and side
and Devonshire streets east) is the dedicated Randwick (L2) and 25 Roseberry (304); 17 mins food couriers streets
12 and raised pedestrian cycling corridor with minutes to Kingsgrove to Bondi Junction and
crossing mid-block near a separated cycle lane (L3) 27 mins to Marrickville
Lansdowne Street and – Relatively reliable travel Metro (352)
bus stops times – Travel times vary
– Long span and high following traffic
frequency helping to serve
entertainment precinct
PLACE CLASSIFICATION
– – Cycle parking – Light rail stop facilities – Bus stop facilities – Loading provision – Pick-up/drop-off
Outcomes
Customer
Pedestrian facilities
Desired
– Key entertainment area – Adequate cycle – One of key destinations – One of key destinations – A lot of loading zones – A lot of on-street short-
for Surry Hills parking (loop and for routes L2, L3 for routes 304, 372 (a third of kerbside) that term paid parking spaces,
– Good pedestrian facilities inverted “U” shape) – Good light rail stop facility – Good bus stop facilities operate Monday-Friday 8 am including dedicated car-
Crown Street
Observations
with wide footpath with on both sides of (on Devonshire Street) with dedicated bus zone, – 6 pm and Saturday-Sunday share only parking and
street furniture, plants, the road with good with large sheltered sheltered waiting areas, 8 am – 10 am or ticketed 4P wheelchair parking
outdoor dining and good availability waiting area and timetable flags, timetables, rubbish outside these hours – Limited ability to serve a
lighting – Good ability to serve a bins and cycle parking – Good ability to serve regular large number of people
– High pedestrian activity, large number of people – Good ability to serve a deliveries commercial sites – Only 3m of pick-up/
dwelling opportunities, within the provided space large number of people but likely limited capacity to drop-off space during off-
active frontages within the provided space accommodate the more- peak restricting access
frequent food delivery
WSP
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Kerbside Buildout
Kerbside Allocation Loading Zone
Early morning and evening 1/4 P
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
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Figure 8 Crown Street existing kerbside allocations, early morning and evening
Key Findings
ELEMENT COMMENT
Our key finding is that the kerbside currently supports
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
access for a variety of users, although this is dominated Parking Over a third of the kerbside is allocated to parking during the day – this extends to two
by the private vehicle. There is some flexibility in terms thirds in the early mornings and evenings. Short stay parking supports private vehicle
of providing longer stay parking during the evenings access to restaurants / retail activities, however at the expense of more efficient access
to reflect changing uses at different times of the day. in the form of transit, cycling and walking. These modes also are likely to serve a much
This is likely aimed at helping to support the night- greater share of customers.
time economy, although people travelling by active and A large proportion is allocated as Loading Zones supporting access to local businesses
transit modes are likely to generate more revenue for – however, this is only during the day thereafter reverting to parking. Reverting to
local businesses than those visiting by car. parking in evenings is likely aimed at supporting local restaurants and bars. A further
There is no flexibility in terms of providing for change for an overnight loading zone could support out-of-hours deliveries.
more efficient pick-up and drop-off from vehicles. The parking allocation supports storage of cars for long periods, and low turnover; and
Despite being a Civic Space, located in a vibrant and there’s effectively no provision for drop-off and pick-up in an area where there is likely
pedestrian-dominated precinct, much of the allocation to be high demand. There is also no allocation for motorbikes.
of space on the kerbside supports the storage of cars
(often for extended periods) and delivery of goods. Urban realm Trees planted within the footpath buildouts have a 13% share of the kerbside allocation
There is almost no provision of space for drop-off and which help to support the local amenity for pedestrians in particular, in line with
pick-up by ride share or taxis and the dedication of the Civic Spaces. However, there is limited space for pedestrians to dwell or for outside
kerbside for greater pedestrian activity is modest. seating.
The kerb could work harder to support increased access Pedestrians Pedestrian crossing supporting local access by foot. Limited space for pedestrians to
15 through: more pick-up/drop-off locations potentially dwell or for outside seating.
at the expense of general parking; enabling freight
Bus The bus zone is appropriate for the volume of buses serving this bus stop. It is aimed
deliveries overnight; enabling the parking and access
of cyclist couriers; and dynamic kerb management to at supporting local access rather than fast, high volume movements, such as would
shift uses quickly to respond to local conditions such be expected on Main Streets where greater priority in the form of bus lanes may be
as increasing pick-up/drop-off to supply cafes and expected.
restaurants during the COVID-19 restrictions. There Mail Zone Likely only accessed a limited number of times a day, inconsistent with the permanent
is opportunity to reallocate road space from inefficient kerbside provision.
Taxi No rank for taxis – less opportunity for people pick-up/drop-off.
Ride share No allocation for ride share – less opportunity for people pick-up/drop-off.
Cycling No cycling lanes but it is clearly marked as a cycling route which is appropriate for the
street type. Dedicated bicycle facility on parallel Bourke Street.
Clearways No clearways – which are generally used for Main Streets or Main Roads. This is in
line with the lower volumes of traffic and greater emphasis on access and place.
16
Dress Smart
considerably over the years, Shopping Centre
changing from a road to
a pedestrian mall and back
again – with more change to
come as part of future plans
for Onehunga.
Mode
Pedestrian Cyclist Rail Bus Freight Private vehicle
MOVEMENT CLASSIFICATION
– Walking comfort – Cycling connectivity and – Rail travel time – Bus travel time – Goods travel time – Vehicle travel time
Outcomes
Customer
– Walking accessibility – Rail travel time reliability – Bus travel time reliability – Goods travel time – Vehicle travel time
Desired
flow
including for disabled – Cycling facilities reliability reliability
– Crossing opportunities – Cycling difficulty – Easy access for deliveries
for all delivery modes
– Key walking corridor – Cycling activity limited – Rail station terminal – Bus services operating – Not part of the strategic – Arterial Road and
through the town centre with no cycling provision immediately adjacent only between Neilson freight network provides access to the
– Key connection between – Classified as a connector Onehunga Mall, provides Street and Princes Street – Last-mile freight route Motorway on-ramp
the bus interchange and as part of the Auckland access to Auckland CBD. on the Onehunga Mall for commercial deliveries – Some interruption to
train station Cycle Network – Approximately 30 – Connector services 309 on the site flow associated with
– Zebra crossing north of minutes travel time to and 313; Frequent bus – High volume of truck intersections and side
the junction between Britomart, Auckland services 30 and 380 movements to the south streets
Onehunga Mall
Observations
Onehunga Mall and CBD. – Approximately 1 hour to and from the Port via
18 Pearce Street – 30 minute frequency 8 minutes travel time Neilson Street
– Raised platform at the throughout day and week. to Manukau bus station – Limited bike parking for
entrance to Pearce Street (313); 28 minutes to food couriers
from Onehunga Mall Mangere Town Centre
(380); 53 minutes to CBD
(30)
– Travel times vary
depending on traffic
– Key walking corridor – Cycling activity limited – Not applicable – Connector services 309 – Not part of the strategic – Mainly used as a
travelling between bus with no cycling provision and 313; local service 298 freight network thoroughfare to get to
Pearce St and Upper
interchange and train – Not part of the Auckland – Approximately 1 hour 8 local attractions
– The only taxi stand
Municipal Place
– Pedestrian refuge island Manukau bus station (313) within the study area
at the northern end of – Approximately 35
Upper Municipal Place minutes to Sylvia Park
(298)
WSP
Table 5 Place Classification - Desirable Outcomes and Observations - Onehunga Mall, Auckland
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
Mode
Pedestrian Cyclist Rail Bus Loading and servicing Private vehicle
PLACE CLASSIFICATION
– Pedestrian facilities – Cycle parking facilities – Rail stop facilities – Bus stop facilities – Loading provision – Parking provision
Outcomes
Customer
– Pedestrian environment
Desired
– Pedestrian security
– Wide footpath but – Some cycle parking (loop – End of Onehunga line – Good bus stop facilities – Two 5-minute loading – Park-and-Ride facility
inadequate amenities for and inverted “U” shape) – Good facility with on eastern side of spaces on western side of near Onehunga station
pedestrians with very on either side of the road sheltered waiting area Onehunga Mall, south Onehunga Mall – Ample on-street parking
limited street furniture, and a park-and-ride of roundabout with – Good ability to serve spaces on Onehunga Mall
plants, outdoor dining or – No dedicated space for Princes Street (including regular deliveries to north of roundabout with
good lighting taxi or ride share services dedicated bus zone, commercial sites but Princes Street
– Low-medium pedestrian sheltered waiting area, likely limited capacity to – Majority of Onehunga
Onehunga Mall
Observations
activity and lack of active timetables and rubbish accommodate the more- Mall south of roundabout
19 shop frontages. Offset bins); inadequate bus frequent food delivery with Princes Street do not
concentration of Dress stop infrastructure on the services. These are likely allow for parking, with
Smart activity causes western side served by service lanes at the exception of 40m
decentralisation. the back. of 60-minute parking
available on the western
side (approximately 6
spaces)
– There is a large parking
lot associated with the
Dress Smart north of the
study area.
– Pearce Street provides – No cycle parking (loop – Not applicable – Upper Municipal Place is – One space for loading – Limited parking on
connectivity to the bus and inverted “U” shape) a key destination for 309, zone on western side of Upper Municipal Place;
Pearce St and Upper
interchange, the local on either side of the road 313 and 380 Upper Municipal Place 30-minute on-street
– Good bus stop facilities
Municipal Place
No Stopping
Figures 12 and 13 provide a snapshot of the kerbside The kerbside arrangements are fixed; that is, they do
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
TODAY
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NEILSON STREET
PRINCES STREET
ONEHUNGA MALL
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WSP
movement over place, with limited provision for place Parking Some short stay parking supporting local businesses.
elements at the moment. This end of Onehunga Mall No Loading Zone allocation although this is provided via rear laneway access.
does not meet expectations of a kerbside supporting a
Civic Space. As this end of the town centre undergoes Large supply of car parking in the area.
revitalisation, the function of the street will need to Urban realm Kerb buildouts help to improve safety and amenity, although these are only at
perform much more of a Civic Spaces role which will
intersections. There is an absence of greenery and seating.
require a reallocation of the kerbside towards more
pick-up/drop-off and enhancing the urban realm Pedestrians Limited pedestrian crossing opportunity – a refuge at the bus stop and Princes Street
to make it a more comfortable place to dwell and and signalised crossing at Neilson Street
accessible to people of all ages and abilities. There will
Buses Bus stop provision on each side provides interchange opportunity with trains.
also be a greater need for multi-modal access to the
station and to local businesses and residences, to evolve There are no other bus stops provided on Onehunga Mall to the north - buses travel
Onehunga into a mobility hub that supports the local between the bus interchange and the train station via Selwyn Street and Princes Street
community.
Cycling No cycling lanes – missed opportunity to support local access to / from town centre
and train station
Taxi No Taxi Zone or designated pick-up/drop-off location results in fewer opportunities
for people to transfer or access local businesses.
Both case study locations are identified as Civic Spaces. point between a Civic Space and a Main Road keeping pace with peoples’ changing preferences and
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
Crown Street performs well in supporting access and (on Neilson Street). It is still an important arterial the ambitions of the local community and of local
place functions. The kerbside services both local and road with high traffic volumes. The park-and-ride businesses.
regional trips. However, whilst it supports access to a provides access to train services to destinations such
These case studies show that there continue to
variety of destinations which change across the day, the as Auckland CBD from more regional origins. That
be opportunities to improve prioritisation and
kerbside is still dominated by car storage which is not said, there is significant scope for more active street
management of the kerbside to better support people
the most efficient way of getting people to and from frontages and improved amenity to revitalise the
and place - currently it does not do this. Now is the
the place. The flexibility in terms of switching between Onehunga town centre. The development of this end
time to intervene to achieve better use of the kerb so
car parking and loading across the day does not go far of the corridor presents an opportunity to improve the
that we anchor the new mobility conversation into
enough. It is still car-focused and is an inefficient use place function and support the vision for a Civic Space.
achieving our vision for streets and places, rather than
of the kerbside. There are limited opportunities for
Both case studies demonstrate that kerbside allocation being reactive. What do we want our streets and places
passenger pick-up/drop-off; activities at the kerbside
does not effectively reflect demand. The private car is to look like? How do we want them to function? How
such as outdoor dining, events, and recreation; or space
only one of the modes that people use to access an area, do we ensure they are Future Ready? This helps us
for cycling couriers or deliveries to park or pick-up
but it dominates the kerbside. Passenger pick-up and to realise Shared Mobility Principle #2 to focus on
from local cafes and restaurants.
drop-off by transit or ride share, walking and cycling moving people not cars. Looking forward, street design
Whilst most of the placemaking characteristics of are key modes for people to access these places but are for both case studies will need to change to maximise
Onehunga Mall are at the northern end of the corridor, not as well provided for. Demand for ride sharing is the benefits of changes in technology and influence
there is little in the way of amenity at the southern growing, yet neither location has designated space to travel behaviours in a positive way. It is important that
end for pedestrians or to attract people to stay. The enable pick-up and drop-off. It is an example of how these changes are made early to enable the places to
southern end of Onehunga Mall, where our kerbside current methods of managing and prioritising access to live up to their potential for people.
22 allocation snapshot was taken, is more of a transition the kerbside are failing our cities and not
WSP
5 Exploring the Future
of Kerbside
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
#1. Plan cities and – Access to Electric Vehicle chargers at home and work (%)
mobility together – Public charger availability (%)
System Dynamics – Transit price index (%)
Process
Systems dynamics is an established – CO2 tax rate
technique used to model and – Electric Vehicle purchase subsidy (%)
understand the non-linear behaviour #4. Engage stakeholders – Global marketing campaign timings for Electric Vehicles
of complex systems over time. It allows in decision making – Global marketing campaign timings for Automated Vehicles
collaborative exploration of how
different causal factors can shape the #6. Transition Towards – Electric Vehicle purchase subsidy (%)
Zero Emissions – CO2 tax rate
behaviour and development of systems,
– Charging availability at home and work (%)
and importantly what decisions can – Public charger availability (%)
result in better outcomes. Systems – Electric Vehicle marketing campaign (year)
of ride sharing as a share of all trips (see Figure 14). These are generally trips that
are arranged through an app-based platform that connects drivers with customers. x3.6
Notably, this increase was not linked to a decline in transit trips – indicating that x2.6
ride sharing can support transit journeys, particularly for first-mile and last-mile x1.9
trips. The tool does not capture relationships with walking or cycling trips.
Following the Shared Mobility Principles means a greater share of trips will be
taken by ride sharing. It is important to also consider that at times of day when Year 10 Year 20 Year 30
ride sharing is at its peak, the proportion of rideshare vehicles in areas like Crown
Street and Onehunga Mall with evening dining venues is likely to be higher than
the average outlined above. However, future provision must also consider our vision
for the place and ensuring that the kerbside is prioritised accordingly. A vision BASELINE
guided by the Shared Mobility Principles10 means prioritising “walking, cycling, public SHARED MOBILITY PRINCIPLES
transport and other efficient shared mobility, as well as their interconnectivity. Cities shall
discourage the use of cars, single-passenger taxis, and other oversized vehicles transporting
Figure 14 Ride sharing as a share of all trips - relative comparison between
one person.” Baseline and Shared Mobility Principles Scenarios
Just as the Movement and Place Framework can be The movement priorities and end-of-trip place elements
the same. Passengers will be focused on journey time
used to identify peoples’ journey and placemaking that people using new mobility modes are likely to
and reliability. However, the place needs will change.
priorities in different street types today, it can be used prioritise are set out in Table 8. Each new mobility
Bus stop facilities may require charging facilities,
to identify which type of new mobility may be relevant mode has been grouped with its traditional counterpart
whilst on-demand services may require access to the
for different types of streets. This means we can start e.g. car drivers of today with connected, autonomous
kerbside via pick-up/drop-off spaces instead of the
planning now for how we want to make the most of and electric cars in the future.
traditional bus stop.
new mobility to achieve our vision for our kerbsides.
New mobility options will broaden journey choices
One form of new mobility that bucks this trend will be
We are introducing WSP’s New Mobility Update and peoples’ expectations of services, operations and
electric personal mobility vehicles, including e-bikes
for the Movement and Place Framework to help us infrastructure in the street and at the kerbside. It is
and e-scooters. These are likely to involve changes
to better understand the customer requirements of important that they also increase a shift to transit – a
to design objectives for both movement and places.
new mobility options for different street types and key principle for vibrant cities. There is a common
Whilst they too will have additional placemaking needs
plan street environments to support them. Beyond focus in the discussion of new mobility in industry
– namely charging at end-of-trip locations, parking and
network operation for electric, automated and shared on the movement needs and the size of these modal
pick-up/drop-off spaces - they can also have different
vehicles, this includes consideration of the kerbside groups e.g. will autonomous and connected vehicles
movement design objectives to a regular bicycle
management of rideshare, on-demand and smart reduce or increase traffic congestion? Will bike share
due to an increased speed (noting some traditional
parking, and placemaking features such as charging, schemes increase active travel mode share?
cyclists travel as fast as an e-scooter or an e-bike). The
docking, digital information services, trees and seating.
However, from Table 8 it can be seen that the future traditional roadway is designed for vehicular speeds
It also considers the reallocation of road space to
design objectives for people driving cars or delivering between the kerb and walking speed on footpaths.
support new mobility outcomes and place goals.
freight - regardless of whether their vehicle is Bikes and scooters that can travel too fast to interact
27
In using the Movement and Place Framework to connected, automated, electric or shared – are likely comfortably with pedestrians, and too slow to safely
examine future conditions it is assumed that the to remain the same. People will still focus on journey travel on high speed roads require us to rethink the
overarching design outcomes of different street types time and reliability. However, the place needs will traditional road cross section. A third, intermediate,
does not change in the future. This is saying that change. Design elements - such as kerbside pick-up/ movement speed - like segregated cycleways - may
Civic Spaces will continue to facilitate local access drop-off spaces and on street charging – will need to be required for street environments where these
and placemaking activities, whilst Main Roads would be considered; especially in street environments such electric personal mobility vehicles are encouraged –
prioritise high volumes of movement and long as the Movement and Place Framework classifications such as Main Streets and Local Streets. They are less
distance journeys. Local Streets and Civic Spaces which are characterised appropriate for Civic Spaces where lower speeds and
by a lot of multimodal access. greater mixing of modes
WSP
Table 8 Typical kerbside design features for new mobility
– Scooter facilities
Drone delivery
– Drone zones
Street Design for New Mobility
Movement and Place Framework with new mobility KERBSIDE FUTURE KERBSIDE FUTURE FEATURES AT
STREET TYPE
as shown in Table 8. When applied to the different OBJECTIVES LANE FEATURES THE KERB
street types flowing from the Movement and Place
Main Roads – Prioritises movement – Segregated micro- – E-charging at major bus
Framework the future street design features can be
systematically allocated. Table 9 shows this in practice. and minimises mobility paths / light rail stops
stopping except
Table 9 illustrates again that our future Main Streets for interchange at
and Civic Spaces will continue to juggle complex network nodes
journey, access and placemaking functions at the
kerbside. As such, a high level of kerbside Local Streets – Supports local access – Shared spaces – E-charging facilities
productivity will continue to be required. This and amenity without kerbside (where they can’t be
will need to be in conjunction with an emphasis delineation provided off street)
on encouraging the most sustainable access mode – Car share provision
consistent with their function. Future ready kerbsides – Drone deliveries
are also likely to require far more flexibility to meet Main Streets – Enables transit – Micro-mobility – E-charging facilities
the needs of flexible mobility modes like on-demand
journeys, local access paths – Shared cycle/scooter
buses and more personalised deliveries.
and placemaking – Dynamic kerbside facilities
Many of the modes in the table on the previous activities lane management – Drone deliveries
page have little to no provision or design guidance. – Pick-up/drop-off zones
29 Currently, there is a lack of a framework for allocating (people and goods)
and prioritising space on the kerbside based on
Civic Spaces – Facilitates local access – Micro-mobility – E-charging facilities
productivity. Also, how do we balance people
productivity with servicing productivity (i.e. freight and placemaking paths – Shared cycle/scooter
delivery)? These decisions must be guided by the activities facilities
vision for the place. – Drone deliveries
– Pick-up/drop-off zones
(people and goods)
Table 9 Typical kerbside lane and place design features by street types for new mobility
WSP
BROUGHT TOGETHER – KEY DESIGN IDEAS
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
The insights from applying WSP’s Systems Dynamics Tool and WSP’s New Mobility Update for the Movement and Place Framework are now brought together. This brings key design
ideas that will help shape our understanding of what applying the Shared Mobility Principles may look like for Crown Street in Sydney and Onehunga Mall in Auckland.
Build flexibility into streets Reallocating road space Vehicle types Third Speed Ride share
There is an opportunity Implicit in most of the design An increase in transit use for Increasing e-mobility/micro- A greater share of trips will be
30
for streets to be used more ideas offered here is that new peak hour trips in many cities, mobility with electric bicycles, taken by ride sharing requiring
dynamically through applying mobility will require less space and cycling growth, and the scooters and skateboards a shift away from conventional
the intelligence of insightful dedicated for movement. We more recent rise in rideshare. forming part of the transport car parking towards space for
analytics to manage kerbside must always be considering A reduction in private car use solution. Segregation will likely pick-up/drop-off during busier
use, combined with physical whether movement is the best for access to cities. Train and lead to higher operating speeds. times. This will help to enable
and technology measures to use of each square centimetre bus services will continue to A key design question will be local goals by improving access
reduce street clutter associated of road space. In the case of a perform a mass transit task. whether to cater specifically for people to restaurants, cafes
with optimised and dynamic Civic Space, underutilised road for these third speed vehicles. and other businesses during
signage, undergrounding space may be better served by As adoption increases more peak periods. It also makes
utilities and reducing a tree or seating to support the parking will be required at it easier for people from a
telecommunication assets. This place function and ensuring the places where we want to wider catchment to access
enables streets to be designed place is accessible to people of encourage access by micro- these places and businesses.
for people and activities that all ages and abilities. mobility, such as local However, provision for
change throughout the day, high streets. pick-up/drop-off must be
maximising the efficiency balanced to ensure that it does
of the kerbside to achieve not detract from the most
the vision for the place. This important modes for retail
includes supporting the customers - walking, cycling
reallocation of road space to and transit.
more productive place uses.
WSP
Drone-based deliveries Electric Vehicles Automated Vehicles Freight Consolidation Deliveries by micro-mobility
The kerbside may have some Electric vehicles will have an Estimates of when highly A substantial increase in small Micro-mobility delivery
role in an aerial drone solution, increasing share of the vehicle automated robo-taxis may be parcels will continue with services are likely to become
but only after resolving several fleet. This is encouraged as it on the road in Australian cities cities looking for ways to limit more and more important for
other factors around airspace brings broader environmental vary between 5 and 50 years. vehicle movements. Freight café and restaurant businesses
use and public safety. Ground- benefits such as lower However, it is very unlikely consolidation supported by and for last-mile deliveries.
based drones have also been emissions and noise pollution. to be full-fleet by 2050. There deliveries through micro- This creates greater demand
discussed as an option for last will be a mixed fleet as we mobility during the day and for pick-up/drop-off zones on
Charging infrastructure may
mile freight bringing further transition from self-drive larger vehicles out-of-hours the kerbside as well as parking
be appropriate in certain
safety considerations to work vehicles. The kerbside can will become the preferred and charging locations. It
streets or nearby locations,
through at the kerbside. be prioritised to incentivise approach for some centres. also potentially reduces the
to help encourage people to
31 Drone-based deliveries can desired modes. For example, This requires a dynamic demand for kerbside deliveries
visit and dwell. However,
enable quick service for people kerbside management could approach to managing the by vehicle. It taps into the
consideration needs to be
outside the delivery catchment include measures to prioritise kerbside and more space for discussion about catering for a
given not to encourage longer
of micro-mobility providers walking, cycling, pick-up/drop- small, automated delivery third speed.
stays in high demand kerbside
giving another opportunity off from transit and shared vehicles including bikes. There
locations for example, on-street
for businesses and consumers. vehicles in urban areas in is an urgent need to define the
charging infrastructure is not
However, consideration line with the Shared Mobility productivity measure/benefit
appropriate for a civic space.
is needed as to how they Principles and to manage the of freight/deliveries/
Ideally, at or near home-based
contribute to place outcomes impact of automated vehicles. loading space.
charging will become the
including the reduced human Automated buses could also be
norm.
interaction, noise and safety prioritised and are likely to be
factors. implemented more rapidly than
automated cars.
WSP
considered. Spaces. As trends such as greater densification of our how adhering to the Shared Mobility Principles can
urban areas occurs and the way in which we share our facilitate this design shift and achieve city wide goals.
Figure 17 draws on images from the WSP report
mobility and public spaces increases, the balance of
Making Better Places. The images illustrate how the
these street types needs to shift. A greater proportion
design elements identified for existing and future street
of Main Streets and Civic Spaces will be required on
types in the Movement and Place Framework evolve to
our networks to support increased placemaking and
create new streetscapes.
economic activity in our cities.
TODAY FUTURE
32
Movement
Movement
Place Place
WSP
Figure 17 Applying the Movement and Place Framework to future scenarios Source Adapted from Making Better Places
https://www.wsp.com/-/media/Sector/Global/Document/Making-better-places.pdf
6 Anchoring Analysis Crown Street, Surry Hills, Sydney – – Maintaining two-way traffic lanes – movement is
Future Ready Kerbside still an important function of Crown Street into the
in Place: Future Ready future and supports access by bus, vehicles, micro-
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
Kerbside Our guiding vision for Crown Street in 2050 is: mobility and walking.
– More space for people to relax – seating, shade and
The application of WSP’s System Dynamics Tool and “Crown Street will be safe, inviting wider footpaths are a crucial part of this vision
the WSP New Mobility Update to the Movement and
and accessible for all to experience for Crown Street to be inviting for people to visit,
Place Framework provides some insights to what we
might expect of a Civic Space into the future if we
its thriving culture. A streetscape interact and dwell.
embrace the Shared Mobility Principles. This exercise prioritised for people. This includes – Narrower traffic lanes – slower speeds and
helps to reveal the palette of mobility options for people undertaking activities in improvements in vehicle technologies enable
these types of places, as well as expectations for place place such as outside dining at narrower lane widths and less space devoted to
activities, and the sorts of design decisions that follow. restaurants/cafes, meeting friends, movement, with space reprioritised to people.
It is clear that we have a long way to go, the time to act accessing shops or other services – Limited availability of electric charging facilities –
is now. or simply recreating in repurposed there are no vehicle charging stations on street in
As we move to a future lens, WSP considered what a dedicated shaded, green spaces and order to prioritise pick-up/drop-off over parking.
future Civic Spaces street might look like given the community spaces. Walking, cycling, This could be provided in an adjacent street. The
uptake of new mobility whilst achieving the Shared micro-mobility, and transit will be exception is for micro-mobility with charging
Mobility Principles. This was considered in the context prioritised over private vehicles facilities encouraging people within the catchment
of each case study location. including shared, electric and to visit and dwell at Crown Street.
WSP has developed draft overarching vision statements automated vehicles for people to – More greenery – we know that temperatures will
33 for what each case study location could look like in the access Crown Street.” be higher in 2050 than they are today. Green walls,
future. This considers the strategic context, achieving planting next to the street along with existing
the Shared Mobility Principles and the functional mature trees are important as a part of the green
Key design features include:
requirements a Civic Spaces street type will require as grid through Sydney at improving liveability and
changes in technology and behaviour transpire. – Flexible kerbside management – a greater addressing the urban heat island effect.
These case studies are intended to provide an insight proportion of kerbside allocated to more efficient – Welcoming micro-mobility – kerbside space for
into the types of outcomes that can be achieved when or productive uses such as pick-up/drop-off, less pick-up/drop-off supports café and restaurant
adopting the Shared Mobility Principles in the context general parking, continued access for buses and deliveries while charging points encourage locals to
of a location’s movement and place objectives. They an increase in space for micro-mobility helps to visit this Civic Space.
are not intended to be interpreted as specific design reinforce Crown Street as a local destination to
meet up with friends and access local services. The – A shift from car storage to pick-up/drop-off means
recommendations. They provide food for thought with
kerb is tech-enabled to support rapid changes in car spaces can be more productive and fewer of
our learnings flowing through to our recommendations
use by time of day or in response to major events. them are needed to support activity - therefore a
for city leaders in Section 7.
There is opportunity for more dynamic allocation reduction in space allocated to cars in the future
of the kerbside through effective ‘sharing’ of zones kerbside.
dependent on the best use for a particular time. – Greater use of bikes for last mile deliveries means
This could be managed through a dynamic pricing less loading space is required at the kerbside.
regime where the most productive uses that
support the vision for the place are prioritised.
– Slower speed limits – in recognition that this is
a Civic Space in a mixed environment of people,
WSP
34
FUTURE READY KERBSIDE
TODAY
SYDNEY
CROWN ST
SURRY HILLS,
2050
PLACE AND MOBILITY /
WSP
35
FUTURE READY KERBSIDE
37
FUTURE READY KERBSIDE
2050
CLEVELAND STREET CLEVELAND STREET
TODAY
No
No st
st op
op pin
pin g(
g( 21
21 m
m )
Ca ) No Ca
Sh r st rS
ha
No
ar op re st
pin op
eO g No On p ing
No nly (16 st ly
st (6 m op (6
m
(16
op m ) ) m
pin )
pin
g( )
Pi
ck g (
Pa
rk 4 m
Lo
-u 4m ing Lo ) ad
p/ ) (2P
ad
ing
ing
Dr zo
op ) (1 zo ne
-o No 1m ne (11
ff ) (17 No m
(12 st m )
m op ) st
CROWN STREET
CROWN STREET
5m On Pa 5m
) ly r ) On
(6 ly
m kin (6
EE EE
T T
13%
41%
12%
33%
6%
4%
4%
4%
4%
26%
Bus Zone
Bus Zone
Mail Zone
Car Share
Car Share
3%
8%
Loading Zone
Loading Zone
Pick-up/drop-off
Kerbside Buildout
Kerbside Buildout
8%
Micro-freight loading
PLACE AND MOBILITY /
WSP
38
FUTURE READY KERBSIDE
2050
CLEVELAND STREET CLEVELAND STREET
TODAY
No
No st
st op
op pin
pin g(
g( 21
21 m
m )
Ca ) No Ca
rS
rS st No
ha op ha st
re pin re op
O g( No On p ing
nly No 16 st ly
st (6 m op (6
m
(16
op m ) ) m
pin )
pin
g( )
Pi g (
Pa 4m Pa
ck
-u 4m rk
in ) r kin
p/ ) g( g(
Dr 4P 4P
op ) (1 ) (1
-o No 1m 1m
ff ) No )
(12 st
m op st
) pin op
p
g( ing
Pi 4m (4
ck ) m
-u )
p/ Pa
Dr
op r kin
-o g(
ff 4P
(11
m ) (6
) 0m Pa
(fo
ot ) r kin
pa Lo g(
th No ad 4P
wi sto ing ) (4
de p
No No
La st La No
n op ne pa st
ew pin rk op
ay Ca g(
wa
ya
ing p ing
a cc
rS 3m cc (3
m
Ca
rS (3
es ha ) es ) ha m
s( re s( re )
CROWN STREET
CROWN STREET
5m On 5m
) ly )
On
(6 Pa ly
m r (6
) m
EE EE
T T
13%
41%
0%
20%
4%
0%
4%
4%
1/4 P
4%
19%
Bus Zone
Bus Zone
Mail Zone
Car Share
Car Share
3%
8%
Loading Zone
Loading Zone
Pick-up/drop-off
Micro-freight loading
Table 10 Conceptual changes from Crown Street to meet the Shared Mobility Principles as a Civic Space
40
WSP
Onehunga Mall, Onehunga, Auckland – It is acknowledged that today, relatively large traffic – Less road space allocated to cars – excess lane
Future Ready Kerbside volumes use this part of Onehunga Mall to access the width allocated to a widened footpath and bi-
motorway. This conceptual look at this section of the directional protected bike lane that provides easier
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
Our guiding vision for Onehunga Mall in 2050 is: Mall makes broad assumptions that in 30 years’ time and safer access to the interchange for cyclists.
this traffic, as part of the town centre revitalisation, The bike lanes could revert to uni-directional on
“Onehunga is a town centre has been diverted around the southern end of the each side of the road beyond this block outside
town centre. Obviously, further detailed studies would the interchange. Narrower traffic lanes encourage
transformed. The streetscape has be required to confirm this. One reason we chose slower speeds while improvements in vehicle
evolved to attract more people Onehunga as a case study is because it is quite similar technologies require less space devoted to
eating outside at restaurants and to other town centres; it is not just the characteristics movement, with space reprioritised to people.
cafes, meeting friends, visiting of Onehunga but also the applicability to other areas – Multi-functional kerbside – parking and ‘no
shops or other services and within Auckland and other cities in Australia and stopping’ on one side replaced with loading zone,
interchanging to transit. New Zealand. car share and pick-up and drop-off in-line with
It is safe, inviting and accessible for The following images show what revitalisation of appropriate priority for Civic Spaces.
all to experience its history this area of the town centre could look like in 2050. – Pick-up and drop-off provided on western side for
and culture. Movement through the street can still be maintained, northbound trips and within the interchange for
The interchange function of although with greater mode choice, while at the same southbound trips.
Onehunga has strengthened time providing for local businesses and greater street – A new pedestrian crossing – enabled by lower
with more people moving to the activation. traffic speeds, provides greater pedestrian access to
area (especially south towards Key design features include: the transport hub as well as to other new land uses.
the train station), the industrial – More space for people to relax – seating, shade and
– A redeveloped transport interchange – the existing
41 and commercial activity has park-and-ride facility replaced with a multi-
wider footpaths are a crucial part of this vision for
strengthened and the main street modal transport hub that supports pedestrian,
Onehunga Mall to be inviting for people to visit,
starts to attract businesses with cyclist, scooter, bus and electric vehicle access.
interact and dwell.
active frontages. This has resulted Buses would no longer stop on the street in this – A change in land use – retail, commercial and
in greater priority for cycling, section of road but rather access the mobility hub residential integrated within new development
walking and micro-mobility and to interchange or access the local services, and above transport interchange and on opposite side
of the road. These help to activate the street making
pick-up/drop-off for vehicles.” continue to stop on-street beyond the interchange.
it more lively, safe and an attractive place to spend
It is assumed that the existing bus interchange
to the north on Upper Macquarie Place would be time.
There are grand plans for Onehunga town centre relocated within this mobility hub. The hub would – Welcoming micro-mobility – kerbside space for
being led by Auckland Council. This covers the blocks also include a drop-off and pick-up zone. The role pick-up/drop-off supports café and restaurant
north of Neilson Street, including the block we have of buses as a primary method for feeding this deliveries while charging points encourage locals to
focused on for our review of kerbside allocation. Part interchange and part of the town centre will be visit this Civic Space.
of this revitalisation is to spread the existing buzz of reinforced by this design and into the future.
the mall into the rest of the town centre. There are – Maintaining two-way traffic lanes – movement is
various plans for improvements to transport including still an important function of Onehunga Mall into
a new integrated transport services interchange, the future and supports access by bus, vehicles,
increased heavy rail services, an extension of the micro-mobility and walking. However, less capacity
heavy rail line to Manukau or a new light rail line to is provided as through traffic is largely assumed to
Auckland Airport. This white paper does not aim to be diverted away from this section of Onehunga
align or differ from any of these. It is conceptual only Mall.
WSP
42
FUTURE READY KERBSIDE
TODAY
AUCKLAND
ONEHUNGA,
ONEHUNGA MALL
2050
PLACE AND MOBILITY /
WSP
43
FUTURE READY KERBSIDE
)
)
)
8m
Bus Stop
5m
m
m
(16
(19
)
(3
(3
m
15
)
ing
ing
ing
60
(
p
op
g(
p
p
op
op
op
kin
St
st
st
st
r
s
No
No
No
Pa
Bu
NEILSON STREET
PRINCES STREET
ONEHUNGA MALL
71%
)
)
)
m
m
m
m
21
(15
59
19
(12 ark
g(
g(
g(
op
m
pin
pin
ide o P
pin
St
op
op
dR st
op
s
Bu
st
st
st
an ces
No
No
No
Ac
16% 13%
45
2050
No Stopping
N Loading Zone
)
m
)
f
m
Car Share
)
of
(18
9m
g( d
ng
)
(16
sin ise
p-
m
ne
)
ne th pi
ro Pick-up/drop-off
(6
4m
os al
g
de a op
Zo
pin
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ing
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No
Ca
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(widened footpath)
NEILSON STREET
PRINCES STREET
Segregated third-speed lane
38%
(bikes/e-scooters) ONEHUNGA MALL
32%
(5 th 17%
)
)
5m
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)
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*Mobility Hub
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Hu s to
Figure 22 Comparison of existing and future concept kerbside allocation – Onehunga Mall, Onehunga
WSP
Table 11 Conceptual changes for Onehunga Mall to meet the Shared Mobility Principles as a Civic Space
CO-DESIGN the vision for places in partnership with the community, businesses TAKE A PEOPLE-AND-PLACE FIRST APPROACH so that new mobility is an
and governments. Having a shared vision amongst all stakeholders is a crucial first enabler and not a detractor to realising the co-designed vision. Too often city leaders
step and requires active partnership working between local communities, local discuss new mobility as a threat to our places or frame it as wondering what the
businesses and governments. future may hold. The conversation needs to be flipped to consider what we want from
our places and then how can new mobility best support that vision.
iv. Putting in place governance arrangements with clearly defined roles and
responsibilities for the different levels of governments, local community and
businesses to co-design the vision in partnership.
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PLACE AND MOBILITY /
FUTURE READY KERBSIDE
MULTI-MODAL approach is needed to plan for people and places that is focussed ROAD AND STREET NETWORK PLANS MUST MEANINGFULLY REFLECT
on sustainable and efficient journeys. We need to design for how we want people PLACE FUNCTIONS, as well as movement, so that fine-grained planning is
to access places and in a way that supports our vision for the place. This means possible at the local scale. People need both movement and place functions from our
designing to prioritise the best mode for different trip types through multi-modal roads and streets. However, it is fair to say that over time city leaders have prioritised
planning for the whole of journey. the movement function in the majority of cases. It is time for the pendulum to swing
the other way to ensure that our town centres, local community centres and places of
economic activity welcome people to visit and dwell.
i. Prioritise walking and micro-mobility over private vehicles for short trips to local
centres. This should guide decision-making around accessibility and the resulting
supporting infrastructure requirements such as wider foot paths and bike lanes. i. Governments must urgently revise Road and Street Network Plans and supporting
The emergence of micro-mobility has fantastic potential to enable access to local guidelines, technical directions and performance criteria to meaningfully reflect
places, requiring less reliance on private vehicles for short trips. place functions. These must be an enabler to achieve strategic and local visions set
out in land use plans, taking a people-and-place-first approach.
ii. Continue to promote transit - such as train, bus and tram - as the mobility
backbone of cities well into the future. It is the most productive way to move large ii. The role and function of a street in the wider network will influence the kerbside
50 numbers of people and plays a key place function. Transit acts as a people fountain management and allocation for movement and place functions. However, the
to our civic spaces, which often also perform an interchange function getting future network plans should inform and be informed by the future place plans
people to home, work or study. for a particular street. What level of kerbside priority should be provided for
public transport services for example will not only depend on what land uses and
iii. Governments must review their processes and structures to ensure that a mode activities exist at street level but also what function the road fulfils in terms of
agnostic approach is being taken to plan our multi-modal transport networks so moving people and by which mode through its network movement function.
that they best serve people and not private vehicles only. Seamless interchange
between all modes should be balanced with place objectives and incorporated into iii. The Shared Mobility Principles as well as the Movement and Place Framework
the design for new transport infrastructure and in the upgrade of our existing are useful tools to diagnose current use. Examining level of service and operating
infrastructure networks. The Shared Mobility Principles for Liveable Cities provide conditions, such as speed, help to determine the Movement and Place classification
a useful yardstick. as do the place considerations for the street. The same classification frameworks
can also be used to point to where we want to go, to define the preferred use as a
part of a broad road and street network. These considerations should flow through
to updating street design guidance to support place functions.
WSP
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
STREET DESIGN GUIDELINES MUST GET AHEAD OF NEW MOBILITY and proactively focus on the best possible outcomes for people and places. Governments must
i.
proactively keep pace with emerging mobility technologies and be focussed on the movement and place outcomes that best achieve our vision for our people and places, rather
than acquiescing to the design requirements of new mobility, through proactively updating street design guidelines.
i. Transitioning to a shared and automated vehicle fleet as set out in the Shared iii. Increasing demand for charging facilities will continue as the proportion of electric
Mobility Principles away from privately-owned vehicles can be supported through vehicles in the fleet rises. The increase in electric vehicles should be encouraged
prioritising access to the kerbside. The rationing of space at the kerbside away from as it brings broader environmental benefits and place benefits such as lower local
privately owned vehicles to embrace a low emission, shared and automated vehicle emissions and noise pollution. However, access to on-street charging infrastructure
fleet is one approach that governments can take to incentivise adoption, where it for electric vehicles should not be the same across all street types. For example, it is
is in keeping with the vision for the place. This can be achieved through regulation not appropriate for Civic Spaces as it encourages less intensive use of the kerbside,
and/or pricing that changes the use of the kerbside to restrict or enhance capacity which in turn could limit the opportunity for more people to access the place with
for different types of vehicles at different times, or in response to changing a knock-on impact to local businesses. It may be more appropriate in Local Streets
demand. It can also look at dynamically changing the use of the kerbside between or at home. To encourage at home charging, governments should ensure EV-ready
modes to maximise productivity. building codes and supporting policies are in place.
51
ii. Prioritising shared vehicles yields a more productive use of the kerbside through iv. Charging facilities for electric micro-mobility may be appropriate in Civic Spaces
pick-up / drop-off, when compared to private cars in general parking – making and around public transport hubs, to encourage interchange between modes, bring
the kerbside work harder. It is also important to support the cultural transition to people to local places and avoid informal parking and street clutter.
shared transport as the successful transition to automated vehicles relies on them
being operated in shared fleets to avoid worsening congestion.
WSP
RECOMMENDATIONS FOR STREET DESIGN OUTCOMES
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
DYNAMICALLY MANAGE AND ALLOCATE THE KERBSIDE to use it more MOVE FROM GENERAL PARKING TO PICK-UP / DROP-OFF for people and
productively and achieve the vision for the place. Existing kerbside uses are often goods to improve kerbside productivity and access to local places. We need the
a legacy of decisions made by governments in previous decades. Static approaches to kerbside to work harder to enable more people to access local businesses and services,
kerbside allocation are failing our people and places. Making better use of kerbside and for businesses to send and receive deliveries. This means restricting the use of
makes it easier to reallocate space to other uses such as seating and shade. general parking, such as two- and four-hour parking zones, in preference for pick-up
/ drop-off zones.
i. Dynamically shifting the use of the kerbside to match the changing needs of
the place at different times of day and during the week is essential to realise the i. The kerbside requirements of people and of goods are blurring. In most cases an
potential of our local places. Let’s get the kerbside working hard to best support area for pick-up / drop-off will satisfy both types of access to our Civic Spaces.
local communities and businesses. A proactive approach by governments that has This includes micro-mobility with people accessing their local shopping street as
been co-designed with the local community and businesses is required to move well as people making deliveries.
quickly on altering kerbside uses.
ii. Rising volumes of e-commerce and food delivery are increasing the urban freight
ii. Emerging technology can be harnessed to better manage the kerbside. Dynamic task. Moving these smaller deliveries around our cities has resulted in a greater
52 signage to signal and prioritise kerbside can play a role. These kerbside use changes requirement for pick-up / drop-off by micro-mobility as well as by vans and trucks.
can be communicated to in-vehicle displays in real time and apps to help people We noticed a rapid increase in smaller deliveries as people adapted to life under
accessing the place. However, technology is meaningless without establishing and lockdown during the COVID-19 pandemic. This behaviour is set to continue.
using a kerbside management framework backed up by necessary regulation and
policy. iii. Servicing businesses with large deliveries will endure. These can occur overnight
or at the fringes of peak place activities, facilitated through dynamic kerbside
iii. Dynamic allocation of the kerbside is also relevant in response to short, sharp management. Freight consolidation centres enabling local deliveries by robots/
shocks such as during the COVID-19 lockdown. At this time, it would have made drones and micro-mobility will also be appropriate for some centres, although
sense for kerbsides outside cafes and restaurants to be dynamically changed to unlikely to be suitable for most Main Streets and Civic Spaces due to space and
pick-up / drop-off spaces during peak food delivery times for example. safety impacts.
iv. Pricing access to the kerbside is a long-standing practice that can be harnessed iv. Pick-up / drop-off will become increasingly important as the vehicle fleet
through technology to dynamically manage and price the kerbside in a way to best transitions to automated and shared vehicles. The management and allocation of
deliver on the place vision. The addition of productivity metrics will ensure that the the kerbside will be a tool for prioritising access by shared rather than private
kerbside is working hard to achieve the place vision. It may also free up kerbside to vehicles and maintaining equitable access so that vehicles enhance and do not
be allocated to other place functions such as parklets or seating. detract from achieving the vision for the place now and into the future.
WSP
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
REALLOCATE KERBSIDE AND ROAD SPACE IN OUR PLACES TOWARDS PRIORITISE WALKING TO ACCESS LOCAL PLACES, along with transit and
ACTIVITIES such as seating, shade and play that attract people to local micro-mobility, supported by funding for local infrastructure. Too often our places
businesses. Achieving the vision for our places will mean reallocating the kerbside are considered in isolation. Infrastructure funding decisions and the scope of local
and road space away from a movement function towards fulfilling place functions. plans must encompass local infrastructure like wider footpaths and bike lanes to
support people to access their local places.
i. Reallocating road space to support place functions has the potential to attract more
people to local businesses. More trees create shade and combined with seating, i. Making it as easy as possible for people to choose to walk to local places. The way
encourage people to dwell. Play equipment and sculptures also help to attract we design to enable our key desire lines to local places can have a large bearing on
people and encourage them to stay and enjoy the place. Increasing the tree canopy the take up of walking trips. This includes walking directly to local places as well
and employing water sensitive urban design also helps to reduce the urban heat as walking to access transit, such as bus stops, that transports people to their local
island effect. places. Our planners and designers must adopt a walk-first approach for designing
for access by all ages and abilities and with funding support from governments.
ii. Reducing clutter on the footpaths, such as signage, contributes to achieving a sense
of place and removes obstacles for people enjoying the space. Often utility boxes, ii. Bicycles and scooters are being joined by e-bikes and e-scooters as forms of micro-
53 parking signs and power poles squeeze out things we want if there is room, like mobility that generally support access to places by people from a larger catchment
trees, awnings and benches. than those walking. Parking and charging infrastructure for e-micro-mobility will
become increasingly important in those places where we want people to dwell
or to pick up goods such as café and restaurant precincts, and at interchanges to
encourage first-mile/last-mile travel.
iii. Ensuring that people can easily access transit at the start of their journey through
paths to bus stops, train stations and tram stops, and with stop locations within our
local places. The whole journey must be considered to ensure equity of access.
iv. Delivering local infrastructure to enable safe access to our places by people of all
ages and abilities is crucial to achieving our vision for local places. Governments
prioritising, funding and delivering local infrastructure such as kerb buildouts,
separated cycle lanes, wider footpaths are essential.
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PLACE AND MOBILITY /
FUTURE READY KERBSIDE
ii. Urgently upgrade street, kerbside and public transport infrastructure to ensure our
local places are accessible for the young, elderly, people with disabilities and parents
54 walking with prams. Inaction could lead to poor safety outcomes as well as the
continued use of the private car by some people who would otherwise walk, cycle
or travel by transit. This does not promote great place outcomes, can be financially
prohibitive and removes an opportunity for exercise.
iii. Employ a Safe System approach to road design that takes the kerbside into account.
This means taking a holistic approach across all modes, including walking and
cycling, to ensure our local places are designed to be safe. Reduced speeds limits in
Civic Spaces is one measure.
55
FUTURE READY KERBSIDE
Graham Pointer Camden FitzGerald Mary Haverland Louise Baker Scott Benjamin
Future Ready Lead, Australia Regional Executive, Technical Executive, Technical Director Transport Technical Director, Intelligent
Graham.Pointer@wsp.com Planning and Mobility NSW Planning and Mobility Louise.Baker@wsp.com Transport Systems
Camden.FitzGerald@wsp.com Mary.Haverland@wsp.com Scott.Benjamin@wsp.com
56
Elly Short Shifani Sood Alifa Putri Jay Jayasinghe Jessie Milligan
Senior Principal - Senior Transportation Transport Planner Visualisation Consultant Graphic Designer
Transport Advisory Planner Alifa.Putri@wsp.com Jay.Jayasinghe@wsp.com Jessie.Milligan@wsp.com
Eleanor.Short@wsp.com Shifani.Sood@wsp.com
WSP
WSP FUTURE READY™
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
Future Ready is WSP’s innovative approach to thinking beyond the conventional so that we can plan, design and deliver infrastructure that’s ready for today’s code and
tomorrow’s challenges. Being future focused, understanding what the world might look like in the next few decades, and taking action to prepare for this future, is essential to what
we do at WSP. Our clients count on it and our communities thrive because of it.
57 SEE THE FUTURE MORE CLEARLY DESIGN FOR IT TODAY LEAD IN INNOVATION
Consultation
WSP
References
PLACE AND MOBILITY /
FUTURE READY KERBSIDE
1
www.sharedmobilityprinciples.org
2
NZTA, 2019a
3
NZTA, 2019b
4
NSW Government, Planning Industry & Environment, Streets as Shared Spaces grants - www.dpie.nsw.gov.au/premiers-priorities/great-public-spaces/streets
5
New Mobility Now - www.wsp.com/en-AU/news/2017/new-mobility-now-is-the-time-to-take-action
6
Reclaim the kerb: The future of parking and kerbside management in London, Centre for London, March 2020
www.centreforlondon.org/wp-content/uploads/2020/03/Centre_for_London_Future_of_parking.pdf
7
Austroads, 2016
8
NSW Government, Future Transport Strategy 2056
9
Urban Street and Road Design Guide, 2020, Auckland Transport
10
www.sharedmobilityprinciples.org
58
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