Extending the reach of Mass Rapid Transit through understanding the first mile / last mile problem
My thesis was titled “Extending the reach of Mass Rapid Transit (MRT) through understanding the first mile / last mile (FM/LM) problem” and was centred around a proposed Mass Rapid Transit corridor for Christchurch. I analysed trends in public transport (PT) use, conducted a community survey and ran interviews in order to understand how Christchurch residents currently access PT and how this may impact the proposed MRT.
I completed my research as part of the Master of Urban Resilience and Renewal at the University of Canterbury. I was very fortunate to have been supported by two encouraging and knowledgeable supervisors, Professor Simon Kingham and Dr Lindsey Conrow.
A requirement for the Master of Urban Resilience and Renewal is to complete the thesis in collaboration with a community partner. My community partner was Environment Canterbury, who are responsible for providing public transport in the Canterbury region. Environment Canterbury provided me with PT data for Christchurch in order to better understand the commuting habits of residents, while my research was in line with their goal of allowing everyone to have access to a safe and affordable transport network.
Background information
Christchurch is currently serviced by a PT network of buses and a ferry, complemented by a network of bicycle lanes. The current network operates on a hub and spoke model which provides high-frequency routes along key corridors to the central city. Examples of high-frequency services include the Orbiter, #1 Belfast to Cashmere and #3 Airport to Sumner, which all run at 10-minute intervals during peak times. However, despite intermittent sections of bus lanes scattered around the city, no public transport system in Christchurch has a permanent, dedicated right of way.
MRT is a quick, frequent, reliable and high-capacity PT service that operates on a permanent route that is largely separated from other traffic. The mode of the proposed Christchurch MRT corridor would either be Light Rail or Bus Metro. Stage 1 of the corridor runs from Hornby in the south-west to Belfast in the north, via the central city, shown in Figure 1.
Figure 1: Map of the proposed MRT corridor from Greater Christchurch Partnership
While MRT is a convenient transport option for people who live close to stops, it poses challenges for people who live beyond walking distance, or who are unable to walk.
The FM/LM problem refers to the separation of PT or MRT from the origin or destination of a journey. For example, the 10 minutes I walk from my house to the bus stop and the 5 minutes I travel on a Lime scooter from the bus interchange to my work during the morning commute would be examples of FM/LM journeys. Providing easy to use and accessible FM/LM solutions that effectively link PT or MRT with people’s destinations is a necessary step to ensure the viability of PT systems. I found a gap in existing research exploring FM/LM solutions in low-density, car-dominated cities.
Research aims
I condensed the aims of my research into six objectives to address the overarching aim of how understanding the FM/LM problem can extend the reach of MRT corridors. Those six objectives were:
- How does distance from transit stops influence PT/MRT usage?
- What are the needs of Christchurch residents in terms of accessing PT/MRT?
- Which FM/LM solutions are feasible at different distances from PT/MRT stops?
- What international and local examples exist of successful FM/LM solutions?
- How can the proposed FM/LM solutions be integrated into an MRT system to extend reach and therefore usage?
- How can the nature of MRT stations, including the surrounding environment and routes, impact the FM/LM journey?
Methodology
A combination of qualitative and quantitative methods were used during my research in order to provide a greater depth and breadth of information than a single methodological process would have.
A literature review was undertaken as the first method of data collection, covering existing MRT corridors, FM/LM modes, and local examples. I identified a major gap in existing literature regarding the implementation of MRT corridors in low-density cities with little existing transport infrastructure. Findings and gaps from the literature review helped shape survey questions, focusing particularly on Christchurch residents and their needs regarding an MRT corridor and FM/LM solutions.
A survey was used as the main method to collect primary data about people’s opinions related to MRT and experiences with PT. The survey was supplemented by semi-structured interviews, which allowed for more detailed information to be obtained.
All bus journeys in Canterbury for the month of March 2024 were provided by Environment Canterbury. This data was analysed geospatially in Python and ArcGIS Pro to investigate the relationship between bus usage and distance travelled to bus stops. To understand the use of micromobility as a FM/LM solution, additional secondary data from Lime Micromobility was analysed. Investigating Lime scooter usage around bus stops in Christchurch allowed the research to address the stated research objective and explore trends in scooter and bus usage.
Findings
Christchurch residents, on average, travel 670 m to access a bus stop, a distance which is supported by existing literature that people are willing to travel further than 400 m to access a bus stop. Frequency, reliability and route selection were identified by residents as areas needing the most improvement in the current PT system. A clear negative relationship was found between distance from the most used bus stop and bus usage, as shown in Figure 2.
Figure 2: Relationship between number of bus trips for each bus user (trip count) and distance from home Address to most used stop.
Walking, cycling and PT connections were all popular modes with Christchurch residents to connect to MRT. Figure 3 shows that the majority of respondents to my community survey would be willing to walk between 400m and 1km to access MRT. Facilities at and around stations were found to be important, particularly connecting cycleways, safe bike parking at stations and the ability to take bikes on MRT. Residents expressed a desire for an integrated system through which multiple modes can be accessed and easily used for a journey, while the proposed MRT corridor must consider both able-bodied residents and users with accessibility issues.
Figure 3: Distances respondents would be willing to walk to access MRT
At shorter distances (under 1.5km), Christchurch residents would prefer to access MRT primarily through walking, but also through cycling and PT connections. However, as distance to the nearest PT stop increases, driving becomes a more prominent mode, particularly for those living more than 1.5km away from a stop. Figure 4 shows the relationship between modal choice to access MRT, and how far away from a stop survey respondents lived.
Figure 4: Distance from home address to nearest public bus stop versus modes of transport (aside from walking) survey respondents would consider using to access MRT
Integration
A prominent example of an MRT system implemented locally is the Auckland Busway. The Auckland Busway is a Bus Rapid Transit system that serves the northern suburbs of Auckland and provides a link to the CBD. The opening of the busway substantially reduced bus travel times (initially by around a third from Albany to the CBD) and improved bus reliability. These improvements, together with increased bus frequencies and higher capacity buses, have resulted in high bus patronage growth in the corridor.
PT Connections and cycling were found to be the two most popular modes with Christchurch residents (aside from walking) to use to connect to MRT. Given these findings, it is essential that any future MRT corridor in Christchurch is supported by an integrated bus network and expanded cycleway network that complements the MRT route. While over 75km of separated cycleways are already present in Christchurch, further investment and development is necessary to ensure that cycling is an attractive and safe way to travel. 70% of survey respondents said that more convenient routes could influence them to begin using public buses in Christchurch. If an MRT system is implemented, a reconfigured and more efficient connecting public transport network should be considered to extend the reach of the system and increase overall usage.
Conclusion
The FM/LM problem is a complex issue, and one that has no ‘silver bullet’ solution. Without convenient FM/LM solutions, PT or MRT will struggle to rival the speed, directness and comfort of the private car. However, steps can be taken to ensure that PT or MRT is an attractive transport option, and the FM/LM problem is an important part of that.
By providing integrated solutions to the FM/LM problem that cater to residents with different needs living at different distances from stops, it is possible to extend the reach and therefore increase usage of MRT.
Joe Young
Joe is a Graduate Transportation Planner at Abley. He earned a Bachelor of Science and a Master of Urban Resilience and Renewal from the University of Canterbury. Joe’s thesis, titled “Extending the Reach of Mass Rapid Transit through Understanding the First Mile/Last Mile problem”, was recognized with the Outstanding Research Achievement for a Masters’ Dissertation or Thesis from the Chartered Institute of Logistics and Transport NZ, and the Student Transport Planner of the Year award from the Transport Planning Society NZ. Joe is passionate about transport and is motivated by the opportunity to improve transport outcomes across New Zealand.