Case Studies
Age-Friendly Buses Project
Design Feature
Type of project
Policy
State
Queensland
Location
Urban, Regional
The Age-Friendly Buses Project was conducted between 2006 and 2009. The interventions were implemented between 2007 and 2009 by Wide Bay Transit (transport provider) in collaboration with Queensland Transport (policy maker) and the Fraser Coast Regional Council. The project received advice and input from the research team at the University of Queensland.
Moving through the ages
Access to transport is a key contributor to quality of life. With an ageing population, Australia needs to ensure that older Australians have access to a transport network. Public buses are a popular form of transport for older Australians, keeping people active by encouraging walking and enabling people to spend time in their community.
The Age-Friendly Buses Project explored the underlying principles and priorities for age-friendly public buses, developed recommendations and strategies for improving the age-friendliness of buses, and evaluated the impact of age-friendly buses on older people’s satisfaction, use of buses and social participation. The project took a whole-of-journey approach, where planning, walking to the bus stop and catching the bus are all part of the movement network.
Across the intervention period, Wide Bay Transit, Fraser Coast Regional Council, and the research team implementedthe following research strategies, Nominal Group Technique (similar to a Focus Group, where participants vote on their priorities) and Focussed Ethnography (where researchers joined older people on their bus trips), to identify the principles for age-friendly bus systems.
Across the intervention period, Wide Bay Transit, Fraser Coast Regional Council, and the research team implementedthe following research strategies, Nominal Group Technique (similar to a Focus Group, where participants vote on their priorities) and Focussed Ethnography (where researchers joined older people on their bus trips), to identify the principles for age-friendly bus systems.
Through this process, there was an increase in the percentage of services provided by low floor buses; age-awareness training was provided for bus drivers; there were more frequent buses on all routes; and pedestrian infrastructure was improved. On one route, a novel flexible route system was trialled, where the bus was dynamically rerouted to collect passengers up from their homes. Fewer changes to the bus system occurred in north Brisbane, which allowed for comparison of outcomes.
One hundred people who had taken part in the first stage also completed a follow-up survey three years later. The results of these surveys demonstrated that as older people in Brisbane (where few changes took place) aged, it became increasingly difficult to catch buses and participation in social activity declined. In contrast, people in Hervey Bay maintained their bus use and social participation as they aged. Participants in Hervey Bay also perceived that buses were easier to use and they were satisfied with the changes. The novel flexible route bus transport and age-friendly training for bus drivers were also evaluated separately with positive outcomes.
One hundred people who had taken part in the first stage also completed a follow-up survey three years later. The results of these surveys demonstrated that as older people in Brisbane (where few changes took place) aged, it became increasingly difficult to catch buses and participation in social activity declined. In contrast, people in Hervey Bay maintained their bus use and social participation as they aged. Participants in Hervey Bay also perceived that buses were easier to use and they were satisfied with the changes. The novel flexible route bus transport and age-friendly training for bus drivers were also evaluated separately with positive outcomes.
Evidence-based recommendations for age-friendly buses were developed, including the following priorities:
- Low floor buses
- Bus drivers who are trained or selected to be friendly, helpful, have good communication skills, understand the needs of passengers, wait until passengers are seated before driving, and pull in close to the curb.
- Frequent buses (at least every 15 minutes).
- Bus stops no more than 200 metres from homes and destinations, with few steep hills along the route.
- Pedestrian infrastructure, including footpaths and crossings that are wide, smooth, slip-resistant, have resting points every 150 metres, and with crossings that are visible and allow enough time to cross.
- Bus information and changes to the bus system should be communicated through multiple media, including printed information, telephone information, the internet, bus drivers and word of mouth.
- Buses should take people to places of interest, especially cross-suburban travel, leisure destinations, shops, the central business district, medical services and other towns.
Project team
- Dr Kieran Broome, PhD graduate, The University of Queensland
- Professor Emerita Linda Worrall, The University of Queensland
- Professor Duncan Boldy, Curtin University
- Associate Professor Kryss McKenna, The University of Queensland
- Professor Jennifer Fleming, The University of Queensland
- Wide Bay Transit
- Queensland Transport
- Fraser Coast Regional Council
Project cost
Unavailable
Health value
Providing accessible bus systems keeps older people moving. Using buses involves walking to the bus stop. It enables people to achieve incidental physical activity, while participating in their community. Increasing community engagement also improves emotional health by building connection, giving life meaning and minimising social isolation.
Economic value
Age-friendly transport allows older people to be active participants in the economic and social fabric of their community. It allows people to access leisure, education, volunteering and commercial areas of interest.
Environmental value
Age-friendly public buses allow people to replace unsustainable single-passenger systems (e.g., driving or passenger services) with more sustainable mass transportation.
Social value
A key principle to keeping older people on buses is that of safety. While key behaviours, such as waiting until passengers are seated before driving, are important, a friendly and helpful attitude from bus drivers and other passengers lets people know that someone is looking out for them.
Use value
Age-friendly principles have been prioritised, detailed recommendations provided and strategies evaluated. Priorities allow transport providers, transport and local government authorities and community groups to make strategic decisions to address issues that are going to make the most difference.
References
Broome, K., Worrall, L., Fleming, J., & Boldy, D. (2013). Evaluation of age-friendly guidelines for public buses. Transportation Research Part A: Policy and Practice, 53, 68-80.
Broome, K., Worrall, L., Fleming, J., & Boldy, D. (2012). Evaluation of flexible route bus transport for older people. Transport Policy, 21, 85-91.
Broome, K., Worrall, L., Fleming, J., & Boldy, D. (2011). Developing guidelines for age-friendly buses: a survey of older peoples’ preferences regarding headways, distance to the bus stop and destinations. Journal of Human Development, Disability, and Social Change, 19(3), 79-86.
Broome, K., Worrall, L., Fleming, J., & Boldy, D. (2011). Characteristics of age-friendly bus information. Journal of Public Transportation, 14(4), 43-61.
Broome, K., Worrall, L., Fleming, J. & Boldy, D. (2011). Identifying age-friendly behaviours for bus driver age-awareness training. Canadian Journal of Occupational Therapy, 78(2), 118-126.
Broome, K., Worrall, L., McKenna, K., & Boldy, D. (2010). Priorities for an age-friendly bus system. Canadian Journal on Aging, 29, 435-444.
Broome, K., Nalder, E., Worrall, L., McKenna, K., & Boldy, D. (2010). Age-friendly buses: comparison of barriers and facilitators to bus use for younger and older adults. Australasian Journal on Ageing, 29(10), 33-8.
Broome, K., McKenna, K., Fleming, J., & Worrall, L. (2009). Bus use & older people: a literature review applying the person-environment-occupation model in macro practice. Scandinavian Journal of Occupational Therapy, 16(1), 3-12.
Broome, K., Worrall, L., Fleming, J., & Boldy, D. (2012). Evaluation of flexible route bus transport for older people. Transport Policy, 21, 85-91.
Broome, K., Worrall, L., Fleming, J., & Boldy, D. (2011). Developing guidelines for age-friendly buses: a survey of older peoples’ preferences regarding headways, distance to the bus stop and destinations. Journal of Human Development, Disability, and Social Change, 19(3), 79-86.
Broome, K., Worrall, L., Fleming, J., & Boldy, D. (2011). Characteristics of age-friendly bus information. Journal of Public Transportation, 14(4), 43-61.
Broome, K., Worrall, L., Fleming, J. & Boldy, D. (2011). Identifying age-friendly behaviours for bus driver age-awareness training. Canadian Journal of Occupational Therapy, 78(2), 118-126.
Broome, K., Worrall, L., McKenna, K., & Boldy, D. (2010). Priorities for an age-friendly bus system. Canadian Journal on Aging, 29, 435-444.
Broome, K., Nalder, E., Worrall, L., McKenna, K., & Boldy, D. (2010). Age-friendly buses: comparison of barriers and facilitators to bus use for younger and older adults. Australasian Journal on Ageing, 29(10), 33-8.
Broome, K., McKenna, K., Fleming, J., & Worrall, L. (2009). Bus use & older people: a literature review applying the person-environment-occupation model in macro practice. Scandinavian Journal of Occupational Therapy, 16(1), 3-12.
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