How the pandemic has changed transport - A year in review - Momentum ...
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A year in review. How the pandemic has changed transport
2.
Welcome to the spring Over the past year, the word
‘unprecedented’ has been used
2021 edition of Momentum’s more than we might have ever
imagined. The pandemic has
Connect, where we take a brought many changes to
everyone’s lives, but perhaps –
retrospective look at our back in March 2020 – we couldn’t
have predicted the extent to which
popular and thought-provoking transport would be impacted, or
the prominence it would achieve.
2.
3.
pieces from our Covid-19 Nobody anticipated the level at which bus, train,
tube and car journeys would be replaced by active travel
Thought Hub.
such as walking and cycling. Or that emerging trends such
as the introduction of micromobility, for example e-bikes and
e-scooters, would be accelerated. Natasha Brown, associate
at Momentum said: “Now is possibly the most exciting time
to be in transport planning since the 1960s. TfL, the London
boroughs and the City of London are reallocating road space
across their highway networks. Local authorities can use
transport initiatives to unlock a safe and successful Covid-19
recovery phase for residents and businesses, whilst also
tackling existing challenges such as climate change and
Keep in touch increasing active travel.”
www.momentum-transport.com
In this edition of Connect we’re taking a retrospective
LinkedIn: Momentum Transport Consultancy look back at a number of articles that have been shared
Instagram: momentum_transport through our Covid-19 Thought Hub, along with ‘author’s
Twitter: @Momentum_TC_Ltd notes’ on how our views and predictions have changed
Vimeo: www.vimeo.com/momentumtransport since their first publication.
We’re also looking ahead to the launch of Momentum
City 2030. This past year has underlined how progressive
transport planning and urban design involves understanding
the link between transport and land use, and the future
shape of our towns and cities. As we emerge from crisis into
recovery, and beyond, it will be critical to the challenges that
we face on the future of our economies, our environment
and how we tackle climate change.
CIHT Awards 2021
‘Team of the Year’
Winner
06 - 09 16 - 19
The future of travel. E scooters:
written by Ollie Bolderson written by James Draper
Grace Packard
Shock or shift Love them or hate
them, they’re coming
10 - 13 20 - 21
4.
5.
Crowd and pedestrian Transit oriented
written by Kabil Kaliyamoorthi written by Claudio Borsari
modelling to safely development
re-open your space
14 - 15 22 - 25
Covid road space The future of crowd
written by Natasha Brown written by Will Heubner
reallocation movement in stadiums
28 - 29
Authors’ updates
The future
The Coronavirus pandemic Mobility trends
has changed the way that I’ve had a look through Apple’s mobility data,
which shows the UK’s relative volume of
we live, work and socialise. direction requests based on a baseline volume
of travel
dated 13 January 2020. If Monday 13 January
It is a generationally defining was a normal day (demand is 100), this data
shows the difference in daily direction requests
moment which will have a over the next three months.
wide-ranging catalyst effect The data doesn’t show absolute volumes.
I’ve taken walking, driving and public transport
throughout society. data searches for the UK as a whole (sadly,
no cycling data was available). Data available
for Leeds, Manchester, Birmingham and
The key question to my mind is whether the London all show near-identical patterns.
changes we’re seeing represent a shock or a To simplify, there are perhaps three phases
shift in demand – is this a blip in the way people that can be identified from the UK’s travel
move, or is this a more tectonic shift in our living, patterns in the last three months.
Wk 10
Wk 12
Wk 13
Wk 14
Wk 11
working and travel patterns?
Wk 1
Wk 2
Wk 3
Wk 4
Wk 5
Wk 6
Wk 7
Wk 8
Wk 9
During every major transport, and Information Business as usual.
and technology innovation, commentators 13 January to 8 March (weeks 1 to 8)
forewarn the end of the city, or the ‘death of
Travel behaviours are ‘as normal’ 140
distance’, or the ‘End of Geography’ and yet the
6.
7.
world’s urban population continues to grow; air – people are returning to work from
travel rebounded after 9/11, likewise London Christmas holidays. Apple Maps 130
Underground and Bus usage after the 7/7 searches for walking, driving and public
bombings, in each case after relatively short-lived transport trips remains broadly constant
periods of substantially-lower demand. throughout the three-month period. 120
That being said, at the time of writing Virgin Travel demand and modal choice 110
Atlantic has announced 3,000 job cuts and an are driven by trade-offs between the
end to its operations at Gatwick Airport, after convenience, cost and the accessibility
British Airways announced they could not rule of each mode (amongst myriad 100
out the closure of its Gatwick operations, clearly factors).
showing the airline industry considers this to be 90
a major shift in their business. The rapid drop.
9 March to 22 March
So, the question is will our transport behaviours 80
change forever – or at least for a long while – A sharp reduction in Apple Maps
or just rebound back?. searches for all modes of transport.
70
Most of the reduction in travel demand
occurred before the UK’s official
lockdown, announced on 23 March. 60
Personal and public safety becomes
50
What’s happened since? the key consideration in travel choices
Click to read our author’s as offices, retail and leisure attractions
update from Ollie Bolderson close. 40
30
20
Originally published 11 May 2020
Walking Transit Driving 10
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02.
Lockdown. 23 March to now
(originally published 11 May 2020)
Apple Maps searches remain constantly low
after the UK Government’s lockdown
announcement on 23 March 2020. Public
ys
Scenario two: staying home (high probability):
da
transport searches have (relatively) shrunk
d
the most – a post-lockdown demand of 16%
ol
As people have invested time, effort and money
e
Th
compared to 41% and 35% for walking and into making home offices and online shopping
driving, respectively. This may in part be due to work for them, the increase in these practices
the way we use different modes – people may be may be here to stay, resulting in an overall lower
walking as part of their daily exercise, or driving frequency of travel. This I think is most likely to
to shops – but there is no denying that public affect public transport services, to which people
n
w
transport is a much less appealing proposition will be most reluctant to return, whereas driving
do
during the pandemic.
ck
and walking might well remain nearly as attractive
ng
Lo
as they used to be.
ki
03.
s
Public safety is the key consideration in this
ri
Ca
policy-backed reduction in travel. Only essential
journeys are made as the absolute number of
The way that these scenarios play out will A proactive rationing of road space, to more
trips is significantly lower than normal. Many
be radically different in different places – my closely reflect the substantially lower vehicular
people are able to work from home and many
prediction is that areas where public transport demand, might go someway to minimise the
shopping trips are avoided by online shopping
was previously the main mode of transport effect of a quasi-induced demand as relatively
(there has been an increase in online food retail Scenario three: radical progressive (central cities, especially progressive places) quiet roads and shorter journey times entice
users of 10%). (low probability): will see a big growth in active travel, whereas people into their cars. This rationing would have
8.
9.
As people adjust to walking and cycling more those places that are less well-connected by a ‘double dividend’ effect – disincentivising car
Four
whilst roads are quieter and safer, they don’t public transport will see people revert back travel and incentivising travel by walking and
look back and don’t return to public transport for to car driving. Outer parts of cities, then, may cycling by providing more safe and dedicated
everyday commuting needs. Driving demand may have congestion issues, whereas we may routes.
scenarios for be suppressed through road space reallocation
to further encourage walking and cycling. A shift
need to look at providing more road space for
pedestrians and cyclists in inner cities. Opportunity 3.
the future
from public transport to active travel would free Polycentricity and personal travel
up capacity on public transport services, with This pandemic presents an opportunity to take Transport has been a mainframe system
lower overall demand and a flatter peak demand stock and to evaluate where we were, are and – it has been shaped by large, expensive
(due to flexible working), meaning that public where we want to be, and this is the time to infrastructure predicated on economies of
What might the next phase of transport demand collectively consider how we can seize this
transport would in time, and with the introduction scale. It is now moving into becoming a
look like as we slowly transition out of lockdown? opportunity.
of a vaccine, become a more popular proposition. more personal experience using lighter and
Will we see a reversion to the old way – a
A rebound to public transport could then more flexible infrastructure to reflect a more
bounce-back? Or more of the post lockdown Opportunity 1. Flexibility
cannibalise car travel rather than detract from an consumer-focussed means of using transport
trends, as commuters show caution in their More flexible working hours can be beneficial
increase in active travel. services. Where previously transport services
behaviour? Or some form of hybrid?
04.
for an at-strain transport system for a number were designed to transport workers from the
of reasons – increased working from home suburbs to their central London offices, now the
Looking across the board, then, how might means fewer trips and peak spreading,
driving, public transport and walking modes infrastructure is ‘micro’ allowing people to make
where people work with more flexible hours. different trips to different hubs. Similar to Anne
bounce back? A return to the baseline for each This could mean a dispersed rush hour and,
mode would be returning to 100% (totalling 300% Hidalgo’s 15-minute city concept in Paris, we
effectively, a higher capacity for the transport have an opportunity to rethink our city experience
between the three modes). I have modelled network as a whole. This in turn can support
four scenarios to better understand what might Scenario four: car is king (medium probability): in a way that will be geared towards more multi-
more residential density in suburban areas, modal and active travel to workspaces, retail and
happen. They are not predictions, but designed to People are unwilling to return to public transport, something encouraged in national and regional
help think about four plausible futures. leisure facilities closer to where we live, rather
which is considered a health risk, and private policy, to respond to demand on the housing than in a single Central Activity Zone.
transport is preferred as it’s door-to-door and market. Office design will also be much more
01.
involves very little human interaction. Whilst the geared to flexible work. In many cases, work As we look ahead to life after lockdown only
data shows that the driving and walking searches can be completed anywhere, so offices need time will tell whether this current crisis will cause
are slightly increasing as lockdown continues, to facilitate relationship building, collaboration, ‘shock or shift’ – but there are many opportunities
public transport usage remains very low compared and knowledge sharing. for change that may just have been accelerated
to its baseline – two of the three busiest, post- by Covid-19.
lockdown public transport days were in the week Opportunity 2. Promoting active transport
Scenario one: the old days: lockdown was announced, contrasted with the fact Whilst the Apple Maps data hasn’t included
Each mode is at 100% – the pre-virus baseline that two of the busiest three driving days were last cyclists, there has been some evidence
week. elsewhere that leisure cycling in the UK has
increased during the UK’s lockdown.
Article 02
Crowd and pedestrian
modelling to safely
re-open your space
10.
11.
Entrance queue layout with 2m
gap between people
Covid-19 has turned Over the decades we’ve grown and developed
habits to suit what we have and how we behave
our world upside down. in a public space. Changing that habit will take
time. Therefore it’s up to us to help our clients
People are thinking twice to quickly and effectively put measures in place
to encourage people to follow certain rules; so
about making single trips we can do the things we want to do in a more
controlled, uninterrupted – and most importantly
or general commuting. – safe way.
Large gatherings, whether This means reimagining our public spaces,
office environments, shopping areas, high
for sports, cultural events streets and schools (to name but a few) to
encourage people to follow the rules in an
or even shopping, seem acceptable way.
a distant memory.
Crowd and
For many years our crowd flow and pedestrian
modelling assessments have been helping
As we start to hear more about our phased our clients to optimise the experience their
return to how things were – with some schools customers or users have of their venue,
and shops able to open from next month – development or public space. We’re excited to
we’re presented with a challenge of the like be able to offer our tools (such as Legion and
pedestrian
we’ve never seen before. The Government VISWALK software) and our experience now to
advice on social distancing and new hygienic help our clients with the new challenges they’re
measures means we all need more space to facing as a result of the pandemic.
12.
13.
do the things we normally do without even
considering the physical space required.
modelling to
Five ways our tools
can help you reopen
your spaces safely 03.
safely re-open
Testing and developing
01. 02.
layouts for queuing areas,
with minimum impact on
the building operations or
external area; simulating
your space
a two-metre separation
Suggesting between each person
Determining the general circulation,
maximum capacity area layout and
of people in a space, movement options
04.
whether a museum
gallery, an event, an
office space or a shop
“Getting back to using our larger spaces is
a huge challenge, but it’s one we’re proud
to be able to help our clients tackle while
What’s happened since?
Click to read our author’s
05. Recreating pedestrian
movement and testing
the capacity of pedestrian
staying true to our company aim of creating update from Kabil Kaliyamoorthi Advising on how to areas in line with
spread arrivals and social-distance-based
forward-looking solutions that address the departures of office pedestrian densities and
needs of the future city and place people at workers and visitors flow rates
the centre of our work.” to reduce the risk of
conflicts at entrances,
Originally published 27 May 2020 lobbies and lift areas
Covid
There have been many These schemes were implemented on a trial or
experimental basis so they could be monitored,
road space reallocation or reviewed, and retained, amended or removed.
If some of these schemes had been given more
“Streetspace” schemes in time and politicians had held their nerve against
road space
the opposition, I wonder if they may have still
London boroughs as a result of been in place now, helping to reduce motor
traffic speeds and volumes and improving air
the Department for Transport’s quality, with the associated climate and health
benefits, during lockdown 3?
Emergency Active Travel Fund
reallocation
(EATF) to respond to COVID-19. Continuing in the face of opposition
Some have attracted more Other London local authorities have continued
despite opposition. Lambeth Council has stood
attention than others. Some firm on its LTNs and believes the protesters
have been deemed successful are a minority. Croydon and Ealing have faced
legal challenges on some of their low traffic Consultation is key Meeting a London-wide need
and others not. Some have neighbourhoods. Islington has amended
some schemes to improve local access but Many of the arguments against LTNs have According to the London Cycling Campaign, by
been removed due to is continuing to implement further schemes
despite marches, demonstrations
suggested that new schemes have been set
up undemocratically and without consultation.
November 2020, London’s Streetspace programme
had already resulted in 90km of cycle lanes, nearly
vociferous local opposition. and vandalism of signs and planters. Or that they disadvantage car drivers and 100 LTNs, over 80km of bus lane becoming 24/7
14.
15.
disproportionately benefit more privileged and over 300 new school streets. More schemes will
Camden is prefacing its public consultations communities. It’s also important to remember be delivered following the second round of funding
Lewisham Council opted to reduce their low on LTNs with the statement that 69% of
traffic neighbourhoods (LTNs) in Lewisham and that in some communities, and for some announced by the DfT in November 2020.
households in the borough do not own a car users (particularly outside city centres), cars
Lee Green, due to local opposition. Wandsworth and – that due to public transport capacity
suspended all its trial LTNs and stated that they and other motorised vehicles are essential If the mayor is to achieve his ambitious targets on
remaining much lower than before the for people and businesses to go about their road safety and emissions, there remains a need for
were not delivering the benefits they wish to see pandemic – safe and easy walking, cycling and
and were also affecting emergency access and daily lives. It’s these types of situations improved walking and cycling facilities in London, as
scooting routes are more important than ever. where we might wish to look at alternative well as a reduction in the number of non-essential
traffic flows. This statement highlights up front that those solutions to LTNs, whilst still striving for overall motor vehicle journeys. TfL’s latest Travel in London
car drivers that complain about any measures improvements. report states that the proportion of journeys made by
When large-scale road space reallocation implemented are either in the minority of
schemes are implemented there are often knock- walking and cycling increased significantly from 29%
residents or living outside the borough. The issue of lack of consultation on schemes (between January and March 2020) to an estimated
on effects, such as displaced traffic or lower-
than-anticipated usage of new cycle lanes or has now been addressed by the Department 46% (between April and June 2020); the proportion
Hackney has assessed TfL traffic counts to for Transport’s amended guidance issued in of journeys by private (motorised) transport rose from
pedestrian space. There will also almost always show that LTNs have not caused a rise in main
be opposition where traffic routes become more November 2020 on the importance of engaging 38% to 45% over the same period.
road traffic, despite opposition and protests and consulting with local communities and
convoluted or the measures cause congestion. from people concerned about the knock-on
It usually takes about 6 months for traffic stakeholders prior to implementation from Whether or not these trial and experimental
effect of traffic as well as access issues and the January 2021 onwards. Streetspace schemes have been amended, reduced
patterns to settle down and for people to adjust lack of prior consultation.
their journey patterns or change their mode of or removed completely, local authorities should be
transport. praised for putting them in on such a large scale.
They have risen to the challenge and, despite some
The scale of the backlash against some of schemes being removed or reduced, what they have
these measures may be due to the scale of the achieved in a few months is more than would be
proposals implemented, or to do with the fact achieved in several years in normal circumstances.
that in the first lockdown people were initially
advised to make essential journeys by car rather
than public transport, which was then made more
difficult by the Streetspace schemes. Most likely What’s happened since?
it was due to people’s frustration with the overall Click to read our author’s
impact of COVID-19 on their lives. update from Natasha Brown
Originally published 5 Feb 2020
16.
17.
Article 04
E-Scooters:
Love them or hate them
Love them or
So, what potential do they have?
Do they actually solve a problem?
E-Scooters:
They say a picture is worth a thousand words,
well, we think the same about the map (right).
At the moment, we’re still avoiding trains but
once more movement is permitted and train
travel is required, it’s anticipated at least some
hate them
Londoners will do whatever it takes to avoid
using the tube to travel to their final destination.
Based on an average speed of 16kmph, we’ve
plotted the distance an e-scooter rider might be
able to travel in just 10 minutes from Zone 1,
central London train stations. The potential
for e-scooters to reduce over-crowding on the
E-scooters – everyone has London Underground is clear.
an opinion on them. These But what about active travel?
Some are promoting schemes known as ‘low
traffic neighbourhoods’ where, via the usage
opinions might have changed Of course, many of these journeys can be
of temporary modal filters, vehicle access will
be reduced to residential areas in an effort to
based on your experience of walked (a third of the speed) or cycled, though
the convenience of an e-scooter is potentially
promote travel by other means. For example,
the London Borough of Southwark is looking to
them so far, either from your attractive to the masses. implement low traffic neighbourhoods across
18.
19.
Walworth and Kennington. These schemes are
memories of gliding along Moving people from tube to scooter could also both aiming to provide cycling lanes and widened
encourage future active travel as confidence in
the Barcelona waterfront moving about the streets increases. Potentially,
footpaths, facilitating e-scooter travel. To see
what each local authority is doing, search for the
promenade or from that time e-scooters provide that stepping-stone from
polluting car use and over-capacity public
name of your council along with ‘Streetspace
Schemes’.
you were nearly knocked off transport towards the sunnier realms of active
travel. Of course, e-scooter trials only permit the use
your feet by one crossing of shared e-scooters however one must give
thought to privately-owned scooters. Similar to
Oxford Circus. Facilitating their usage bicycles, where will they be parked, charged
and stored? Perhaps it’s time for developments,
To facilitate the use of e-scooters and other offices in particular, to look past the bicycle
The UK’s stance on these micro-modes has been The UK government has taken a big and bold micromobility methods, there is an utmost need and provide space for e-scooter users. But
clear – they’re banned, but, following a call for step forward by moving the original 2021 to make streets safer spaces than they are at should they stop there? Are we at a cusp of a
increased transport options, we can now expect e-scooter trial period to June 2020 onwards. present. micromobility revolution in the UK? Will other
to see some shared-system scooters (perhaps by In the transport industry, countless webinars, micro-modes start entering the market?
Lime, Bird, Voi etc) weaving around our streets in roundtables and consultations are taking place Recently, the Department for Transport
the very near future. to gather viewpoints surrounding this ‘new’ announced an ‘Emergency Active Travel
transport mode. Of course, safety remains Fund’, made available to all local authorities Looking forward
Previously promoted as an (arguably) sustainable absolute priority, but the opportunity for people in England. This fund has been developed
first and last-mile solution and complimentary to to move independently, particularly in a city based on the proportion of adults in each It is absolutely imperative that each rider AND
public transport, the need for these vehicles has such as London is crucial. local authority who travel to work via public driver takes responsibility for the way they
somewhat changed in the last couple of months. transport – with the emphasis that some of use the roads to keep them safe for everyone.
Suddenly, our attention moves from reducing these trips could otherwise go to private cars. Above all, pedestrians must sit at the top of
transport-related carbon emissions to providing What’s happened since? Micromobility and associated measures provide the hierarchy – streetspace is their space and
workers with a mode which allows them to remain Click to read our authors’ update from a good alternative to private car use under e-scooters must not disrupt that. As we pull away
socially distanced yet able to make journeys James Draper and Grace Packard these circumstances. Our next hope is that from the depths of the pandemic and the primary
which they would normally use public transport local authorities apply for the funding and utilise use of e-scooters moves back towards being
for. In London, it is difficult for us to imagine it effectively a first and last-mile solution, urban designers,
squeezing ourselves onto a packed tube again, policy-makers, technologists and road users
at least not any time soon. Indeed, several London boroughs and other will need to adapt to ensure that we continue to
local authorities have been successful in make the most of the mode, both for society and
their applications for funding and have for sustainability. We should look to the future,
already been consulting on local schemes. envisage what we want and set out to get it.
Originally published 24 June 2020The psychological impact of an extremely
serious, and not yet clearly treatable, disease –
transmissible through droplets between people in
What’s happened since?
close proximity – casts significant doubts on the
Click to read our author’s
appetite to return to dense, crowded urban areas.
update from Claudio Borsari
Although not all large metropolises have higher
infection rates than other areas (for example,
New York has, but London does not), car-based
low-density suburbs might represent a reassuring
response to avoiding infection.
Originally published 26 June 2020
Although probably inevitable in the short
Transit-oriented
term, dense, walkable and transit-oriented As lives have become more local during the
neighbourhoods should not allow a car- lockdown, these centres and clusters could
based recovery to stop the sustainable urban very well be the future of transit-oriented
and mobility regeneration momentum. It is developments: located within 15 minutes’
encouraging that a consensus on these kind sustainable travel from their users, focused not
of measures seems to be present among most solely on high- (or hyper-) density, heavy mass
development
European cities – from Milan to Paris, and Berlin transit infrastructure and utilitarian linked-trips
to London. The Streetspace for London plan (as (home to school to post office to work to groceries
well as the similar transport interventions being to home), but also on a more holistic approach
developed by the City of London and, in my home to urban lifestyles that takes into account work-
country Italy, by the city of Milan) is an extremely life balance, social and family interactions and
positive example of such an approach. the dissemination of economic opportunities
20.
21.
across metropolises, towns and cities, rather
I find particularly interesting the 15-minute than in small, often (economically and socially)
city approach of Paris, “based on four major inaccessible clusters.
principles: proximity, diversity, density and
ubiquity, […] individual areas within the city And while we look at making these clusters
should be able to fulfil six social functions: accessible (across multiple dimensions – from
Transit-oriented development parks, the concept was then recovered in
search of a more (socially, environmentally,
living, working, supplying, caring, learning and
enjoying”[1]. Each city neighbourhood should
transport, to businesses, to inclusivity), we
should be aware of the risk of segregation
(TOD), be it around a rail, and economically) sustainable urban form. be within a 15-minute walk, bike ride or public
transport trip from key amenities, retail and
between these 15-minute neighbourhoods, if
the sole focus is how to connect the centres to
underground, light rail, tram, or The concept then broadened, to include
Vancouver’s Transit Oriented Communities
workplaces. A particularly interesting element
of the plan is the approach to re-use existing
the surrounding areas. As discussed by multiple
studies and analyses over time, the boundaries
bus rapid transit line, has been where the focus shifts from the development
(referring to a single plot or project) to the
infrastructure outside its planned hours or use. of what we define as neighbourhoods become
the location of so-called barriers (such as
a cornerstone of urban revival integration of economic vibrancy and density
within existing neighbourhoods. The scope
As Carlos Moreno, professor at University of
Paris 1 Pantheon-Sorbonne, plan creator and
infrastructure lines for example, or even actual
walls), often creating social segregation along
for the last decades. was further extended to include active
travel, walkable neighbourhoods around key
advisor to mayor Hidalgo, says: “Hidalgo’s plan
would add offices in neighbourhoods that lack
the lines of ethnicity, or income, or religion.
The design of these boundaries, according, for
It’s a remarkably simple idea: stations and the provision of high-quality them, so people can work closer to home. Some example, to Richard Sennett, should embrace
infrastructure for urban cycling, thus extending people could work in neighbourhood coworking
if people and urban activities the catchment of the TOD and public transport hubs; for many jobs now, the biggest hurdle will
a level of informality that allows both adjacent
differences and newcomers to generate
to a much wider area reachable by bike, both
are concentrated around key
simply be convincing companies that employees unplanned and unexpected elements of urban
in London (Healthy Streets) and, again, in can successfully work remotely (although the creativity (in contrast with the more determined
transit hubs, then users would Vancouver. tragic circumstances of COVID-19 seem to have
given a significant push in this direction). Another
and homogeneous centres).
choose not to travel by car. The post-COVID recovery poses significant
key to the approach is finding multiple uses
for infrastructure that already exists. Libraries,
Should the forced break in daily lives encourage
thinking on how to avoid the mistakes of the past,
risks to this model. stadiums, and other buildings could be used once the more immediate threat and fear of the
Even before cars, it is around the early
outside their standard hours. Nightclubs could contagion subside (be it because of vaccines,
concepts of TOD that modern mass-transport
TfL estimates that public transport capacity double as gyms in the afternoon”. During its treatments or just because we get used to it), we
systems were developed, with lines stretching
will have to be reduced by 80-90% for as development, London expanded to incorporate might find a clue to the future of transit-oriented
out on green fields, shops developed around
long as social distancing measures are in the surrounding towns to become the “city of developments in this tension between planned
the new stations and houses within walking
place in some form, making it impossible to villages”: the London Plan identifies more than centres and informal edges, as they move from
distance of both. While the idea faded during
rely on mass transit to service high-density 200 town centres, from international attractors transit oriented to sustainability and inclusivity
the car boom of the second half of the 20th
developments. down to local and neighbourhood centres, most oriented, and from development to communities.
century, preferring sprawling suburbs and retail
of them already clustered along public transport
https://www.theguardian.com/world/2020/feb/07/paris-mayor-
stations or interchanges. unveils-15-minute-city-plan-in-re-election-campaign22.
23.
Article 06
The future of crowd
movement in stadiums
CGI of YTL Arena. Image owned by YTL Arena BristolThe future
There seems to be some Understanding the power of real-time data is
key. Tracking spectator movements around
cautious optimism that 2021 a stadium can provide crucial insight and a
deeper understanding of how people move
will (hopefully!) be the year that through spaces and help operators identify
of crowd
problem areas and uncover potential solutions.
full crowds will make a return to Real-time data can also be used by event
stadiums and music venues. staff to identify any particularly busy areas and
re-route spectators to alternative locations if
However, even before the required. This immediate transfer of live data
movement in
is a crucial tool in managing event crowds and
Coronavirus lockdown, keeping spectators safe.
attendance at live sport and By identifying trends in crowd movements from
this data collection, stadium operators are also
music events was in decline much better equipped to develop operational
stadiums
due to the high-tech and HD crowd management plans that will ensure the
efficient movement of spectators through their
viewing experiences that are space. This will help in achieving seamless
event day movements and fan safety in the
increasingly available and event of an evacuation or emergency.
affordable to many fans. Wayfinding and navigation
24.
25.
As well as gathering useful information,
Stadium operators will face several challenging mobile apps can be used by spectators for Crowd flow modelling Looking ahead
issues when fans can return. These will range wayfinding (either within the stadium, or to/
from ensuring and managing a safe evacuation, from transport nodes) or for pre-ordering food Crowd simulation software is an effective Many of us at Momentum are sports fans and are
general crowd management and operations, and and drinks for half-time or interval periods (for means of analysing and visualising the impact keen to be back in stadiums, grounds and arenas to
busy concourses with queues and congestion. example). Mobile apps can also use real-time of operational crowd management measures or support our teams. But in these uncertain times it’s
All these factors can make life very difficult for data to inform spectators about current queue general spectator movement around a venue. crucial that venues are able to open up effectively
stadium staff, as well as impact on spectators’ lengths or crowding, redirect them to quieter and above all – safely – taking into account ongoing
matchday experience, resulting in potentially areas of the stadium, or advise them to wait in We use simulation modelling to test more restrictions and guidelines that could be in place
reduced spending and profits. their seats for a period. These solutions can complicated environments for our clients, such for some time to come. We look forward to working
have hugely positive impacts on spectator as a stadium concourse during half time. In with our clients in the coming months to help them
So how do we make sure that spectators want movements and circulation space within the this instance, the capacity is not just a function overcome this challenge.
– and feel comfortable and safe – to come back stadium, by reducing queues at concessions of the dimensions of the space (even though
when restrictions are lifted or loosened? And what and helping to evenly distribute demand to this is often how a concourse is designed).
can stadium operators and owners do to enhance underutilised areas. For example, in stadium concourses, you can
their visitors’ experiences, and to plan and design find people entering and exiting, circulating,
for seamless spectator movements, transactions dwelling, and queueing. Complicated and What’s happened since?
and journeys to keep fans coming back week conflicting movements need to be assessed Click to read our author’s
after week, helping to maximise stadium profits to ascertain realistic capacities. How the use update from William Heubner
after so many months of closure? of wayfinding and navigation apps will affect
crowd movements in these spaces is also
Increasing fan engagement using technology important to understand.
Technology – such as using wi-fi connectivity,
Bluetooth, sensors and cameras – is a powerful Originally published 16 Feb 2020
tool that, by gathering important information, can
increase fan engagement and optimise spectator
movements around a venue; all of which
contributes to happier fans willing to spend more
money on event days.Now more than ever it is incumbent on us as transport
professionals to support development which puts people
first. This includes health, safety and wellbeing in this time of
26.
27.
international recovery, and beyond, and to respond to those
existing, longer-term challenges of climate change, public
health and poorly-connected communities – to name but a
few of the challenges that we’re all working on to improve.
Roy McGowan | Managing Director, Momentum
Writing in response to the Centre
for London report “Building for
a New Urban Mobility”01.
Authors’
The future of travel - shock or shift?
02.
A year on and – transport-wise – we’ve
seen a bit of everything. One area of
concern remains the use and funding
updates
of public transport. The Government’s
large changes to rail and buses in
England speak to this. Meanwhile, car
Crowd and pedestrian modelling driving has recently surged to pre-
to safely re-open your space pandemic levels. We are, however,
seeing improved pedestrian and cyclist
Over the last year, we’ve all learnt to adopt the various infrastructure. The way that gaps in
restrictions in place to tackle the pandemic; our behaviour public transport demand are plugged
in public spaces and when using public transport facilities – by private vehicles or active travel –
has been greatly influenced by them. The vaccine rollout will define the next year for transport in
and the relaxation of restrictions have helped with public London, and beyond.
confidence to go out and participate in events. This again
redefines how we plan for events and prepare our facilities
(public areas, workplaces, retail areas, event facilities etc)
for day-to-day use.
28.
29.
Flexibility in assessing conditions
and adopting changes based on
prevailing behavioural trends
and government advice has been
04.
key. Our advice will continue to
consider these trends while also
futureproofing our clients’ facilities.
E-scooters are coming
06.
Planning for a return to stadiums
05.
The first e-scooter trial started in Middlesbrough in July 2020 Since this article was first published
03.
and even before we saw scooters on the streets of London it’s been wonderful to see fans starting
(with the trial beginning on 7 June 2021) the UK had more to return to stadia for pilot, and limited
than 12,000 (approx.) shared e-scooters available for either capacity, events. The Premier League’s
short or long-term hire. A cautious approach has been taken decision to allow up to 10,000 home fans
with London only launching in 5 areas to begin with and some to watch the final game of the 2020/21
What’s next for transit-oriented development?
trials have been stopped and then restarted due to safety season, and the good progress we’re
Road space reallocation concerns, but we’ve seen a generally positive beginning to the seeing generally, also gives us hope that
A focus remains on the 15-minute and 20-minute city
trials with it even being described as a ‘policing non-event’. we might even see Wembley host over
concepts (if considered as a one-way trip or two-way trip
There has been less noise made in the media With an average journey length of 3-4km, early signs indicate 80,000 at the Euros! But the way in which
respectively). Most cities are not backing down from the shift
since the article was published – perhaps great potential to replace short private car journeys. stadium operators safely get back to full
to walking and cycling, and designing for sustainability and
as restrictions are easing people have a capacities remains an important question
inclusivity (not only for disabled users, but for all user groups)
different focus. Or perhaps the change to As we step out of the pandemic we look forward to for many, and after such a long period
remain a priority. Together these locations will create cities
the government guidelines on consulting on understanding the role e-scooters might have in towns and of fans experiencing events from the
of spaces connected by cycling or public transport, giving
proposals prior to implementation from January cities in the future. An intriguing combination of operating comfort of their own home, planning for
everyone the choice and opportunity to easily access local and
2021 is allowing people to air their concerns companies continue to battle it out to get their scooters an amazing visitor experience to get fans
metropolitan facilities whilst maintaining the strength of cities
and enabling local authorities to take them on involved in trials. It will be particularly interesting to see how back will be crucial.
as places for socialisation, meetings and exchange.
board at the design stage. competition promotes innovation in types of scooter, and how
they will respond to user and government feedback.Momentum
30.
31.
City 2030 is
coming...
Over the coming months we’ll
be setting out on a journey
through Momentum City 2030
- an exemplar city highlighting
the best of good urban design
and transport planning.
Crucially, at this challenging time, we’ll look at the
range of solutions which will build back equitable cities,
address the challenges of public health and climate
change and deliver connected spaces which safeguard
the city and our environment for future generations -
unlocking the key role that cities and buildings play in
achieving net zero.Find us on social media
and our blog.
t. +44 (0)20 7242 0228 | e. info@momentum-transport.com | w. www.momentum-transport.com
Momentum ® is the registered trademark of Momentum Transport Consultancy Limited.
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