A Human-Centered Approach to Movement & Place in Bundaberg
Bridging Engineering, Urban Design, and Community Needs for a Safer, More Livable Future
My passion lies in problem solving, in understanding the intricate workings of systems. However, my fascination extends beyond functionality. I am deeply intrigued by how design, whether of spaces, products, or systems, shapes human experience. My work in transport engineering provided a strong technical foundation in road safety, movement networks and infrastructure planning. Yet, as I engaged more with the Movement and Place framework, I realised roads are more than efficiency and throughput. They are about people, communities, and lived experiences.
This project involved reviewing and refining Bundaberg's Movement and Place framework, offered a chance to apply human centered design thinking to engineering. It allowed me to reframe roads as integral parts of people's daily lives, not just transport corridors. This shift from traditional engineering to human first mobility design aligns perfectly with my evolving skill set and career aspirations in product and UX design.
My Role & Responsibilities
This review serves as both a technical and strategic transformation for Bundaberg Regional Council’s (BRC) transport network. The key responsibilities include:
Framework Review & Alignment
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Assess BRC’s current M&P framework and identify gaps with the latest NSW & QLD M&P approaches.
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Integrate human-centred principles to ensure streets cater to diverse users: pedestrians, cyclists, public transport users, and drivers.
Movement & Place Classification & Mapping
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Develop a methodology to classify all roads under BRC jurisdiction based on their movement function (throughput) and place function (people & activity).
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Map and visualise existing and future classifications to support strategic decision-making.
Context-Sensitive & Human-Centred Design Recommendations
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Introduce design strategies that enhance safety, accessibility, and placemaking.
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Shift focus from car-centric to people-first design, integrating elements like:
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Lower speed zones in pedestrian-heavy areas.
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Street greenery and shaded walkways for comfort and walkability.
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Road diets & lane reallocations to support active transport.
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Intersection redesigns for safer pedestrian crossings.
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Approach
1. A Systems Thinking Approach to Movement & Place
Rather than looking at roads in isolation, systems thinking encourages us to view transport networks as part of a larger, interconnected system that includes:
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People & Behaviour (how different road users interact)
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Infrastructure & Design (the physical form of streets)
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Policy & Regulation (speed limits, zoning laws, funding)
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Social & Economic Impact (how transport influences businesses, accessibility, and community life)
By applying systems thinking, we move beyond fixing individual problems (e.g., congestion) and instead focus on holistic solutions that balance movement, accessibility, and place.
Systems Thinking in Action: The Movement & Place Framework
Traditional road planning often applies linear thinking:
🚗 More congestion? → Build more lanes → Short-term relief → More induced demand → More congestion.
A systems thinking approach considers long-term consequences and interconnected factors:
🚶 More congestion? → Improve walkability, cycling infrastructure, and public transport → Reduce car dependency → Long-term traffic reduction.
The Movement & Place Framework provides a structured way to apply systems thinking to road networks:
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Classify and map roads based on their movement & place function (instead of treating all roads as equal).
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Assess design implications—how do different road types influence human behaviour, safety, and accessibility?
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Identify leverage points—small, high-impact interventions that create system-wide improvements.
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Balance competing needs—how can we integrate movement without compromising place quality?
2. Human-Centred Road Design: A People-First Perspective
To integrate human-centred design into transport planning, I’ve shifted my mindset to focus on:
✅ Who benefits from this design?
✅ Who is excluded or disadvantaged?
✅ How does this street feel for different users?
By embedding empathy, accessibility, and behavioural psychology into the design process, we ensure that roads serve communities, not just vehicles.
Key Human-Centred Insights
1. Speed is a Design Choice, Not Just a Regulation
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Lower speeds reduce crash severity, but simply lowering speed limits is not enough.
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Instead of relying on signs, we should design streets that naturally encourage slower speeds:
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Narrower lanes
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Raised pedestrian crossings
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Tree-lined streets
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Shared spaces
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This mirrors interaction design in UX—where good design subtly guides user behaviour without forcing it.
2. Streets Shape Social & Economic Life
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Streets designed for people (wide footpaths, greenery, seating) foster social interaction and economic activity.
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Streets designed against people (wide roads, barriers, few crossings) discourage engagement, leading to car-dominated environments.
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Movement & Place encourages us to balance function with experience.
3. Designing for Inclusivity & Empathy
"A truly human-centred street ensures that everyone—regardless of age, ability, or transport mode—feels safe and included."
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A parent walking their child to school should not feel threatened by high-speed traffic.
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A person using a wheelchair should not struggle to find a safe crossing.
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A shop owner should not lose customers because their street is unsafe to cross.
These are not just transport issues—they are equity, safety, and quality-of-life issues.
3. Implementing Systems Thinking: The Approach
Applying systems thinking to road design means recognising that small interventions can have wide-reaching effects.
Step 1: Map the System
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Identify all elements affecting road use:
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Users (drivers, cyclists, pedestrians, businesses)
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Policies & regulations (speed limits, zoning, transport funding)
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Environmental factors (urban heat, stormwater management)
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Economic influences (retail foot traffic, property values)
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Classify roads based on their movement & place roles:
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High-movement, low-place (e.g., highways)
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High-place, low-movement (e.g., pedestrian precincts)
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Balanced streets that integrate both functions
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Step 2: Identify Pain Points & Leverage Points
Rather than treating symptoms (e.g., widening roads to reduce congestion), identify root causes and high-impact interventions:
🚶 If pedestrian safety is low → Improve crossings, slow speeds, add shade and seating.
🚌 If public transport is underused → Improve access, bus priority, and real-time information.
🚗 If congestion is high → Invest in active transport, reallocate road space, use pricing mechanisms.
Step 3: Prototype, Test, Iterate
Instead of implementing large, irreversible changes, use tactical urbanism and pilot projects:
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Temporary street trials (e.g., pop-up bike lanes, pedestrian plazas)
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Community engagement (co-design workshops, feedback loops)
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Data collection (measure behaviour changes, safety improvements, and business impact)
This mirrors UX and product design methodologies, where solutions are tested, iterated, and refined before full implementation.
4. Challenges & Reflections on Applying Systems Thinking to Road Design
Shifting from Traditional Engineering to Human-Centred Thinking
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Many engineers are trained to prioritise flow efficiency over user experience.
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Convincing stakeholders to think beyond cars requires clear evidence, data visualisation, and case studies.
Managing Stakeholder Trade-Offs
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Businesses may resist reducing parking for more pedestrian space.
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Drivers may resist lower speeds and road reallocations.
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Councils may have limited budgets for human-centred interventions.
Bridging these interests requires a co-design approach, where all voices are heard, and trade-offs are negotiated collaboratively.
Retrofitting Human-Centred Design into Existing Infrastructure
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Many roads were not designed with Movement & Place principles in mind.
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Retrofitting requires incremental, cost-effective solutions:
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Paint & bollards before full reconstruction
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Flexible use of space (e.g., part-time pedestrian zones)
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This reflects agile design methodologies, where we implement small, high-impact improvements before committing to full-scale redesigns.
A map of the existing road network to be classified.
Challenges & How I Tackled Them
1. Overcoming the Traditional Engineering Mindset
Many transport engineers still see roads primarily as functional objects, rather than as places that shape human experience. Shifting the conversation from efficiency to experience requires advocacy, storytelling, and evidence—all core skills in UX and product design.
2. Balancing Stakeholder Priorities
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Local businesses worry that pedestrianisation will reduce car access.
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Drivers resist lower speed limits.
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Councils face funding constraints for placemaking initiatives.
Bridging these competing interests requires a co-design approach—similar to user-centred product development, where we find a balance between business needs, user needs, and technical constraints.
3. Implementation in Existing Infrastructure
Unlike digital products that can be iterated rapidly, urban infrastructure is slow to change. Small interventions—temporary street trials, tactical urbanism, and low-cost redesigns—help prove concepts before large-scale implementation. This mirrors design prototyping—testing ideas before committing to full-scale development.
Reflection & Learning
This project has reinforced that engineering and design are deeply connected. Whether I’m shaping a road network or designing a digital product, the same core principles apply:
🔍 Understanding users (or road users).
🛠 Designing with empathy and context.
📊 Using data to validate decisions.
♻️ Iterating and refining solutions.
Working on Movement & Place through a human-centred lens has given me confidence that my background in engineering can seamlessly transition into product, service, and UX design.
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Transport engineering gave me technical and analytical skills.
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Human-centred design gives me the framework to apply them in a way that prioritises people.
This isn’t just about roads—it’s about how design can transform experiences, communities, and quality of life.