Month: March 2018

The Transportist: April 2018

| David Levinson
Welcome to the April 2018 issue of The Transportist, especially to our new readers. As always you can follow along at the blog or on Twitter.

Thank you to all who purchased Elements of Access and Metropolitan Transport and Land Use in recent months. Copies are still available.

Transportist Posts

Transport News

​Uber’s AV Killed Someone

I’m beginning to think Uber gives capitalism a bad name.

(in reverse chronological order, oldest at bottom)

AVs

SVs/Taxis/Car Sharing

EVs

HPVs/Bikes/Pedestrians

Roads

Aviation

Transit

Ferries

Intercity Rail

​Land Use

Science

Economics

Justice/Equity

Security

Research & Data

Books

Now available:

Nothing in cities makes sense except in the light of accessibility. Transport cannot be understood without reference to the location of activities (land use), and vice versa. To understand one requires understanding the other. However, for a variety of historical reasons, transport and land use are quite divorced in practice. Typical transport engineers only touch land use planning courses once at most, and only then if they attend graduate school. Land use planners understand transport the way everyone does, from the perspective of the traveler, not of the system, and are seldom exposed to transport aside from, at best, a lone course in graduate school. This text aims to bridge the chasm, helping engineers understand the elements of access that are associated not only with traffic, but also with human behavior and activity location, and helping planners understand the technology underlying transport engineering, the processes, equations, and logic that make up the transport half of the accessibility measure. It aims to help both communicate accessibility to the public.

Purchase:

Still available …
In this book we propose the welcome notion that traffic—as most people have come to know it—is ending and why. We depict a transport context in most communities where new opportunities are created by the collision of slow, medium, and fast moving technologies. We then unfold a framework to think more broadly about concepts of transport and accessibility. In this framework, transport systems are being augmented with a range of information technologies; it invokes fresh flows of goods and information. We discuss large scale trends that are revolutionizing the transport landscape: electrification, automation, the sharing economy, and big data. Based on all of this, the final chapters offer strategies to shape the future of infrastructure needs and priorities.
Purchase

As cities around the globe respond to rapid technological changes and political pressures, coordinated transport and land use planning is an often targeted aim.
Metropolitan Transport and Land Use, the second edition of Planning for Place and Plexus, provides unique and updated perspectives on metropolitan transport networks and land use planning, challenging current planning strategies, offering frameworks to understand and evaluate policy, and suggesting alternative solutions.
The book includes current and cutting-edge theory, findings, and recommendations which are cleverly illustrated throughout using international examples. This revised work continues to serve as a valuable resource for students, researchers, practitioners, and policy advisors working across transport, land use, and planning.

PURCHASE

Safety in Numbers: Pedestrian and Bicyclist Activity and Safety in Minneapolis

| David Levinson
Recent Report:
AbstractThumbnail
This investigation aims to evaluate whether the Safety in Numbers phenomenon is observable in the midwestern U.S. city of Minneapolis, Minnesota. Safety in Numbers (SIN) refers to the phenomenon that pedestrian safety is positively correlated with increased pedestrian traffic in a given area. Walking and bicycling are increasingly becoming important transportation modes in modern cities. Proper placement of non-motorized facilities and improvements has implications for safety, accessibility, and mode choice, but proper information regarding estimated non-motorized traffic levels is needed to locate areas where investments can have the greatest impact. Assessment of collision risk between automobiles and non-motorized travelers offers a tool that can help inform investments to improve non-motorized traveler safety. Models of non-motorized crash risk typically require detailed historical multimodal crash and traffic volume data, but many cities do not have dense datasets of non-motorized transport flow levels. Methods of estimating pedestrian and bicycle behavior that do not rely heavily on high-resolution count data are applied in this study. Pedestrian and cyclist traffic counts, average automobile traffic, and crash data from the city of Minneapolis are used to build models of crash frequencies at the intersection level as a function of modal traffic inputs. These models determine whether the SIN effect is observable within the available datasets for pedestrians, cyclists, and cars, as well as determine specific locations within Minneapolis where non-motorized travelers experience elevated levels of risk of crashes with automobiles.
Recent publications from this report include:

Why I am leaving TheFacebook. See you on the Internet.

| David Levinson

I joined thefacebook.com back in 2004, in a fit of joining all the social networks at the time. Where are they now: Myspace, Friendster, Orkut, Ryzo, LinkedIn, and later arrivalspexels-photo-479354.jpeg Google+, Ping, GameCenter, Connect, and so on? Dead or dying. (I had a list of these, but it got deleted once I cleaned out ancient bookmarks). Most of them petered out. Somehow Thefacebook took off. Though I had an account, I never really used it for many years. I logged in at first, saw some local students at Minnesota who I didn’t know talking about things I didn’t care about, and basically forgot about it till the Obama administration. The blog was just more important, and RSS still worked effectively. For instance, in 2007 after the I-35W Bridge Collapse, none of us went to Facebook to check in on people. By 2008 or 2009, and certainly by the 2010s, that would have been more common.

Now it’s 2018. I have a few hundred “friends” and “followers” (and family members) on Facebook. I have thousands on Twitter and mailing list, countless views of my blog and the remnants of LinkedIn. [Side comment: LinkedIn is strangely more useful in Australia than the US, people use it to avoid email, which is subject to Freedom of Information Access by media, which is more common here because the government is much less transparent. Not to say it is very useful in an absolute sense, but there are people who swear by it here.]

So I have “friends” on Facebook who I don’t actually know (though they may know me, a feature of asymmetric information and knowledge in an age where some of us are communicators) in addition to family members and actual friends, and former students, and students, and their relatives, and friends. I am uncomfortable sharing things that actually matter with strangers. So it’s mainly feeds from the blog, which isn’t bad, but really, you all should leave facebook and join the real web, read it on an RSS Reader, or at least subscribe to the newsletter. I don’t seem to get many people reading those posts anyway, as the inscrutable algorithm doesn’t display all your friend’s posts chronologically, the way it once did, and Twitter and RSS do, and is really how it should be organized.

I suppose I could go and unfriend those of you I don’t know and set sharing really tight, but that seems rude, and a lot of work, and in the end doesn’t solve the problem.

Now this would be harmless enough, the site would be merely useless to me.

But it is clear Facebook has been a bad actor (not as bad as Uber, but bad enough) and both irresponsible in allowing others to slurp up our social graph and behaviours, and malicious in commodifying us to sell to advertisers, tracking us across the web if we are not careful about logging out and setting privacy preferences in Facebook, our browsers and ad blockers. In addition it has become a net drain on human productivity. Now I don’t use it much, Twitter is a much worse distraction for me, but I see students who live on The Facebook, distracted from the few hours of lecture they actually attend without the higher level of discourse found on Twitter (seriously, if you filter your feeds on Twitter, mute some people and keywords (like the name of the current president) you can get reasonably intelligent posts and threads, and sometimes comments and conversation. Comments are nevertheless the internet’s bane).

Social network churn has been an historic feature of the Internet. Do you really want your parents and cousins and uncles in your discussions with your friends and colleagues, and vice versa? Do you really want your social network to grow to include acquaintances. A social network’s growth sows the seeds of its own destruction. The whole logic makes little sense. Once we have to put on highly guarded persona’s when communicating, because we don’t know who we are talking to, it’s work.

I have seen specialized social networks for families, which seems a good idea, but implementation details are everything, and critical mass is everything else.

Anyway, I have scheduled signing off of Facebook for the last time in mid-April. See you on the Internet.

Sydney University should get a Sydney Metro station

| David Levinson

The Sydney Morning Herald reports on the latest update of the planning for the Sydney Metro West line, which will go from the Sydney CBD to Westmead, with stops in the Bays District and Parramatta and other locations (such as Pyrmont, Kings Bay, North Burwood or Five Dock, and Camellia or Rydalmere). None of those locations will be the University of Sydney main campus, despite the fact the University recently announced a new campus at Westmead, on the Metro line, which could eventually match the significance and size of the main campus in Camperdown and Darlington.

The University of Sydney is a large and growing campus, the largest in Australia by some counts, serving about 50,000 students and expected to expand by half again as many over the next 20 years. As a point of comparison, the Parramatta CBD, Sydney’s second CBD, has only 47,000 jobs, and so perhaps fewer daily commuters than the university campus.

Construction is already in process to serve up to 10,000 more students at the University. That expansion will reduce parking, and make it more difficult to drive to campus. Getting those students, and the staff who serve them, into and out of campus safely and efficiently is critical, and will get increasingly challenging as the transport capacity serving campus remains essentially fixed.

The University of Sydney is served directly by numerous buses, and indirectly by several train stations. The most notable of these is Redfern Station, about 8 minutes walk south of the Darlington Campus, but a nearly 25 minute walk from the north end of campus. Central Station is 22 minutes from the north end of Campus and 19 minutes from the Engineering Precinct. Macdonaldtown is 19 minutes from the Engineering Precinct and 22 minutes to the north end of campus. These are not inconsiderable access costs, experienced each way each day by train users, in a region aiming for a 30-minute city.

Sydney Metro West map (2018-03) https://www.sydneymetro.info/west/project-overview
Sydney Metro West map (2018-03) https://www.sydneymetro.info/west/project-overview

A new heavy rail line going west, but somehow missing the University of Sydney, the biggest market between the CBD and Parramatta, which is both growing on the main campus and due to interactions with the upcoming western campus at Westmead, is an opportunity that cannot be recovered from. Metro construction is about a once per century investment, and getting it right is essential, failure is irredeemable.

The argument against is that the next target station, the Bays District is farther north is true, so a line that picked up both the University and the Bays District would be circuitous, and thus slower for everyone on-board. There is a classic tradeoff between station number and ridership, lowered access times for higher in-vehicle times. So perhaps the same line shouldn’t pick up both stations, at least not in sequence. The Sydney West line could instead serve Central and the stations west of the Bays District, and Pyrmont and the Bays District dealt with separately.

One alternative would be to run a separate line to the Bays District, Pyrmont, Barangaroo, and downtown, and on to Zetland. While the Bays district (White Bay Power Station) has development potential, it remains speculative. Google for instance has passed on the site for its Australian headquarters. This map shows an earlier version of this alternative that should still be on the table.

 

Planned route of the 2008 West Metro, which may be indicative of the future Sydney Metro West. Click to enlarge. (Source: Railway Gazette https://wordpress.com/post/transportsydney.wordpress.com/“//www.railwaygazette.com/news/single-view/view/sydney-west-metro-route-announced.html””) Via: https://transportsydney.wordpress.com
Planned route of the 2008 West Metro. (Source: Railway Gazette) Via: https://transportsydney.wordpress.com

From the transit agency perspective, the Bays District (just east of Rozelle on the second map) offers value capture possibilities. No doubt under the right negotiated framework that is true, and it would not just be a giveaway to crony developers. However, I suspect the University of Sydney is also an entity that would contribute towards the construction of a station serving its main campus and which could provide a high speed service between the main campus and its new campus in Westmead.

The good news is such a line is unlikely to be locked in before an election intervenes, so there is at least an opportunity to revise it over the next few years before serious money is committed and tunneling begins. Comments are open until May 18.

Disclosure: The author works for the University of Sydney and could benefit if such a station were opened. However given the timeframes, and where the author actually works on campus, such a benefit is small, and probably less than the amount of time spent researching and writing this blog post. This is not necessarily the view of the University of Sydney, Transport for NSW, or anyone else.

Speed vs. Safety

| David Levinson

March 21 [Updated with more accurate estimate/figure after fixing an excel bug] How fast should we drive? From a social cost perspective, faster speeds save time, which has a value, but faster speeds cost lives, which also have a value. To illustrate the trade-off I did some back of the envelope calculations, imagining, like a macro-economist, a single road represents the whole t

Speed vs. Safety (updated)
Speed vs. Safety (updated)

ransport system. Annually there are about 30-40,000 people killed in the US, there are an annual Vehicle Miles Traveled of 3,208,517,000,000. The average speed of travel isn’t known directly, but if we assume the average person travels in a car 60 minutes per day (the 1 hour travel time budget) this implies, at approximately 30 miles of travel per day per traveler, about 30 MPH, which seems about right (including 1/4 of travel on freeways at higher speeds and 3/4 on surface streets and roads at lower speeds, and including traffic signals). As the saying goes, Your Mileage May Vary, and this is intended to be indicative — not a universal answer. Some additional assumptions:

  • We take the Value of Life to be $10,000,000, and assume fatalities are the only cost associated with crashes (they are about 78 % of total crash costs according to our analyses, so we should inflate this number to get total crash costs) [US DOT says $9.6 M]
  • We take the Value of Time to be $15/hour [US DOT gives a lot of ranges, but this number is high for all surface travel excluding freight]
  • We assume the number of deaths drops linearly with speed, to zero at zero MPH. The improvement is likely non-linear, as reductions in speeds from high speeds are more valuable than from low speeds.
  • We assume the value of travel time savings is constant, independent of the amount of time saved.

To be clear, these are huge assumptions. Examining the figure we see the lines cross at about 75 MPH, which is the minimum total cost. So why don’t we set the speed limit to  75MPH? Note that:

A Political Economy of Access: Infrastructure, Networks, Cities, and Institutions by David M. Levinson and David A. King
A Political Economy of Access: Infrastructure, Networks, Cities, and Institutions by David M. Levinson and David A. King
  • Travel time savings are, while still speculative in terms of their valuation, both private and real,
  • The statistical value of life is far more abstract. The value of my life to me is infinite. The value of your life to me is, sadly, not. Yet, I am willing to take risks that increase the probability of my dying in order to save time or earn more money. These are the kinds of factors that allow an estimate of value of a statistical life.
  • Death and crashes are probabilistic affairs, while the time lost is deterministic. People are gamblers.
  • There are some other benefits to faster travel not accounted for, such as more or longer trips (to better destinations, or the ability to get better real estate at the same price), which increase consumer surplus. The analysis here does not consider user response to lower speeds, which would be to travel less (or higher speeds and travel more).  There are also issues like travel time reliability.
  • Since 1988 The Statistical Value of Life has risen 6-fold in US DOT estimates, the value of time has little more than doubled. (If we cut the value of life to $3M, (effectively holding the tradeoff more similar to 1988 levels), the tradeoff is much higher .)
  • Speed limits reflect what travelers will travel at, not what we wish they would travel at.

If you dislike these number, you can roll your own analysis on individual roads. The difficulty is not measuring the speed of those roads, but measuring their safety. There is a Highway Safety Manual for such purposes, but crashes are highly random events.

UPDATE 2: Axel Waleczek made an interactive Tableau, so you can test your own scenarios.

Additional Readings

Uber’s self-driving car killed someone today

| David Levinson

Uber’s self-driving car killed someone today. This is terrible tragedy, and in retrospect, it will probably be judged to have been preventible. Future versions of the software will better address the scenario that led to this crash. But mistakes are how people and systems learn, and someone was going to be the first. The victims are scarcely remembered.

A few key points.

  • The safety rate for Uber AVs collectively is now worse than that for human drivers (1.25 pedestrian deaths / 100MVMT) (MVMT = Million vehicle miles traveled) (Uber is at about 1 MVMT, Waymo at about 4MVMT). It will undoubtedly get better.
  • Don’t assume Uber AVs are the same as Waymo or others. Different software, vehicles, sensors, driving protocols, safety cultures. The stats for each will differ.
  • Also we need to see the full investigation (from NHTSA, NTSB).
    • How much victim blaming will there be?
    • Was it just sadly unavoidable?
    • Or was it preventable?
  • The opposition will use this to bang on against AVs while supporters will be quiet for a while.

Hopefully the developers learn something and this type of crash is rare. Other AV makers will take the scenario and run it through their own simulations and field tests.

Still the technology trajectory is strong, and even if the US slows down development, it’s a big world. China won’t slow down development.

How Railways Dealt With The First Notable Fatality:

The Liverpool and Manchester Railway killed former Leader of the House of Commons and cabinet member, William Huskisson during the opening day ceremonies. It was the UKs 2nd significant steam railway and the first that was opened with a big deal with   such publicity. We write in The Transportation Experience

On September 15, 1830, the opening ceremonies for the Liverpool & Manchester Railway were held. The Prime Minster (the Duke of Wellington), Cabinet members, Members of Parliament, and other assorted dignitaries were present. Among those were an MP from Liverpool, and a 60 year old former Leader of the House of Commons and cabinet member, William Huskisson. The dignitaries had been riding on a train pulled by one of Stephenson’s Rockets. Reports differ, but Lady Wilton, an observer on the same train wrote to Fanny Kimble:

The engine had stopped to take a supply of water, and several of the gentlemen in the directors’ carriage had jumped out to look about them. Lord Wilton, Count Bathany, Count Matuscenitz and Mr. Huskisson among the rest were standing talking in the middle of the road, when an engine on the other line, which was parading up and down merely to show its speed, was seen coming down upon them like lightening. The most active of those in peril sprang back into their seats; Lord Wilton saved his life only by rushing behind the Duke’s carriage, and Count Matuscenitz had but just leaped into it, with the engine all but touching his heels as he did so; while poor Mr. Huskisson, less active from the effects of age and ill-health, bewildered, too, by the frantic cries of `Stop the engine! Clear the track!’ that resounded on all sides, completely lost his head, looked helplessly to the right and left, and was instantaneously prostrated by the fatal machine, which dashed down like a thunderbolt upon him, and passed over his leg, smashing and mangling it in the most horrible way.

Stephenson personally helped Huskisson onto a locomotive and traversed 15 miles in 25 minutes (57.9 km/h) to receive medical attention in the nearby town of Eccles. But it was for nought. Huskisson amended his will and died within the hour. (Garfield)

This was not the first death by steam locomotive, it was at least the third, but it was still the most notable. Wikipedia notes

5 December 1821, when a carpenter, David Brook, was walking home from Leeds along the Middleton Railway in a blinding sleet storm. He failed to see or hear an approaching train … and was fatally injured.” — Richard Balkwill; John Marshall (1993). The Guinness Book of Railway Facts and Feats (6th ed.). Guinness. ISBN 0-85112-707-X.

According to parish council records, a woman in Eaglescliffe, Teesside, thought to be a blind beggar, was “killed by the steam machine on the railway” in 1827– “Corrections and clarifications.” The Guardian. 2008-06-21. Retrieved 2009-02-05.

Despite this inauspicious beginning, both passengers and freight services (the latter opened in 1831) were immediate successes.

Stealing the Presidency: A Scenario

| David Levinson

It’s 1973, Spiro Agnew has just resigned as Vice President. Republican President Nixon appoints Gerald Ford as his replacement, but the Democratic Senate and House of Representatives, following the precedent set by future Republican Senate Leader, Mitch McConnell, refuses to hold hearings or consider the nomination, saying the next election is only 3 years away, and the voters should decide. A year later, President Nixon, refusing to resign, is instead impeached by the House and convicted by the Senate for crimes relating to the Watergate break-in. Speaker of the House Carl Albert assumes the role of Acting Presidency. He refuses to pardon Nixon, who serves time in jail. Albert is re-elected in a landslide in 1976.

This didn’t happen of course. But it could have, and something like it could still. It would not necessarily be a bad thing, but it’s not really what the founders envisioned, and surely there is a better way. The US Constitution is in some senses a great document, it has preserved a democrat-ish government for over two centuries, the longest in the world depending on how you count democrat-ish. But it is also deeply flawed in many ways, and it’s in some ways surprising there has only been one civil war given the structural weaknesses. The notion of checks-and-balances is great, until it leads to gridlock, which is fine, until it would actually be useful for the government to do something.

According to the Economist Democracy Index, at least 20 countries are more democratic than the US. Some of them because they have better people, perhaps, who behave in more democratic ways, but mostly because that have better institutions and constitutions that encourage and allow people to behave better.

The US should seriously consider constitutional changes to reform the institutions. There are so many issues (I have some pet solutions in parentheses), a few are listed below:

  • Imperial Presidency. (This is up to Congress and the Courts in large part, but there are Constitutional reforms that can reign it in — see below.).
  • Lack of Independent Attorney General and Treasury. (Like many if not all states, the AG and Treasurer should be independent of the Executive. Each should get more of the cabinet.)
  • Bizarre Electoral College rules (Just make Congress the Electoral College, and eliminate the so-called “popular election” of the President, it would be a huge leap forward toward a Parliamentary-style democracy with a minimal change to the actual Constitution).
  • Unrepresentative Senate. (If it can’t be strictly proportional for political reasons, then each state should still get a minimum of 2, but then each 3.2 million people gets an additional senator, who would still be elected statewide. Essentially this doubles the size, but the new members are all proportional to population.) (Alternatively, each State automatically gets 1 Senator, and 1 more for every 6.4 million people, if the desire to keep the Senate at a more manageable 100 Senators is preferred, or 1 per state + 1 for every 2 states + 1 per 4.8M if we like Dunlop’s Number of 150 Members).
  • Winner-Take-All Seats  (Move to proportional representation for the House of Representatives, there are many models, including multi-member seats)
  • A Duopoly of Parties (Move to ranked choice voting, so third party votes are less wasted)
  • Gerrymandering (Boundaries of districts should aim to be convex and minimize their perimeter.)
  • Voter Suppression (Instead have mandatory voting)
  • Political Gridlock (Reforming the Electoral College at least aligns the President and Congress for the first 2 years of the term. Reducing Impeachment/Conviction requirements to simple majority in each house (respectively) after 2 years might solve the rest. If the Senate and House are held by different parties, it still can’t happen for solely political reasons, and wrongful impeachment of a popular leader could be punished by voters at the next election.)
  • Campaign Finance (All political spending should be accompanied by a full disclosure of the funding source.)

In practice this many reforms could only be achieved with a Constitutional Convention, and everyone is afraid to do that since the first one was so successful at overturning what went before. But really, if it were so bad, the reforms would not be subsequently adopted by three-fourths of the states.

I have steered clear of substantive issues (gun control, abortion, budgets) which should be dealt with politically, and instead focused on process issues which the political system cannot easily self-regulate.

Spatiotemporal Traffic Forecasting: Review and Proposed Directions

| David Levinson

SpatioTemporal

Abstract: This paper systematically reviews studies that forecast short-term traffic conditions using spatial dependence between links. We extract and synthesise 130 research papers, considering two perspectives: (1) methodological framework and (2) methods for capturing spatial information. Spatial information boosts the accuracy of prediction, particularly in congested traffic regimes and for longer horizons. Machine learning methods, which have attracted more attention in recent years, outperform the naïve statistical methods such as historical average and exponential smoothing. However, there is no guarantee of superiority when machine learning methods are compared with advanced statistical methods such as spatiotemporal autoregressive integrated moving average. As for the spatial dependency detection, a large gulf exists between the realistic spatial dependence of traffic links on a real network and the studied networks as follows: (1) studies capture spatial dependency of either adjacent or distant upstream and downstream links with the study link, (2) the spatially relevant links are selected either by prejudgment or by correlation-coefficient analysis, and (3) studies develop forecasting methods in a corridor test sample, where all links are connected sequentially together, assume a similarity between the behaviour of both parallel and adjacent links, and overlook the competitive nature of traffic links.

Postdoctoral Research Associate in Transport – Closing date: 11:30pm, Tuesday, 27 March 2018

| David Levinson

Postdoctoral Research Associate in Transport

School of Civil Engineering

Faculty of Engineering and IT

Reference no. 779/0417B

  • Join an organisation that encourages progressive thinking
  • Be valued for your exceptional knowledge and experience in Transport Networks
  • Full-time fixed-term for 3 years, remuneration package: $106k (which includes base salary, leave loading and up to 17% superannuation) 


About the opportunity
 
Applications are invited for the appointment of one Postdoctoral Research Associate (Level A) in the School of Civil Engineering, within the Faculty of Engineering and IT at the University of Sydney. The position will support the research and leadership of School of Civil Engineering in the newly launched Transport Engineering program.

 

The successful applicant(s) will help build the new research group headed by Professor David Levinson to further the analysis of Transport Networks, understand the relationships between Transport Networks and Land Use, and consider the implications of changing Transport Technologies on optimal Network Structure.

 

About you

The University values courage and creativity; openness and engagement; inclusion and diversity; and respect and integrity. As such, we see the importance in recruiting talent aligned to these values in the pursuit of research excellence. We are looking for a Postdoctoral Research Associate who:

 

  • Holds a PhD in civil engineering, or related fields
  • Has published ground-breaking research in the area of transport networks, geo-spatial analysis, and/or econometrics in high quality international journals
  • Possesses strong communications skills as the position requires liaising with government and industry stakeholders.

About us
We are undergoing significant transformative change which brings opportunity for innovation, progressive thinking, breaking with convention, challenging the status quo, and improving the world around us.

Since our inception 160 years ago, the University of Sydney has led to improve the world around us. We believe in education for all and that effective leadership makes lives better. These same values are reflected in our approach to diversity and inclusion, and underpin our long-term strategy for growth. We’re Australia’s first university and have an outstanding global reputation for academic and research excellence. Across 9 campuses, we employ over 7600 academic and non-academic staff who support over 47,000 students.
  

 

The University of Sydney encourages part-time and flexible working arrangements, which will be considered for this role.

 

For more information about the position, or if you require reasonable adjustment or support filling out this application, please contact Emmen Saeed, Recruitment Partner, on emmen.saeed@sydney.edu.au

If you would like to learn more, please refer to the Candidate Information Pack for the position description and further details.

 

To be considered for this position it is essential that you address the online selection criteria. For guidance on how to apply visit: How to apply for an advertised position.

 

Closing date: 11:30pm 27 March 2018

The University of Sydney is committed to diversity and social inclusion. Applications from people of culturally and linguistically diverse backgrounds; equity target groups including women, people with disabilities, people who identify as LGBTIQ; and people of Aboriginal and Torres Strait Islander descent, are encouraged.

 

If we think your skills are needed in other areas of the University, we will be sure to contact you about other opportunities.

 

The University reserves the right not to proceed with any appointment.

Candidate Information Pack

Selection Criteria

How to apply:

By registering with the University of Sydney careers site, I agree to the University of Sydney collecting, using and disclosing my personal information, in accordance with this collection statement. Show Collection Statement