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In 2019, the mid-sized coastal city of Renmark Bay reorganized its public transport network around a single principle: no resident should live more than an eight-minute walk from a stop served at least every fifteen minutes. Planners had spent two years measuring how far people would actually walk before switching to cars, and found that beyond eight minutes, ridership among commuters fell sharply regardless of how frequent or cheap the service was. The city therefore abandoned its historic hub-and-spoke bus map, which had funneled nearly all routes through a single downtown terminal, in favor of a denser grid of overlapping lines connecting suburbs directly to one another. Buses were rerouted to run every twelve to fifteen minutes throughout the day rather than every thirty minutes at peak hours only, an approach transport economists call frequency-first design. The change required no new vehicles; the existing fleet was simply redistributed more evenly across the day and across routes that had previously seen little service. Within eighteen months, average commute times fell by eleven minutes and overall ridership rose by thirty-four percent, with the largest gains among residents of outlying suburbs who had previously been forced into long, indirect journeys through downtown. Car traffic on the two main arterial roads dropped modestly, by around six percent, enough to shorten peak-hour congestion by several minutes. Not every outcome was positive: some downtown merchants reported fewer passing commuters and a corresponding dip in casual foot traffic, since travelers no longer needed to transfer through the city center. Renmark Bay's transport authority has since published its walking-distance and frequency data publicly, and several similarly sized cities in neighboring regions have begun studying the model, though officials caution that the approach depends heavily on population density and may not transfer easily to more sparsely populated or sprawling municipalities.