For further information, please contact: Tourism & Transport Forum (TTF) Level Loftus Street Sydney NSW 2000 T:

Size: px
Start display at page:

Download "For further information, please contact: Tourism & Transport Forum (TTF) Level Loftus Street Sydney NSW 2000 T:"

Transcription

1 Accessing our CBDs

2 Tourism & Transport Forum Tourism & Transport (TTF) is the peak industry group for the Australia tourism, transport, aviation and investment sectors. A national, member-funded CEO forum, TTF advocates the public policy interests of 200 leading corporations and institutions in these sectors. TTF is one of Australia s leading CEO networks and in addition to strong policy advocacy for its member sectors, TTF works at many levels to provide influence, access and value to member businesses. BOOZ & COMPANY Booz & Company is a leading global management consulting firm focused on serving and shaping the senior agenda of the world s leading institutions. Today, we operate globally with more than 3,000 people in 58 offices around the world. We believe passionately that essential advantage lies within and that a few differentiating capabilities drive any organisation s identity and success. We work with our clients to discover and build those capabilities that give them the right to win their chosen markets. Booz & Company has extensive experience in the transportation sector, which spans aviation, highways, urban transportation, railroads, and maritime operations around the globe. We consult across all modes of transportation, providing expertise in strategy and policy, operations, organisational design, technology and infrastructure. Our work with government and commercial clients in North America, Europe and the Asia Pacific region has given us the global perspective and industry know-how to help transportation companies and regulators meet today s business challenges. We are a firm of practical strategists known for our functional expertise, industry foresight, and sleeves rolled up approach to working with our clients. To learn more about Booz & Company or to access its thought leadership, visit booz.com. For further information, please contact: Tourism & Transport Forum (TTF) Level Loftus Street Sydney NSW 2000 T: Booz & Company Level 7 7 Macquarie Place Sydney NSW 2000 T:

3 Contents LIST OF Figures 4 Executive SummarY 6 Importance of Australian capital cities and central business districts 6 Transport is a key contributor to CBD productivity 7 Strong forecast demand growth 7 Growing cost of congestion 8 Measures available to improve accessibility 8 Specific CBD reviews 8 Next steps 13 recommendations summary 14 Introduction The Importance of Australian Capital Cities and Central Business Districts 16 Overview 17 Australia s capital cities 17 Economic activity 18 Importance of CBDs 19 The need for an efficient transport system Transport Challenges Facing Australia s CBDs 24 Overview 25 Land use and density 25 The current CBD transport task 26 Future growth 29

4 03 Measures to Improve AccessibiliTY 30 Overview 31 Measures 31 Policy measures 31 CASE STUDY: The London and Singapore road pricing schemes 34 Service measures 35 CASE STUDY: Bike Sharing Program Vélib Paris, France 36 Infrastructure measures 37 CASE STUDY: Transmilenio BRT System City of BogoTA 38 Successful implementation 39 recommendations Specific CBD Reviews 41 SydneY 42 Overview 42 Geography and landscape 42 Drivers of demand 42 Forecast demand 44 Transport network constraints 45 Proposed initiatives 49 A GAME CHANGER FOR SYDNEY S BUSES 50 recommendations 53 Melbourne 54 Overview 54 Geography and landscape 54 Drivers of demand 55 Forecast travel demand 56 Transport network constraints 57 The future transport task 59 Proposed initiatives 59 A GAME CHANGER FOR MELBOURNE S ICONIC TRAms 60 recommendations 61

5 Brisbane 62 Overview 62 Geography and landscape 62 Drivers of demand 63 Forecast demand 64 Transport network constraints 64 Proposed initiatives 66 A GAME CHANGER FOR BRISBANE RAIL 67 recommendations 68 Perth 69 Overview 69 Geography and landscape 69 Drivers of demand 70 Forecast demand 71 Transport network constraints 71 Proposed initiatives 73 A GAME CHANGER FOR PERTH S CBD: LIGHT RAIL 74 recommendations 75 Adelaide 76 Overview 76 Geography and landscape 76 Drivers of demand 77 Travel purpose and mode share 78 Transport network constraints 78 The future transport task 80 Proposed initiatives 80 A GAME CHANGER FOR ADELAIDE: LINKING THE O-BAHN TO THE CITY 81 recommendations Next steps 83 What are the challenges? 84 Roles and responsibilities 84 Ways forward 85 recommendations 85 References 86

6 LIST OF FIGURES Figure PAGE Figure PAGE ES-1 Agglomeration of Benefits within CBDs 6 ES-2 Accessibility Improvement Measures 8 ES-3 Methodology Overview Australia's Capitals vs. Regional Areas 17 Population, Australia's Capital Cities Population, to Contribution of the Five Largest Capital 18 Cities to the Australian GDP, 2011/ CBDs as Clusters of Activities Travel to Work in Australia s Capital City 21 Metropolitan Areas, Capital Cities Estimated Motorised VKT, 22 March 1965 to June Breakdown of Cost of Congestion Estimates, 22 by Type and Capital City 1-8 Average Unit Costs of Congestion for 23 Australian Metropolitan Cities, 2005 & World Cities by Population Density Proportion of Population Living at 25 Various Distances from CBD, CBD Journey to Work Mode Share, CBD Journey to Work Mode Share 27 and Size of Task, Capital City Population Growth 2006, 2026, CBD Employment Growth 2006, Accessibility Improvement Measures Overview of Policy Measures Radial versus Matrix Transport Networks Reasons for Commuting by PT in Sydney, / Overview of Service Measures Overview of Infrastructure Measures Sydney CBD Map Weekday Trips to and within Sydney CBD Sydney CBD, Journey to Work Sydney CBD Journey to Work Mode 44 Share Targets 4-5 Sydney Buses City Departure Guide Bus Journey to Work Trips to Sydney CBD Melbourne Central Business District Distribution of Built Floor Space, Melbourne CBD Trips to and from the Melbourne CBD 56 Travel Mode on an Average Day, Trips to and from the Melbourne CBD 56 Travel Purpose on an Average Day, City of Melbourne Jobs Growth, 1980 to Estimated Change in Mode Share to and 57 from the Melbourne CBD, All Trip Purposes, Melbourne Tram Route Brisbane CBD Map Brisbane CBD, Journey to Work Desired Project Outcomes Perth CBD Perth CBD, Journey to Work Mode Share, Proposed Stage 1 Light Rail Network Adelaide Central Business District Employment by Sector, Adelaide CBD Travel Purpose, Travel to/from the Adelaide CBD Mode Share for Journey to Work, Adelaide CBD Public Transport Mode Share for Journey 79 to Work, Australian CBDs 4-25 Passenger Boardings by Mode, City Access Project 81 4

7

8 Executive Summary The central business districts of our capital cities are the heart of Australia s economic, cultural and social activity. How well they function has implications for the economies and people of the cities, regions and states they serve. If they work well, Australia works well. The level of urbanisation and concentration of activity in Australian city centres means that together they are the engine room for Australia s economy. However, the high density of CBDs also creates numerous challenges for mobility and connectivity. The benefits that agglomeration brings to each business district are continually at risk of being eroded by inadequate transport infrastructure and the increased costs of congestion. TTF has commissioned this report to examine and highlight our cities inherent trade-offs. Without adequate investment in transport, the productivity of Australia s most valuable economic regions will suffer. Through an analysis of transport constraints in Australia s five largest CBDs, the report outlines the most critical transport issues facing our city centres and the policy and infrastructure solutions available to government. For each city, a specific game changing project is outlined. The proposed game changers are projects that are achievable in the short or medium term and are essential to increase public transport capacity. These case studies examine options to improve bus capacity in Sydney and Adelaide, light rail capacity in Melbourne and Perth and heavy rail in Brisbane. Getting transport right in Australia s city centres is more difficult, more expensive and more important than for most other locations. However, a failure to tackle the issues facing our cities will have profound long-term consequences for the nation. This report is designed to not only highlight the urgency to invest in transport infrastructure, but also broaden the debate to include policy measures that can change travel behaviour and reduce congestion. Importance of Australian capital cities and central business districts Australia is the sixth largest country in the world by geographic size and among the most urbanised, with over 75 per cent of the nation s 23 million inhabitants residing in our capital and other major cities (i.e. cities with a population greater than 100,000 inhabitants). The five largest cities, Sydney, Melbourne, Brisbane, Perth and Adelaide, collectively contribute 61 per cent of the country s $1.5 trillion GDP 1 and account for approximately 57 per cent of GDP growth over the past three decades. Within these cities, the central business districts (CBDs) are the major focus of economic and social activity. Catering for a large proportion of employment, recreational and educational needs, CBDs define the culture and productivity of the entire city. Our urban centres are also the main destinations and gate ways for the visitor economy. The CBDs of each capital are major employment hubs, accounting for 10 to 21 per cent of each city s total employment. By locating in CBDs, businesses gain agglomeration benefits which, as illustrated in Figure ES-1, include greater accessibility to customers, collaborating firms, suppliers, labour, and ideas. Denser employment areas are beneficial to a city s economic position and productivity. This was confirmed in a study of London where Inner London was assessed as being 38 per cent more productive than the UK average. 2 In recent years, CBDs and inner suburbs have been subject to rising residential demand. In Adelaide for example, the number of dwellings in the city centre increased by approximately 25 per cent between 2006 and Figure ES-1 Agglomeration of Benefits within CBDs Companies have access to a larger labour market due to the attractiveness of the CBD Larger Talent Pool Economies of Scale Efficiencies of scales can be achieved across and within companies Additional learning Knowledge transfer Innovation Forging of synergies across industries Knowledge Spillover CBD Density = Proximity Greater Accessibility The generalised cost of travel is reduced when companies are located in close proximity Source: Booz & Company, British Property Funds, GLA Economics Competition Higher degree of Specialisation Higher efficiency Higher quality of work Specialisation in a certain discipline resulting from the wide offering of similar services 1 ABS Cat as cited in SGS (2012), Australian Cities Accounts Estimates, December, p. 5 2 GLA Economics (2008), London s Central Business District: Its Global Importance, January 6

9 Transport is a key contributor to CBD productivity The accessibility of CBDs is a key factor in achieving and maintaining high productivity in a globally competitive environment. To realise the full potential of a city, it is important that linkages between its CBD and broader metropolitan area are continuously upgraded to cater for the additional travel demand generated by population growth and increased employment. Increasing transport capacity and travel reliability are imperative to strengthening CBD accessibility and facilitating growth. Hence, strategic investment in transport infrastructure and services is a fundamental driver of growth. Strong forecast demand growth The extensive range of activities within city centres generates significant demand for transport, including travel to, from and within a CBD. Australia s current radial transport networks also dictate that CBDs are major thoroughfares for accessing other areas of the city. At certain times of the day, demand for transport exceeds capacity, resulting in increasingly costly levels of congestion. This has the greatest impact during the AM and PM peaks, when the majority of work trips in the commercially-dense CBD are concentrated. Strong growth forecasts for population, employment, tourism and freight will place significant demand on transport networks in each capital city. For example, the urban freight task is expected to increase by 50 per cent for road freight and 90 per cent for rail, while urban population is expected to grow by 35 per cent (in the five capital cities studied) over the next 15 to 20 years. 7

10 Growing cost of congestion The investment required to meet future transport demand is increasing as a result of population, employment and visitor growth. In 2006, the cost of congestion for capital cities was estimated to be $9.4 billion and is forecast to soar to $20.4 billion by Investment in transport infrastructure has struggled to keep pace. As a result, rising congestion is creating significant travel delays as well as negatively impacting on the environment and amenity of city centres. This is detracting from the attractiveness of these centres and jeopardising their competitiveness on the global stage, as illustrated by the following studies: The Mercer Quality of Living Survey (2011) attributes the decline of Australian cities in its liveability ranking as being due to comparatively low investment in infrastructure, such as transport and housing 4. In 2011, the World Economic Forum found that inadequate infrastructure supply was ranked as the fourth most significant problem for doing business in Australia (out of fifteen factors). The Forum highlighted that well-developed infrastructure reduces the distance between regions and allows for greater efficiency in the delivery of goods and services between suppliers and buyers. It also enables the efficient movement of workers to suitable jobs. Measures available to improve accessibility There are a broad range of measures available to maintain and improve accessibility to CBDs. This report groups these into three areas as illustrated in Figure ES-2 and explained below. International case studies are also provided in the report to illustrate how some of these measures have been successfully implemented and could be used in Australia. Figure ES-2 Accessibility Improvement Measures Cost effective ways to manage demand for transport Road Pricing Land Use and Planning Policies Road Source: Booz & Company Travel Planning Policy Bus Rapid Transit Parking Management Accessibility Improvement Measures Light Rail Lane/ Intersection Priority Infrastructure Rail Long term construction projects that improve accessibility by adding additional capacity to the transport network Real-time Information Service Cycling/ Pedways Service changes to improve the use of the existing network Service Redesign Internodal Interchanges Car/Bike Share Schemes The three broad areas of accessibility measures outlined in this report include: Policy measures which are typically cost-effective ways to provide incentives or disincentives to change travel behaviour and to encourage sustainable use of the transport network. Service measures which include road-based, public and active transport initiatives aimed at improving the use of the transport network and thus reduce the impact of congestion. In some cases, such as increasing public transport service frequency, these measures can be implemented relatively quickly at moderate cost. Infrastructure measures these are generally longer term and higher cost projects that improve accessibility by adding capacity or connecting new routes to the transport network. Specific CBD reviews There is no silver bullet to solving the congestion and accessibility issues facing Australia s CBDs. Each city has both common and distinct issues that require individually tailored measures to meet the challenges of improving access. This report individually reviews access issues for the major CBDs of Australia s five largest cities and includes a specific case study of one key initiative for each. A number of broader measures to improve CBD access are also provided. A summary of the results is provided in the Summary Table of CBD Reviews and outlined in more detail within the report. 3 BITRE (2006), Estimating urban traffic and congestion cost trends for Australian cities, Working Paper 71 4 The Mercer Quality of Living Survey as cited in Stanley, J. (2011), Improved Information for Better Land Transport in our Cities, October, p. 1 8

11 Table Summary Table of CBD Reviews City Overview CBD Overview Issues Current Strategies CBD GAME CHANGERS Sydney The most important economic precinct in Australia with the metropolitan area generating a GDP of approximately $319 billion in 2011/12. Australia s largest employment centre, providing employment for 286,000 people. Contributes approximately $70 billion or 5.4 per cent to the national economy. Has high public transport mode share with over 70 per cent of commuters using public transport. Continued population and employment growth in the order of 27 and 21 per cent respectively between 2006 and 2026, will generate further demand on an already constrained transport network. Rail system is close to capacity in the peaks. The radial nature of the road, rail and bus networks and limited access points (e.g. Sydney Harbour Bridge from the north). Complex bus system with a large volume of buses contributing to congestion throughout the inner-city. Distribution role within the CBD provided by bus and heavy rail although spacing of rail stations is not conducive to intracirculation travel. High public transport mode share target of 80 per cent for work trips. The extension of existing heavy rail and light rail infrastructure. A potential Bus Rapid Transit (BRT) system from the CBD to the Northern Beaches. Increasing the attractiveness of active transport (i.e. walking and cycling). Bus service redesign within the CBD. Polycentric city to disperse employment growth to other centres. This report examines the need to address bus congestion issues within the Sydney CBD. Recommendations include redesigning bus services to reduce the complexity of the network and reduce the impact of buses within the CBD as well as infrastructure options to address congestion at key bus interchanges. This case study demonstrates that the recent trend of adding buses to existing routes without supporting infrastructure or service redesign is no longer a viable option. Melbourne The second largest city after Sydney by population and contribution to the national GDP. The metropolitan area accounts for approximately 18 per cent of Australia s GDP. Contributes almost half of the Greater Metropolitan Area generated GDP (or over five per cent of the national GDP). Significant job growth of 51 per cent is expected by The residential population of Melbourne s CBD is expected to almost double by The current transport networks (especially rail) are radial in nature placing pressure on the network in the inner-city. Competition between passenger and freight transport (on road and rail) especially from the west of the city. A lack of safe and direct cycling routes from the southern suburbs into the CBD. Insufficient priority and infrastructure for public transport modes (i.e. buses and trams). Low average speeds, of rail, buses and trams which significantly reduce customer amenity and the attractiveness of public transport. Lack of capacity on the network to meet future travel demand. Improving connections into and past the CBD from the western suburbs. Developing a second port (Port of Hastings) to reduce congestion around the Port of Melbourne. Providing additional capacity on the rail network through improvements in infrastructure (e.g. Regional Rail Link and the Metro Rail project). A mode share target of 45 per cent for public transport has been set by the City of Melbourne for This report examines the requirements for an integrated strategy to improve Melbourne s tram system to increase its mode share. The route 96 tram corridor upgrade known as the Premium Line Project (PLP) is assessed as a template for future work on the tram system including the following: Improvements to the accessibility of tram stops. Traffic signal priority. Service redesign (i.e. review of stop locations and creating a frequency-based service). Provision of realtime information and upgrading depot infrastructure. The PLP is an example of how the existing network can be enhanced to provide a more reliable and attractive public transport service and to provide capacity for patronage growth. 9

12 City Overview CBD Overview Issues Current Strategies CBD GAME CHANGERS Brisbane The Brisbane metropolitan area is the third largest city in Australia by population and contributes approximately nine per cent to Australia s GDP. CBD employment is expected to increase at a rate of three per cent per annum to 260,000 jobs by Substantial residential development is expected within the inner-city with an additional 18,000 dwellings planned. Mode share targets have been set to increase public transport daily usage, from 10 per cent to 20 per cent by It is the only CBD with a grade separated bus interchange which allows surface streets to be pedestrianised. Travel to the Brisbane CBD is characterised by a radial structure with traffic reaching bottlenecks at constrained access points (over the Brisbane River), incomplete motorway systems, and fragmented cycling networks. BITRE estimates that by 2020, Brisbane will experience a 46 per cent increase in traffic volumes, the largest of any Australian city. Bus service design, which results in excessive crosstown trips during the peak, and shortage of kerbside capacity on major bus corridors. Congestion (due to operational requirements) and insufficient capacity (created by single tracks and single platforms in some areas) affect the rail network. Radial road network, affected by congestion, with insufficient routes to bypass the city and impacts on potential for future growth in bus services. Short-term strategies proposed to relieve congestion include: Improving bus services through initiatives including truncating and realigning less patronised services. Improved bus priority and upgrading bus stations to improve passenger amenity and travel times. Continued implementation of TransApex road network (i.e. Legacy Way). Those proposed in the medium to longer term include: Proposals to upgrade ferry terminals, new bus and rail infrastructure (e.g. Cross River Rail) and bus service redesign. Improvement of intermodal interchange facilities. Completion of long-term road projects (i.e. East- West Link). The case study for Brisbane CBD analyses the Cross River Rail project which is expected to almost double the capacity of the city s rail network. The Brisbane inner city rail network is nearing capacity, with only one CBD station catering for the majority of passengers entering the city. Increasing the capacity of the inner city rail network is imperative in ensuring the network has the necessary capacity to support the high levels of growth expected for Brisbane and South East Queensland. Once constructed, the Cross River Rail project will provide the capacity to move 120,000 people in the two-hour morning peak, almost doubling the capacity of the existing rail network. It will play a key role in connecting people by rail to employment centres, hospitals, universities, and sporting and event destinations. 1 0

13 City Overview CBD Overview Issues Current Strategies CBD GAME CHANGERS Perth Perth has become one of the most significant contributors to Australia s national GDP growth in recent years and contributes approximately 50 per cent of Western Australia s Gross State Product (GSP). Perth is one of the largest cities in the world by land area, stretching 120 km from north to south. Perth is expecting significant population and employment growth across the region. It is estimated that personal travel (across the region) will increase by approximately 33 per cent from 5.8 to 7.7 million trips per day by By 2031 it is predicted that the majority of the new transport task will be delivered by public transport, with public transport trips expected to more than double by 2031, with a total of 760,000 trips to be undertaken daily. Perth is currently faced with the ever growing issue of congestion, due to:»» The high concentration of jobs in the CBD.»» The high reliance of people on cars.»» A transport network configuration which forces people travelling to other parts of the region to travel through the CBD. The linear shape of Perth, which has grown in a northsouth configuration along the coastline, poses a challenge for commuters who have to travel very long distances to reach work or other destinations of interest. Congestion has also been affecting the bus transport system, which is subject to delays and reduced reliability. The bus network is also affected by legibility and frequency of service issues. The Western Australian government has committed to a number of projects such as:»» The Perth CityLink project.»» The addition of park and ride facilities.»» The enhancement of the public transport fleet (including rail and bus).»» The expansion of the heavy rail network. The Western Australian Department of Transport has developed a network transport plan which looks at catering for a city of 3.5 million people through the implementation of a fully integrated mass transit network (i.e. rail, bus rapid transit and light rail). The case study for the Perth CBD examines the implementation of a light rail network along the Central Northern Corridor, which is one of the most congested in Perth and has the highest demand for travel. Light rail appears to be one of the most feasible options due to the service requirements and the constraints which affect the road network. It is expected that light rail will cater for future capacity requirements while improving the customer experience and reducing congestion along the corridor. 1 1

14 City Overview CBD Overview Issues Current Strategies CBD GAME CHANGERS Adelaide Adelaide contributed an estimated five per cent to Australia s GDP in The population of the City of Adelaide is expected to grow to 38,565 in It has a target over the next 30 years for the creation of 50,000 jobs in the CBD. Highest private vehicle mode share of major capitals at 56 per cent. High proportion of travel by private vehicles, especially for commuter journeys to/from and within the CBD. High supply of low-cost parking spaces, reducing the attractiveness of public and active transport. Insufficient options to bypass the city resulting in significant throughtraffic in the CBD. Adelaide has implemented a number of short-term strategies to attract more users to the public transport system including improvements to security at stops and service frequency. In the medium to longer term, a number of initiatives have been proposed:»» Improving cycling and walking corridors (i.e. greenways) through improved infrastructure and amenity.»» Improving the connectivity of the road network by developing strategic corridors (North- South Corridor).»» Upgrading rail infrastructure (e.g. interchanges, stations, track, park and ride) to improve rail patronage. The case study for Adelaide analyses the City Access Project which is expected to improve travel times for journeys on Adelaide s guided busway the O-Bahn. The system operates quickly, (reaching speeds of up to 100 kilometres per hour) due to the reliability and safety achieved through its guided track. However, travel times are significantly affected as buses move off the guided network and enter the CBD. Improvements to bus priority in the CBD, and streamlining operations (loading and unloading of passengers and the consolidation of bus stops in the CBD into transit zones) is expected to yield significant reductions in travel time. This will create greater demand for public transport in Adelaide and reduce congestion on the road network through the CBD. 1 2

15 Next steps This report highlights that the accessibility of CBDs is critically important to the nation s sustainability, productivity and competitiveness. However, growth in travel demand is exceeding the level of investment required to maintain appropriate levels of accessibility. With limited funds available for infrastructure improvements, this report calls for priority to be given to improving public transport infrastructure. This represents the best opportunity to generate benefits for all users and reduce the number of private vehicles on the road network. It is also evident that continuing to add buses or trams without supporting infrastructure and service redesign is unsustainable. Equally, additional high-capacity rail options will be needed in the medium to longer terms to alleviate capacity constraints within most capital city CBDs. Barriers to the improvement of transport networks include: The risk that different levels of government will establish different priorities which could cause stand-offs in progressing major infrastructure projects. Generally, more recent federal involvement in transport infrastructure has been managed well, particularly through the establishment of Infrastructure Australia. However, all three tiers of government need to work together to avoid conflicts such as that which has emerged in relation to the Epping- Parramatta rail link; The silo approach issues affecting the transport network are often looked at in isolation rather than through an integrated multi-modal approach. The development of integrated transport plans and reforms to the way in which transport departments coordinate the roll out of infrastructure are essential; The reluctance of state treasuries to support public transport infrastructure projects because of concerns about the scale of ongoing operational subsidies. While road infrastructure does not carry the same operational burdens, governments need to recognise the broader and long-term benefits of public transport alternatives; and Inaccurate cost and revenue forecasts (project costs are frequently underestimated, at times by 50 to 100 per cent). Skills shortages in the construction industry are leading to lower competition and higher costs. The federal government has, in recent years, given greater priority to funding and planning major urban transport projects. This is a welcome development as it is clear that without a dramatic recalibration of revenue-raising between the Commonwealth and the states, most state governments will not have the funds available to undertake essential infrastructure projects. The involvement of Infrastructure Australia has also assisted in providing greater scrutiny of projects under consideration at the state level to ensure that those with the most important long-term benefits are progressed first. A greater federal role is essential due to the economic, environmental and social benefits that will accrue to the nation as a whole by ensuring that Australia s major urban centres are provided with efficient transport services. However, it is vital to recognise the primary role of state and territory governments in planning urban transport networks if conflict and duplication is to be avoided. Equally, the federal government must provide a long-term funding commitment for urban transport projects to ensure their orderly and timely completion. Short-term injections of funds are welcome but do not provide the funding certainty to ensure that state and territory governments can move forward, confident they will have the resources needed to implement longer term plans. 1 3

16 recommendations summary Recommendation 1 Encourage the development of secondary employment centres through planning policies and improved public transport to those centres. Recommendation 2 Give priority to infill development projects along established transport corridors rather than greenfield development. Recommendation 3 Expand park and ride facilities at key transport interchanges, where appropriate. Park and ride facilities are particularly suited to interchanges that do not have extensive multi-modal public transport access. Recommendation 4 Consider parking measures to encourage greater public transport usage. Recommendation 5 Offer aged concession card holders free travel in off-peak travel periods to encourage greater travel outside peak periods. Recommendation 6 Capital city councils should promote more activities after hours in their CBDs to spread the evening peak. Recommendation 7 State governments should further consider the costs and benefits of road pricing options to manage demand on the road network. Recommendation 8 Implement road supply management measures, such as lane and intersection priority, for high occupancy and public transport vehicles, ramp metering and intelligent transport systems. Recommendation 9 Provide customer service improvements such as upgraded intermodal facilities, service frequency and real-time information to commuters to encourage increased public transport patronage. Recommendation 10 Give priority to major urban road projects that complete missing links or provide orbital routes. Other road projects should be assessed against the benefits of alternatives such as improved public transport infrastructure. cbd Game Changers Recommendation 11 Alongside new transport projects that will provide alternatives to bus services to the CBD (e.g. light rail and the North West Rail Link), the NSW government should consider additional measures to improve bus capacity in the Sydney CBD. These should include, in the short term, new kerb islands for bus stops on York Street and, in the longer term, underground cordon turning bus interchanges at Town Hall and Wynyard. The re-use of old tram tunnels linking the Harbour Bridge to Wynyard should be evaluated as part of a longer term solution. Recommendation 12 The Victorian government should fund the roll out of the Premium Line Program across major tram lines in Melbourne to improve customer service, increase grade-segregation and traffic light priority, and improve the capacity of the tram network. Recommendation 13 The Queensland and federal governments should prioritise the construction of the Cross River Rail Project as Brisbane s most important infrastructure project. Recommendation 14 The Western Australian government should fund the construction of stage one of the Metro Area Express light rail network to allow it to commence operations by Recommendation 15 The South Australian government should reinstitute the O-Bahn upgrade program to link the O-Bahn more effectively to Adelaide s CBD. Recommendation 16 Investment in transport infrastructure, both public transport and road, must be a priority for all governments. Recommendation 17 While state governments should continue to have primary responsibility for planning and operating public transport networks, it is essential that the federal government continue to support public transport infrastructure projects as part of an agenda to boost national productivity. Federal support should take the form of both the scrutiny and analysis provided by Infrastructure Australia and in providing substantial funding to allow projects to proceed. 1 4

17 Introduction This report is designed to stimulate an informed debate on the critical transport issues facing Australia s central business districts (CBDs) and presents a number of solutions to address these issues. The report is divided into the following sections: Section 1 outlines the importance of major CBDs and the imperatives associated with maintaining efficiency and access by way of sustainable transport solutions; Section 2 outlines the current and emerging transport challenges facing Australia s CBDs; Section 3 provides a range of available measures to improve CBD accessibility and examines international case studies to illustrate how potential measures have been successfully implemented elsewhere; Section 4 examines the specific issues faced by the primary CBDs within Australia s five largest cities and demonstrates a range of potential solutions by way of case studies; and Section 5 presents the report s conclusions and sets out recommended next steps to address CBD accessibility issues including the major barriers to progress as well as the future roles and responsibilities of government. The study involved a four-stage process which is summarised in Figure ES-3 below. This report largely relies on publicly available information, supplemented by analysis and consultation. Documents and data sources utilised in this study are referenced throughout the report and are contained in Section 6 References. Figure ES-3 Methodology Overview 1 Background Research and Understanding Present a comparison of the main statistics (e.g. population, GDP) for the largest Australian capital cities (i.e. Sydney, Melbourne, Brisbane, Perth and Adelaide) Document key statistics for each CBD, including:»» Current and future transport task (as driven by population and employment growth) 2 Identify Strategies to Improve Accessibility List available congestion reduction strategies (i.e. policy, service and infrastructure measures) Conduct research to test the effectiveness of strategies implemented in other major cities around the world (e.g. Singapore and London Congestion Charging Scheme, etc) 3 Identify Challenges and Issues in CBDs Identify key challenges and issues affecting each of the CBDs examined, including:»» Congestion levels»» Effect on customer amenity Identify a case study for a key transport issue in each CBD and proposed response measures 4 Identify Next Steps for Implementation Strategy Identify barriers to the implementation of proposed measures Identify key next steps for each government (i.e. business case, further studies/research, funding public/private) Source: Booz & Company 1 5

18 01 The Importance of Australian Capital Cities and Central Business Districts

19 Overview Australian capital cities play a vital role in the nation s sustainability and competitiveness. In what is a highly urbanised society, they accommodate a significant and growing proportion of the country s population and employment and generate more than 60 per cent of Australia s GDP. This is not just an Australian phenomenon; major CBDs around the globe are increasingly the economic powerhouses of their nations. Figure 1 1 Australia s Capitals vs. Regional Areas Population, 2006 Population (000s) 7,000 Within each capital city, the CBD acts as a concentration of activity that supports and makes a significant contribution to the city s overall productivity and growth. The historic concentration of business activity has meant that transport infrastructure tends to emanate from CBDs in a radial pattern, designed to transport employees from across broader metropolitan areas to the city centre. 6,000 5,000 4,000 37% 63% 27% 73% Australia s capital cities At 7.6 million square kilometres, Australia is the sixth largest country in the world by geographic size 5. Australia s population was nearly 23 million people in March 2013, with the majority of Australians living in major population centres on the eastern seaboard. Australia is one of the world s most urbanised nations. As at December 2010, over three-quarters of the Australian population lived in cities of more than 100,000 inhabitants, with 64 per cent living in capital cities 6. The five largest cities of Sydney, Melbourne, Brisbane, Perth and Adelaide are home to 95 per cent of Australians living in capital cities 7. The high level of urbanisation in Australian cities is shown in Figure 1 1 which compares the proportion of people living in regional areas to those living in capital cities. There is some variation between states and territories. Queensland, Tasmania and the Northern Territory all have relatively high percentages of their populations living in regional areas. In contrast, New South Wales, Victoria, Western Australia and South Australia have a dominant proportion of the population residing in their respective capitals. 3,000 2,000 1,000 0 NSW Capital 56% 44% 27% 73% 26% 74% 46% 58% 54% 42% VIC QLD SA WA TAS NT ACT Regional Source: ABS (2008), Population Projections Australia 2006 to 2101, Cat Australian Government (2010), Australia s Land Mass retrieved from 6 Booz & Company analysis of ABS (2011), Australian Demographic Statistics, June Ibid. 1 7

20 Figure 1 2 indicates that the population in capital cities has been growing steadily over the past decade, registering increases ranging from 6 to 15 per cent between 2005 and Figure 1 2 Australia s Capital Cities Population, 2005 to 2010 Population (million) % +11% Economic activity In addition to housing the majority of Australia s population, capital cities are also key contributors to the nation s economic performance and growth. As shown in Figure 1 3, Sydney, Melbourne, Brisbane, Perth and Adelaide accounted for approximately 61 per cent of Australia s GDP in 2011/12 8 and for approximately 60 per cent of growth over the past three decades 9. Figure 1 3 Contribution of the Five Largest Capital Cities to the Australian GDP, 2011/ % 20 22% % +14% 15 18% % +15% +9% SYD MEL BRI ADL PER HOB DAR ACT 9% 8% Source: ABS (2011), Estimated Resident Population, Major Population Regions data current as at 30 June 5% It is expected that this trend will continue, with capital cities continuing to accommodate the majority of the population in the years to come. 0 SYD MEL BRI PER ADL Source: ABS Australian National Accounts: State Accounts, Cat. No and SGS Economics & Planning as cited in: SGS (2012), Australian Cities Accounts Estimates, December, p. 2 The contribution to Australian GDP growth by each city and region is shown in Table 1 1 overleaf. 8 SGS (2012), Australian Cities Accounts Estimates, December, p. 5 9 Ibid. 1 8

21 Table 1 1 Contribution to Gross Domestic Product Growth Volume Measure Region 2010/11 to 2011/ /90 to 2011/12 Sydney 15.0% 19.4% Regional NSW 7.5% 7.1% Melbourne 14.2% 17.3% Regional Vic 1.2% 3.5% Brisbane 12.7% 10.2% Regional QLD 10.0% 12.8% Adelaide 3.4% 3.5% Regional SA 0.6% 1.6% Perth 11.3% 9.8% Regional WA 20.0% (1) 10.2% Tasmania 0.3% 1.2% Northern Territory 1.6% 1.2% Australian Capital Territory 2.2% 2.1% Total 100% 100% Note: (1) The strong contribution of regional WA is driven by ore mining and related construction projects. Source: ABS Australian National Accounts: State Accounts, Cat. No and SGS Economics & Planning as cited in: SGS (2012), Australian Cities Accounts Estimates, December, p. 5 The largest capital cities, with the exception of Brisbane, have all made a greater contribution to the Australian economy than their regions, highlighting the value of capital cities and the importance of the services sector as a driver of economic growth. Sydney has been the primary contributor to Australia s GDP growth over the past 30 years (accounting for almost a fifth of national GDP growth over this period). However, other capitals are now growing at a faster rate. Driven by ore mining and related construction projects, regional WA surpassed Sydney in GDP growth in 2010/ Importance of CBDs CBDs represent major clusters of economic and social activity, catering for the needs of employers, residents, students and visitors. All of these activities are vital to creating a vibrant and active city. Figure 1 4 CBDs as Clusters of Activities Tourism Residential Education Social/ Recreational CBD Employment Note: The size of the bubbles representative of the magnitude of each task, is purely illustrative The remainder of this report focuses on the CBDs of the five largest cities in Australia, by geographic size and economic activity (i.e. contribution to GDP). It is also recognised that the other capitals, Darwin, Hobart, and Canberra, as well as regional cities, are important contributors to the Australian economy. While these cities face congestion and other transport challenges, they are yet to experience the critical problems of the five largest capitals. However, many of the issues and solutions that are considered by this report will have broader application. As illustrated in Figure 1 4, employment is a key activity within CBDs. The economic benefits generated by CBDs are in fact primarily due to their dominance as a major employment hub, with a large proportion of white collar and service industry jobs. 10 SGS (2012), Australian Cities Accounts Estimates, December, p

22 Table 1 2 below outlines the difference in employment distribution between CBDs and the greater metropolitan area of the cities they serve. It should be noted that the geographic areas reported below are representative of the size of the Statistical Local Area (SLA) identified as the CBD. Of all jobs offered in the metropolitan area of the selected capital cities, 10 to 21 per cent are located within the CBD, resulting in very high employment density. This enhances productivity through the agglomeration of economic activity, which in turn provides wider benefits that accrue at a state/ territory and national level. By locating in CBDs, firms gain greater accessibility to customers, collaborating firms, suppliers and ideas. As illustrated in Table 1 2 a positive correlation exists between higher employment density and productivity. Despite advances in telecommunications and transport, the conglomeration benefits of businesses locating in CBDs still far outweigh increased costs associated with higher land and service demand. At least for the foreseeable future, denser employment areas improve a city s economic position and productivity 11. Cultural activity, innovation and entertainment also cluster in areas with higher employment and residential density. It can therefore be said that CBDs offer more productive employment and environmental benefits as well as greater access to services for the increasing number of people who choose to live and work within them. As outlined in Table 1 3, the residential areas of CBDs are zones with significantly higher population densities than the metropolitan average. The residential component of each CBD is, however, a small proportion of the overall mix of people in a CBD on any work day. The centres of each capital also house a high proportion of tourism related employment. For example, in Sydney 6.4 per cent of employment is tourist related, while in Brisbane the corresponding figure is 6.9 per cent 12. Table 1 2 Australian CBD Employment Statistics, 2011 CBD CBD Employment CBD/Area (KM 2 ) CBD Employment Density (ppl/km 2 ) Employment (SD) Proportion of CBD jobs in capital cities Sydney 251, ,870 1,874,113 13% Melbourne 186, ,962 1,756,406 11% Brisbane 116, , ,389 13% Perth 71, , ,806 10% Adelaide 109, , ,351 21% Source: ABS (2011), 2011 Census Community Profile Series Table 1 3 Australian CBD Population Statistics, CBD Population (2005) Population (2010) Population Growth (p.a.) % Population Density 2010 (ppl/km 2 ) Sydney 21,841 25, ,107 Melbourne 11,482 15, ,040 Brisbane (1) 6,726 8, ,947 Perth 1,038 1, ,007 Adelaide 16,711 19, ,276 Note: (1) Resident population data for the Brisbane CBD is also available through the Planning Information and Forecasting Unit (PIFU); National Institute of Economic and Industry Research (NIEIR). The figure cited is of 8,000 residents in The difference may be due to the different definitions of CBD adopted. Source: ABS (2011), Regional Population Growth Estimated Resident Population, Cat GLA Economics (2008), London s Central Business District: Its Global Importance, January 12 Tourism & Transport Forum (National Tourism Business Count & Employment Atlas),

23 Policies aimed at reshaping CBDs have promoted zoning changes which allow the development of residential areas as a way of encouraging CBD activation, reducing commuting time and increasing the use of active transport modes such as walking and cycling. These types of strategies, which support the sustainable development of CBDs, are explored in more detail in Section 3. Figure 1 5 Travel to Work in Australia s Capital City Metropolitan Areas, % 5% 1% 2% 4% 2% 3% 4% 1% 2% 3% 1% 2% 3% 1% The need for an efficient transport system The capacity of CBDs to generate strong economic growth remains contingent on the ability to efficiently move hundreds of thousands of people every day. CBDs only remain prosperous as long as the benefits of agglomeration outweigh the cost of congestion. CBD accessibility constitutes a key factor in achieving and maintaining productivity and global competitiveness. Therefore, to realise the full potential of a city, it is important that key CBD linkages are continually upgraded to cater for the additional travel demand generated by population and employment growth. Increasing transport capacity and travel time reliability are critical to strengthening CBD accessibility. Despite strong growth in public transport demand, travel in Australian cities is still highly reliant on cars, as evidenced by the mode shares shown in Figure % 80% 80% 85% 85% 19% 12% 12% 9% 8% SYD MEL BRI ADL PER Public Transport Car Bicycle Walked only Other Source: ABS Census (2011), Method of Travel to Work At the time of the 2011 Census, around three quarters of work trips across the metropolitan areas of the main capital cities were by car. Reliance on motor vehicles is highest in Adelaide and Perth, with only 8 per cent of all trips undertaken by public transport. As population grows, particularly in greenfield urban fringe developments, so does the average distance travelled by private motor vehicles to meet mobility needs. Figure 1 6 (over) shows the substantial growth in Vehicle Kilometres Travelled (VKT) in all major capitals. 2 1

24 Figure 1 6 Capital Cities Estimated Motorised VKT, March 1965 to June 2010 VKT (Billion kms) Sydney Melbourne Brisbane Adelaide Perth Note: The above includes VKT for cars, motorcycles, light commercial vehicles, rigid and articulated trucks and buses. Source: BITRE (2012), Road Vehicle-Kilometres Travelled: Estimation from State and Territory Fuel Sales, Report 124, September, p. 173 As shown in the figure above, VKT have been growing since 1965 across all capital cities, although at a reduced rate over the last decade. Interestingly, VKT are similar for Sydney and Melbourne even though population levels are lower in the latter (i.e. 3.7 million in Melbourne compared to 4.2 million in Sydney in 2006). The increasing number of commuters has put a strain on existing transport infrastructure, which in many cases is struggling to cope with the additional demand. Transport systems are often affected by problems of overcrowding and congestion. Traffic congestion represents a major barrier to accessibility. The economic competitiveness of cities can be significantly undermined by traffic congestion, which makes access to and within CBDs difficult. It imposes economic and social costs (through lost time), reduces productivity, wastes fuel, increases greenhouse gas emissions and air pollution, and increases accident rates and costs for freight and logistics. BITRE (2006) estimates the cost of congestion in 2005 for Australia at approximately $9.4 billion 13. The breakdown by type of cost and capital city is shown below in Figure 1 7. Figure 1 7 Breakdown of Cost of Congestion Estimates, by Type and Capital City Breakdown by type of cost 12.8% ($1.1) 11.7% ($1.2) 37.2% ($3.5) Breakdown by capital city 13% ($1.2) 10% ($0.9) 6% ($0.6) 38% ($3.5) 6% ($0.6) 0% ($0.005) 0% ($0.018) 38.3% ($3.6) 32% ($3.0) Private time costs Business time costs Extra vehicle operating costs Extra air pollution damage costs Sydney Melbourne Brisbane Perth Adelaide Canberra Hobart Darwin Total Social Cost of Congestion: $9.4 billion Source: BITRE (2006), Estimating urban traffic and congestion cost trends for Australian cities, Working Paper 71, p BITRE (2006), Estimating urban traffic and congestion cost trends for Australian cities, Working Paper

25 Over 75 per cent of the cost of congestion is caused by private and professional time losses due to delays and increased travel time. Sydney and Melbourne collectively account for approximately 70 per cent of the national cost of congestion. BITRE forecasts an increase in the average unit costs of congestion (i.e. the average cost of congestion for every kilometre travelled, which adds to the generalised cost of travel in free-flowing conditions) of approximately 59 per cent from 2005 to Unit costs of congestion in 2005 ranged from approximately 2c/km (Darwin) to 8c/km (Sydney). By 2020 the upper range is expected to reach nearly 13c/km (Sydney). Figure 1 8 Average Unit Costs of Congestion for Australian Metropolitan Cities, 2005 & 2020 Unit costs (c/km) As mentioned previously, rising congestion levels significantly impact on road users. Similarly, the public transport network is also struggling to cope with the current demand for travel. For example: Trams and buses in Melbourne and Sydney are affected by road congestion and on-board overcrowding; and In many cities, the rail network is already strained. Many services operate in excess of desirable on-board capacity. Several major lines in Sydney, Melbourne and Brisbane are also close to capacity in terms of the number of trains that can be operated during peak periods. While the implementation of new technology would allow some additional services through reduced headways, such changes will only defer reaching full capacity for a short period. Businesses located in CBDs are often in sectors where time is highly valued and essential to productivity. A reduction in travel time can translate to more time being spent on other activities such as working and interacting with people. It is estimated that a reduction in congestion and an increase in travel speed of 10 per cent to key centres can increase production of goods and services by one per cent 14. This highlights the importance of having an efficient transport system which supports the growth of a city and its global competitiveness SYD MEL BRI ADL PER HOB DAR ACT Metro Average Source: BITRE (2006), Estimating urban traffic and congestion cost trends for Australian cities, Working Paper 71, p Hartgen, D. & Fields, G. (n.d), Gridlock and Growth: The Effect of Traffic Congestion on Regional Economic Performance, Policy Summary of Study No. 371, p

26 02 Transport Challenges Facing Australia s CBDs

27 Overview The transport network has a significant impact on the efficiency and productivity of Australia s cities and CBDs. Steady growth in demand, however, has placed pressure on the transport network, resulting in increased congestion and reduced CBD accessibility. A number of key factors are contributing to these transport challenges: The sprawling nature of Australian cities and the radial pattern of transport and infrastructure, with people commuting considerable distances to central areas for employment; A relatively high reliance on private vehicle usage; and Strong forecast population and employment growth. Each of these factors and challenges is explored in greater detail below. Land use and density Despite some urban consolidation in recent years, Australian cities remain low density by international standards. As illustrated in Figure 2 1, the population density of Australia s capital cities is much lower than other major international cities. Figure 2 1 World Cities by Population Density The dispersed nature of Australian cities has played a large role in shaping each city s transport system. Low population density, coupled with a concentration of employment within central areas such as the CBD, has led to the development of radial road and public transport networks, which are typified by: Lengthy commutes from outer residential areas to the CBD for employment; Sub-optimal utilisation of the transport network in the contra-peak radial direction; and Relatively poor cross-regional public transport connections resulting in high car usage for accessing areas outside CBDs. Figure 2 2 shows the proportion of population living at various distances from the CBDs of Sydney, Melbourne and Perth as per the 2006 ABS Census. Figure 2 2 Proportion of Population Living at Various Distances from CBD, 2006 Proportion of Population (%) Population (millions) Shanghai Beijing 5 10 London New York City Hong Kong 5 Sydney Singapore Melbourne Berlin Brisbane Perth Adelaide Density (ppl/km 2, 000s) Source: For Australian Cities ABS (2011), Regional Population Growth Australia, Cat , for International Cities Demographia (2011), World Urban Areas (World Agglomerations), 7th Annual Edition, April 0 < >50 Straight line distance from General Post Office Sydney Melbourne Perth Source: DoIT (2011) as per BITRE analysis of 2006 ABS Census of Population and Housing place of enumeration data for CBDs, State of Australian Cities, 2011, December, p. 44 As illustrated in Figure 2 2, the highest proportion of residents in Sydney, Melbourne and Perth live within 5 to 20 km of the CBD. Sydney and Melbourne, in comparison to Perth, have a greater proportion of their population living further than 20 km from the CBD. 2 5

28 It is important to note that Australian CBDs are not the only centres for employment and economic activity within each metropolitan area. For example in Sydney, the location of employment, retail and activity centres has over time become more polycentric. A range of secondary CBDs and employment centres perform vital economic and employment roles across the Sydney metropolitan area. Examples include North Sydney, Parramatta, Chatswood and Macquarie Park. This shift has encouraged more diverse travel patterns and assisted in reducing congestion in the city centre. However, the CBD-centric pattern of public transport networks acts as a brake on those centres reaching their full potential, while encouraging greater car dependency for those working in subsidiary CBDs. Population density is also a very important determinant in establishing a successful and sustainable public transport network. Typically, higher population density and proximity to the CBD translates into higher demand for public transport. Higher demand enables the introduction of more frequent public transport services, which subsequently increases the attractiveness of the public transport network. This trend is emphasised in Section 2.3, which illustrates that cities with a larger population typically have a higher public transport mode share. The current CBD transport task CBDs support a concentration of economic, employment, retail, education, cultural, tourism and residential activities, each of which generates significant demand for transport services. Employment-related commuter travel is one of the largest drivers of demand and is concentrated within peak periods, whereas other activities generate demand throughout the day. Regardless of trip purpose, the CBD transport task can be split into the following three components: Travel to/from the CBD Travel within the CBD Travel through the CBD Travel to/from the CBD Daily travel to and from work in the CBD is the single most challenging task for transport planners. Not surprisingly, the greatest pressure on the transport network is during the AM and PM peaks. This trend is consistent across all major capital cities, however the actual time and extent of the peak may differ for each. In Sydney, for example, the peaks are identified as between the hours of 7.00 am and 9.00 am and 4.00 pm and 7.00 pm 15. Given the significant concentration of demand, peak hour commuter traffic plays the primary role in determining the capacity requirements of the road and public transport networks in and towards the CBD. Journey to work figures provide the most consistent data for CBD focused transport demand across each of the capital cities. While journey to work trips do not account for the majority of CBD transport demand, they account for the most concentrated demand and therefore guide the size of transport systems so as to cope with peak capacity. Figure 2 3 illustrates journey to work mode shares for each CBD. Figure 2 3 CBD Journey to Work Mode Share, % 25% 28% 56% 48% 36% 34% 21% 21% 2% 1% 6% 1% 16% SYD 2% 11% 3% 6% 1% 24% 5% 1% 6% 20% 2% 3% 4% 14% 12% 3% 4% 1% 1% 18% 16% 8% 19% MEL BRI ADL PER Two or more methods Other Walk Only Bicyle Tram Ferry Bus Train Private Vehicle Source: ABS (2011), Census of Housing and Population Method of Travel to Work and Statistical Local Area by Sex, Booz & Company analysis 15 Source: City of Sydney (2012), Connecting Our City, Technical Report, March, p

29 Figure 2 4 explores the relationship between the size of the transport task and private vehicle/public transport mode share, where the size of the circle represents the number of CBD journey to work commuters. Figure 2 4 CBD Journey to Work Mode Share and Size of Task, 2011 Private Vehicle Mode Share Sydney Perth Public Transport Mode Share Melbourne Adelaide Brisbane Note: The Public Transport Mode Share illustrated above only includes single modal PT trips, excluding two or more methods trips as well as active transport. Source: ABS (2011), Census of Housing and Population Method of Travel to Work and Statistical Local Area by Sex, Booz & Company analysis Private vehicles Private vehicle mode share ranges from 16 per cent in Sydney to 56 per cent in Adelaide. Figure 2 4 illustrates that there is a relationship between the size of the transport task and the use of private vehicles, with private vehicles typically having a smaller mode share in CBDs that have the highest levels of demand (i.e. Sydney and Melbourne). Heavy rail Heavy rail is a high-capacity mode. It has the ability to move large numbers of people relatively quickly along dedicated corridors over long or short distances. In Sydney, each train can typically carry around 1,200 passengers 16. As illustrated in Figure 2 3, heavy rail has a significant CBD journey to work mode share in Sydney and Melbourne, with more than one third conducted by rail. Brisbane also has a high heavy rail mode share of 21 per cent. Bus Buses are one of the most flexible forms of public transport for large metropolitan areas. Buses are particularly useful in serving low-density areas and as connecting services to higher capacity modes. Buses are typically used for shorter trips, but are increasingly being used to fulfil the long haul role of heavy rail, particularly in Adelaide, Brisbane and Sydney, which have developed dedicated bus rapid transit corridors. As illustrated in Figure 2 3, buses are the primary public transport mode for journeys to work in Sydney, Brisbane and Adelaide, accounting for over 20 per cent of trips in each of these cities. Buses also account for 12 per cent mode share in Perth but only 2 per cent in Melbourne. Light rail Light rail is able to provide greater transport capacity than buses but at a higher cost and reduced flexibility. As a result, light rail is most effective in servicing higher density areas where heavy rail is cost prohibitive or physically impractical. Melbourne has the most extensive tram network in the world. As a result, light rail mode share in Melbourne is by far the highest in Australia at 11 per cent. Ferry The location of Sydney and Brisbane CBDs along key waterways (i.e. Sydney Harbour and Brisbane River) has resulted in ferries playing a small but important role in providing public transport access, currently representing two per cent of trips for both Sydney and Brisbane. Walking and cycling Walking and cycling are important in supporting the sustainability of the transport network. They are best suited for shorter trips (i.e. less than 30 minutes). Perth, Melbourne and Adelaide all have a cycling mode share greater than two per cent. Sydney and Melbourne have the highest walking mode share at around six per cent. A high proportion of walking and cycling trips occur within the CBD, with walking often representing the dominant mode for intra- CBD trips. 16 Note: Train capacity is based on a standard eight carriage train. 2 7

30 Image courtesy of the City of Sydney Travel within the CBD Travel within CBDs accounts for a significant number of daily trips. In Sydney, for example, there are an estimated 440,000 trips within the CBD every weekday 17. Given the concentration of activity within the CBD, active transport modes such as walking or cycling typically dominate mode share. In Sydney, around 93 per cent of trips within the CBD are made by active transport modes 18. Promoting active transport for journeys within the CBD also provides amenity, public health and sustainability benefits. Travel through the CBD As outlined previously, the dispersed nature of residential areas coupled with a high concentration of employment and other activity within CBDs has resulted in the development of, and reliance on, a radial transport system. The combination of radial transport networks and the geographic constraints within major cities (e.g. some cities are limited by river and harbour crossings) results in added pressure on key transport corridors and services accessing the CBD. This effect is compounded by poor inter-regional connectivity, with many commuters (using both private vehicles and public transport) forced to transit through the CBD to access other locations. In Perth, for example, many people wanting to travel from a northern to a southern region of the city are forced to use the Mitchell Freeway. As a result, commuter traffic to the CBD conflicts with commuter traffic to other parts of the metropolitan area. This places additional demand on the network and in some cases adds vehicle movements within the CBD itself. Similarly, the majority of rail lines are routed towards CBDs, putting additional pressure on services and central interchange points. The significant challenge for cities and CBDs alike is to create a network that has the ability to support a number of transport tasks ranging from high levels of concentrated demand within the peak, to more diverse and less concentrated travel patterns throughout the day. 17 City of Sydney (2012), Connecting Our City, Technical Report, March, p Ibid. 2 8

31 Future growth Strong growth forecasts for population, employment and tourism are likely to have a considerable impact on the transport network. As illustrated in Figure 2 5, all capital cities are forecast to experience considerable growth between now, 2026 and For example, Brisbane and Perth are expected to grow by nearly 50 per cent in the 20 years from 2006 to This growth will put significant pressure on the already strained transport network. A significant proportion of population growth is occurring on the outskirts of the major cities. In Sydney, for example, the north west and south west growth centres, which have been planned to accommodate around 181,000 new dwellings, are located on the fringes of Sydney. Significant population growth is also occurring on the outskirts of Melbourne, specifically in Cardinia in the south, and Wyndham and Melton in the west. As illustrated in Figure 2 6, CBD employment growth is also strong for each of the cities. Melbourne is forecast to have an estimated 50 per cent growth in CBD employment between 2006 and Based on these estimates, employment numbers within the Melbourne CBD will overtake Sydney. Brisbane CBD employment growth is even stronger, with 86 per cent growth forecast between 2006 and Figure 2 6 CBD Employment Growth 2006, 2026 CBD Employment (000s) % +51% Figure 2 5 Capital City Population Growth 2006, 2026, % Population (million) % % % +35% SYD MEL BRI PER ADL SYD +47% +49% +21% MEL BRI PER ADL Source: ABS (2008), Population Projections Australia 2006 to 2101, Cat Notes: Due to the absence of employment projections by the ABS, the data presented reflect the growth forecasts developed by other planning agencies. The predicted growth has been applied to the ABS base figures for the given SLA for (1) Note: Due to the absence of employment projections by the ABS, the data presented reflects the forecasts developed by Planning Information and Forecasting Unit (PIFU); National Institute of Economic and Industry Research (NIEIR) as cited in Queensland Transport (2008), Inner City Rail Capacity Study Pre-Feasibility Report, October. (2) Based on targets outlined within the Department of Planning and Local Government 30 Year Plan for Greater Adelaide. (3) The Perth CBD employment forecast has been estimated based on the Central Perth employment growth rate outlined within Department of Planning (2012) Directions 2031 Policy Framework. Source: TDC (2009), Sydney Employment Forecasts; Government of South Australia (2010), City of Melbourne (2012); Department of Planning and Local Government, The 30-Year Plan for Greater Adelaide; Queensland Transport (2008), Inner City Rail Capacity Study Pre-Feasibility Report, October. To sustain this growth, significant investment in the transport system is required. There will be a greater need to invest in high-capacity public transport systems and reduce reliance on low-capacity private vehicles. The challenge is to ensure that the best range of measures is employed to alleviate both existing pressures and those that will arise as a result of forecast demand. 2 9

32 03 Measures to Improve Accessibility

33 Overview Although Australian capital cities face unique transport challenges, there are a number of common issues. For example, Sydney and Melbourne are both confronting the difficulties of becoming large global cities as their populations rise beyond five million within the next decade. Already these cities are reaching the limits of their radial transport systems. Similarly, the smaller but fast growing cities of Perth, Adelaide and Brisbane all face the challenge of shifting a far greater proportion of CBD commuters to public transport. This section provides an overview of some of the most effective broader policy measures available to address rising CBD congestion. In addition, international case studies are provided, as many of the transport and congestion challenges Australian cities face also exist in other global cities. In some cases, the strategies adopted by other jurisdictions can be the basis for policies that will assist in addressing congestion in Australia. Measures Accessibility improvement measures can be grouped in many ways. For the purpose of this report, such strategies have been categorised as policy, service or infrastructure measures (as shown in Figure 3 1). Policy measures Policy measures are cost effective ways to manage demand for transport. In essence, they are about implementing incentives or disincentives that change commuter travel behaviour to encourage sustainable use of the transport network. Policy strategies also involve effectively planning the future growth of cities in a way that best utilises existing or planned transport services and corridors. Policy measures are particularly important for CBDs as limited space and high construction costs mean that infrastructure development is often impractical and/or cost prohibitive. In a climate of financial restraint, decision makers must look towards innovative policy measures to encourage commuters to travel on more efficient transport modes and, where travel is discretionary, at less busy times of the day. Figure 3 2 Overview of Policy Measures Travel Planning Parking Management Lane/ Intersection Priority Real-time Information Figure 3 1 Accessibility Improvement Measures Road Pricing Service Redesign Policy Service Cost effective ways to manage demand for transport Service changes to improve the use of the existing transport network Land Use and Planning Policies Accessibility Improvement Measures Internodal Interchanges Policy Service Road Infrastructure Car/Bike Share Schemes Accessibility Improvement Measures Bus Rapid Transit Light Rail Rail Cycling/ Pedways Infrastructure Source: Booz & Company Long term construction projects that improve accessibility by adding additional capacity to the transport network Source: Booz & Company Measures range from traffic management initiatives to large-scale construction projects. A combination of these strategies is required to ensure an efficient and sustainable transport network. 3 1

34 Land use and planning policies Land use and planning policies are an effective way of encouraging more efficient transport patterns. Typical land use measures include: Dispersed employment which encourages more diverse travel patterns. In Sydney, the location of employment and activity centres has, over time, become more polycentric with the development of a number of secondary CBDs. Similar trends are also proposed for Melbourne. As illustrated in Figure 3 3, a more polycentric approach encourages a move away from the dependency on a radial transport network and promotes more diverse travel patterns. However, it is important for the public transport network to offer efficient connections to these centres, which may otherwise lead to a significant shift from public transport to cars. Future transport plans therefore need to focus on increasing the provision of public transport services to secondary business centres. Too often in Australian cities, the provision of transport linkages has not been adequately included in the early stages of planning for new or expanded alternate business centres. This leads to higher car dependency and higher infrastructure costs when governments do eventually decide to establish segregated public transport links for either rail or bus rapid transit systems. Transit oriented development concentrated high-density developments along key public transport corridors which encourage greater use of the public transport network. While politically sensitive, governments must look to urban infill as a way of better utilising finite transport services and infrastructure. Parking measures Parking measures are a demand management tool used to encourage different travel patterns. Parking measures can represent both a carrot and a stick approach. For example: CBD parking measures, such as reduced supply of parking spaces, reduced time limits and pricing controls, are used to discourage private vehicle use during peak periods (e.g. increased daily parking rates and early bird parking specials). On the other hand, park and ride facilities, where free parking is offered at key public transport interchange locations, encourage greater use of public transport to access the CBD. The recent Household Travel Survey (HTS), undertaken by BTS in Sydney, reveals that the main deterrent to using a car to commute to work in Sydney is the low availability of parking spaces, followed by the costs associated with parking. Figure 3 3 Radial versus Matrix Transport Networks PAST A radial system focused on Global Sydney CITY OF CITIES TO 2036 Radial system focusing on Global Sydney and the Regional Cities (Parramatta, Penrith and Liverpool) NETWORK SCENARIO BEYOND 2036 A network city Linked centres Strong cross-regional links Source: Department of Planning (2010), Metropolitan Plan for Sydney 2036, December, p

35 Figure 3 4 Reasons for Commuting by PT in Sydney, 2009/10 Avoids parking problems Cheaper Faster Do not have a car Less stressful than other forms Live or work close to public transport Arrives closer to destination Don t drive/no licence Enjoy time to read and relax Car used by someone else Environmental reasons Employer assistance in public transport costs Other 0 10% 20% 30% 40% 50% 60% Source: BTS (2011), 2009/10 Household Travel Survey Summary Report 2011 Release The overall success of parking measures in changing travel patterns is likely to be enhanced if a combination of both approaches is adopted. Parking measures are employed in many CBDs throughout the world. Parking Space Levies (PSL) have been introduced in Sydney, Perth and Melbourne as a demand management tool. However, while the outcomes and impacts of the PSL policy have not been closely monitored, they are believed to have had some impact as a congestion management tool 19. Travel planning and spreading patronage Travel planning measures involve policies that modify and encourage more efficient travel decisions. Examples include: Workplace travel plans which could encourage car sharing or active transport modes; Flexible working arrangements which could either change the time of travel (i.e. flexible start and end times) and/or the need for travel (i.e. working from home); and Greater information on the availability of alternative transport modes and awareness campaigns. Transport authorities can also consider strategies to spread patronage outside peak periods to reduce congestion, particularly on trains. While the potential to achieve effectively a longer peak period has merit, reform in this area relies on businesses changing operating hours which, for many, is not possible. Similarly, an inducement (such as fare reductions) for workers to travel outside the established peak assumes a degree of discretion in their travel patterns. If an employee commences work at 8.30 am, free travel to encourage workers to travel and arrive at their destination early is unlikely to be appealing. Two measures that could materially change travel patterns are: Offering free travel to aged pension concession holders in off-peak periods. This could serve to encourage pensioners, who may have more discretion in their travel time, to undertake their journeys outside peak periods. CityRail in NSW estimates that 10 per cent of trips taken during the Sydney peak are by aged pensioners; and Providing more activities in CBDs after hours to encourage commuters to delay their journeys home and, as a result, more evenly spread the afternoon/early evening peak. The City of Sydney Council has identified such opportunities in their work to promote the night-time economy in Sydney. Road pricing Road pricing schemes impose charges on all motorists for use of particular areas or segments of the road network. Road use charging schemes are generally introduced with the specific purpose of addressing congestion and to recover the cost of construction and maintenance of road infrastructure. Road pricing schemes can be implemented in many different ways. Cordon or area charging schemes, for example, apply a fee for users who enter a high-demand area. Zonal charging schemes apply different fees for accessing different zones. To date there have been no attempts to introduce a comprehensive area road-use charging scheme in any Australian city. Instead, governments have instituted tolls on individual motorways. 19 Department of Transport and Regional Services (2006), Study of Successful Congestion Management Approaches and the Role of Charging, Taxes, Levies and Infrastructure and Service Pricing in Travel Demand Management, prepared by Booz Allen Hamilton, November 3 3

36 Case Study: The London and Singapore road pricing schemes In 1975, Singapore became one of the first cities to introduce a comprehensive road pricing scheme. The objective of the road pricing system was to restrict the growth of private vehicle use and enhance the efficiency of the transport system. The charges imposed on private vehicle users were based on maintaining traffic flow at nominated speeds using two road classifications: kilometres per hour in the CBD; and kilometres per hour on expressways. Hence, as traffic speeds increase, charge rates are reduced (and vice-versa) to optimise infrastructure usage. Road pricing was introduced in London in The London system consists of a licence area scheme in which a charge is applied to private vehicles travelling within the Congestion Charge Zone which covers central London and the CBD. Area road pricing was introduced in London, reducing traffic volumes by per cent and traffic delays by per cent. A review prepared by Booz Allen Hamilton in 2006 suggests that area road pricing has been successful in both London and Singapore 20. In London, the scheme was successful in achieving the following: Significantly reduced congestion levels and travel time; Improved reliability of journey times; Improved efficiency in the distribution of goods and services; Improved environment and amenity in the city central areas; and Additional (net) revenues to support metropolitan transport initiatives. Specifically, the London scheme resulted in 21 : 37 per cent vehicle speed increase; 30 per cent decrease in peak period delays; 50 per cent decrease in bus delay; and per cent increase in transit ridership 22. An important aspect of the London scheme is that the revenues collected are reinvested into improving the public transport system. This has contributed to an increase in public transport usage, for instance bus patronage increased by 14 per cent Victorian Competition and Efficiency Commission (report by Booz Allen Hamilton) (2006b), International Approaches to Tackling Transport Congestion, Paper 1: Area Road Use Charging. 21 Seattle Urban Mobility Plan (2008), Best Practice in Transport Demand Management, January, p.7a-2 22 The range presented also includes an assessment of the cities of Stuttgart and Singapore beside London 23 Seattle Urban Mobility Plan (2008), Best Practice in Transport Demand Management, January, p.7a-2 3 4

37 Service measures Service measures include road, public transport and active transport initiatives which aim to improve the use of the transport network and thereby reduce the impact of congestion. A range of key service measures is explored in more detail below. Figure 3 5 Overview of Service Measures Road Pricing Land Use and Planning Policies Road Source: Booz & Company Travel Planning Policy Bus Rapid Transit Parking Management Infrastructure Light Rail Lane/ Intersection Priority Accessibility Improvement Measures Rail Real-time Information Service Cycling/ Pedways Service Redesign Internodal Interchanges Car/Bike Share Schemes Traffic and road supply management measures These types of measures aim to better meet traffic demand by maximising the use of existing transport infrastructure. They offer a relatively low-cost means of improving accessibility. In many instances they leverage Intelligent Transport Systems (ITS) to increase infrastructure productivity. Specific examples include: Providing lane and intersection priority for designated higher occupancy vehicles such as buses or private vehicles with more than three occupants (for example, high occupancy vehicle (HOV) lanes or high occupancy toll (HOT) lanes); Ramp metering to control access to and from key road networks, such as motorways and freeways, to maintain free flow traffic conditions; and Incident management tools, including improved real time user information. Public transport measures Public transport measures consist of a range of initiatives aimed at improving the attractiveness of public transport services to grow patronage, including: Preferential treatment for public transport vehicles (i.e. intersection priority for buses and trams or dedicated bus lanes); Accurate and accessible information before and during the trip; Integrated intermodal or interchange centres which improve the interchange from low-capacity public transport modes to higher-capacity modes such as heavy or light rail; Service redesign, including improved service frequency and span of hours, network design (e.g. grid versus radial), and improving route legibility; and Improved active transport facilities such as bike storage facilities and bike sharing to encourage the use of active transport modes. Bike share schemes have recently been introduced in Melbourne and Brisbane. 3 5

38 Image courtesy of RubyGoes Case Study: Bike Sharing Program Vélib Paris, France Bike-sharing is a relatively new initiative which allows a large number of bicycles to be made publicly available to people travelling within a city. Bike-sharing offers a free or affordable alternative to vehicular access within a city, thereby reducing reliance on private vehicle usage for short trips and lessening the impact of congestion. Bike-sharing is especially common in Europe where, over the last decade, the number of bikesharing schemes has multiplied significantly. The Vélib, Freedom Bike program commenced in July 2007 in Paris as a way to reduce traffic, decrease pollution, increase parking and improve the city s overall image. In the first year of operation, the city reported a total of 27.5 million trips, corresponding to an average of 120,000 trips per day, with most of them being daily commutes 24. Since 2007 bike usage has increased by 27 per cent 25. The project is based on a ten-year public-private partnership contract between the City of Paris and JCDecaux, the second largest outdoor advertising company in the world. JCDecaux was responsible for the construction of the bike terminals and for providing the bicycles. Anyone who wants to use a bike needs to first obtain a subscription. However, any single trip shorter than 30 minutes is free-ofcharge. Rates increase exponentially after each half-hour in order to encourage a rapid turn-over of the bikes. The success of Vélib is also a result of a combination of other measures. For instance, the Parisian public transport system, which has very high patronage, links in seamlessly with bike terminals Alison, J., S chlanger, D. & Harrigan, A. (nd), Bike Sharing in Washington D.C. 25 Ibid. 26 Ibid. 3 6

39 Infrastructure measures Infrastructure measures are generally longer term construction projects that improve accessibility by adding capacity to the transport network. An overview of typical infrastructure measures is provided below. Figure 3 6 Overview of Infrastructure Measures Road Pricing Land Use and Planning Policies Road Source: Booz & Company Travel Planning Policy Bus Rapid Transit Parking Management Infrastructure Light Rail Lane/ Intersection Priority Accessibility Improvement Measures Rail Real-time Information Service Cycling/ Pedways Service Redesign Internodal Interchanges Car/Bike Share Schemes Road infrastructure Road infrastructure capacity can be increased by widening existing roads or building new ones (particularly to complete missing links ). New road infrastructure is best suited and most cost effective for new development areas where land is available. Existing built-up areas have limited space to accommodate new road infrastructure without significant and costly tunnelling. The value of major road projects needs to be assessed in the context of whether the long-term goal of reducing congestion is best served by funding roads or public transport. New roads can encourage greater car usage and, without dramatic measures such as access restrictions, ultimately reach capacity. However, it is also apparent that, in many cities, the existence of missing links exacerbates congestion problems, hinders the movement of freight, and forces traffic onto roads that could be the subject of major urban renewal projects if alternative road access was made available. For example, the construction of the M4 East in Sydney would not only reduce travel times from western Sydney but permit the rejuvenation of Parramatta Road and the introduction of better public transport, such as an expanded light rail system. In the context of limited government funding, the benefits of new road projects must be carefully assessed with regard to potential alternatives (i.e. the ongoing development of an attractive public transport alternative). The recently completed Airport Link project in Brisbane illustrates the scale of the benefits that can be unlocked via appropriate road investment. The Airport Link is estimated to save private motor vehicle users travelling between the Brisbane CBD and airport up to 20 minutes Airpotlink M7 Factsheet 3 7

40 Image courtesy of Carlos Felipe Pardo Case Study: Transmilenio BRT System City of Bogota The Transmilenio system in Bogota, Colombia, is an example of a best-practice BRT system. Phase 1 of the Transmilenio commenced operations in December The infrastructure constructed to support the BRT included dedicated busways, streets for feeder buses, pedestrian access facilities, new or upgraded stations and depots, and an advanced control system 28. The first phase was a 41 kilometre busway that carried 770,000 passengers per day. The Transmilenio network is expected to expand to 389 kilometres by 2018 and carry an estimated 5.3 million passengers 29. At the end of Phase 1, a reduction of 32 per cent in travel time for public transport users was observed; with speeds along some of the main lines increasing from 10 and 18 km/h to 27 km/h. Shorter travel times have been identified as the main reason behind people switching to Transmilenio. An additional benefit was a significant reduction in accidents and fatalities associated with previous bus operations 30. The success of the Transmilenio BRT system can be attributed to the efficiency of the operational design and the integration of the system with existing public transport infrastructure. Dedicated bus lanes were constructed in boulevard medians, taking advantage of direct routes, with hard separation from general traffic. The lanes were also designed as dual carriageways, to allow buses to overtake each other, permitting greater use of express services and reducing delays caused by break-downs. In addition, the design of stations includes high-level and accessible platforms and pre-purchase tickets to shorten dwell times. The development of green connectors in Bogota, which are perpendicular and grade-separated pedways and bikeways that link lower socio-economic areas (which are greatly dependent on low-cost forms of transport) to the busways, also serve to encourage greater patronage of the BRT 31. A considerable part of the Transmilenio BRT System was funded by a special fuel tax. 28 Leal, M.T., and Bertini, R.L., Bus Rapid Transit: An Alternative for Developing Countries (2003) 29 Ibid. 30 Hidalgo, D. and Sandoval, E., Translimenio: A High Capacity Low Cost Rapid Bus System Developed for Bogota, Columbia (2001) 31 Cervero, R., Public Transport and Sustainable Urbanism: Global Lessons (2006) 3 8

41 Public transport infrastructure The construction of new rail corridors is typically more viable in areas with high population densities or to support access to growth areas (e.g. north west Sydney or Redcliffe in outer Brisbane). For lower density areas or where the construction of major infrastructure is cost prohibitive, smaller infrastructure projects such as bus priority lanes, bus rapid transit (BRT) and light rail are often more appropriate. These measures are less expensive forms of mass rapid transit and can generally be built faster, with fewer interruptions to the transport network. Given the capacity they have to reduce travel times for buses, BRT systems are increasingly seen as a more sustainable transport alternative to building conventional road networks. Currently there are several BRT systems operating in Australia, they include: Adelaide the O-Bahn Busway; Sydney the Liverpool to Parramatta T-Way and North-West T-Way; and Brisbane the South East, Eastern and Northern busways. These examples demonstrate the value of BRT to lower density areas. Light rail networks are well suited to high-density and highdemand transport corridors, such as those close to CBDs or secondary business districts. Light rail networks have the ability to provide high-capacity and high-frequency services. The light rail network in Melbourne plays a key role in providing access to, from and within the CBD. There has been renewed interest in investigating and investing in light rail infrastructure. The NSW Government has announced, for example, the construction of a light rail network linking the CBD with Kingsford and Randwick and a light rail project in Newcastle. A study on the potential of light rail to serve Parramatta is also being undertaken. Perth is similarly investigating the feasibility of an inner-metropolitan light rail network. The benefits of light rail include: Higher capacity fleet than buses and private motor vehicles; Improved reliability; Improved amenity and the capacity to transform urban areas with higher density development; and Improved route legibility. Successful implementation This chapter has highlighted the multiple measures that can be employed to improve accessibility within Australia s cities and CBDs. However, any single measure is not likely to achieve significant improvements to CBD accessibility. Instead, governments need to consider a broad suite of measures tailored to the particular needs of their capital city. For example, the increased public transport mode share in London was partly achieved by funding the purchase of new buses with its congestion pricing scheme. Similarly, the performance of new tram and bus services would be enhanced if coupled with supporting infrastructure such as intersection and lane priority and improved interchange facilities. Governments will also need to take what will be considered politically hard decisions to implement some of these measures. In doing so, they must clearly articulate the benefits of new approaches to the community and, where those measures result in additional revenue, dedicate those additional funds to transport service and infrastructure improvements. 3 9

42 Recommendation 1 Encourage the development of secondary employment centres through planning policies and improved public transport to those centres. Recommendation 2 Give priority to infill development projects along established transport corridors rather than greenfield development. Recommendation 3 Expand park and ride facilities at key transport interchanges, where appropriate. Park and ride facilities are particularly suited to interchanges that do not have extensive multi-modal public transport access. Recommendation 4 Consider parking measures to encourage greater public transport usage. Recommendation 5 Offer aged concession card holders free travel in off-peak travel periods to encourage greater travel outside peak periods. Recommendation 6 Capital city councils should promote more activities after hours in their CBDs to spread the evening peak. Recommendation 7 State governments should further consider the costs and benefits of road pricing options to manage demand on the road network. Recommendation 8 Implement road supply management measures, such as lane and intersection priority, for high occupancy and public transport vehicles, ramp metering and intelligent transport systems. Recommendation 9 Provide customer service improvements such as upgraded intermodal facilities, service frequency and real-time information to commuters to encourage increased public transport patronage. Recommendation 10 Give priority to major urban road projects that complete missing links or provide orbital routes. Other road projects should be assessed against the benefits of alternatives such as improved public transport infrastructure. 4 0

43 04 Specific CBD Reviews Image courtesy of Tourism Australia

44 Sydney Overview Sydney is the most important economic precinct in Australia, with its metropolitan area contributing approximately 25 per cent of Australia s GDP 32. The Sydney CBD, which is where 13 per cent of metropolitan Sydney jobs 33 are located, generates an estimated $70 billion of annual economic activity, representing 6 per cent of the national economy 34. However the amenity and viability of the CBD is under threat from a congested surface transport network and overcrowding of the public transport system. Figure 4 1 Sydney CBD Map Geography and landscape For this report, the Sydney CBD has been defined as the area illustrated in Figure 4 1. It spans an area of 4.2 square kilometres and can be roughly defined as the area that runs north to south from Circular Quay in the north to Central railway station, and east-west from a chain of parkland including Hyde Park, the Domain and the Royal Botanic Gardens in the east, to Darling Harbour and the Western Distributor in the west. The Sydney CBD has constrained access points due to Sydney Harbour, which borders the CBD to the north and west and the parklands on the city s eastern edge. Although the latter provides good pedestrian access from the east, the geography of the CBD results in long north-south roads and shorter block lengths east to west. As opposed to a grid street layout this geography poses some significant challenges for transport accessibility. Drivers of demand In 2011 the ABS estimated that 251,453 people work in the Sydney-CBD, as compared to the 275,000 workers counted by BTS in the same year. The CBD is Sydney s largest employment centre and is estimated to have a job density of almost 70,000 workers per square kilometre 35. A large proportion of these jobs are concentrated in the northern end of the Sydney CBD. The CBD also has one of Sydney s fastest growing residential populations. In 2011, approximately 26,450 residents lived within the CBD, a 3.2 per cent increase since In addition to a considerable commuter task, the CBD also generates a large number of trips related to tourism, social, and recreational activities. On an average weekday, there are approximately 400,000 trips both to and from the CBD as well as 440,000 trips within the CBD itself 37. Source: Booz & Company 32 City of Sydney (2012), Connecting Our City, Technical Report, March 33 Note: Based on ABS 2011 Census data 34 TfNSW (2012) Master Plan Discussion Paper 35 BTS Note: Density calculations are based on a land area of 4.2 sq.km. 36 ABS (2011), Regional Population Growth Estimated Resident Population, Cat City of Sydney (2012), Connecting Our City, Technical Report, March. Note: The density here presented are based on different data from that provided by ABS. 4 2

45 Figure 4 2 Weekday Trips to and within Sydney CBD Weekday Trips to Central Sydney 10% (39,000) Weekday Trips within Central Sydney 2% (9,000) 1% (5,000) 4% (17,000) 27% (111,000) 60% (241,000) 93% (408,000) 3% (13,000) Train, Bus & Ferry Taxi Car Walk and/or Cycle Train, Bus & Ferry Taxi Car Walk and/or Cycle Source: BTS (2008) as cited in City of Sydney (2012), Connecting Our City, Technical Report, March, p. 16 Peak demand occurs during the AM weekday peak when the greatest strain is placed on transport network capacity. As illustrated in Figure 4 3, public transport mode share for the Sydney CBD is the highest of all Australian cities at 70 per cent. Almost half of all work trips to the CBD are by rail, 25 per cent by bus, less than 20 per cent arrive by car, and walking accounts for eight per cent. Despite the fact that Sydney s CBD is situated towards the eastern edge of what is now a very geographically large city, more than 70 per cent of trips to the CBD begin from less than 10 kilometres away 38. Figure 4 3 Sydney CBD, Journey to Work % 2% 8% 19% 42% 3% 0.2% 25% Train Bus Ferry Tram Private Vehicle Bicycle Walked Only Other Source: ABS (2011) Journey to Work, Booz & Company analysis 38 TfNSW (2012) Master Plan Discussion Paper 4 3

46 Forecast demand It is estimated that Sydney s population will grow from 4.3 million inhabitants to nearly 5.6 million in Jobs growth is anticipated to be in the same range (approximately 31 per cent). Within the City of Sydney Local Government Area, employment is expected to grow by 31 per cent and population by 60 per cent between 2006 and Employment growth within the CBD itself is estimated to be in the order of 27 per cent between 2006 and 2031, with approximately 74,000 more jobs expected. The Barangaroo development requires particular mention. It is expected to attract 33,000 visitors per day, almost all of whom are anticipated to arrive by public or active transport (96 per cent). Although complementing transport infrastructure such as the Wynyard Walk and the proposed CBD light rail will minimise congestion impacts, Barangaroo will add enormous demand to the already at-capacity Wynyard bus-rail interchange. As a result of this forecast growth, there will be a significant increase in trips to, from and within the CBD, placing even greater pressure on a system already heavily constrained. It is estimated that the number of public transport work trips to the Sydney CBD will increase by 35 per cent between 2011 and Conversely, the proportion of trips made by car over this same period is expected to decrease by 33 per cent 40. In working towards the objectives of making Sydney one of the most sustainable cities in the world, high public transport journey to work mode share targets have been developed for the CBD by 2030, as illustrated in Figure 4 4. These include an 80 per cent mode share target for mass public transport including rail, bus, ferry and light rail. This target has been proposed in various reports such as Sustainable Sydney 2030, which also recommended a target of 10 per cent for cycling trips within the City of Sydney and 50 per cent for walking. Figure 4 4 Sydney CBD Journey to Work Mode Share Targets 10% 10% 80% Mass Public Transport Walk/Cycle Car, Taxi, Truck, Motocycle Source: City of Sydney (2012), Connecting Our City, Technical Report, March, p TfNSW (2012) NSW Long Term Transport Master Plan 40 City of Sydney (2012), Connecting Our City, Technical Report, March 4 4

47 Image Courtesy of Transport for NSW Transport network constraints Existing Rail The rail network is meeting the bulk of the existing commuter task to and from the CBD, with almost half of all work trips undertaken by train 41. Significant constraints on the Sydney rail network occur within the CBD itself. This is a direct result of the network s radial design, with fifteen outer rail lines feeding into eight inner lines which then feed into six lines in the CBD. Transport for NSW (TfNSW) has predicted that CBD rail constraints will become critical by 2021 when the network is expected to be unable to accommodate demand. Crossharbour rail services are expected to reach maximum capacity at some point in the 2020s 42 with the Sydney Harbour Bridge remaining the only CBD rail crossing to the city s north. During the peak, 18 trains per hour operate each way across the bridge. Current technology and infrastructure provide a limit of 20 trains per hour, so the scope for additional services is very limited. There is also limited spare capacity on other existing CBD peak rail services as well as significant platform congestion at CBD rail stations. In particular, Town Hall and Wynyard have very high passenger numbers in constrained environments. Existing station spacing also makes intra-cbd circulation trips less attractive by rail. Bus Buses to the CBD cater for 25 per cent of work trips. It is a highly complex system, with a large number of bus routes providing radial services from outer suburbs direct to the CBD (in the order of 6,000 bus trips per weekday). The radial design results in numerous bus routes which may individually have low frequencies in some outer areas converging in the constrained CBD. This design has proven unsustainable with bus queues overloading the city s major road corridors during peak periods. The complexity of Sydney s bus network design has also had a detrimental impact on route legibility. Currently, more than 190 different bus services stop in the CBD, causing confusion for commuters. This does not include the large number of private bus services that traverse the CBD. The Sydney Buses outbound route map below highlights the legibility issues facing commuters. 41 TfNSW, Rail Options for the Sydney Greater Metropolitan area (November, 2011) 42 Ibid. 4 5

48 Figure 4 5 Sydney Buses City Departure Guide A number of bus corridors face delays entering the CBD. At Druitt Street, approximately 140 buses deliver over 5,000 passengers during the AM peak. At York Street, near Wynyard station, some 600 buses deliver over 23,000 passengers in the AM two-hour peak 43. Bus services are currently attempting to meet a range of passenger needs by providing a combination of through services (Metrobuses), far-side CBD termination, as well as near-side termination. Given congestion on surface streets, bus services operating to far-side terminals are significantly delayed by traffic and often unload a large proportion of passengers prior to their terminus. This results in additional and unnecessary bus service kilometres through the CBD to access layover facilities and turn backs. Road A number of freeways and toll roads have been built over time to serve the CBD and, as a result of the role of the Harbour Bridge and Tunnel as key cross-harbour access points, deliver motorists to other parts of Sydney. Many of these have been built to bypass city-centre roads and divert through-traffic from the CBD. Parking within the CBD is limited to approximately 50,000 off-street spaces and 2,500 on-street spaces 44. The state government s Parking Space Levy requires a contribution of $2,100 per annum per off-street space. The high public transport mode share is largely a result of limited and relatively expensive parking within the CBD, congestion on feeder road networks and the availability of public transport alternatives. Despite the lowest private vehicle mode share of any Australian CBD, major arterial roads within the CBD carry high levels of traffic, with most carrying an average of more than 40,000 vehicles each day. This is due to a combination of factors including substantial bus and light commercial vehicle traffic as well as a large number of motorists using the CBD as a thoroughfare. Source: Sydney Buses City Departure Guide, TfNSW, Rail Options for the Sydney Greater Metropolitan area (November, 2011) 44 City of Sydney (2012), Connecting Our City, Technical Report, March 4 6

49 Image courtesy of Bass & Flinders The CBD s capacity to act as a major distributor for motorists is rapidly becoming unsustainable, particularly to the north, where road space is constrained by the harbour. For example, between 2006 and 2010, trips from the CBD to Sydney s north-west increased by 60 per cent during the afternoon peak, adding significantly to inner-city congestion 45. Ferry Ferries currently meet three per cent of the CBD s commuter task. The role of ferries is, however, more important than this relatively small mode share indicates. The majority of ferry commuters arrive from Sydney s north shore and Northern Beaches areas that have high private vehicle mode shares for CBD commutes and that suffer from significant road congestion. As a result, encouraging greater ferry patronage results in fewer cars and buses on key congested roads including the Spit Bridge and Military Road. With the exception of the privately-operated Manly fast ferry services, ferry mode share has stagnated in recent years, with passenger journeys increasing by only 1.1 per cent in However, mode share is expected to increase substantially in future years due to increased demand associated with the Barangaroo development, the franchising of Sydney Ferries and the opening of additional routes to private sector services. Ferries also play a significant role in the visitor economy with a high proportion of trips made by tourists or for leisure purposes. Active Transport The City of Sydney Council has very proactively expanded safe and accessible CBD access for pedestrians and cyclists. This has resulted in high growth for active transport modes. Council estimates that the total number of people walking or cycling to work in the CBD will double between 2006 and 2036, from around 14,000 to 27,000. This would mean that, by 2036, as many people will travel to the city by bicycle or on foot as will commute by car. Future The proposed public transport mode share target of 80 per cent, combined with growth in employment and population, will place increasing pressure on CBD transport. This pressure will be greatest for public transport, as private vehicle trips are constrained by existing congestion and/or parking availability. New rail projects in Sydney include the North West and South West Rail Links (NWRL and SWRL). However, neither will provide relief to CBD rail capacity constraints. The NWRL, which is expected to be completed in 2021, will provide some reduction in bus numbers 47 from the north west, reducing the number of services by 160 in the constrained morning peak period. 45 Roads and Traffic Authority, Annual Speed and Traffic Volume Data in Sydney, Sydney Ferries Annual Report (2011) 47 North West Rail Link (NWRL) Minister Media Release 4 7

50 The goal of increasing public transport mode share for CBD trips will become increasingly challenging due to constraints on the rail network. Longer term, for rail to maintain its current share of CBD commuter trips, it is forecast that almost 40 additional full trains will be needed each day. As a result, buses will continue to shoulder an increasing burden of the transport task. Bus numbers to the CBD are expected to continue increasing as they remain the only transport mode available for a large number of people who live in the northern and eastern suburbs. It is estimated that by 2031, the number of buses travelling to the city could increase by 25 per cent 48 to meet the demand generated by population and employment growth. Regardless of more efficient transport networks and the roll out of new technology, the CBD will face demand pressures. The further development of regional centres to cater for increased residential and commercial demand will provide more options to Sydney and help address the jobs deficit in western Sydney. To promote the sharing of future growth, the NSW government has identified over 20 strategic centres that will act as major economic hubs. One of the most significant of these is the Parramatta CBD, which is expected to house 27,000 additional jobs by For jobs growth to match its much faster growing residential population, Parramatta must almost double this expected growth and create 47,000 jobs. As the Sydney CBD grows, investing in Parramatta and other regional cities will become increasingly important for managing CBD access. Measures that will help foster this include: the development of a hub and spoke transport network that includes express services between major centres, the completion of the Sydney orbital road network, and tax concessions and favourable rezoning of land that promotes development in other centres. Image courtesy of City of Sydney 48 Booz & Company Estimates 49 NSW Department of Planning, Metropolitan Strategy,

51 Proposed initiatives A range of transport proposals being planned or considered by the NSW government and the City of Sydney Council will help the CBD cater for current and future transport needs. Major initiatives include: Light rail extension The NSW government has announced its intention to extend light rail through the CBD to Kingsford and Randwick. Light rail along the George Street north-south corridor has the potential to transform the CBDs main thoroughfare into a pedestrianfriendly boulevard. Equally, its extension to UNSW (and precincts such as the Moore Park entertainment and sports ground complex and Randwick Racecourse) will significantly increase the capacity of the public transport network in those areas. Wynyard Walk A grade-separated fully accessible pedestrian link between Wynyard Station and Barangaroo is under construction. To be completed in 2015, the Wynyard Walk will have the capacity to cater for 20,000 pedestrians an hour, alleviating major foot-traffic congestion in the Kent Street Tunnel and at the Wynyard bus/rail interchange. Revised bus strategy Some streamlining of bus services within the CBD has been implemented to create greater efficiency and reduce congestion. In the longer term, the North West Rail Link and extensions to the light rail system will also assist in containing the growth in bus numbers. Long-term rail strategy The state government has released a long-term rail strategy which includes a second harbour crossing to address capacity constraints on the Harbour Bridge. The government has indicated a preference for metro services on this new rail line and on the North West Rail Link to improve frequency and capacity. The construction of a second harbour crossing would dramatically increase the capacity of the entire Sydney rail network. Encouraging active transport The City of Sydney has a range of proposals to encourage cyclists and pedestrians, especially for shorter trips of up to 30 minutes. These include completing the Cycling Strategy and Action Plan, which involves 200 kilometres of cycleways, and the introduction of a 40 kilometre per hour CBD speed limit. North West Rail Link The state government is committed to a rail link between Epping and Rouse Hill. Once completed, the link will provide rail access to the CBD (initially via an interchange at Chatswood) for over 300,000 residents in the north west. This will, however, place additional pressure on the Sydney Harbour rail crossing but will also remove 160 buses from the CBD during the AM peak. Northern Beaches Bus Rapid Transit Sydney s north east is underserved by public transport, with no access to a heavy or metro rail line now or within the foreseeable future. As a result, the state government is exploring a Northern Beaches BRT system. More than one million trips are currently made to, from and within the Northern Beaches each weekday, with congestion a rising concern. The construction of a BRT could improve the quality of the extensive bus network between the Manly-Warringah Peninsula and the city. Additional ferry services to Barangaroo As part of the Barangaroo development, it has been proposed that additional ferry services be provided to cater for some of the demand generated by growing employment on the western side of the city. The Barangaroo site has the potential to stimulate ferry patronage by acting as a second CBD ferry hub. Circular Quay currently has substantial berthing capacity issues and is not within walking distance of much of the CBD. Direct ferry access to Barangaroo will help alleviate these barriers. However, the NSW government is yet to commit funds to the construction of new wharf facilities at this location. Sydney s missing-link motorways There are a number of missing links in Sydney s road network, including the M2-F3, the M4 East (West Connex) and the M5 East duplication. The state government has released a Transport Master Plan for NSW, which outlines the state s transport priorities for the next 20 years. The NSW government is also considering an unsolicited bid from a private infrastructure company, Transurban, for the construction of the M2-F3 link. Each of these projects is being considered in the context of reducing traffic congestion and also their particular benefits for improving the movement of freight within and through Sydney. 4 9

52 A GAME CHANGER FOR SYDNEY S BUSES Introduction Strong growth in employment and population will place increasing pressure on the CBD transport network. Infrastructure projects such as the North West and South West rail lines, Sydney Light Rail and Northern Beaches Bus Rapid Transit, will play a key role in meeting some, but not all, of this demand. Additional buses will also be required to meet a significant proportion of the forecast patronage growth to and from the CBD in the short to medium term. However, there are already capacity issues on surface streets and at key bus stops as well as bus congestion on many city streets. Bus congestion on the Harbour Bridge bus lane and on the western approaches to the city has reached a critical point, while the speed of buses within the CBD is reducing their attractiveness for commuters. Bus layovers in key locations, such as the Circular Quay precinct, are also impacting on the amenity of areas that are prime tourist destinations and that could otherwise be the subject of streetscape enhancements. With or without other new transport projects, such as the proposed light rail extension, there is a need to review bus services within the CBD to cater for the likely growth in bus demand and to better manage existing services. This case study for the Sydney CBD discusses the broad options for developing a revised bus strategy. Objectives Provide an overview of the broad options for developing a revised strategy for bus services within the CBD which balances passenger needs and encourages bus usage, while also mitigating the impacts of bus congestion within the city centre. Options This section outlines a number of options for developing a revised CBD bus strategy and the potential benefits and impacts associated with each. Service redesign to and from the CBD Bus congestion in the CBD cannot be considered in isolation from the broader Sydney bus network, as many buses arriving in the CBD commence their journey in the outer suburbs of Sydney. In some cases these services commence many kilometres away, for example, Palm Beach, a 40 km trip, and Rouse Hill, a 45 km trip to the CBD. Two broad initiatives which would help to improve the bus system in Sydney are presented in the table below. Table 4 1 Service Redesign Initiatives to and from the CBD Initiative Description Benefits Implications Enablers Simplify Network Increase Vehicle Occupancy Moving the emphasis from the existing largely radial service design towards a grid network. Only trunk services would access the CBD with cross regional services linking other centres and providing access to the trunk corridor. Increase the average passenger loads on buses. Improves legibility by reducing the number of routes within the CBD. Reduce the number of passengers who travel via the CBD to other destinations. Reduces the number of bus trips required to move an equivalent number of passengers. Greater emphasis required on passenger interchange (e.g. from feeder buses to trunk buses). To date this has been difficult to achieve due to lack of passenger acceptance. Increasing the average loads on existing bus services is challenging given the high fluctuations in demand across the week and also across the year. The travel impacts (which in transport planning terms are referred to as generalised cost of travel GCT ) of moving from a direct radial service option to a less direct service, which requires passengers to interchange, need to be offset with equivalent or better improvements on the new journey. These offsets could be achieved by providing faster and more reliable travel speeds on trunk services. This generally requires significant investment in additional infrastructure. Increasing the fleet capacacity is a lower risk option and has been the trend to date with the introduction of increasing numbers of articulated buses in Sydney, and the trial of double-decker buses. 5 0

53 Service Changes within the CBD Within the city centre there is a need to reduce bus congestion, especially in areas where the convergence of routes is creating particularly intense problems. This involves both a reduction in bus layover on surface streets and buses operating through the CBD that have already unloaded the majority of their passengers. The increasing number of through-services in the form of Metrobuses has been a successful method of moving bus terminals and their associated bus layovers from within the CBD. Through-routing Metrobus services avoids layovers at key CBD congestion points including Circular Quay, Wynyard and Town Hall. This minimises kerbside congestion at major bus stops, which is currently a major contributor to delays on CBD buses. By shuttling people directly between major suburban and commercial centres, Metrobuses also take advantage of commuters aversion to transfers between travel modes. Until interchange penalties (i.e. requiring commuters to purchase multiple tickets for what is essentially a single journey but on different services) are removed, Metrobuses are convenient and usually the cheapest way for many Sydney commuters to travel between regional hubs. The roll out of the Opal smartcard will significantly reduce the impact of interchange costs. One of the most promising opportunities for expanding the Metrobus initiative is creating routes that avoid the CBD altogether, providing a low-cost method for connecting regional centres without adding to city congestion. Two of the most successful have been the Parramatta to Macquarie Park and Parramatta to Hornsby routes and they will become more important as these major centres grow. However, increased Metrobus services do have a number of disadvantages as a tool for decongesting the CBD. The longer routes, while useful for single journeys, can be ill-suited to perform as shuttle services from suburban areas to major railway stations. The case can be made that continuing to allow buses to act as a substitute for rail, instead of as a feeder from suburban areas to major rail hubs will inevitably result in greater bus congestion in the inner-city, even if the number of CBD layovers are reduced by through-routing. Despite these difficulties, the Metrobus initiative has proven popular with commuters and effective in reducing CBD bus layovers. A major contributor to this success has been accessible and high-quality signage, communication and timetabling. The strong customer information campaign engaged prior to the roll out of Metrobuses in 2008 was a major contributor to the 81 per cent increase in patronage in its first year. This success has continued to grow, with distinctive Metrobus stop signage installed along major routes as well as a trial and subsequent continuation of an SMS arrival time service in 2010/11. During this period, increased patronage led to the expansion of the number of Metrobus routes (by 10). However, the ability to provide clear route and timetable legibility will become more difficult as the number of Metrobus routes increases. The often complicated network of through-route services presents an inherent barrier to customer certainty that becomes harder to manage as route numbers increase. This is of particular concern in the Sydney CBD, where more than 190 different bus routes already stop or layover. As a result, any increase in Metrobus numbers must come as part of a wider simplification of conventional CBD services. As well as reducing the number of buses terminating within the CBD, another option is to increase the number terminating on the near side of the CBD (i.e. at the location where buses enter the CBD), thereby reducing the number of buses travelling through the CBD. However, greater use of near-side termination for CBD buses requires alternative transport options for passengers who are not within walking distance of their destination which, as illustrated in the 2006 journey to work data, was largely within the core area of the CBD between Wynyard and Town Hall. Light Rail Increasing Metrobuses or the proposed light rail extension on George Street could facilitate greater near-side termination with the potential to transfer some of the distribution role within the CBD to Metrobus or light rail. The major benefit of the light rail proposal in terms of improving CBD access would be reduced cross-city travel times and increased carrying capacity over the current bus network. Light rail will be able to carry around 8,000 people between Central and Circular Quay at intervals of between two and three minutes, reducing travel times to between 15 and 17 minutes compared with existing bus times that often reach 35 minutes during the peak over the same distance. The construction of light rail along George Street will allow buses to terminate at the edge of the city at key interchange locations. Commuters would then be able to transfer to light rail to complete their journey within the CBD. Redesigning Sydney s bus network based around a CBD light rail would permit the near-side termination of many routes. The City of Sydney estimates that streamlining services based around the light rail can reduce the number of bus-kilometres travelled on city streets by 20 per cent. Transport for NSW indicate that the CBD and South East Light Rail will result in 220 fewer buses within the CBD during the morning peak hour. 5 1

54 Figure 4 6 Bus Journey to Work Trips to Sydney CBD When the CBD light rail is built, streets parallel to George Street will be forced to absorb the majority of displaced traffic. Of particular concern is increased congestion on York Street, which currently houses the CBD s busiest bus terminus and one of the only major access points to the city s north. Light rail will also make private vehicle access to the CBD more difficult. However, given the target of increasing public transport mode share to 80 per cent by 2030, reduced vehicular access may assist in motivating commuters to transfer to public transport options. Careful planning will need to be undertaken to ensure that taxis and delivery vehicles can continue to have access to their customers. Despite these challenges, the immense task of delivering light rail should be viewed as a unique opportunity to reverse the trend of escalating CBD bus congestion. At present, transport planners have little choice but to allow increased bus numbers to cater for growing demand but have few options to expand the capacity of the city to accommodate those services. Options for managing key bus interchange congestion points With or without light rail, measures will need to be implemented to better manage the arrival and departure of buses in the CBD. In this regard, the city has two crunch points: the streets around Town Hall and at Wynyard. The most effective way of reducing congestion would be through the construction of cordon turning interchanges. Buses would effectively loop in and out of the city near their point of entry rather than travelling through the CBD. Source: BTS Journey to Work Data, 2006 The introduction of light rail will also considerably improve pedestrian access by turning lengths of George Street into a shared use tramway and pedestrian mall. Over one million pedestrian trips are recorded in the CBD on an average weekday, a significant and often neglected aspect of the transport task. With pedestrian numbers predicted to increase by 50 per cent over the next 20 years, the task of catering for those on foot will become increasingly pressing. While there are clear benefits for improving CBD access by extending light rail, there are also a number of significant challenges. The light rail route along George Street will require a complete overhaul of the city s bus network. Ensuring that this is done in a way that is effective and minimises disruption will be a major undertaking. At present, over 400 buses use George Street in both directions during the peak hour. Unless managed properly, rerouting or changing existing routes would have a considerable effect on the more than 20 per cent of CBD commuters who rely on buses to get to work every day. A mid-city interchange should be considered near Town Hall. It would bring the dual benefits of being within walking distance of a highly concentrated commercial and retail zone and, for those travelling elsewhere in the CBD, close to both Town Hall station and the proposed light rail route. A possible approach that would have a minimal impact on surrounding road capacity is the construction of an underground interchange between Bathurst, Druitt and Market Streets. Similarly, constructing bus interchange facilities at Wynyard station is another option for expanding CBD bus capacity through improved cordon turning. Wynyard is the busiest bus interchange in NSW, with 600 buses stopping and 23,000 passengers alighting in the two hour AM peak. This is largely due to its location at the southern end of the Sydney Harbour Bridge, with major bus corridors from the lower north shore, northern beaches, and north west Sydney converging at one point. The lack of kerbside space available for these buses once they arrive at Wynyard is causing considerable delays. 5 2

55 This could be resolved by adapting disused tram tunnels connecting the Harbour Bridge with Wynyard Platforms 1 and 2 for use as a bus corridor and modal interchange. This would alleviate bus congestion at the at capacity York Street terminus as well as reducing bus travel times from the north. The tram tunnels, currently used as a car park, originally connected Wynyard station with the Cahill Expressway and much of the infrastructure remains intact. With additional works, the tunnels could be lengthened to form a loop that would bring buses underground from the Bridge, provide platforms adjacent to Wynyard station and, after passengers have alighted or boarded, take buses out of the city on their northbound routes. Utilising these tunnels would see buses diverted from CBD streets and would allow passengers direct access to Wynyard station (and, a short distance away, the proposed George Street light rail service). It is an expensive option, even utilising existing tunnels, but would provide a longterm solution to street-level bus congestion. A less costly short-term measure to increase kerb space at Wynyard is the expansion of the existing bus set down area on York Street. The establishment of an additional kerb island on York Street would effectively double the number of buses able to unload at the same time. While unlikely to solve the long-term issue of incoming bus congestion from Sydney s north, the expansion of kerb space is an effective interim measure for improving CBD access. Among the initiatives which could be adopted to manage congestion at interchanges are grade separation and bus set down islands, which are explored in more detail in the table below. Table 4 2 Options for Managing Key Bus Interchange Congestion Points Initiative Description Benefits Implications Enablers Grade seperated bus interchange. Bus set down island. Provide an underground bus interchange facility at key locations (e.g. Wynyard and Mid City) similar to Brisbane's Queen Street Bus Station. Installation of islands in the middle of roadways, allowing buses to stop and unload passengers across two lanes. Frees up surface streets for other users such as pedestrians (e.g. Brisbane Queen Street Mall) and lower impact to other traffic. Improves amenity of surface streets. Direct integration of buses with rail and underground pedestrian facilities. Frees up surface streets for other users such as pedestrians (e.g. Brisbane Queen Street Mall) and lower impact to other traffic. Significantly high cost associated with providing the necessary infrastructure, including ventilation. Loss of general road space at location of entry and exit portals. Passenger secuirty issues need consideration, especially late at night, but can be managed like existing rail platforms. Traffic islands pose potential conflict between pedestrians and traffic. Reduction in general traffic capacity as buses require another two lanes, one for the island and another for buses. Some locations such as Wynyard have existing infrastructure which could reduce costs. Providing pedestrian access from any new set down island directly into existing or future grade separated pedestrian network reduces pedestrian risks. Recommendation 11 Alongside new transport projects that will provide alternatives to bus services to the CBD (e.g. light rail and the North West Rail Link), the NSW government should consider additional measures to improve bus capacity in the Sydney CBD. These should include, in the short term, new kerb islands for bus stops on York Street and, in the longer term, underground cordon turning bus interchanges at Town Hall and Wynyard. The re-use of old tram tunnels linking the Harbour Bridge to Wynyard should be evaluated as part of a longer term solution. 5 3

56 Melbourne Overview Melbourne is Australia s second largest city in both population and contribution to GDP. The Melbourne metropolitan area in 2007/08 generated approximately 14 per cent of GDP, with a Gross Regional Product (GRP) of approximately $133.6 billion per year, including $56.8 billion generated in the City of Melbourne 50. In 2008, 413,281 people were employed in the City of Melbourne council area, with 252,959 (61.2 per cent) people employed within the CBD itself 51. In addition to being an employment centre, the CBD also includes major attractions such as Federation Square, Bourke Street Mall and Chinatown, along with other retail, cultural and social precincts. As a result, there is a relatively high level of activity within the CBD across the entire day. This makes it imperative that transport policy decisions reflect the needs of those travelling to work and also those visiting the CBD for other reasons both during and outside peak times. Geography and landscape The Melbourne CBD is defined as the Melbourne Inner Statistical Local Area (SLA) for the purposes of this analysis, and is bordered by La Trobe Street, Spring Street, Spencer Street and the Yarra River/Flinders Street (shown in Figure 4 7). It is often referred to as the Hoddle Grid and covers an area of approximately square kilometres. Surface access to the Melbourne CBD is restricted by some geographic constraints the Yarra River in the south and the Port of Melbourne in the south west. The former causes pinch points and associated road congestion through the northsouth corridors leading to the CBD (especially on Punt Road and Hoddle Street). The latter attracts freight activity and creates congestion on the West Gate Bridge, which provides access to the CBD from the west of greater Melbourne. These limitations result in greater demand on the rail and tram networks, which are also facing capacity challenges. 50 GDP BEMP (2010) Remaining Figures City of Melbourne, Economic Profile (2011) 51 City of Melbourne, CLUE 2008 Employment (2008) 52 Australian Bureau of Statistics, Regional Population Growth, Australia (2011) 5 4

57 The Melbourne CBD is shown in Figure 4 7. Figure 4 7 Melbourne Central Business District Figure 4 8 Distribution of Built Floor Space, Melbourne CBD 5% 7% 7% 34% 13% 4% 8% 3% 19% Offices Common Area Educational Entertainment Other Parking Residential Retail Unoccupied Source: City of Melbourne, Census of Land Use and Employment (CLUE) data (2008), and Booz & Company analysis The CBD houses over 21, residents. The residential population of the CBD grew by 34.4 per cent between 2005 and 2010 a much higher rate than in surrounding suburbs. Source: Booz & Company Drivers of demand The workforce in the CBD represents 61.2 per cent of all jobs in the City of Melbourne and approximately 10 per cent of all jobs in Victoria (2008 figures) 53,54. An analysis of the floor space in the Melbourne CBD in 2008 demonstrates a diverse range of activities including residential (7 per cent) commercial (34 per cent), parking (13 per cent), entertainment (8 per cent), and retail (5 per cent) (Figure 4 8). Dwellings within the Melbourne CBD are characterised by high-density residences, equating to approximately 11,000 residents per square kilometre. The majority of residents within the Melbourne CBD have access to tram, train, and bus services, and are within short walking and/or cycling distances 56 to a variety of employment, recreational, and educational opportunities and services. The Victorian Integrated Survey of Travel and Activity (VISTA) 57 conducted in 2007 found that, on an average day, an estimated 365,000 trips originate in the CBD, while approximately 364,000 are destined for the Melbourne CBD. Of these trips, 114,000 (16 per cent) start and end within the Melbourne CBD 58. Figure 4 9 illustrates that a significant proportion of travel to and from the Melbourne CBD is by public transport (46 per cent) compared with a 26 per cent mode share for private vehicles. Travel by train is the most significant form of public transport for CBD trips (31 per cent) followed by tram (14 per cent). The mode share for active forms of transport, i.e. walking and cycling, is 27 per cent trips on an average day. 53 City of Melbourne, Census of Land Use and Employment (CLUE) data, Employment, (2008) (does not include volunteer workers) 54 Australian Bureau of Statistics, Locations of Work , p. 15 (2008) 55 City of Melbourne, Population Forecasts Summary and Key Results (2011) 56 The size of the Melbourne CBD is 1.9 square kilometres (Australian Bureau of Statistics, Regional Population Growth, Australia (2011)) 57 The VISTA collects data on different households on different days of the year, and records all travel activities for each participant over a day 58 VISTA Household Travel Survey (2007) 5 5

58 Figure 4 9 Trips to and from the Melbourne CBD Travel Mode on an Average Day, % 31% 14% 1% 1% 25% 26% 2% Forecast travel demand Future travel demand to the Melbourne CBD will be largely driven by population and economic growth. For greater Melbourne the population is estimated to grow from around 3.5 million in 2006 to 5.4 million by Population in the Melbourne CBD will experience similar growth rates, increasing by 93 per cent over 20 years, from 21,080 in 2011 to 40, This will mean an increase in the number of dwellings within the Melbourne CBD from 12,774 in 2011 to 25,170 in 2031 (a total change of 97 per cent). It is anticipated that growing residential and commercial development in the Southbank and Docklands areas, as well as other areas just outside the CBD, will create further challenges to the transport network in central Melbourne. Figure 4 11 City of Melbourne Jobs Growth, 1980 to 2020 Walking Cycling Private Vehicle Train Bus Tram Taxi Other Jobs Growth (000s) 600,000 Continuing jobs growth requires efficient high-capacity transport system Source: VISTA Household Travel Survey (2007) and Booz & Company analysis The survey found that the main purpose of travel to or from the Melbourne CBD is for work-related activities (36 per cent), shopping (20 per cent) and for recreational or social activities (32 per cent). This is shown in Figure Figure 4 10 Trips to and from the Melbourne CBD Travel Purpose on an Average Day, , , ,000 Strong jobs growth and increased use of public transport and cycling No jobs growth, Council policies support car access 6% 200,000 36% 20% 100,000 3% 3% 1% City of Melbourne Central City Source: Transport Strategy 2011 draft p % Other Shopping Education Pick up/deliver something Pick up/drop off someone Recreational/Social Work Related Therefore there will be a significant increase in trips to and from the CBD, and within the CBD, which will further constrain transport access. The City of Melbourne has set mode share targets for 2030, which align with increasing the mode share of more sustainable forms of transport. This is illustrated in Figure 4 12 overleaf. Source: VISTA Household Travel Survey (2007) and Booz & Company analysis 59 ABS Cat No Population Projections (Series B) 60 City of Melbourne, Population Forecasts Summary and Key Results (2011) 5 6

59 Figure 4 12 Estimated Change in Mode Share to and from the Melbourne CBD, All Trip Purposes, Trips per day (millions) % 25% 2% 26% 45% Other Private Car Walking Cycling Public Transport 2% 30% 10% 13% 45% Source: Booz & Company analysis using mode shares and average trips per day from VISTA Household Travel Survey (2007), forecast and target mode share for the City of Melbourne from City of Melbourne, Transport Strategy, p. 15 (draft 2012) The mode share targets illustrate an aim to reduce reliance on private vehicles and increase active transport modes such as walking and cycling. If public transport is to maintain a 45 per cent mode share, it will need to accommodate an additional 351,400 trips per day by Transport network constraints Freight The freight task (which is expected to quadruple by 2035 compared with current annual volumes) has a large impact on the capacity of Melbourne s road network. The proximity of the CBD to the Port of Melbourne places pressure on the capacity of the road network into the CBD (particularly from the western suburbs on the West Gate Bridge). The movement of freight in the vicinity of the city also affects the general amenity of the area, particularly in regard to noise and environmental impacts. Road Melbourne has an extensive road network, with a study in 2005 finding that it has the greatest length of road per capita of the world s 14 most liveable cities 61. However, a number of key choke points are causing considerable congestion concerns within the CBD. Most prominently, the lack of a connection between Melbourne s east and west is placing significant pressure on the inner-city road network. Access from the western suburbs is capacity constrained, with the West Gate Freeway being the only motorway connecting this region with the city. Without additional capacity, congestion will dramatically worsen, with traffic on the West Gate expected to increase by 41 per cent by VicRoads has recognised that recent upgrades to the M1/West Gate will only result in a moderate period of respite, with traffic demand forecast to exceed capacity within five to ten years 62. The lack of east-west connections also results in increased freight activity on arterial roads, with 15 per cent of traffic on the West Gate Bridge comprising of commercial vehicles. Cycling More Victorians are taking up cycling, though the lack of direct and convenient routes (especially from the south) discourages many cyclists. Cycling infrastructure in and around the Melbourne CBD has improved markedly over the past five years and cycling now accounts for 10 per cent of all trips to and around the city 63. The key priorities that need to be addressed to increase the proportion of cycling trips are improving the safety of the network and providing more direct and convenient routes. Other issues that impact on cycling mode share are insufficient on and off-street secure bicycle parking and lower average speeds on shared cycling/pedestrian paths. In 2009, Melbourne introduced Australia s first large-scale bike share scheme in an attempt to boost cycling mode share in and around the CBD. Uptake of the initiative has remained slow, but is steadily increasing, with 16,090 individual uses during the peak month of January 2012, compared to 12,879 in the previous year 64. A major barrier to increased uptake of the program has been the lack of cheap, readily available helmets. While still legally required, subsidised helmets at locations close to bike stands have only recently become available. There has been some debate about whether current laws requiring cyclists to wear helmets should remain, with a poll in 2010 indicating that 71 per cent of the population believes the bike-share program should be exempt from helmet laws Scheurer et. al. (2005) Most Liveable and Best Connected?: the economics of investing in public transport in Melbourne, 62 Victorian Department of Transport, (2008) Investing in Transport East West Road Travel. 63 City of Melbourne, Transport Strategy, p. 40 (Draft 2012) 64 The Age (2012) 65 The Age (2010) 5 7

60 Walking Melbourne is well-known for the laneways and arcades hidden in the Hoddle Grid and its wide footpaths on major city roads. By Australian standards, Melbourne is considered to be a pedestrian-friendly CBD. Walking is however impaired by low priority at traffic signals and a lack of safe road crossing opportunities (especially midblock). Improving the amenity of open spaces and gardens would improve the attractiveness of walking. Melbourne s extensive tram network also makes pedestrian trips within the CBD more difficult to navigate and can present a safety concern. To minimise this concern, Yarra Trams recently undertook a widespread and highly successful marketing campaign titled Beware the Rhino to increase public awareness of tram safety. Rail As shown previously in Figure 4 9, rail carries a large proportion of existing trips to and from the Melbourne CBD (31 per cent). Of these trips, 72 per cent are workrelated 66 and occur in the morning and evening peaks. Melbourne s rail network is predominantly used by suburban services, however, the network is also utilised by regional train services (i.e. V/Line) and freight services. This results in a complex operating pattern and lower system capacity, leading to longer headways, slower average speeds, and lower service frequencies. Bus Bus mode share to the Melbourne CBD is very small compared with other Australian capital cities, predominantly due to the extensive tram network which fulfils the role played by buses in other cities. Bus services do, however, provide a small but important link to the CBD for areas that currently have limited access to rail or tram, such as Doncaster. Lonsdale Street (east-west) and Queen Street (north-south) are the two main corridors for bus access to the CBD. Buses travelling to and from the Melbourne CBD are often affected by low average speeds due to general road congestion or, where there are dedicated bus lanes, delays caused by leftturning traffic. In addition, many bus stops in the City of Melbourne are too short to meet the capacity of more frequent services and need to be lengthened to meet an increase in demand. 66 VISTA Household Travel Survey (2007) 5 8

61 Tram The tram network chiefly provides a connection between Melbourne s inner-suburbs and the CBD. Patronage is estimated at 600,000 passengers per day on a 247 km network 67. Melbourne s tram network is the world s largest but also among the slowest, with an average speed of 10 kilometres per hour in the CBD, and 16 kilometres per hour across the entire network. This is due to a number of reasons, including: limited separation between trams and general traffic on many routes (80 per cent of the tram network shares road space with other vehicles); a low level of priority at intersections (i.e. lack of dynamic priority); and short spacing between tram stops (requiring frequent stopping). Low tram priority and poor segregation has resulted in escalating travel times for trams. Within the City of Melbourne, dead time (referring to the time that trams spend waiting in traffic) accounts for one-third of total travel time. The delays caused by traffic occur predominantly during peak hours, where unnecessary waits on trams are 80 per cent higher than for off-peak services 68. As a result, Melbourne trams spend a disproportionately large amount of time waiting at traffic signals when compared with other major tram networks around the world. Melbourne s tram network is also typified by relatively short distances between stops, with most 200 to 500 metres apart. A small but significant number, particularly in the CBD, are located even less than 200 metres apart. While convenient for some passengers, short spacing increases travel times and creates service bunching. This is a particular concern for trams due to their inability to overtake one another, meaning that many trams must wait at stops even though they may not have a need to pick-up or drop-off passengers. The future transport task Both the Victorian government and the City of Melbourne have recognised that many transport connections into the CBD have reached or will reach capacity by the year 2031, when Melbourne is expected to support a population of seven million people. Current estimates anticipate that public transport patronage will continue to grow at about six per cent per year, with train growth at more than seven per cent 69. It is expected that cycling within Melbourne will intensify over the next few years, with the possibility of an increase in bike usage for shorter trips. Given the significant growth in population on the outskirts of metropolitan Melbourne (the LGAs of Cardinia in the south and Wyndham and Melton in the west grew by a combined 71 per cent between 2001 and 2011, and the trend is expected to continue), more people in outer areas will commute lengthy distances to work. Therefore, access to the inner and middle areas of Melbourne will become increasingly difficult. Proposed initiatives There are a number of proposals at various stages of planning that look to improve transport access to the Melbourne CBD. Major initiatives include: East-West Link An east-west link which connects the Eastern Freeway and the Western Ring Road which consists of a tunnel and freeway. It is expected to provide relief to current congestion on inner-arterial roads, including Hoddle Street 70. The Victorian government has commenced delivery of this road project. Port of Hastings As part of the National Ports Strategy, the Victorian government has committed to expanding the Port of Hastings by increasing its container capacity to provide relief from increasing congestion at the Port of Melbourne 71. Regional Rail Link The Regional Rail Link is currently being constructed to separate regional trains from metropolitan trains which will increase the capacity and reliability of rail services in the west 72. Metro Tunnel Rail Project The rail tunnel from South Kensington to South Yarra is expected to be the enabler of a metro-style rail in Melbourne. It is anticipated to increase transport capacity to central Melbourne and alleviate critical bottle necks in the existing system. The Victorian government is currently undertaking initial planning and development for the project. 67 City of Melbourne, Transport Strategy, p. 74 (Draft 2012) 68 Morton, A (2007) Observational Analysis of Tram Delays in Inner Melbourne. 69 City of Melbourne (2011), Transport Strategy Update, p Linking Melbourne Authority, About Westlink, (accessed April 2012) 71 Department of Transport, Port of Hastings Development, (accessed April 2012) 72 Department of Transport, Regional Rail Link, (accessed April 2012) 5 9

62 A GAME CHANGER FOR MELBOURNE S ICONIC TRAMS Yarra Trams is the operating name of KDR Victoria, a partnership between French based public transport operator Keolis and Australia s oldest rail company Downer EDI. Melbourne s tram network is currently affected by low average speeds, which decreases the capacity of the network and the attractiveness of tram travel for commuters. This in turn results in reduced service levels due to crowding, low service frequency and reliability. Public Transport Victoria (PTV) has provided funds to implement KDR Victoria s Premium Line strategy along the Route 96 corridor. Route 96 (shown below and marked in red in Figure 4.13) is 13.9 kilometres long and connects East Brunswick with St Kilda Beach, running through the Bourke Street mall in the Melbourne CBD. It is the second busiest tram route in Melbourne with more than 15.4 million passenger trips per annum and an estimated 48,000 passenger trips per weekday 73. There are also more than 170,000 jobs located within walking distance along the Route 96 corridor. Figure 4 13 Melbourne Tram Route 96 Source: Public Transport Victoria (2012) and Booz & Company analysis Objectives The purpose of the Premium Line strategy is to focus on a specific route and coordinate the investment and implementation of network improvement projects to maximise benefits along a single corridor. The productivity of the network increases by taking a whole of route approach, rather than adopting smaller changes. This allows for efficiency in capital expenditure and links the overall objectives of each project with the program, with the aim of achieving the best outcome for passengers. The general objectives of the Premium Line strategy are to increase customer satisfaction and service by improving: the safety and reliability of trams; passenger information; connections to other modes; the accessibility of tram stops; journey times. An additional intention is to ensure that the strategy provides a future proof solution that will accommodate the next generation of longer low-floor light rail vehicles that will appear on the network from October Route 96 is the dominant public transport mode for commuters who live in the East Brunswick and St Kilda beach areas and travel to work in the CBD. In addition, it provides access to significant places of interest including Melbourne Museum and the Crown Entertainment Complex. Importantly, the Route 96 project includes measures to increase tram priority including better separation and traffic signal priority. The project will therefore increase average tram speeds, addressing one of the critical issues facing the tram network. It is estimated that minimising cross-traffic delays could increase average peak hour travel speeds for trams in the city by 50 per cent. The decision to implement the Premium Line strategy follows extensive market research. This included a particular focus on those with mobility impairments. In 2010, the Victorian Department of Transport undertook a Tram Accessibility Consultation Report that asked groups of mobility-impaired passengers how the tram network could better meet their needs 74. The strategy is designed to address the major concerns identified in the report including providing fully accessible tram stops with improved amenities such as passenger information, seating and lighting. Implementation Prior to construction beginning, KDR Victoria is completing an 18-month consultation period with project partners PTV and VicRoads. Thirty thousand residents and traders along the length of the route were invited to attend consultation sessions and complete surveys, giving their feedback and nominating preferred options from those identified by the project partners. In partnership with PTV, VicRoads and local councils, KDR Victoria aims to complete the first Premium Line by the middle of Work will include 75 : The conversion of all existing tram stops to fully accessible tram stops; Improved traffic signal priority for trams to reduce the time spent waiting at traffic signals; 73 The Age. Learning our lines, 19 June Victorian Department of Transport (2010) Tram Accessibility Consultation Report 75 Yarra Trams (2011) 6 0

63 Better spacing of tram stops based on the changes of Melbourne s urban environment and operational needs; Improved separation between trams and other modes of traffic to increase reliability and on-time performance; Redevelopment of termini to support the local area and forecast change in service requirements; Provision of real-time information (i.e. next stop and intermodal connections) on platform and on board trams; and Improved service frequency to create a turn up and go approach to trams along the route. Outcomes The implementation of the program is expected to yield the following outcomes; Savings in journey time; Improvement in on-time performance; Reduction in vehicle to tram collisions; and Extended life of tram infrastructure. KDR Victoria has conducted a high level cost-benefit analysis which estimated the benefits achieved from passenger revenue, travel time saved, avoided accident costs (totalling a Net Present Value (NPV) of $102 million), and avoided capital costs against the capital expenditure over 20 years (NPV of $70 million). Operating costs were also estimated over the same period for the service (NPV of $22 million). The analysis estimates a Benefit-Cost Ratio (BCR) of Broader implications of the Route 96 project The Route 96 Project is an example of how the existing network can be enhanced to provide a more reliable and attractive public transport service. It will both better serve existing passengers and act as a catalyst to increase patronage. It will be an integral template for the future of the tram network and is highlighted in the report because of its potential to guide future private and government investment in the network. By making the tram network more efficient and attractive to passengers, there is the real potential to increase its mode share and reduce congestion on the road network. Changes to Route 96 will provide invaluable information on how to improve speeds across the whole of the tram network. Currently, more than 80 per cent 77 of Melbourne s tram network shares road space with other vehicles. This is the most significant barrier to reducing tram travel times, with highly separated sections of track recording double the average speeds of non-separated sections at 29.3 km/hour, compared to 13.8 km/hour 78. In the longer term, movement to permanent tram lanes in the CBD area, with revised routes and stops to match user demand would help considerably in improving the efficiency of the overall tram network. The Route 96 Project also presents an opportunity to measure the effects of reducing the number of tram stops along the corridor. On average, tram stops in Melbourne are located 200m apart compared to international best-practice principles of 400m. This will be managed through consultation with passengers and the wider community and is supported by international research indicating that passengers are willing to travel further to reach local stations/stops if service frequency is high and real-time information is readily available. Once more concrete data is available from the outcomes of the Route 96 Project, expanding the Premium Line strategy will likely prove to be an important tool for improving Melbourne s tram network. Unless greater tram prioritisation is undertaken, average tram speeds will continue to decline. This is a trend that has been evident for half a century, with times on the northern section of Route 96 increasing by 40 per cent between 1950 and 2010 despite advances in traffic signalling and improved light rail vehicles 79. However, greater tram priority on Melbourne s road network will inevitably affect private vehicle users. Despite trams accounting for a greater proportion of CBD trips, the majority of Melbourne s intersections still favour private vehicles. Changes to signalling, stopping patterns and locations to prioritise trams over cars are essential. One of the major barriers to implementing these reforms is the need to remove some private vehicle access to make way for improved tram infrastructure. This again highlights the need for effective and interactive consultation with the local community when planning major infrastructure projects. Notably, attempts to introduce departure-side stops and kerb extensions in Clarendon Street, South Melbourne, were abandoned due to community concern over reduced private vehicle access. To improve separation without compromising road space, signalling advances will become an increasingly important tool for policy makers. One of the most promising is dynamic priority, which refers to a signalling system that calls tram phases on demand as opposed to static time-based cycles. This not only minimises wait times for cross-traffic but can also be designed to avoid trams needing to stop by aligning signals to pre-empt the arrival of a tram at an intersection. Simulations by KDR Victoria indicate that initiating widespread dynamic prioritisation across the tram network could reduce journey times on key routes by between 12 and 33 per cent. While requiring considerable initial investment, advanced dynamic priority systems have had proven success in reducing journey times on major tram networks abroad, including Barcelona and Zurich Ibid. 77 Morton, A (2007) Observational Analysis of Tram Delays in Inner Melbourne 78 Victorian Government (2010) Investing in Transport 79 Yarra Trams (2010) 80 Sucarrats (2010) Enhancing Traffic Light Priority for Trams In Barcelona Metropolitan Area Recommendation 12 The Victorian government should fund the roll out of the Premium Line Program across major tram lines in Melbourne to improve customer service, increase grade-segregation and traffic light priority, and improve the capacity of the tram network. 6 1

64 Brisbane Overview Located in the south east corner of Queensland, Brisbane is the third largest city in Australia by population. Brisbane has experienced significant population growth, particularly from net migration from southern states. Brisbane contributes an estimated nine per cent to the nation s GDP 81 and more than 140,000 employees work within the CBD (2006) 82. With strong population growth in the south east corner of Queensland and the existing concentration of employment within the CBD, surface access has outgrown much of the existing infrastructure. Traffic congestion and travel time reliability poses a constraint to economic growth and the liveability of Brisbane. The expected growth in Brisbane will likely worsen traffic congestion and lead to overcrowding on public transport. In fact, BITRE estimates that by 2020 Brisbane will experience the largest increase in traffic volume of any Australian city, with growth of 46 per cent 83. Geography and landscape Brisbane CBD covers an area of 2.2 square kilometres 84 and is bounded by the Brisbane River to the east, south and west. With a hilly terrain, the Brisbane CBD is characterised by the following factors: A radial transport structure with traffic funnelled through the CBD or its fringes; An extensive motorway system with an ambitious program underway to complete missing links ; and Unconnected walking and cycle networks. It is both the geographic positioning (i.e. CBD located on the northern bank of the Brisbane River) and the radial nature of transport links which have led to congestion both within the CBD and on the outer rim of the city. 81 BEMP (2010), Spotlight on Australia s Capital Cities, June 82 Planning Information and Forecasting Unit (PIFU); National Institute of Economic and Industry Research (NIEIR) as cited in Queensland Transport (2008), Inner City Rail Capacity Study Pre-Feasibility Report, October. Note: the definition of CBD adopted by PIFU may differ from that used in this report 83 Public Transport in the Inner City (2012), Draft, p Brisbane CBD is defined as the City Inner and City Remainder SLAs 6 2

65 Figure 4 14 Brisbane CBD Map Drivers of demand Within Brisbane s CBD, there are an estimated 8,500 residents and more than 140,000 workers. Employees comprise a significant proportion of those accessing the CBD, particularly during peak periods. Figure 4 15 highlights that an estimated 47 per cent of journey to work trips are made using public transport, comprising primarily of bus (24 per cent) and train (21 per cent). Private vehicles make up 28 per cent of journey to work trips, underpinned by high rates of vehicle ownership/ registration in Queensland. Figure 4 15 Brisbane CBD, Journey to Work % 16% 21% 5% 2% 24% 28% 2% Train Bus Ferry Private Vehicle Bicycle Walked Only Two or more methods Other Source: Booz & Company With the Brisbane River surrounding much of the CBD, Brisbane has constrained access points. For those accessing Brisbane from the south, private vehicle access is via bridges such as the Story Bridge (i.e. Bradfield Highway), Riverside Expressway (i.e. Pacific Motorway), Captain Cook Bridge and the Victoria Bridge. Source: ABS (2011), Census

66 Forecast demand Future demand for transport services to Brisbane CBD will be driven by population and employment growth, as well as government targets for public transport mode share and the creation of a more polycentric city. It is estimated that between 2006 and 2026, population will grow at two per cent per annum to reach 2.7 million 85. CBD employment is also expected to rise at more than three per cent per annum to 260,000 people over the same period 86. This is expected to translate into a significant increase in passenger journeys to Brisbane CBD. The growth in population within the CBD is also expected to be underpinned by substantial residential development within the inner city, with an additional 18,000 dwellings forecast 87. It is anticipated that, by 2026, motorised trips inbound to Brisbane CBD during the AM peak will exceed 300,000. Rail is expected to cater for the largest share of trips (i.e. 117,000 or 38 per cent of trips). Bus demand is anticipated to double by 2026, servicing more than 68,000 trips (22 per cent of total trips) to the CBD. Under a business as usual scenario, the number of buses entering the CBD in the AM peak will increase from about 595 in 2011, to 821 in 2016 and to 1067 by With strong growth expected for trips to Brisbane, TransLink, the public transport division of Queensland s transport department, has set daily mode share targets for For the Brisbane metropolitan area public transport is targeted to increase from 10 per cent to 20 per cent, and walking and cycling to double to 14 per cent. A decline in private vehicle mode share is also targeted, moving from 83 per cent to a 66 per cent private vehicle mode share by Transport network constraints Existing Bus Growth in population, employment, education and healthcare in the CBD is generating a significant task for the transport system. Increasing demand for public transport has resulted in unprecedented growth in bus services, 90 with bus patronage increasing by 70 per cent over the past 10 years. The bulk of this increase has been made possible by a significant increase in the bus fleet, particularly since 2006, as well as greater prioritisation of bus road space. This has proven to be a successful strategy for increasing bus mode share, with patronage targets for inner-city buses consistently being met. However, continuing to meet projected demand through increased fleet expansion will, in isolation, prove unviable. Rising congestion in and around Brisbane CBD will mean that the net marginal benefit of additional bus services will sharply decrease compared to previous years. Prioritising buses over private vehicles for road space will become increasingly difficult, both physically and politically. Thoroughfares from the south and southwest, where peak hour congestion is already reaching beyond the efficient threshold, will be the most affected. To ensure the future growth of bus patronage without compromising the road network, reform of Brisbane s bus routes is needed. Currently there are excessive cross-town trips which occur during peak times. Traditionally, Queen Street Bus Station has acted as the main bus hub within the Brisbane CBD. In recent years, bus operations have experienced a shortage of kerbside space, resulting in long queues at the station and at other critical intersections (e.g. Ann Street and Water Street in Fortitude Valley). The Victoria Bridge and Cultural Centre Bus Station are also critically constrained. During peak hour, 229 bus services cross Victoria Bridge causing queues and congestion. Compounding congestion are low passenger loads occupancy rates are only 65 per cent during the AM peak and 50 per cent during the PM peak 91. This is due in part to the large proportion of far side termination services, meaning that the majority of commuters finish their journey before the bus reaches its final destination. In recent years the busway connection under King George Square has been constructed with the aim of dealing with restricted kerbside space and capacity limitations at the Queen Street Bus Station. Despite this, and due to increasing congestion on the roads used by buses, the need for a more permanent solution has arisen. 85 ABS (2008), Population Projections Australia 2006 to 2101, Cat Planning Information and Forecasting Unit (PIFU); National Institute of Economic and Industry Research (NIEIR) as cited in Queensland Transport (2008), Inner City Rail Capacity Study Pre-Feasibility Report, October. Note: the definition of CBD adopted by PIFU may differ from that used in this report 87 BACICS Final Draft, TransLink TAM Model 89 Translink, 90 BACICS Final Draft, Translink, 6 4

67 Rail The inner-city rail network is facing severe capacity constraints. As identified in the Inner City Rail Capacity Study (2008), the ability of the network to accommodate additional services is limited by: Line capacity on the two-track Merivale Bridge; Line capacity generated by multiple tracks merging into single tracks at Park Road and Milton; Internal operational issues, such as crew changes at Bowen Hills, and the need for trains terminating at Roma Street and Bowen Hills to reach Mayne Yard for stabling; Problems in handling large passenger numbers at single platforms at Central, Brunswick Street and Bowen Hills stations, and associated long dwell times at Central; and General congestion at locations such as Park Road, Eagle Junction and Northgate caused by high numbers of services and exacerbated by a mixture of running times (stopping, express, interurban, freight). The Queensland government has committed to the Brisbane Inner Rail Solution, of which Cross River Rail is a major component, to address capacity constraints facing the existing rail network. Road One of the major constraints of the Brisbane road network has been that all cars and trucks have to use the same arterial roads, irrespective of whether or not they are trying to access the CBD. Up to 43 per cent of vehicles travelling through the CBD are travelling to other destinations outside the city centre. Brisbane City Council s TransApex anti-congestion policy has aimed to specifically address this issue through a package of five toll-funded roads (Clem Jones Tunnel, Hale Street Link, Airport Link, Northern Link and East West Link). The toll roads (primarily tunnels and some river crossings) were designed to form an inner-city ring road system for Brisbane. However, there has been some reluctance by commuters to pay tolls which has meant that completed projects, like the Clem Jones tunnel and the Airport Link road tunnel, have failed to reach forecast traffic volumes and have been therefore less effective in dealing with the radial road congestion. 6 5

68 Active transport The active transport network is constrained by missing links in the network, particularly connecting active transport routes with key train stations and major bus stops. The lack of continuous active transport facilities to the CBD and activity centres in Brisbane city is currently affecting the attractiveness of walking and cycling. To address this, the Department of Transport and Main Roads transport plan, Connecting SEQ 2031, includes the target of doubling active transport trips from 10 per cent in 2006 to 20 per cent by Existing data reveals that, of work commuter trips under 5 km, active transport comprises around 18 per cent of these trips. Existing initiatives to improve active transport mode share include investment in the Cycle Network Program. End of trip facilities are also being trialled at public transport stations to encourage more people to walk and cycle. Future Public transport (rail, bus and ferry) Future constraints on the public transport network will centre primarily on bus services. Bus travel to the inner-city is expected to increase by 97 per cent between in the 2004 and 2026 period. Demand on key bus corridors such as the South East Busway, Captain Cook Bridge, Adelaide Street, Elizabeth Street and Ann Street are all expected to exceed capacity by This will further reduce travel times and the reliability of bus travel to (and within) the CBD 92. Increased rail patronage will also place pressure on the capacity of the rail network unless the Cross River Rail project is completed. While initiatives already announced by government will provide additional public transport capacity needed to meet existing demand, the predicted growth in public transport indicates that additional capacity and passenger services will be required in the future. Road BITRE estimates that traffic volumes on Brisbane City roads will grow by 46 per cent between 2005 and This will obviously increase congestion and adversely impact travel times and reliability for all vehicles using the road network. The completion of the TransApex program, including Legacy Way, will go some way to mitigating congestion. Proposed initiatives Short-term initiatives have focused primarily on improving bus access, travel times and reliability, to and within the CBD. Short-term bus initiatives include: Truncating the routes of partially loaded buses (e.g. the 270 service at Carindale); Making greater use of existing bridges (e.g. Captain Cook Bridge and Story Bridge); Bus priority measures on key corridors (e.g. Elizabeth Street, Adelaide Street, Captain Cook off-ramps, Story Bridge); and Improving capacity at busway stations (e.g. all-door boarding, improved passenger information, pre-pay boarding for whole of CBD). Over the medium to longer term, proposed initiatives have included: Construction of the Cross River Rail project; Upgrades to ferry terminals to cater for increased CityCat frequencies; Increasing capacity of park and ride facilities; CBD bus stop and route rationalisation; Nearside termination; Additional outbound platform at the Cultural Centre Bus Station (CCBS); Extend platforms at CCBS, South Bank and Mater Hill; Bus feed to rail stations from the Cross River Rail project (to reduce buses running into the CBD); Development of additional bus stations (e.g. Parliament Bus Station, Cathedral Square Bus Station); and Completing the TransApex road projects (i.e. Legacy Way, East West Link). 92 BACICS Final Draft,

69 A GAME CHANGER FOR BRISBANE RAIL Introduction As outlined earlier, south east Queensland is experiencing rapid growth. A key concern regarding this growth is the limitations of Brisbane s inner-city rail network. Brisbane CBD s rail infrastructure is rapidly nearing capacity, with only one CBD rail station that provides services for the majority of passengers entering the city. In particular, the ability of the rail network to accommodate additional services is limited by a number of key constraints including line capacity on the Merivale Bridge and multiple tracks merging at South Brisbane and Park Road and Milton junctions. Further congestion on the Brisbane rail network is driven by both freight and passenger rail sharing the same network. There is no dedicated freight network in south east Queensland, with passenger and freight services alternating on the network during peak and off-peak periods. This alternation limits the ability for additional passenger services outside the peak. Platform congestion remains another key concern for inner-city rail capacity. At present, single platforms at Central, Bowen Hills and Brunswick Street stations are impeding passenger movements and could potentially lead to safety concerns longer term. Limited platform space is also associated with increased dwell times, further reducing the overall capacity of the network. Under current growth predictions, track and platform capacity restraints in Brisbane s CBD will, in the near future, act as a critical bottleneck to meeting passenger demand. The most imminent concern comes from the south side of the city via the Merivale Bridge, which services the high-growth residential areas around Loganlea, Beenleigh and Coomera. It is expected that peak train paths on these routes will be fully allocated by This will result in passenger trains increasingly preventing freight trains from accessing Port Brisbane, severely impacting the facility s productivity. Longer term, the peak capacity for passenger services will be reached, presenting an unprecedented impediment to CBD access. The Queensland government has committed to the Brisbane Inner Rail Solution to address the inner city rail capacity constraints. The Brisbane Inner Rail Solution includes two key elements: 1. The Early Capacity Works program a package of value-formoney initiatives targeted at getting more capacity out of the existing network until the core project is delivered; and 2. The core Cross River Rail project between Yeerongpilly and Victoria Park. 6 7

70 Cross River Rail Project Details The Cross River Rail project includes: Construction of two running tunnels from Yeerongpilly in the south to Victoria Park in the north, under the CBD and Brisbane River; Four new underground stations at Woolloongabba, Boggo Road, Albert Street and Roma Street; and Connections to the existing northern and southern rail network. The Queensland government has also announced that future stages would include the surface works from the northern tunnel portal at Victoria Park to the Exhibition Loop and from the southern tunnel portal at Yeerongpilly to Moorooka. The project is expected to be completed by 2020 at a cost of $4.445 billion. Objectives The overarching objective of Cross River Rail is to improve rail services in south east Queensland by increasing the capacity of the inner-city rail system so that more trains can operate, more often, across the South East Queensland rail network. At a more detailed level, the project aims to achieve a range of economic, social and environmental outcomes, as illustrated in Figure Benefits Cross River Rail as part of the Brisbane Inner Rail Solution will provide an estimated $9 billion in economic benefits for south east Queensland. The works will almost double the capacity of the rail network, enabling up to 96 more trains to pass through the CBD in the two-hour morning peak and provide capacity to move 120,000 people in the two-hour morning peak from the north and south. Timing The Cross River Rail project will not be completed until 2020 at the earliest. Given the Merivale Bridge is expected to reach capacity by 2016, there is an obvious and paramount need to deliver increased capacity in the short to medium term. The Early Capacity Works program, which includes initiatives such as minimising dwell times, increasing the ratio of standing to seated space, and improved signalling technologies, has been included as part of the Brisbane Inner Rail Solution to get more capacity out of the existing network until the Cross River Rail project is delivered. To alleviate growing rail capacity constraints, the Cross River Rail project is the single most important public transport infrastructure priority in Queensland. Expanding capacity at the core of the SEQ rail network is the first step towards establishing a high-frequency, high-capacity passenger rail network centred on the Brisbane CBD. Figure 4 16 Desired Project Outcomes Economic Improve the efficiency and effectiveness of freight and business traffic movements Improve the performance of the transport network Improve travel time reliability Reduce congestion costs Increase the flexibility of the transport network (i.e. availability of alternative routes when major incidents or events occur) Social Improve the liveability of south east Queensland Improve residents access to goods, services, facilities and jobs Improve the safety and security of the transport network Environmental Reduce greenhouse gas and other environmental emissions Promote more efficient use of the transport network such as increased public and active transport use Recommendation 13 The Queensland and federal governments should prioritise the construction of the Cross River Rail Project as Brisbane s most important infrastructure project. 6 8

71 Perth Overview Perth, with 1.6 million inhabitants in 2010, is the fourth largest Australian capital city by population 93. In 2007/08, its contribution to the nation s GDP was approximately 10 per cent 94. Perth has experienced strong growth in recent years, becoming a key contributor to the growth of the Australian economy, making up 11.3 per cent of total GDP growth in Also remarkable is its performance with respect to Western Australia s economy, to which it makes a contribution of around 50 per cent 95. The Western Australian government has been proactive in investing in public transport to provide additional capacity for future growth in population and employment. However, like other capital cities in Australia, it is also faced with the challenges of congestion and increasing future travel demand. Geography and landscape Perth is one of the largest cities in the world by land area, stretching 120 km from Mandurah in the south to Yanchep in the north. The linear shape of Perth poses a challenge for commuters who have to travel long distances to reach work or other destinations. Perth s CBD is the principal employment centre for the broader metropolitan area and the city is typified by few other diversified commercial or business centres and a low-density residential base. The area identified as Perth CBD lies at the merging of the region s major highway and secondary road system. It is delineated by the Swan River to the south and east, by Kings Park to the west, and by railway lines to the north. 93 ABS (2011), Estimated Resident Population, Major Population Regions data current as at 30 June 94 BEMP (2010), Spotlight on Australia s Capital Cities, June 95 SGS (2012), Australian Cities Accounts Estimates, November (pg 2) 6 9

72 Figure 4 17 Perth CBD Drivers of demand The ABS Census reports that in 2011 approximately 75,181 journeys to work were undertaken to the CBD. 48 per cent of these were by private vehicle, the highest private vehicle mode share of Australia s mainland capital CBDs. Figure 4 18 Perth CBD, Journey to Work Mode Share, % 19% 14% 4% 3% 12% 48% Train Bus Private Vehicle Bicycle Walked Only Two or more methods Other Source: ABS Census (2011), Method of Travel to Work Source: Booz & Company The main limitation to accessing the CBD, apart from the geographic constraints of the Swan River and Kings Park, are its rail lines, which act as a barrier separating the CBD from the northern side of the city. Like other Australian capitals, Perth s transport network has grown as a radial system which draws considerable through-traffic to the CBD, adding to congestion in the central area of Perth. Data also indicates that public transport mode share is increasing for trips to the Perth CBD. In 2010, approximately 330,000 trips were made to and from the central city area 96 by public transport every weekday. The majority of trips are generally during the peak period, with two thirds of these trips being undertaken for work and education purposes. Bus is the dominant public transport mode, with 56 per cent of all trips undertaken by bus and 44 per cent by rail. Between 1999 and 2009, public transport patronage grew by 67 per cent in Perth. This growth has been attributed to population growth as well as significant expansions to the rail and bus networks 97. The 2011 ABS Census revealed that 19 per cent of all journey to work trips were undertaken by two or more modes. This figure has increased in recent years with the expansion of the rail network, the addition of buses acting as feeder services, and the introduction of park and ride facilities to encourage a switch from car to public transport. Recent statistics show that over 35 per cent of all public transport trips are undertaken with more than one public transport mode. This is driven in part by Perth s integrated public transport ticketing system, SmartRider, which simplifies and minimises the cost of transferring between services. Perth s car dependency is reflected in the fact that public transport is generally only used by commuters who live within 575 metres of a bus stop or railway station Note: the definition of Central City Area is based on the WA DoT definition adopted in: Department of Transport (2011), Public Transport for Perth in 2031 Mapping out the Future for Perth s Public Transport Network, July. It may include Northbridge, East Perth and West Perth. 97 WA Department of Transport (2011), Public Transport for Perth in 2031 Draft for Consultation, July, p Ibid. 7 0

73 Forecast demand The Western Australian Department of Planning forecasts that by 2031 Perth s population will grow by over 35 per cent, from 1.7 million to over 2.2 million (using a 2010 baseline) 99. It is estimated that an additional 353,000 to 429,000 jobs across the region will be needed to cater for this growth 100. This is expected to lead to an increase in personal travel by approximately 33 per cent from 5.8 to 7.7 million trips per day. It is predicted that the majority of the future growth in the transport task will be delivered by public transport due to factors such as increasing congestion, the higher cost of petrol and higher parking costs. According to a study undertaken by the WA Department of Transport, public transport trips undertaken by Perth residents are expected to more than double by 2031, with a total of 760,000 trips undertaken daily. The study also estimated that public transport will account for 101 : One-in-eight of all motorised trips (currently one-in-fourteen); One-in-five motorised trips in the morning peak period (currently one-in-eight); Over 30 per cent of peak hour distance travelled (currently around 20 per cent); and Nearly 70 per cent of all trips to the CBD (currently around 47 per cent). The residential population of Perth s CBD (1,834 in 2010) is also expected to register a significant increase 102, with significant new housing developments in the CBD and East Perth. An increase of about 620 dwellings per year is expected in the City of Perth between 2006 and The increasing concentration of housing, employment and major services in the central and inner parts of the city is linked to the future shape of the transport system in Perth 104. Transport network constraints Existing Perth has arguably been able to respond more effectively than most other cities to the growth in travel demand over the past decade. This has been achieved through the development of a functional and integrated transport network which links numerous modes and reflects the longer history of integrated transport planning within the Western Australian public service. However, with significant population and employment growth forecast, the transport system will be faced with new challenges that will require a concerted government response. Road Congestion represents one of the major issues affecting the major arterial roads and the freeway system leading to the Perth CBD. The Mitchell/Kwinana Freeway are particular areas of concern as peak hour traffic has not only become more intense, but also extends over a longer period. Official peak hour traffic volumes on the freeway now begin at 5:45 am compared to 7.00 am in Further, lack of corridor planning and topographical limitations mean that the Mitchell Freeway is unable to expand within the area 10 kilometres closest to the CBD, placing additional congestion onto smaller, innermetropolitan roads. Perth s broader congestion issues can be attributed to a number of factors, such as: The high concentration of jobs in the city centre 105 ; The high reliance on private vehicles, which is a feature of low-density residential development and the geographical characteristics of the region; and Through-traffic (i.e. commuters travelling to employment locations other than the CBD) which results in a double load on the inner-city transport system 106. As a result of these factors, Perth has one of the fastest rising congestion bills in Australia. In 2009 the total cost of congestion was estimated to be nearly $1 billion. By 2020 this is expected to more than double to $2.1 billion. 99 DoT (2010) & WA Planning Commission, Directions 2031 and Beyond Metropolitan Planning beyond the Horizon, August, p Ibid. 101 WA Department of Transport (2011), Public Transport for Perth in 2031 Draft for Consultation, July, p ABS (2011), Regional Population Growth Estimated Resident Population, Cat City of Perth (2008), Population Forecasts 104 WA Department of Transport (2011), Public Transport for Perth in 2031 Draft for Consultation, July, p Ibid. 106 Ibid. 7 1

74 Buses Road congestion also affects the public transport system and more specifically the bus network, which is subject to delays and reduced reliability. The role of buses in Perth has been redefined in recent years. With the expansion of the rail system, buses are increasingly acting as feeder services to railway stations. While this has reduced the number of buses travelling to the CBD, there remains a significant number of routes converging on transport corridors connecting to the city and adding to existing congestion levels. Frequency and the legibility of services are also still an issue, as much of the focus of transport planners has been on increasing the coverage of the bus network 107. Despite attempts to create a more diversified network, Perth s public transport still remains highly centralised on the CBD. Currently over 75 per cent of all trips occur within 15 kilometres of the CBD 108. This is a result of low public transport mode share for Perth s outer regions, where reliability and accessibility to services remain low. Rail Perth s rail network has experienced enormous growth over the past two decades. Between 1990 and 2010, the proportion of public transport trips made by rail increased from 10 to 44 per cent. This has been due to significant investment in new infrastructure, with the length of track increasing from 66 to 173 kilometres over the same period. Rail patronage increases in Perth have outstripped many Australian and international cities. For example, over the period between 2004 and 2008, rail passenger growth in Perth was four times faster than in Sydney. The vast majority of the rail network is designed to directly service the city centre. Currently, 82 per cent of all rail passengers go to or pass through the CBD 109. Future Public transport It is predicted that the majority of growth in future travel demand will have to be catered for by public transport. However, space constraints will present a significant challenge for the construction of additional public transport infrastructure. Limited undeveloped land within a 15 km radius of the CBD, where population density is high enough to warrant a heavy rail system, leaves little potential for more above-ground rail infrastructure. Large-scale tunnelling remains prohibitively expensive in the foreseeable future. As a result, road-based transport modes are expected to play a key role in the delivery of the future transport task in most of the new growth corridors and strategic centres. Increasingly, buses will be designed to act as feeders to train stations, where rail services will then shuttle commuters directly into the CBD. For this strategy to be effective, bus services must be reliable and frequent and must properly align with connecting rail services. The most effective way of achieving this is through the development of bus priority infrastructure to minimise the impact of private vehicle traffic. 107 Ibid. 108 Ibid. 109 WA Department of Transport (2011), Public Transport for Perth in 2031 Mapping out the Future for Perth s Public Transport Network, July 7 2

75 As the public transport network transitions to this multi-modal approach of managing CBD congestion, adapting to rising commuter numbers will become a significant challenge. As capacity nears on a number of routes during peak periods, simply assigning additional services will not satisfy demand. If more residential areas develop without accommodating rail infrastructure, increased bus numbers into the CBD will be inevitable. Central city transit facilities are unlikely to be able to handle the additional number of bus services, causing major congestion in the city centre. Increasing land and construction costs will also present a significant challenge. By 2031, operating and maintenance costs for public transport in Western Australia will reach $1.2 billion, compared to $691.2 million in The cost of infrastructure will become an even greater challenge, expected to total $2.9 billion over the same period. Proposed initiatives A number of initiatives have been implemented within Perth CBD and surrounding areas to manage congestion and improve accessibility and mobility. Among these is the state government s Perth Parking Policy, which guides the supply and management of parking spaces within the CBD. Revenue raised from this initiative assists with the funding of the Central Area Transit (CAT) and the Free Transit Zone (FTZ) projects, which offer free train and bus travel within the boundaries of the central zones. Rationing and reducing on-street parking is not only of significant benefit in discouraging private vehicles from entering the CBD but also acts as an important economic driver. The WA Public Transport Authority (PTA) estimates that 9 per cent of the benefit from increased public transport use can be derived from freeing up high-value CBD land from parking for more productive uses 110. The Western Australian government has recently renewed its commitment to the improvement of public transport through the allocation of funding for a number of projects, including 111 : The Perth City Link project The state and federal governments have allocated considerable funding to this major project. Undergrounding the city end of the Fremantle rail line and the Wellington Street Bus Station will allow the CBD to be united with Northbridge. This will be a transformational project that will remove one of the most significant man-made barriers to the integration of the CBD with surrounding areas. Enhancement of buses and rolling stock The state government is committed to increasing the rail and bus fleet to provide additional capacity. Park and ride The Western Australian government has invested in park and ride facilities to encourage motorists to transfer to public transport for the final leg of their journey to the CBD. One example is the $22 million park and ride train station at Butler which is due for completion in Park and ride facilities are particularly well suited to Perth as Western Australia has the highest rate of vehicle registration per capita of any Australian state or territory (829 vehicles per 1,000 residents in ). Further, Perth residents often don t live within walking distance of public transport, with a study in 2009 finding only 41 per cent of activities undertaken by Perth residents are accessible by walking to the nearest station or stop 113. As a result, the benefit of park and ride facilities in improving CBD access in Perth is expected to be higher than that for other major capitals. In addition to these projects, the Western Australian Department of Transport has developed a network transport plan based on the development of a mass rapid transit network to be implemented in stages and which aims to cater for a population of over 3.5 million. In April 2012, the state government announced $105 million in funding to address congestion in the Perth CBD. As part of the program, $57 million was committed to widening the Graham Farmer Freeway tunnel and increasing lane capacity on the Mitchell Freeway to provide an alternative east-west route for CBD traffic. The remaining $47.6 million will be used to support the introduction of active traffic management measures, using CCTV cameras to provide real-time information to road users, rescue services, and traffic controllers. The state government has also committed to a number of projects aimed at addressing traffic congestion and improving public transport in metropolitan Perth. Also noteworthy is the aim of the City of Perth to continue to develop and provide top-quality pedestrian and cycle networks 114. A substantial increase in cycling has been experienced in Perth over the last decade and the city council has committed to support and encourage this growth by improving the cycle network, creating bicycle depots and end-of-trip facilities in the inner-city. As part of this, the city has been developing a Perth bicycle network plan which is currently under review. Aside from these measures to increase supply of transport infrastructure to the CBD, attempts are also being made to reduce demand for travel into the city centre by promoting a number of other specialist hubs. The most significant of these is Stirling, which has a target of creating 25,000 jobs within 1 km of the Stirling railway station. 110 Ibid. 111 Ibid. 112 ABS (2011) 113 Scheurer, J. (2010) Benchmarking Accessibility and Public Transport Network Performance in Copenhagen and Perth, 114 City of Perth (2011) 7 3

76 A GAME CHANGER FOR PERTH S CBD: LIGHT RAIL To cater for the forecast growth in travel demand, the Western Australian Department of Transport developed a public transport network plan to accommodate the future travel needs of a city of 3.5 million people. The forecast population and employment growth in Perth is such that it could only be accommodated by mass rapid transit systems such as heavy rail, light rail or bus rapid transit. This is particularly true of the central northern corridor, which connects Perth CBD to Mirrabooka and the northern suburbs. Currently, this corridor is highly congested, impacting not only car drivers but also bus passengers, who, according to a survey carried out by the Public Transport Authority, are among the most dissatisfied bus users in Perth 115. The lack of bus priority measures and congestion on the road network during peak times result in poor travel reliability and longer journey times for bus passengers. Among the projects proposed under Stage 1 of the network plan, which comprises a series of short-to medium-term initiatives aimed at adding capacity by 2020, is the development of a light rail network, with lines from the city centre towards and beyond Mirrabooka, Curtin University via Victoria Park, and to the University of WA (UWA) via the Queen Elizabeth II Medical Centre. Light rail was chosen as the most feasible and cost-effective option to add capacity along this corridor due to the following reasons: The unviability of heavy rail as a result of:»» The presence of commercial and residential areas along Alexander Drive and through North Perth which means that heavy rail could only be constructed at significant cost and, in the process, would cause considerable localised disruption; and»» The desirability of frequent stops between Edith Cowan University and Perth s inner area. The space-constrained road network within the Perth inner area which is unable to accommodate major infrastructure (e.g. dedicated transitways). The proposed plan also provides solutions for those suburbs that are not within the catchment of the light rail network but which are to be supported by: Bus feeder services; and Park and ride facilities. The initial light rail network will form the base from which additional lines could be developed. Stage 1 of the network development project is illustrated in Figure The addition of light rail as a third major mass transit mode does present issues regarding commuter aversion to transferring between modes. Research indicates that commuters are often willing to stay on one mode for 5 to 10 minutes longer if it means avoiding an interchange 116. However, Perth s public transport network is Australia s most integrated and hence better able to cope with forced interchanges in a way that minimises commuter perceptions of delays and inconvenience. This has had a marked impact on increasing the propensity of Perth commuters to interchange, with 35 per cent of trips now using one or more public transport services. Perth s early adoption of integrated ticketing and cohesive interchange locations will be a valuable asset in encouraging uptake of light rail. Figure 4 19 Proposed Stage 1 Light Rail Network Source: WA Department of Transport (2011), Public Transport for Perth in 2031 Mapping out the Future for Perth s Public Transport Network, July Objectives The proposed light rail system along the central northern corridor is anticipated to play a key role in supporting Perth s future growth in travel demand by: Providing high-capacity links to the CBD it is expected that the light rail service would be introduced at an initial frequency of about four minutes, providing a capacity of 3,250 people per hour in the peak direction and in excess of 30,000 people per day at the point of highest demand; Reducing congestion along the corridor by offering frequent and fast services; Encouraging transit oriented development along the route, creating higher density zones; and Improving accessibility to Perth s three universities and QEII hospital. 115 WA Department of Transport (2011), Public Transport for Perth in 2031 Mapping out the Future for Perth s Public Transport Network, July 116 Australian Transport Council (2006) National Guidelines for Transport System Management in Australia, Volume 4: Urban Transport, Appendix A, p

77 One of the primary goals of the light rail project is the creation of a knowledge arc that connects the city s major educational and research facilities through fast, efficient public transport. Perth s two largest research universities, the University of Western Australia and Curtin University of Technology, as well as other research facilities including those at Queen Elizabeth II Hospital, are currently under-served by public transport. Of particular concern is Curtin University, which has considerable parking issues that inhibit its growth and generates traffic that creates congestion in surrounding areas within the City of Canning. The lack of connectivity between Perth s major research and learning hubs has been noted as a contributor to the city s disproportionately low share of advanced business service jobs compared with other Australian cities. The development of light rail would help create an integrated hub-and-spoke transport network that reduces congestion in the CBD. Research undertaken by Curtin University found that a fully developed light rail network could eventually link Perth s 12 strategic activity centres with travel times of 30 minutes or less. By connecting major commercial and research facilities to the CBD and each other, the proposed light rail network could capitalise on the significant benefits that can be derived from a more connected knowledge economy. Implementation In September 2012, the state government announced its commitment to proceeding with the light rail project. To be known as the Metro Area Express (or MAX ), state and federal funding of $15.8 million has been allocated for further planning. The government announced that the first stage would link Mirrabooka with the CBD, the QEII medical precinct and the Causeway. Construction of the first stage is expected to commence in 2016 with operations commencing in Outcomes It is expected that the implementation of a light rail network will increase public transport patronage. The customer journey experience is also expected to improve as a result of reduced congestion along its corridors. Passengers are anticipated to benefit from the following: Improved legibility; Improved reliability; Improved service frequency; Increased speed of travel; and Improved comfort, safety and security. One of the key considerations in the construction of light rail in Perth is determining the basis for expected patronage. Research from both Perth and Sydney, as well as the US, indicates that up to 70 per cent of new light rail patronage is diverted from existing bus users 117. While shifting people from buses to light rail does have benefits in terms of reducing road congestion and improving reliability for commuters, its value is diminished unless it also attracts considerable volumes of commuters who are currently using private motor vehicles. Light rail will be most effective if it can significantly reduce Perth s high privatecar mode share for CBD trips, not just displace people from buses. To accomplish this, light rail must be able to compete with private vehicle use on reliability, comfort and convenience, and both carrot and stick policy measures may be needed to encourage such a mode shift. Investment in park and ride facilities is an important contributor to improving the convenience of light rail, particularly given Perth residents higher tendency to own a car and to live further away from public transport than in other capitals. As parking along much of the proposed light rail network is limited, investment in improved parking facilities will be required, particularly at the proposed QEII Hospital and Curtin University termini. Another option for attracting people away from cars to light rail is increasing the cost of parking in the inner-city. The existing parking levy is only applied to the Central Perth Parking Management Area, despite Perth s parking congestion spreading far beyond this area, particularly to the east. Onstreet parking within the CBD itself, while more expensive than Adelaide, is considerably cheaper than in other mainland capitals. Despite being an important tool for improving CBD access, increasing parking costs present a political issue as well as one of social equity. The cost of parking in the CBD has been the subject of considerable community concern in Perth. This is due to many Perth residents, particularly in outer suburban areas, having poor access to public transport. Equity concerns arise from making parking more expensive when private motor vehicle travel is the only realistic option for commuters from those areas. More importantly, the success of light rail will be determined by the concurrent development of nearby medium and highdensity residential and commercial precincts. Light rail is most viable in higher density urban environments, with buses being a far more cost-effective mode for lower demand routes 118. Perth s lower density residential areas therefore make it a challenging city for light rail. There are a number of examples of light rail projects failing to meet patronage targets due to poor accessibility, including in the similarly car-dependent cities of Los Angeles and Portland 119. Driving demand for light rail cannot be achieved through transport policy alone and its success will be dependent on ensuring that planning policies promote higher density areas along its routes. This may require streamlining development approvals, land rezoning, and tax incentives for transit oriented development. Recommendation 14 The Western Australian government should fund the construction of stage one of the Metro Area Express light rail network to allow it to commence operations by Road and Transport Research (1999) A Bus-based Transitway or Light Rail? Continuing the Saga on Choice versus Blind Commitment 118 University of California, (2011) Mass Transit and Mass: Densities Needed to Make Transit Investments Pay Off. 119 Road and Transport Research (1999) A bus-based transitway or light rail? Continuing the Saga on Choice versus Blind Commitment 7 5

78 Adelaide Overview Adelaide contributed 5 per cent of the nation s GDP in 2011/12 120, and 3.5 per cent of the GDP growth over the period from 1989/90 to 2011/ It is estimated that employment in the Adelaide CBD (ABS data), accounted for 109,904 jobs in In 2008, there were an estimated 118, persons employed in the broader City of Adelaide local government area. In 2010 the City of Adelaide was home to approximately 19, residents (growth of 3.5 per cent from 2005). In addition to being a place of employment, the Adelaide CBD also includes major social, tourist and retail areas including Rundle Mall, Adelaide Festival Centre, Adelaide Central Market, and other large institutions such as the University of Adelaide, University of South Australia and St Andrew s Hospital. Geography and landscape The Adelaide CBD is defined as the Adelaide (C) SLA, which incorporates the two suburbs of Adelaide and North Adelaide, and spans an area of 15.6 square kilometres, as illustrated in Figure The locality is split into two distinct geographical regions: the business district, bordered by North, East, South and West Terraces; and North Adelaide, which is separated from the main business area by the River Torrens. Road access to the Adelaide CBD is constrained by the parklands surrounding the business district and the River Torrens to the north. This contributes to congestion on access roads to the business district. However, the parklands provide convenient pedestrian access for workers who live around the CBD. 120 SGS (2012), Australian Cities Accounts Estimates, December 121 ABS Australian National Accounts: State Accounts, Cat. No and SGS Economics & Planning as cited in: SGS (2012), Australian Cities Accounts Estimates, December, p ABS (2011), 2011 Census Community Profile Series 123 Ibid. 124 Australian Bureau of Statistics, Regional Population Growth, released 31 March 2011 (2011) 7 6

79 Figure 4 20 Adelaide Central Business District Employment Employment trends within the Adelaide CBD are a reflection of land use, which is displayed in Figure In 2008, office jobs were dominant, comprising an estimated 55 per cent of all jobs within the CBD. The next largest employment category was the health and social assistance sector. Figure 4 21 Employment by Sector, Adelaide CBD 13% 7% 55% 8% 8% 3% 1% 2% 1% 1% Healthcare and social assistance Retail Food services Education and training Manufacturing Arts and Recreation Utilities Wholesaling Transport Office Source: Adelaide City Council, Land Use and Employment Summary (2008) Residents Source: Booz & Company analysis (2012) Drivers of demand The CBD is a significant employment centre in Adelaide, providing an estimated 109,904 jobs in In addition, it was home to approximately 19,900 residents in It is estimated that there are approximately 1.2 million trips to, from, and within the Adelaide metropolitan area on an average weekday 127. The estimated average daytime population in the Adelaide CBD was 205,000 in 2008, and the majority of trips in and out of the CBD are made by workers and students. The number of dwellings in the Adelaide CBD has increased significantly, becoming a major contributor to the growing demand for travel in the CBD. Between 2006 and 2011 the number of dwellings was estimated to have increased by 24.9 per cent 128. Most residents within the CBD have convenient access to tram, train, and bus services, which are usually within walking distance. Students The City of Adelaide is home to 212 education and training businesses. The universities of South Australia and Adelaide both have major campuses in the CBD. Student enrolments at educational/vocational institutions in the Adelaide CBD have increased by 53.9 per cent (from 59,000 students to 90, ) between 2004 and ABS (2011), 2011 Census Community Profile Series 126 ABS (2011), Regional Population Growth Estimated Resident Population, Cat Booz & Company analysis based on 10 per cent of all trips (Metropolitan Adelaide Household Travel Survey, Average Weekday Trip Purpose Statistics, To/From the City of Adelaide (1999)) and 3.6 million trips per weekday (Local Government Association of South Australia, Metropolitan Local Government Transport Strategy(2005)) 128 City of Adelaide (prepared by forecast.id), Population and Household Forecasts (2011) 129 City of Adelaide, One City Many Futures Background Paper, p. 48 (2011) 7 7

80 Travel purpose and mode share The primary travel purpose for trips into the Adelaide CBD was work-related (35 per cent). This is shown in Figure Figure 4 22 Travel Purpose, Travel to/from the Adelaide CBD 2% 0% 7% Despite the high mode share of private motor vehicles, the road network in Adelaide experiences relatively less congestion than other Australian capital cities (particularly Melbourne, Sydney, and Brisbane). This reflects lower total traffic volumes and is a function of the smaller size of Adelaide. There is, however, a higher provision of parking spaces in the City of Adelaide in comparison to other cities. The Adelaide CBD has 70,000 parking spaces and these are typified by low average daily parking fees (approximately $15 per day compared to $43 per day in Sydney) % 8% 13% 13% 20% Medical Social Welfare Employer's Business Personal Business Social & Recreational Shopping Education Work Source: Metropolitan Adelaide Household Travel Survey, Average Weekday Trip Purpose Statistics, To/From the City of Adelaide (1999) As illustrated in Figure 4 23, the dominant modes used for journeys to work are private vehicles (56 per cent) and bus (20 per cent). This is in stark contrast to other capital CBDs, such as Melbourne and Sydney, which have a high share of public transport usage for travel to work. Figure 4 23 Mode Share for Journey to Work, Adelaide CBD 4% 3% 8% 1% 6% 20% Transport network constraints Road Like other capital cities, traffic congestion in the Adelaide CBD is made worse by the amount of through-traffic travelling to destinations other than the CBD itself. Based on a survey carried out in 2010, approximately 24 per cent of traffic in the CBD is generated by vehicles travelling through the city. East-west and north-south corridors through the city act as arterial roads (carrying at least 20,000 vehicles per day), while West Terrace carries more than 60,000 vehicles per day. The high volume of vehicle traffic can be a challenge to the provision of more public and active transport infrastructure (e.g. widening footpaths, installing cycle lanes, bus priority lanes). Cycling Improving the safety of the cycling network to the CBD is likely to encourage greater levels of cycling. The availability of safe, direct, and convenient cycling facilities significantly influences the choice of cycling as a transport mode. In Adelaide, cycling networks have developed significantly over the past decade. Adelaide s principal bike network Bikedirect increased in length by approximately 33 per cent during this time. A significant constraint on bicycle mode share is the level of actual or perceived safety. Between 2006 and 2010, 10 per cent of crashes in the Adelaide CBD involved a pedestrian, cyclist, or both, with the highest crash rate in the CBD recorded on Pulteney Street. 2% 56% Train Bus Tram Private Vehicle Bicycle Walked Only Two or more methods Other Source: Australian Bureau of Statistics, Journey to Work by Place of Employment (2011) and Booz & Company analysis 130 City of Adelaide, One City Many Futures Background Paper, p. 76 (2011) 7 8

81 Walking The wide parklands and relatively low number of residents in suburbs surrounding the CBD contribute to the low proportion (3 to 4 per cent 131 ) of people walking to work. Walking in the Adelaide CBD complements other forms of transport, and it is the main mode used to access public transport within the CBD. While better than many cities, some footpaths do not provide the required level of amenity to encourage greater use as a result of noise, exposure to wind and sun, and variable paving 132. Public transport There is considerable scope to increase the public transport mode share by investing in infrastructure improvement. As shown in Figure 4 24, the public transport mode share for journeys to work is significantly lower in Adelaide (28 per cent) than Sydney, Melbourne and Brisbane (range between 47 and 59 per cent). This is perhaps reflective of the lower level of congestion currently experienced on the Adelaide road network and the availability of parking, compared to other cities. Access to the Adelaide CBD by public transport is currently provided by rail, bus, and tram. Investment in the public transport network and rising traffic congestion are contributing to an increase in the use of public transport for journeys to work. Bus is the dominant mode of public transport in the Adelaide CBD, accounting for 77 per cent of passenger boardings in The proportional split between public transport modes by passenger boardings is displayed in Figure A survey completed by the Adelaide City Council found that the main travel purposes of bus passengers arriving in the CBD were work (33 per cent), study (31 per cent), and shopping (17 per cent). Figure 4 25 Passenger Boardings by Mode, % 5% Figure 4 24 Public Transport Mode Share for Journey to Work, Australian CBDs 60 2% 77% 50 21% 2% 40 11% Bus Train Tram 2% 24% 30 2% Source: City of Adelaide, One City Many Futures Background Paper, p. 72 (2011) 20 12% 20% % ADL 36% SYD 34% MEL 14% PER 21% BRI Train Bus Ferry Tram Source: Australian Bureau of Statistics, Journey to Work by Place of Employment (2011) and Booz & Company analysis (excludes taxis) 131 City of Adelaide, One City Many Futures Background Paper, p. 68 (2011) 132 City of Adelaide, One City Many Futures Background Paper, p. 54 (2011) 7 9

82 The future transport task The demand for travel will increase with population and employment growth in the Adelaide CBD. The population in the City of Adelaide is expected to grow in the range of 2.9 to 3.6 per cent per annum, from 17,630 in 2006 to 38,565 in The expected major drivers of travel demand in the Adelaide CBD to 2031 are: Construction of approximately 450 new dwellings per annum (an increase from 9,009 in 2006 to 21,094), with the majority of development in the eastern and southern areas of the CBD; Growth in the visitor population, due to an increase in the number of hotel rooms and other accommodation 133 ; and Increased employment. The Adelaide CBD is the main hub of activity in the greater metropolitan area. The 30-Year Plan for Greater Adelaide expects growth to continue in the CBD, with managed development of the business district and mixed-use zones (northwest and eastern areas of the city) matched by supporting investment in transport networks. The strategy for the Adelaide CBD includes a focus on increasing the density of residential, commercial, and retail development, through the increase in high-rise buildings. The CBD will continue to be the cultural and economic centre of greater Adelaide. The target over 30 years is to create an extra 15,040 dwellings and 50,000 jobs in the Adelaide CBD which will significantly increase future travel demand 134. It is forecast that the majority of growth in employment in the CBD will be derived from micro and small businesses, which generally have a lower density than larger businesses, creating a greater premium on CBD space. Proposed initiatives The Department of Planning, Transport and Infrastructure (DPTI) has proposed a number of projects to alleviate current and expected future network capacity constraints. At various stages of completion, the projects include: Greenways project The 30-Year Plan for Greater Adelaide proposes greenways walking and cycling corridors for commuters. The objective of the project will be to improve access to active transport infrastructure 135. North-South Corridor Improved infrastructure on this corridor is part of Infrastructure Australia s Nation Building Program and will run between Gawler and Old Noarlunga, which will improve connectivity between industrial and residential growth areas in the north and south of Adelaide, through the provision of a number of strategic free-flowing road links 136. Rail Revitalisation Project The South Australian government is undertaking a significant investment to overhaul Adelaide s public transport network, with a number of projects already completed or underway. Over 135 kilometres of track has been upgraded, along with 12 stations that have been either built or upgraded on the Gawler, Noarlunga, Outer Harbor and Belair lines. New stations are also under construction at St Clair and Wayville 137. This year will also see the completion of the electrification project on the extended Seaford Line, with new electric train services planned to commence in early In the 2013/14 state and federal budgets, $152.4 million was jointly committed to the electrification of the Gawler line to Dry Creek. This next stage of the rail electrification program will see over 90 kms of track along Adelaide s main northsouth rail backbone operating as an electrified rail network, providing efficiencies and enable maintenance of rolling stock at Dry Creek. Other aspects of the electrification program have been slowed due to budget decisions in state budget. A new smartcard based ticketing system, Metrocard also has been introduced. Interchanges along the O-Bahn corridor are being upgraded, with funding provided for additional park n ride capacity at locations across the network. In addition, as part of an overall program to extend and modernise Adelaide s public transport system, there are plans for station upgrades and refurbishment of existing trains and the procurement of additional trains, buses, and trams. 133 City of Adelaide (prepared by forecast.id), Population and Household Forecasts (2011) 134 Government of South Australia, Department of Planning and Local Government, The 30-Year Plan for Greater Adelaide (2010) 135 Government of South Australia, Department of Planning, Transport and Infrastructure, Greenways Project, (accessed April 2012) 136 Government of South Australia, Department of Planning, Transport and Infrastructure, Adelaide s North-South Corridor, (accessed April 2012) 137 Government of South Australia, Department of Planning, Transport and Infrastructure, Rail Revitalisation (accessed April 2012) 8 0

83 M O R P H E T T S T R E E T A GAME CHANGER FOR ADELAIDE: LINKING THE O-BAHN TO THE CITY The O-Bahn in Adelaide is the world s longest guided busway and the most efficient bus service in Adelaide. The O-Bahn operates at higher speeds than most bus services (reaching up to 100 km/h) due to the reliability and safety that is achieved on a guided track. Image courtesy of Department of Planning, Transport and Infrastructure cent per annum 138. While not at the same rate, patronage has continued to grow in more recent years. In 2010, 8.3 million trips were taken on the O-Bahn, up from 7.6 million in Of particular note is the O-Bahn s capacity to attract commuters away from cars in a city that is otherwise dominated by private vehicles. Research in 2006 indicated that 40 per cent of new O-Bahn patrons previously undertook their travel by private motor vehicle which compares to a 26 per cent transfer rate in Brisbane and only 9 per cent in Sydney for their bus rapid transit systems 139. The O-Bahn is however limited by the fact that its separated route does not operate all the way into the CBD itself. For the final stages of their journey, O-Bahn buses intermingle with general traffic and, as a result, suffer considerable delays in reaching the city centre. The South Australian government has recognised this problem and commenced work on developing the O-Bahn Upgrade Project (one phase of the project is detailed below the City Access project highlighted in red in Figure 4 27). Federal funding was allocated to allow the project to proceed but was diverted to aid the Queensland flood relief effort in The project has now stalled and its implementation is currently unconfirmed 140. This phase forms one of three original phases proposed. The other phases include: Improvement to the Hackney Link improving bus priority at the intersection of Hackney Road and North Terrace by installing an inbound bus only lane; and Eastern City access works (East End and Parklands) providing a dedicated on-road bus priority measure, which includes new bus lanes and the extension of existing bus lanes. Figure 4 26 City Access Project Legend E xist ing O - B ahn B us Rout e s Hackn e y Link New T rans i t Zones Stages The route is 12 kilometres long and carries more than 7 million passengers per year, making the O-Bahn the most highly patronised public transport route in Adelaide. The service operates from the Adelaide CBD (Currie and Grenfell Streets) to the Tea Tree Plaza Interchange, and Paradise Interchange and Klemzig station for selected services. C i t y P recinct K I N G W I L L I A M S T R E E T N O R T H TERRA C E F R O M E R O A D E astern C i t y Access H A C K N E Y R O A D B O T A N I C R O A D N O R T H T E R R A C E For many decades the O-Bahn has provided rapid access to the inner-city from Adelaide s outer north eastern suburbs. Its success has seen patronage along the line rise disproportionately faster than for public transport in the rest of Adelaide. Between 1985 and 1991, patronage on the O-Bahn rose by 10.6 per cent per annum. In other areas where population grew at a similar rate to the O-Bahn catchment, public transport patronage grew at only 1.4 per W E S T T E R R A C E H I NDLE Y STREET Light Square T ransit Zone CURRIE STR EET W A Y M O U T H STR EET F R A N K L I N STR EET L IGH T SQU A R E RUNDLE M A L L RUNDLE STREET A delaide Cent ral T rans i t Hindmars h S quare Z one T ransit Zone G R E N FEL L STR EET PIR IE STR EET F L I NDE R S STR EET VIC T O R I A SQU A R E RUNDLE O -Bahn R O A D C i ty Access P r oject For Illustrati ve Purposes Only Source: Department of Planning, Transport and Infrastructure, Public Transport Services Division, Adelaide Metro, (accessed March, 2012) 138 Luke & MacDonald, (2008) Public Transport Mode Selection: A Review of International Practice 139 Currie, (2006) Bus Rapid Transit in Australasia: Performance, Lessons Learned and Futures 140 Government of South Australia, Department of Planning, Transport and Infrastructure, O-Bahn Upgrade Project, (Accessed March 2012) 8 1

84 Objectives The purpose of the proposed upgrade is to improve the travel time of the O-Bahn in the city area via Currie and Grenfell Streets. Currently, passengers experience travel time delays during peak periods when buses move from the guided busway to general traffic at Hackney Road. The aim of the project is primarily to reduce peak hour delays, reinforce Currie and Grenfell Streets as one of Adelaide s major bus precincts, and increase patronage through a more attractive service. Implementation The project proposes to coordinate multiple bus stops along Currie and Grenfell Streets to form a series of Bus Transit Zones. While progress on the O-Bahn upgrade has stalled, the South Australian government has proceeded with other improvements to the CBD bus network which have improved travel times and reliability. Initiatives that have been implemented include the commencement of the first dedicated bus lanes along the Currie and Grenfell Streets in July This improved the bus passenger experience of over bus passengers each weekday, including O-Bahn passengers, through considerable improvement in bus arrival times. As a result of the success of Grenfell/Currrie Street additional bus priority lanes were installed along the section of Anzac Highway from Greenhill Road to South Terrace, and northbound along West Terrace from South Terrace to Gouger Street. The government is also making improvements in the provision of real time information for bus commuters in the CBD: Work has commenced to provide real time information through the Adelaide Metro website and mobile website for all public transport modes; Countdown screens for a limited number of stops and stations are planned to be displayed on the Adelaide Metro website this year, with public transport stops to be progressively added; Real time information has been made available through the installation of 3G and GPS equipment in all Adelaide Metro vehicles as part of the Metrocard ticketing system. A predictive engine uses both the GPS pulse, the timetable and historical data for that time period and day to predict when the vehicle will arrive at a particular location; and Electronic countdown screens are being installed at the O-Bahn interchanges as part of the O-Bahn interchange upgrade program, with any future new infrastructure or infrastructure upgrades anticipated to also include real time customer information screens in their design. Once real time customer information has been validated for all stops and stations, the data is planned to be released to application developers for the development of smartphone apps. Other channels including the use of SMS technology also will become available in future. Outcomes The expected outcomes of the City Access project are as follows: In conjunction with the other three projects, an average eight minute peak journey time saving by 2021 for customers travelling in the peak direction between the CBD and Tea Tree Plaza, Paradise Interchange, and Klemzig station; Coordination of multiple bus services and bus stops O-Bahn, Hills, and the East-West services into several zones, providing a more simplified services for bus passengers; and A higher level of amenity and passenger information through the consolidation of bus stops and creation of transit zones, and to specific loading and unloading stops. This project is an example of the large economic impact that can be achieved through changes in transport infrastructure, and creating priority for public transport. This will serve to provide additional capacity on the bus network, and help to grow public transport mode share. To maximise the carrying capacity of the O-Bahn to accommodate rising demand for CBD access, a number of measures can and are being implemented, for example, the creation of dedicated bus lanes in the CBD previously referred to and the provision of parking at the Modbury interchange. One of the major limitations to increasing patronage on the O-Bahn is the significant pedestrian congestion that exists at CBD bus stops. One measure to alleviate this problem is increasing pedestrian standing areas and bus stop sizes. However, this is often impractical and expensive in the CBD, where space is at a premium. The efficiency of boarding on Grenfell and Currie Streets could be maximised by constructing gated stops. Ticket validation machines would give passengers access to a gated boarding area from where they could immediately board buses as they arrive. The DPTI indicates that this could reduce dwell times from an estimated two and a half minutes to 40 seconds. The future success of the O-Bahn is an important case study in relation to CBD access, not only for Adelaide but also for other Australian cities. Given the current trend towards light rail, notably in Sydney and Perth, the benefits of Bus Rapid Transit as an alternative and potentially more cost-effective mode should remain a point of consideration. Recommendation 15 The South Australian government should reinstitute the O-Bahn upgrade program to link the O-bahn more effectively to Adelaide s CBD. 8 2

85 05 Next steps Image courtesy of Veolia Transdev

5 Rail demand in Western Sydney

5 Rail demand in Western Sydney 5 Rail demand in Western Sydney About this chapter To better understand where new or enhanced rail services are needed, this chapter presents an overview of the existing and future demand on the rail network

More information

Figure 3: Global Sydney. Draft Metropolitan Strategy for Sydney. North Sydney CBD. Second Harbour Crossing. Walsh Bay Arts Precinct.

Figure 3: Global Sydney. Draft Metropolitan Strategy for Sydney. North Sydney CBD. Second Harbour Crossing. Walsh Bay Arts Precinct. Newtown Glebe Macdonaldtown Pyrmont Ultimo Sydney International Convention, Exhibition & Entertainment Precinct Sydney Education & Health Erskineville Figure 3: Global Sydney Waterloo Second Harbour Crossing

More information

Australian Cities Accounts Estimates. December 2011

Australian Cities Accounts Estimates. December 2011 Australian Cities Accounts 2010-11 Estimates December 2011 This report has been prepared by: SGS Economics and Planning Pty Ltd ACN 007 437 729 Level 5 171 Latrobe Street MELBOURNE VIC 3000 P: + 61 3 8616

More information

NSW PRE-BUDGET STATEMENT FUTURE ECONOMY FUTURE JOBS

NSW PRE-BUDGET STATEMENT FUTURE ECONOMY FUTURE JOBS 2017-18 NSW PRE-BUDGET STATEMENT FUTURE ECONOMY FUTURE JOBS Executive Summary The 2017-18 NSW State Budget presents an opportunity for the NSW Government to future-proof the tourism and transport sectors.

More information

The Coalition s Policy to Build the Swan Valley Bypass and Perth Gateway

The Coalition s Policy to Build the Swan Valley Bypass and Perth Gateway 1 Our Plan Real Solutions for all Australians The direction, values and policy priorities of the next Coalition Government. The Coalition s Policy to Build the Swan Valley Bypass and Perth Gateway August

More information

TRANSPORT AFFORDABILITY INDEX

TRANSPORT AFFORDABILITY INDEX TRANSPORT AFFORDABILITY INDEX Report - March 2018 AAA 1 AAA 2 Table of contents Foreword 4 Section One Overview 6 Section Two Summary of Results 8 Section Three Detailed Results 14 Section Four State by

More information

FUTURE TRANSPORT STRATEGY AND GREATER SYDNEY SERVICES AND INFRASTRUCTURE PLAN. Western Parkland City

FUTURE TRANSPORT STRATEGY AND GREATER SYDNEY SERVICES AND INFRASTRUCTURE PLAN. Western Parkland City FUTURE TRANSPORT STRATEGY AND GREATER SYDNEY SERVICES AND INFRASTRUCTURE PLAN Western Parkland City 2 Transport for NSW Future Transport Strategy and Greater Sydney Services and Infrastructure Plan Western

More information

State of the States October 2017 State & territory economic performance report. Executive Summary

State of the States October 2017 State & territory economic performance report. Executive Summary State of the States October 2017 State & territory economic performance report. Executive Summary NSW ON TOP; VICTORIA CLOSES IN How are Australia s states and territories performing? Each quarter CommSec

More information

TOWN PLANNING SUBMISSION TO THE GREATER SYDNEY COMMISSION LANDS AT ARTARMON

TOWN PLANNING SUBMISSION TO THE GREATER SYDNEY COMMISSION LANDS AT ARTARMON TOWN PLANNING SUBMISSION TO THE GREATER SYDNEY COMMISSION LANDS AT ARTARMON March 2017 TABLE OF CONTENTS 1.0 INTRODUCTION 3 2.0 THE SUBJECT SITE 4 3.0 STRATEGIC PLANNING CONTEXT 6 4.0 SUMMARY AND CONCLUSIONS

More information

https://gsc-public-1.s3-ap-southeast-2.amazonaws.com/s3fs-public/draft-eastern-city-district-plan.pdf

https://gsc-public-1.s3-ap-southeast-2.amazonaws.com/s3fs-public/draft-eastern-city-district-plan.pdf GSC Sydney East Rev Draft -references Port Botany - 30 https://gsc-public-1.s3-ap-southeast-2.amazonaws.com/s3fs-public/draft-eastern-city-district-plan.pdf Pages 6. The District s freight routes, particularly

More information

Submission to Infrastructure Victoria s Draft 30-Year Infrastructure Strategy

Submission to Infrastructure Victoria s Draft 30-Year Infrastructure Strategy Submission to Infrastructure Victoria s Draft 30-Year Infrastructure Strategy 1. Introduction This submission is a response to Infrastructure Victoria s assessment of the need to construct a heavy rail

More information

The Coalition s Policy to Build Melbourne s East West Link

The Coalition s Policy to Build Melbourne s East West Link 1 Our Plan Real Solutions for all Australians The direction, values and policy priorities of the next Coalition Government. The Coalition s Policy to Build Melbourne s East West Link August 2013 Our Plan

More information

WELLINGTON $422 MILLION $614 MILLION $83 MILLION 22% SPEND $1.9 BILLION

WELLINGTON $422 MILLION $614 MILLION $83 MILLION 22% SPEND $1.9 BILLION WELLINGTON WELLINGTON $1.9 BILLION FORECAST TOTAL WELLINGTON INVESTMENT The Wellington region s transport challenges are dominated by the region s concentration of population in the metropolitan cities,

More information

3 The growth of Western Sydney

3 The growth of Western Sydney 3 The growth of Western Sydney About this chapter This chapter provides an overview of Western Sydney s growing population and economy, and the benefit of the proposed Western Sydney Airport. Population

More information

TOURISM: SUPERCHARGING AUSTRALIA S FUTURE

TOURISM: SUPERCHARGING AUSTRALIA S FUTURE TOURISM: SUPERCHARGING AUSTRALIA S FUTURE In partnership with ABOUT TTF The Tourism & Transport Forum (TTF) is the peak industry group for the Australian tourism, transport, aviation and investment sectors.

More information

Gold Coast: Modelled Future PIA Queensland Awards for Planning Excellence 2014 Nomination under Cutting Edge Research category

Gold Coast: Modelled Future PIA Queensland Awards for Planning Excellence 2014 Nomination under Cutting Edge Research category Gold Coast: Modelled Future PIA Queensland Awards for Planning Excellence 2014 Nomination under Cutting Edge Research category Jointly nominated by SGS Economics and Planning and City of Gold Coast August

More information

Why does Sydney need a new fast Metro to the West? A fast Metro to the west is a vital component of this Plan

Why does Sydney need a new fast Metro to the West? A fast Metro to the west is a vital component of this Plan Why does Sydney need a new fast Metro to the West? (as shown in 10,000 Friends of Greater Sydney Stage 1 Rail Plan) The Stage 1 Rail Plan was developed to support an integrated transport plan that would

More information

The Government s Aviation Strategy Transport for the North (TfN) response

The Government s Aviation Strategy Transport for the North (TfN) response The Government s Aviation Strategy Transport for the North (TfN) response Transport for the North Background Good transport links are a crucial part of a strong economy supporting labour markets and delivering

More information

ASCOT SUBURB PROFILE

ASCOT SUBURB PROFILE ASCOT SUBURB PROFILE CONTENTS SUBURB HIGHLIGHTS 2 3 4 4 5 5 ASCOT & SURROUNDS LOCATION & LIFESTYLE DEMOGRAPHICS EMPLOYMENT FUTURE INFRASTRUCTURE WA MARKET TRENDS ACCESSIBILITY ENTERTAINMENT & RECREATION

More information

New Tourism Strategic Plan Northern Territory

New Tourism Strategic Plan Northern Territory New Tourism Strategic Plan Northern Territory Submission of Accommodation Association of Australia, 2012 EXECUTIVE SUMMARY Without it being overly detrimental to existing tourism accommodation businesses,

More information

Paul Fletcher Minister for Urban Infrastructure and Cities Launch of Infrastructure Australia Future Cities Paper. Fri 23 February 2018

Paul Fletcher Minister for Urban Infrastructure and Cities Launch of Infrastructure Australia Future Cities Paper. Fri 23 February 2018 Paul Fletcher Minister for Urban Infrastructure and Cities Launch of Infrastructure Australia Future Cities Paper Fri 23 February 2018 Introduction I am pleased to have the opportunity to speak at the

More information

Economic Performance of Australia s Cities and Regions Embargoed until Tuesday 5 December 2017

Economic Performance of Australia s Cities and Regions Embargoed until Tuesday 5 December 2017 Economic Performance of Australia s Cities and Regions Embargoed until Tuesday 5 December 2017 Media Release Tuesday 5 December 2017: New research released today by SGS Economics & Planning (SGS) reveals

More information

Reimagining Central Station Precinct

Reimagining Central Station Precinct Reimagining Central Station Precinct Submission by BusNSW 1. Introduction BusNSW members provide bus and coach transport services throughout NSW under various contractual and regulatory environments. This

More information

SYDNEY S SECOND AIRPORT

SYDNEY S SECOND AIRPORT COLLIERS RADAR SYDNEY S SECOND AIRPORT The Catalytic Effect of Transport Infrastructure By Sass J-Baleh Manager Research sass.jbaleh@colliers.com Summary Industrial land values across the Sydney markets

More information

Growing Regional Victoria 2018 Victorian Election Priorities GROWING REGIONAL VICTORIA 2018 VICTORIAN ELECTION PRIORITIES

Growing Regional Victoria 2018 Victorian Election Priorities GROWING REGIONAL VICTORIA 2018 VICTORIAN ELECTION PRIORITIES GROWING REGIONAL VICTORIA 2018 VICTORIAN ELECTION PRIORITIES Message from the Chair, Cr Margaret O Rourke Regional Cities Victoria Growing Regional Victoria Regional Cities Victoria (RCV) is uniquely positioned

More information

The Coalition s Policy

The Coalition s Policy The Coalition s Policy Key Commitments Townsville is a city with immense potential. With a population of around 170,000, some 16,000 regional businesses, and regional product of over $11 billion, Townsville

More information

The Hon Paul Fletcher MP. Minister for Urban Infrastructure and Cities. CEDA 2018 State of the Nation. Tuesday 26 June 2018

The Hon Paul Fletcher MP. Minister for Urban Infrastructure and Cities. CEDA 2018 State of the Nation. Tuesday 26 June 2018 Page 1 of 16 The Hon Paul Fletcher MP Minister for Urban Infrastructure and Cities CEDA 2018 State of the Nation Tuesday 26 June 2018 National Convention Centre, Bradman Theatre, Canberra Introduction

More information

Public Transport for Perth in 2031

Public Transport for Perth in 2031 South West Group Submission Public Transport for Perth in 2031 October 2011 South West Group Vision and Mission Local Governments in South Metropolitan Perth, through cooperation with industry, community

More information

AUSTRALIAN AIRPORTS ASSOCIATION AUSTRALIAN AIRPORTS DRIVING TOURISM GROWTH

AUSTRALIAN AIRPORTS ASSOCIATION AUSTRALIAN AIRPORTS DRIVING TOURISM GROWTH AUSTRALIAN AIRPORTS ASSOCIATION AUSTRALIAN AIRPORTS DRIVING TOURISM GROWTH AUSTRALIAN AIRPORTS DRIVING TOURISM GROWTH DRIVING ECONOMIC GROWTH In 2016-17 Australian airports added: $34.6 billion in economic

More information

EAST WEST RAIL EASTERN SECTION. prospectus for growth

EAST WEST RAIL EASTERN SECTION. prospectus for growth EAST WEST RAIL EASTERN SECTION prospectus for growth September 2018 executive summary The East West Rail Consortium, a partnership of local authorities, rail operators and Network Rail, continues to promote

More information

Committee for Melbourne 2018 Election Priorities

Committee for Melbourne 2018 Election Priorities Committee for Melbourne 2018 Election Priorities Vote for the future The Committee for Melbourne calls on the next Victorian Government to commit to bold, visionary policies to help sustain Melbourne s

More information

CHRISTCHURCH MOTORWAYS. Project Summary Statement February 2010

CHRISTCHURCH MOTORWAYS. Project Summary Statement February 2010 CHRISTCHURCH MOTORWAYS Project Summary Statement February 2010 Table of Contents 1. Purpose of Document 2. Strategic Context 3. Benefits 4. Project Scope and Economics 5. Implementation Plan 1 ROADS OF

More information

Kilometres. Blacktown. Penrith. Parramatta. Liverpool Bankstown. Campbelltown

Kilometres. Blacktown. Penrith. Parramatta. Liverpool Bankstown. Campbelltown 0 5 10 15 20 Kilometres Penrith Blacktown Parramatta Liverpool Bankstown Campbelltown accessibility outcomes Legend Outcomes targeted in Western Sydney are: public transport that is accessible throughout

More information

Land area 1.73 million km 2 Queensland population (as at 31 December 2017) Brisbane population* (preliminary estimate as at 30 June 2017)

Land area 1.73 million km 2 Queensland population (as at 31 December 2017) Brisbane population* (preliminary estimate as at 30 June 2017) Queensland - 11 Queensland OVERVIEW Queensland is nearly five times the size of Japan, seven times the size of Great Britain, and two and a half times the size of Texas. Queensland is Australia s second

More information

Congestion. Addressing urban congestion in SEQ. How do you define congestion? South East Queensland is growing. Sustained growth in motorised travel

Congestion. Addressing urban congestion in SEQ. How do you define congestion? South East Queensland is growing. Sustained growth in motorised travel How do you define congestion? Addressing urban congestion in SEQ Engineer: traffic volume exceeds road capacity Russell Murray Director Urban Congestion Task Force Department of Transport and Main Roads

More information

The implementation of this Master Plan will be undertaken in logical stages to meet passenger and workforce demands.

The implementation of this Master Plan will be undertaken in logical stages to meet passenger and workforce demands. The implementation of this Master Plan will be undertaken in logical stages to meet passenger and workforce demands. Connecting People Building Opportunities 198 Brisbane Airport Corporation CHAPTER 10

More information

DAVID SHELDON Chair Australian Regional Tourism Network (ARTN inc 2001)

DAVID SHELDON Chair Australian Regional Tourism Network (ARTN inc 2001) Collaboration between the Local Government s & the Australian Regional Tourism Network (ARTN) Local Government Spend on Tourism DAVID SHELDON Chair Australian Regional Tourism Network (ARTN inc 2001) The

More information

East Lancashire Highways and Transport Masterplan East Lancashire Rail Connectivity Study Conditional Output Statement (Appendix 'A' refers)

East Lancashire Highways and Transport Masterplan East Lancashire Rail Connectivity Study Conditional Output Statement (Appendix 'A' refers) Report to the Cabinet Member for Highways and Transport Report submitted by: Director of Corporate Commissioning Date: 1 June 2015 Part I Electoral Divisions affected: All East Lancashire Highways and

More information

2017 Major Projects Pipeline Report Adrian Hart, Senior Manager Infrastructure & Mining

2017 Major Projects Pipeline Report Adrian Hart, Senior Manager Infrastructure & Mining 2017 Major Projects Pipeline Report Adrian Hart, Senior Manager Infrastructure & Mining Major Projects Pipeline Report - 2017 Presentation Outline Overview and key findings of the 2017 Pipeline Report

More information

Sunshine Coast Council Locked Bag 72 Sunshine Coast Mail Centre QLD Submitted via online portal. 2 June 2017.

Sunshine Coast Council Locked Bag 72 Sunshine Coast Mail Centre QLD Submitted via online portal. 2 June 2017. Sunshine Coast Council Locked Bag 72 Sunshine Coast Mail Centre QLD 4560 Submitted via online portal 2 June 2017 Dear Sir /Madam, RE: DRAFT ENVIRONMENTAL AND LIVEABILITY STRATEGY The Green Building Council

More information

Wellington $312 $49 $456 OVERVIEW WELLINGTON REGIONAL SUMMARY

Wellington $312 $49 $456 OVERVIEW WELLINGTON REGIONAL SUMMARY National Land Transport Programme 2015 18 Wellington WELLINGTON REGIONAL SUMMARY OVERVIEW The Wellington region is made up of a number of cities, urban areas and supporting rural hinterland. The city is

More information

WHY INVEST IN QUEENSLAND URBIS MARKET OUTLOOK

WHY INVEST IN QUEENSLAND URBIS MARKET OUTLOOK WHY INVEST IN QUEENSLAND URBIS MARKET OUTLOOK WHO IS URBIS? PERTH AUSTRALIA ADELAIDE BRISBANE GOLD COAST SYDNEY MELBOURNE Urbis is an integrated multi-disciplinary consulting firm with a unique and comprehensive

More information

PO Box 257 PO Box 257 PARRAMATTA NSW 2124 PARRAMATTA NSW 2124

PO Box 257 PO Box 257 PARRAMATTA NSW 2124 PARRAMATTA NSW 2124 31 March 2017 Sean O Toole Sheridan Dudley District Commissioner - West District Commissioner - South West Greater Sydney Commission Greater Sydney Commission PO Box 257 PO Box 257 PARRAMATTA NSW 2124

More information

1. Overview and Key Issues

1. Overview and Key Issues 1. Overview and Key Issues 1.1 Role of State Government in Tourism The core tourism objective of state government is to maximise visitor expenditure in the state economy, by maximising the state s market

More information

PERTH-ADELAIDE CORRIDOR STRATEGY

PERTH-ADELAIDE CORRIDOR STRATEGY INTRODUCTION The Royal Automobile Association of SA Inc (RAA), the State s principal advocate for motorists on a broad range of motoring-related issues, represents the views of more than 560,000 South

More information

IN FOCUS NSW. Developing Western Sydney

IN FOCUS NSW. Developing Western Sydney IN FOCUS NSW Developing Western Sydney DEVELOPING WESTERN SYDNEY Introduction Western Sydney is one of the fastest growing regions in Australia. Traditionally infrastructure expenditure and development

More information

Infrastructure Priority List. Infrastructure Priority List Printed as at 28 April

Infrastructure Priority List. Infrastructure Priority List Printed as at 28 April Infrastructure Priority List Infrastructure Priority List Printed as at 28 April 2018 1 High Priority Projects High Priority Projects are potential infrastructure solutions for which a full business case

More information

Committee for Melbourne Briefing Note Victorian State Budget Overview of Key Announcements

Committee for Melbourne Briefing Note Victorian State Budget Overview of Key Announcements Committee for Melbourne Briefing Note 2013-14 Victorian State Budget Overview of Key Announcements Strong and secure finances In 2013-14, the Coalition Government will deliver an estimated operating surplus

More information

COFFS HARBOUR MARKETSNAPSHOT

COFFS HARBOUR MARKETSNAPSHOT MARKETSNAPSHOT NEW SOUTH WALES The Mid North Coast region is ranked fourth in Australia for business confidence with its regional economy growing at a healthy 4.1% p.a. and produces an annual Gross Regional

More information

ILLAWARRASHOALHAVEN ECONOMIC OUTLOOK

ILLAWARRASHOALHAVEN ECONOMIC OUTLOOK 360 SHOALHAVEN ECONOMIC OUTLOOK Foreword The Illawarra-Shoalhaven is a fantastic region. Home to a skilled and agile workforce, pristine natural environment, world-class university and thriving manufacturing

More information

4 Transport projects underway in Western Sydney

4 Transport projects underway in Western Sydney 4 Transport projects underway in Western Sydney About this chapter This chapter provides an overview of the Australian and NSW government s significant investments in road, bus and rail infrastructure

More information

2013/14 Pre-Budget Submission Accommodation Association of Australia

2013/14 Pre-Budget Submission Accommodation Association of Australia 2013/14 Pre-Budget Submission Accommodation Association of Australia Accommodation Association of Australia Principal Contact Mr Richard Munro Chief Executive Officer Phone: +61 2 8666 9015 EXECUTIVE SUMMARY

More information

Regional summary - Wellington

Regional summary - Wellington Regional summary Wellington Regional summary - Wellington This is a summary of data relevant to transportation in this region, viewed from a Land Transport NZ perspective. It s purpose is to inform the

More information

TRANSPORT AFFORDABILITY INDEX

TRANSPORT AFFORDABILITY INDEX TRANSPORT AFFORDABILITY INDEX Report - December 2016 AAA 1 AAA 2 Table of contents Foreword 4 Section One Overview 6 Section Two Summary of Results 7 Section Three Detailed Results 9 Section Four City

More information

Strategic Transport Forum 21 st September 2018

Strategic Transport Forum 21 st September 2018 Strategic Transport Forum 21 st September 2018 Agenda Item 4: Heathrow Airport Expansion: Surface Access Strategy Update Recommendation: It is recommended that the Forum consider the update provided by

More information

STRATEGIC INVESTMENT IN MANCHESTER AIRPORT

STRATEGIC INVESTMENT IN MANCHESTER AIRPORT Report To: EXECUTIVE CABINET Date: 7 February 2018 Cabinet Deputy/Reporting Officer: Subject: Report Summary: Cllr Bill Fairfoull Executive Member (Finance & Performance) Tom Wilkinson, Assistant Director

More information

Investor Report. Connecting the best of both worlds

Investor Report. Connecting the best of both worlds Investor Report Connecting the best of both worlds Executive summary Project & display address 1015 Pacific Highway, Roseville, NSW 2069 Project description Rose is a mixed-use development located within

More information

TO MAXIMUM CAPACITY AND BEYOND

TO MAXIMUM CAPACITY AND BEYOND TO MAXIMUM CAPACITY AND BEYOND HALCROW GROUP As featured in Australian CONSTRUCTION Focus FOCUS ON: HALCROW GROUP To Maximum Capacity and Beyond Halcrow Group has a long and rich history reaching all the

More information

KANGAROO ISLAND WATERGAP PROJECT

KANGAROO ISLAND WATERGAP PROJECT KANGAROO ISLAND WATERGAP PROJECT 1. BACKGROUND Although Kangaroo Island is only 112km from Adelaide, it is economically and socially disadvantaged by its 16km watergap separation from the mainland. There

More information

Memorandum of Understanding with ACT Government

Memorandum of Understanding with ACT Government MEDIA RELEASE 8 April 2015 Memorandum of Understanding with ACT Government The ACT Government and Canberra Airport today entered into a new Memorandum of Understanding (MoU) on key areas of common interest

More information

Pre-Budget Submission

Pre-Budget Submission sdrftsdfsdfsdfsdw Pre-Budget Submission For WA State Budget 2019 1 P age Budget Submission Highlights Tourism in Western Australia contributes $11.8 billion in Gross State Product and generates 103,900

More information

AUSTRALIAN TRAVEL TIME METRIC 2017 EDITION

AUSTRALIAN TRAVEL TIME METRIC 2017 EDITION AUSTRALIAN TRAVEL TIME METRIC 217 EDITION For more information please contact: Brendan Lyon Chief Executive Officer Infrastructure Partnerships Australia Suite 3.3, Level 3, 9 Pitt Street Sydney NSW 2

More information

10 Ideas for the NSW Budget to Kick-start Jobs in Western Sydney

10 Ideas for the NSW Budget to Kick-start Jobs in Western Sydney 10 Ideas for the NSW Budget to Kick-start Jobs in Western Sydney 1. A mandated requirement for all large State Government infrastructure projects to have a 4:1 ratio for apprentices to tradespeople. 2.

More information

Nature Based Tourism in Australia Manifesto

Nature Based Tourism in Australia Manifesto Nature Based Tourism in Australia Manifesto COVER NOTE This draft Manifesto has been crafted through consultation with State and Federal Governments; tourism and parks agencies; the investment community;

More information

Moving Brisbane is the Newman Liberal team s blueprint for a modern and efficient transport system.

Moving Brisbane is the Newman Liberal team s blueprint for a modern and efficient transport system. Moving Brisbane Moving Brisbane is the Newman Liberal team s blueprint for a modern and efficient transport system. From roads and river crossings, to buses and bikes, Moving Brisbane addresses every component

More information

INTERIM REVIEW OF AUSTRALIAN CONSTRUCTION MARKET CONDITIONS JULY 2015

INTERIM REVIEW OF AUSTRALIAN CONSTRUCTION MARKET CONDITIONS JULY 2015 INTERIM REVIEW OF AUSTRALIAN CONSTRUCTION MARKET CONDITIONS JULY 2015 2 Review of Australian Construction Market Conditions July 2015 Trade bottlenecks continue in New South Wales, Victoria and Queensland

More information

Draft City Centre Transport Proposals

Draft City Centre Transport Proposals Draft City Centre Transport Proposals Introduction This draft position paper provides an overview of the current City Centre transport issues, including concepts of the possible future City Centre transport

More information

The Sunshine Coast is part of the global community and generates wealth through export, high-value industries and new investment.

The Sunshine Coast is part of the global community and generates wealth through export, high-value industries and new investment. 3.2 Strategic intent 3.2.1 Shaping growth an overview In 2031, the Sunshine Coast is renowned for its vibrant economy, ecological values, unique character and strong sense of community. It is Australia

More information

The Melbourne CBD: What is driving centralisation?

The Melbourne CBD: What is driving centralisation? November 2013 The Melbourne CBD: What is driving centralisation? Key Points Jones Lang LaSalle recorded a notable increase in the number of city Fringe 1 occupiers migrating to the Melbourne CBD over the

More information

Politics, Finance and Transport: Megaprojects in Australia. Scott Elaurant and Jennie Louise Infrastructure Symposium, Brisbane 2015

Politics, Finance and Transport: Megaprojects in Australia. Scott Elaurant and Jennie Louise Infrastructure Symposium, Brisbane 2015 Politics, Finance and Transport: Megaprojects in Australia Scott Elaurant and Jennie Louise Infrastructure Symposium, Brisbane 2015 Overview 1. Introduction 2. The Macro Level: Transport funding 3. The

More information

Top & Bottom Image: Tourism Australia Cover Image: Tourism Australia Melbourne Food & Wine Festival

Top & Bottom Image: Tourism Australia Cover Image: Tourism Australia Melbourne Food & Wine Festival Restaurant & Catering Australia (R&CA) is the national industry association representing the interests of 52,500 restaurants, cafes, catering and takeaway businesses across Australia. R&CA delivers tangible

More information

Airport forecasting is used in master planning to guide future development of the Airport.

Airport forecasting is used in master planning to guide future development of the Airport. Airport Forecasts Airport forecasting is used in master planning to guide future development of the Airport. 4.1 INTRODUCTION Airport forecasting ensures development is appropriate for passengers, ground

More information

A TRANSPORT SYSTEM CONNECTING PEOPLE TO PLACES

A TRANSPORT SYSTEM CONNECTING PEOPLE TO PLACES THE MAYOR'S VISION FOR TRANSPORT A TRANSPORT SYSTEM CONNECTING PEOPLE TO PLACES VISION We will build a transport system that works for everyone, connecting people to the places they want to go within the

More information

Statistical Picture of Aboriginal and Torres Strait Islander School Students in Australia

Statistical Picture of Aboriginal and Torres Strait Islander School Students in Australia Chapter 2 Statistical Picture of Aboriginal and Torres Strait Islander School Students in Australia Statistical Picture The Australian Bureau of Statistics (ABS) reported that the estimated resident Aboriginal

More information

South East Traffic Solution

South East Traffic Solution South East Traffic Solution A MAJORITY LIBERAL GOVERNMENT WILL: Complete the Hobart Airport Interchange project Fix the Tasman Highway near Tasmania Golf Club Replace the Midway Point Roundabout with additional

More information

AUCKLAND $1.2 BILLION $1.9 BILLION $149 MILLION 15% SPEND $5.7 BILLION

AUCKLAND $1.2 BILLION $1.9 BILLION $149 MILLION 15% SPEND $5.7 BILLION AUCKLAND AUCKLAND $5.7 BILLION FORECAST TOTAL AUCKLAND INVESTMENT The next 10 years are expected to underline Auckland s performance as the fastest growing major city in Australasia. The city is expected

More information

ARTC & INLAND RAIL 14 NOVEMBER 2017 SIMON THOMAS, PROGRAMME DIRECTOR ARTC INLAND RAIL

ARTC & INLAND RAIL 14 NOVEMBER 2017 SIMON THOMAS, PROGRAMME DIRECTOR ARTC INLAND RAIL ARTC & INLAND RAIL 14 NOVEMBER 2017 SIMON THOMAS, PROGRAMME DIRECTOR ARTC INLAND RAIL 1 AUSTRALIA S LARGEST RAIL FREIGHT NETWORK OPERATOR ARTC is a company under the Corporations Act owned by the Commonwealth

More information

RIVERLINESTAGEONE ATASMANIANGRENS POLICYINITIATIVE. LaunchedbyNickMcKimMP March2014. AuthorisedbyNickMcKimMP,ParliamentHouse,Hobart

RIVERLINESTAGEONE ATASMANIANGRENS POLICYINITIATIVE. LaunchedbyNickMcKimMP March2014. AuthorisedbyNickMcKimMP,ParliamentHouse,Hobart RIVERLINESTAGEONE ATASMANIANGRENS POLICYINITIATIVE LaunchedbyNickMcKimMP March2014 AuthorisedbyNickMcKimMP,ParliamentHouse,Hobart ` > YOUR TEAM IN STATE PARLIAMENT > WANT MORE INFO? State Parliamentary

More information

REAUTHORISATION OF THE ALLIANCE BETWEEN AIR NEW ZEALAND AND CATHAY PACIFIC

REAUTHORISATION OF THE ALLIANCE BETWEEN AIR NEW ZEALAND AND CATHAY PACIFIC Chair Cabinet Economic Growth and Infrastructure Committee Office of the Minister of Transport REAUTHORISATION OF THE ALLIANCE BETWEEN AIR NEW ZEALAND AND CATHAY PACIFIC Proposal 1. I propose that the

More information

1. Introduction. 2. Network analyses

1. Introduction. 2. Network analyses LIZ MCGREGOR Practise Leader, Transport Advisory Veitch Lister Consulting Liz.mcgregor@veitchlister.com.au AUSTRALIAN CAPITAL CITIES SEPARATED BY SIMILARITIES? Australia is one of the most urbanised countries

More information

Expenditure Share of Visitors Visitor Expenditure expenditure nights per visitor

Expenditure Share of Visitors Visitor Expenditure expenditure nights per visitor Table 23 Modelled domestic overnight visitor expenditure (a) in the top 20 regions ranked by expenditure, including airfares and long distance transport costs Year ended 31 March 2010 (a) (b) Expenditure

More information

Response to the London Heathrow Airport Expansion Public Consultation

Response to the London Heathrow Airport Expansion Public Consultation Response to the London Heathrow Airport Expansion Public Consultation Summary This report sets out the response to the Heathrow Airport s consultation on airport expansion and airspace change. The consultation

More information

Background to the Determination As you are no doubt aware, the Adelaide City Council is constituted pursuant to Section 20 of the Act.

Background to the Determination As you are no doubt aware, the Adelaide City Council is constituted pursuant to Section 20 of the Act. Mr Deane Prior President Remuneration Tribunal GPO Box 2343 ADELAIDE SA 5000 Dear Mr Prior Thank you for the opportunity to make a submission regarding the allowances paid to members of the Adelaide City

More information

Draft Western District Plan

Draft Western District Plan Powered by TCPDF (www.tcpdf.org) Draft Western District Plan Submission_id: 31732 Date of Lodgment: 15 Dec 2017 Origin of Submission: Online Organisation name: APP Corporation Pty Ltd Organisation type:

More information

Land area 1.73 million km 2 Queensland population (as at December 2016) Brisbane population* (preliminary estimate as at 30 June 2016)

Land area 1.73 million km 2 Queensland population (as at December 2016) Brisbane population* (preliminary estimate as at 30 June 2016) Queensland - 11 Queensland OVERVIEW Queensland is nearly five times the size of Japan, seven times the size of Great Britain, and two and a half times the size of Texas. Queensland is Australia s second

More information

PREFACE. Service frequency; Hours of service; Service coverage; Passenger loading; Reliability, and Transit vs. auto travel time.

PREFACE. Service frequency; Hours of service; Service coverage; Passenger loading; Reliability, and Transit vs. auto travel time. PREFACE The Florida Department of Transportation (FDOT) has embarked upon a statewide evaluation of transit system performance. The outcome of this evaluation is a benchmark of transit performance that

More information

7.0 Bus and light rail in Sydney

7.0 Bus and light rail in Sydney 7.0 Bus and light rail in Sydney Summary Buses and light rail provide accessible public transport on transit corridors where traffic flows do not support a heavy rail line. The principal issue facing bus

More information

Your Transport Levy Your Transport Future. Sunshine Coast Council Transport Levy Annual Report

Your Transport Levy Your Transport Future. Sunshine Coast Council Transport Levy Annual Report Your Transport Levy Your Transport Future Sunshine Coast Council Transport Levy Annual Report 2016-2017 www.sunshinecoast.qld.gov.au T 07 5475 7272 F 07 5475 7277 Locked Bag 72 Sunshine Coast Mail Centre

More information

UNLOCKING THE BRIGHTON MAINLINE

UNLOCKING THE BRIGHTON MAINLINE UNLOCKING THE BRIGHTON MAINLINE The highly successful Coast to Capital region, which runs from South London to Brighton and across the coast to Chichester, needs significant long-term rail investment to

More information

INLAND RAIL. Connecting Australia. 5 June 2018 National Infrastructure Summit inlandrail.com.au

INLAND RAIL. Connecting Australia. 5 June 2018 National Infrastructure Summit inlandrail.com.au INLAND RAIL Connecting Australia RICHARD WANKMULLER - CHIEF EXECUTIVE OFFICER INLAND RAIL 5 June 2018 National Infrastructure Summit 2018 inlandrail.com.au The Australian Government is delivering Inland

More information

For personal use only

For personal use only asx release 21 October 2015 Presentation to Morgans Queensland Conference Please find attached the presentation that Transurban CEO Scott Charlton will be delivering at today s Morgans Queensland Conference.

More information

The Coalition s Policy

The Coalition s Policy The Coalition s Policy Key Commitments The Coalition s plan for a strong new economy will provide jobs and growth and secure the future for Australian families through smart investment in infrastructure.

More information

2017 POLICY DOCUMENT. M1 Action Plan. Putting Queenslanders First

2017 POLICY DOCUMENT. M1 Action Plan. Putting Queenslanders First 2017 POLICY DOCUMENT Putting 2 Contents Message from the Premier 3 Our Commitment 4 The Newman-Nicholls Legacy 5 The Palaszczuk 6 Government s Record Our Plans: Putting 8 Call: 07 3844 8101 Mail: PO Box

More information

PCAL Case Study Retail Areas: Rouse Hill Town Centre

PCAL Case Study Retail Areas: Rouse Hill Town Centre PCAL Case Study Retail Areas: Rouse Hill Town Centre Introduction Rouse Hill Town Centre is a new mixed use development on a greenfield site in Sydney s North West. It has been planned to be a major hub

More information

Why Invest in Australia?

Why Invest in Australia? Great Barrier Reef Northern Territory Queensland Western Australia South Australia Gold Coast New South Wales Victoria Australian Capital Territory Tasmania Australia is the biggest island in the world;

More information

Aboriginal and Torres Strait Islander Life Expectancy and Mortality Trend Reporting

Aboriginal and Torres Strait Islander Life Expectancy and Mortality Trend Reporting Aboriginal and Torres Strait Islander Life Expectancy and Mortality Trend Reporting Technical Report December 2015 Amended May 2016 Authors: Clare Coleman, Nicola Fortune, Vanessa Lee, Kalinda Griffiths,

More information

Australian Government s Select Committee Inquiry into Regional Development and Decentralisation

Australian Government s Select Committee Inquiry into Regional Development and Decentralisation Australian Government s Select Committee Inquiry into Regional Development and Decentralisation Author: Kevin Turner Level of Which Submission Chief Executive Officer, RDA Tasmania Has Been Authorised:

More information

Economic Contribution of Tourism to NSW

Economic Contribution of Tourism to NSW Economic Contribution of Tourism to NSW 2015-16 Tourism is a significant part of the NSW economy. In 2015-16, tourism contributed $38.1 billion (Tourism Consumption) to the NSW economy and employed 261,100

More information

Sunshine Coast: Kawana Health Campus. December 2013

Sunshine Coast: Kawana Health Campus. December 2013 Sunshine Coast: Kawana Health Campus December 2013 Kawana Health Campus Residential development at Birtinya* Overview The Kawana Health Campus will comprise state-of-the-art public and private hospital

More information

Connecting Western Sydney. Submission to the Australian Government Western Sydney Rail Needs Scoping Study

Connecting Western Sydney. Submission to the Australian Government Western Sydney Rail Needs Scoping Study Connecting Western Sydney Submission to the Australian Government Western Sydney Rail Needs Scoping Study October 2016 Table of Contents Executive Summary... 3 About the Committee for Sydney... 4 Introduction...

More information