Strategic Objective 1- QUALITY PUBLIC TRANSPORT

OUTCOME

PUBLIC TRANSPORT IS THE PREFERRED MODE OF TRAVEL TO THE CITY’S MAJOR CENTRES. IT PROVIDES A HIGH LEVEL OF ACCESS TO ALL FACILITIES AND SERVICES IN , REDUCING THE NEED TO USE A CAR.

The Transport Plan includes a three-pronged Public Transport Strategy.

1) Establishment of public transport priority to reduce delays experienced by public transport vehicles caught in congestion within The recent implementation of the South-East Transit the CBD and radial corridors Project and enhanced services has delivered a 45% increase in patronage on core services. These targets are therefore achievable provided the right 2) General improvements to bus, ferry and rail investments are made. services, such as increased frequencies, high quality interchanges, integrated ticketing, service coordination and improved passenger information The Public Transport Strategy requires a balance particularly for the City’s major centres. between improvements to public transport services with new investment in infrastructure.

3) Flexible Demand Responsive Transport (DRT) services that meet diverse transport needs.

A key element of this strategy is setting realistic and achievable peak hour public transport mode share targets as shown on Map 2.

Achieving these targets will require a signifi cant increase in public transport capacity. By 2016, Brisbane Transport’s peak hour patronage would need to increase by 180% from 22,800 to 63,800 passengers per hour, and Citytrain would need to increase capacity by 70%.

PAGE 16 TRANSPORT PLAN FOR BRISBANE 2002-2016 INVESTING IN The Busway Strategy aims to provide mass transit operations with a high level of service and coverage, INFRASTRUCTURE FOR to attract signifi cant numbers of car users towards PUBLIC TRANSPORT public transport. The important advantage of this bus rapid transit system is its ability to make use of investment in the existing road network and the Getting more people on board buses and trains inherent fl exibility to adjust operations to suit demand. means improving and expanding the existing public transport network and investing in public transport infrastructure. This will increase people-carrying The fi rst component of the busway network, opened capacity to services and by giving priority to public in April 2001, is the 16 km . transport, will reduce the impact of traffi c congestion In addition to signifi cant increases in patronage on travel times. the South East Busway has already delivered:

• more reliable bus services Proposed public transport infrastructure is shown on • improved ridability and comfort, particularly Map 3 and 4. The Public Transport Strategy includes for busway services provided by new low-fl oor, the following elements. air-conditioned, low-emission gas buses • increased opportunities to interchange between Continuing to implement Brisbane’s Busway buses and rail to get across town Strategy will ensure a bus rapid transit system connects the City’s major centres, with low-fl oor, • reduced travel times during peak periods air-conditioned, low-emission buses providing • safe, secure and comfortable facilities at high frequent station-to-station services. quality busway stations.

Since Council developed the Brisbane Busway Strategy in 1995, busways have become a key component of Brisbane’s long-term transport future. Busways form the backbone of this Public Transport Strategy.

TRANSPORT PLAN FOR BRISBANE 2002-2016 PAGE 17 While the South East Busway is an investment in the 5. will connect to the busway future capacity of the south-east corridor, its early network at the major public transport interchange success confi rms a demand for better public at Buranda. Bus priority measures are already transport services in major travel corridors not being implemented along Old Cleveland Road. currently serviced by rail. The need to achieve further increases in public transport use in this corridor will require the extension of the Eastern Busway to the major The remaining elements of the Busway Strategy need centre at Carindale. to be implemented as soon as possible as the main driver for increasing bus patronage and encouraging Each busway would be subject to a “Quality Urban the land use outcomes under Strategic Objective 3. Corridor” approach involving whole of corridor This would require projects to be completed in the master planning to identify where transport following order: infrastructure can be gradually implemented over time to achieve busway-like operations and 1. Inner Northern Busway is at the CBD end coordinated with supporting land use changes. of the Northern Busway corridor and will connect the Royal Brisbane Hospital to the Queen Street Capacity to build on existing higher density Bus Station via QUT’s Kelvin Grove Campus residential, employment and mixed use along and Roma Street Rail Station. Council has future busway corridors will be protected and completed sections of this busway corridor advanced during Local Plan and City Plan reviews. as part of the Inner City Bypass and Development applications within the corridors will Transport has commenced construction of the need to demonstrate compatibility and contribution remaining corridor. to proposed major public transport initiatives.

The implementation of this Busway Strategy 2. A ‘green bridge’ between the University of combined with supporting services is a key to Queensland and Dutton Park is planned to be achieving the bus patronage growth targets. Figure 5 open to buses as well as pedestrians and cyclists. shows the forecast impact on bus patronage of all The cross-river bridge will be a vital part of the initiatives in the Public Transport Strategy. public transport network.

3. A bus link is proposed to connect the South East BUSWAY CORRIDORS Busway at the Buranda bus/rail interchange, Busways provide a high level of service characterised Park Road rail station and the ‘green bridge’ by dedicated right of way for all or part of the route, at Dutton Park, with potential stations at the with higher quality passenger facilities like bus stations Princess Alexandra Hospital, the proposed Centre to encourage development and facilitate passenger of Excellence at Boggo Road and at the University interchanging. Busways can be implemented through of Queensland. This would substantially improve a gradual introduction of bus priority infrastructure the level of access to this major activity centre. that does not require the scale of infrastructure provided on the South East Busway. Future busways can be segregated within existing road corridors 4. Northern Busway from Royal Brisbane Hospital with minimal impact to the surrounding local area. to Kedron could be constructed within the Major intersections can be grade separated to provide existing Lutwyche Road corridor, reducing the priority for bus users. Placing busways within existing need for a more costly structure. This would be road corridors however, may reduce capacity for feasible following the implementation of the other traffi c unless alternative facilities are provided. North South Bypass tunnel (Stage 2), which would Busway Corridors will form urban links between the permit general traffi c capacity on Lutwyche Road CBD and major centres. Urban links will be subject to be taken for bus priority. The Northern Busway to land use and transport master planning to achieve would be subsequently extended to Chermside. greater commercial and residential activities within the corridors.

PAGE 18 TRANSPORT PLAN FOR BRISBANE 2002-2016 Map 3: Public Transport Infrastructure

TRANSPORT PLAN FOR BRISBANE 2002-2016 PAGE 19 Map 4: Public Transport Infrastructure - City

PAGE 20 TRANSPORT PLAN FOR BRISBANE 2002-2016 Ensuring buses have priority in traffi c congestion will make bus travel to congested destinations in the suburbs and city centre more attractive. As well as busways, a network of bus/HOV (High Occupancy Vehicle) lanes is proposed. The implementation of bus/HOV lanes into proposed busway corridors is also an effective means of introducing interim bus priority measures before full busway treatments are warranted.

To support this investment in bus/HOV lanes, those strategically important radial arterial and orbital corridors will be targeted for urban improvement, renewal and re-design through an integrated planning process. A whole of corridor planning process will be undertaken that proactively integrates the bus priority and transport initiatives with land use and urban design outcomes identifi ed in the City Plan.

Coordinating transport design, land use planning and environmental improvement schemes can deliver improved urban design outcomes around effi cient transport corridors. The initiative will help link the City Heart with the suburbs.

TRANSPORT PLAN FOR BRISBANE 2002-2016 PAGE 21 The completion of the Inner City Bypass and Council calls for the development of an SEQ implementation of the North South Bypass Tunnel Strategic Rail Infrastructure Plan for the next will allow freed road capacity to be transferred to 25 years to focus on catering for longer distance bus/HOV lane projects. Other projects will require travel in the region and to address future inner city adding lanes in the road network. Council capacity constraints. initiatives include: Major rail projects identifi ed in the Transport Plan • Network of CBD and City Frame based bus lanes for Brisbane include: and bus priority measures • Sir Fred Schonell Drive bus priority, St Lucia • a second CBD crossing to increase cross-river • Sinnamon Park “green link” capacity and rail’s catchment in the inner city • Breakfast Creek Road T3 lanes, Newstead beyond 2016 • Old Cleveland Road bus lanes, Buranda- • Extension of the commuter rail line into Coorparoo Greenbank within the Brisbane-Sydney Rail Corridor to serve an expanding population base. • Enoggera Road T3 lanes, Alderly-Newmarket • Moggill Road tidal fl ow bus lanes, Chapel Hill- Quality public transport interchanges will be Toowong provided through an upgrade of public transport • Calam Road T3 lanes, Sunnybank Hills stops, interchanges and stations. Increasing the • Ipswich Road T3 lanes, Moorooka-Kangaroo Point number and convenience of interchanging options • Story Bridge and Wynnum Road T3 lanes, improves the fl exibility and coverage of the public Kangaroo Point-Morningside transport system and increases the alternatives • Sandgate Road bus lanes, Clayfi eld-Bowen Hills. available to the travelling public.

By 2006, Council’s Real-Time Advanced Priority and Council supports Queensland Transport in Information Delivery (RAPID) bus priority system will implementing Transport 2007 actions to upgrade be implemented in all remaining corridors, at major key public transport interchanges and stops to meet passenger interchanges, the CBD and on busways. minimum standards for information and comfort.

Investment in rail infrastructure is required to Interchange facility upgrades would also extend to: ensure the CBD and regional centres keep pace with growing commuter demand. This requires increasing • key rail stations on an enhanced Great Circle Line track and carriages to carry more people, upgrading and other key bus-rail interchanges including station accessibility, providing greater interchange Buranda, Toowong and Park Road opportunities and accessing untapped markets • busway stations at major centres through new rail lines. • bus interchange facilities in the CBD to cater for the targeted passenger numbers in 2016, including the “bus mall” in Adelaide Street and the .

Catering for Park and Ride demands by enhancing existing facilities will increase the catchment of the public transport system in outer city suburbs and surrounding local authorities.

These facilities are an important part of the system as they provide access to public transport in areas with low service levels, particularly in areas further than 10km from the CBD.

PAGE 22 TRANSPORT PLAN FOR BRISBANE 2002-2016 Council will actively discourage the development of New and upgraded ferry terminals will build new Park and Ride facilities within 5km of the CBD. on the success of CityCats. A continuing program Facilities this close would represent additional of upgrades to existing ferry terminals is proposed parking capacity and attract more cars to the city to safely cater for increasing passenger demand centre on congested roads. by 2016.

Council will work with the State Government in New terminals will also be introduced to expand identifying locations for new Park and Ride facilities CityCat operations, including: outside of the middle ring of the City that complement new public transport initiatives. These • upgraded Riverside terminal (opened July 2003) new or upgraded facilities could involve private • Regatta ferry terminal (opened April 2003) sector participation and potentially combine parking • further locations being investigated for terminals space with a range of mixed uses such as childcare, include Park Road, Newstead and West End. employment, retail and community services. Areas identifi ed with higher needs for new Park and Ride For both new and upgraded ferry terminals, facilities include: Council will seek alternative funding to bring • Carindale near Old Cleveland Road these investments forward. • Chermside near Gympie Road • Nathan near Mains Road • Sunnybank Hills near Calam Road • Kenmore near Moggill Road.

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Annual Patronage (million) Annual Patronage 50

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30 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 Integrated Ticketing Underlying Growth Other Service Expansion Bus and HOV Lanes Busways and Services Land use changes and Serivces Figure 6 - Bus patronage targets

PAGE 23 PROVIDING INTEGRATED, QUALITY PUBLIC TRANSPORT SERVICES

To improve the attractiveness of public transport, services will need to link more seamlessly. Planning for public transport services needs to recognise changing travel patterns as cross-town suburban travel increases. Council is committed to achieving this outcome through TransLink in partnership with the State.

The Transport Plan for Brisbane aims to achieve signifi cant increases in public transport patronage through the following strategy elements.

Providing an integrated public transport network with services linking seamlessly at key interchanges will reduce the inconvenience of changing modes.

The need to interchange is currently viewed by passengers as increasing the diffi culty and inconvenience of a trip, particularly where the private vehicle offers an attractive alternative.

The network will be designed to minimise the need, TransLink is the entity within Queensland Transport but maximise the opportunity, to change between responsible for designing, planning and coordinating services. The guiding principle in planning the future the new public transport system in south-east network is to view it as an integrated system, not as Queensland. It is a cooperative partnership between separate bus, rail and ferry services. System planning the State, Brisbane City Council, and will be based on what is effective and desired, rather 15 private bus operators. Passengers in South East than just what is effi cient. Queensland will benefi t from:

• A more simple and easy to understand system • Better value for money – One ticket to travel with no additional cost for transfers • Integrated fares, common ticket products and consessions • Contactless Smartcards – Faster boarding times and therefore quicker trips • Reduced waiting times between coordinated services • Easy transfers between services and modes means better access to more places

PAGE 24 TRANSPORT PLAN FOR BRISBANE 2002-2016 Enhanced bus services into the city centre (linehaul operations) will be achieved through signifi cant expansion of peak service levels by 2016. These linehaul bus services will work with heavy passenger rail services in servicing the CBD. They will also support Council’s Centres Policy by providing better links between the centres. Projects include:

• refi ning the bus network to include through-running busway services, new busway feeder services and redirecting existing routes onto busways • implementing new premium services, similar to the busway 111 service, to modernise the express routes by providing regular services throughout the day, in key radial corridors, using new buses and operating in bus lanes with RAPID real-time information and bus priority

However, forcing passengers to interchange will • introducing higher capacity buses to provide decrease service quality and reduce patronage, busway services in combination with busway unless the linehaul mode provides signifi cantly feeder services as supportive land use develops better travel time and comfort than completing around busway stations. the journey by the original mode. Providing a high frequency inner city network of More feeder services will be introduced to serve new loop and shuttle services will take advantage rail and busways to supplement the linehaul of proposed bus priority infrastructure and effi ciently system, increase system capacity and travel serve growth in and around the CBD. This includes: options for passengers. • introducing services operating along the Inner More train services to meet peak demands will Northern Busway and bus lanes between the be required to achieve peak public transport mode Valley and the CBD share targets. Work commuting currently represents 58% of all rail trips and of these 69% are to or from the CBD and City Frame. The major future challenge for rail will be to provide more service capacity in the peak period to accommodate the demand generated by rapidly increasing populations in areas surrounding Brisbane.

Better utilisation of the rail system at all hours of the day will be supported by integrated fares and services.

To achieve the 2016 targets in the Transport Plan for Brisbane, peak rail capacity needs to be increased by 70% by 2016 resulting in signifi cant additional resource demands (including more rollingstock). Rail services also need to cater for growth in long-distance commuting by providing more express services.

BRISBANE’S CHANGING TRANSPORT NEEDS 2002-2016 PAGE 25 • implementing • providing attractive cross-town services by services to take advantage of the proposed through running bus services between major green bridge from the University’s St Lucia centres such as Carindale and Chermside campus to Dutton Park along busways and bus lanes • r eplacing the current City Circle bus service • expanding coverage of feeder services with free, high frequency, highly visible inner to major centres city public transport linking ferry, rail and busway • introducing new services for growing industrial services to key CBD employment, educational and commercial areas. and recreational destinations. The Inner City Distributor would be provided free and, with A more fl exible public transport system will include a free travel zone, funded by a parking levy. the introduction of Demand-Responsive Transport The “Downtown Loop” free CBD bus service (DRT) services to complement the existing transport was implemented in September 2002 as an network. DRT is a new type of public transport interim solution. This service has been very service that addresses the gap between scheduled successful, with patronage reaching over bus services and taxis. 20,000 per week and is still growing.

DRT is booked ahead of a desired departure time and provides access to local services, shops or major transport interchanges. The service complements fi xed-route scheduled public transport services and helps integrate them into a more seamless public transport system.

DRT will tap into a growing transport market that requires greater fl exibility and is willing to pay higher fares. Using fully accessible vehicles, DRT also has the capacity to increase mobility through affordable, frequent, anywhere-to-anywhere, door-to-door service for residents with mobility diffi culty or greater time demands. Two DRT trial areas are proposed:

• A ‘fl ex-route’ service to replace the Route 307 operating from Toombul to the Toombul Shopping Centre • A ‘continuous multihire’ taxi-bus service covering New Farm, Spring Hill and Newstead. Community and cross-town bus services, focusing on major centres and key public transport interchanges, will support busways and feed mass transit corridors. As major centres grow as destinations in Brisbane, so too will the public transport options serving them. Improvements include:

• increasing frequency on the Great Circle Line throughout the day to substantially improve cross-town linkages with the linehaul bus and rail network • more direct services between Mt Gravatt, Carindale and Indooroopilly

PAGE 26 TRANSPORT PLAN FOR BRISBANE 2002-2016 Filling the transport gap now is part of Council’s • introduce peak hour express CityCat services to commitment to addressing transport disadvantage cater for growing demand on the down river leg and unmet mobility needs. Access to an affordable, • incorporate new terminals into the ferry easily accessible, reliable and safe transport is service structure vital to quality of life for all residents. Council • expand ferry operations and modify the service initiatives include: structure with a view to acquiring larger, high-speed boats to operate an inner city • delivering an increasing range of transport service with CityCats providing express ‘torpedo’ services catering for off-peak personal, services between innercity terminals and the CBD social and recreational trips • investigate opportunities for greater private • identifying and facilitating services in areas in sector involvement in ferry operations. need of community-based transport services • continuing to implement ‘Council Cab’ community transport across Brisbane. SUPPORTING THE SYSTEM • implementing Council’s policy framework for enhancing social justice by promoting Affordable fares are important in maintaining the access and mobility. attractiveness of public transport to existing users. Public transport must offer “value for money”, but this is best achieved by providing a quality service that people are prepared to pay for. Offering excessively subsidised travel can generate additional patronage, but ultimately results in higher net costs for the community.

While fare levels will remain affordable compared with the costs of driving a private vehicle:

• commuters will be charged fares that are in line with the high level of service provided by major public transport infrastructure • increased non-commuter use will be encouraged through off-peak incentives • suitable concessions will be provided for children, the elderly and disadvantaged residents.

Enhanced ferry operations will refl ect the popularity of existing CityCat ferry services and projected demand, which is expected to increase by 100% by 2016. Council plans to:

• increase the number of off-peak CityCats to increase the frequency from 30 to 20 minutes

TRANSPORT PLAN FOR BRISBANE 2002-2016 PAGE 27 Fares policy and pricing is now a State responsibility Keeping people informed about public transport under TransLink. Through its partnership with the is becoming a greater challenge as more transport State as part of TransLink, Council will continue to options are made available to Brisbane’s residents. work toward achieving value for money for public transport patrons. Council’s ‘Transnet’ initiative will help improve bus passenger information by coordinating the use of Integrated ticketing is a necessary element for an integrated information technology for buses and integrated transport system. Council will continue to associated infrastructure. This could include: work with the State Government’s TransLink agency to deliver an integrated ticketing system by 2005/06. • GIS and digital maps of Brisbane to assist in the Key outcomes will be: operation of buses • widespread use of smart technologies, such as • Paper based integrated ticketing – July 2004 ‘Wireless Application Protocol (WAP) mobile • Improved service coordination at key phone technology, to provide service information interchanges – October/December 2004 • Smart Depots for buses and Smart Terminals for • Smartcard ticketing system rollout – January/ ferries to better manage the movements March 2005 of vehicles. • Continue system improvements identifi ed in the TransLink network plan July 2005 + • Fully implemented Smartcard ticketing system December 2006

New ticketing products will be provided as a means of encouraging greater use of public transport without undermining the fare base. Integration opportunities will be pursued with rail and private bus operators, and interim ticketing products will be developed before the contactless smartcard system is fully implemented.

Enhancing passenger comfort on buses is part of Council’s commitment to improve the comfort and environmental quality of its bus fl eet. Council has already purchased 100 new compressed natural gas powered, low-fl oor, air-conditioned buses suited to Brisbane’s subtropical climate, with up to an additional 100 buses to be delivered over the next 2 years. Council’s continued investment will ensure that all buses in the fl eet are low fl oor, low-emission and air conditioned by 2016.

PAGE 28 TRANSPORT PLAN FOR BRISBANE 2002-2016 • review operator contracts to incorporate greater incentive-based measures to increase service levels to achieve mode share targets • identify and implement commercial funding for public transport services through advertising on fl eet vehicles, infrastructure, tickets and timetables, and sourcing funding contributions from benefi ted areas such as universities, hospitals, and sporting and cultural events • increase funding for public transport services in Brisbane dramatically to deliver targeted levels of patronage growth • adopt the modern, consistent system brand under TransLink across all public transport modes.

In addition to stops and interchanges, public transport service information will be available through timetables, a public transport directory and information booths. Integrated route planning will also continue to be provided through the TransInfo telephone line and website. Council will continue to improve passenger information by:

• r eviewing the design of more traditional timetables • increasing the number of distribution channels for information • continuing to improve awareness and usage of TransInfo • capitalising on online opportunities including the public transport section of the ourbrisbane.com portal.

Managing Brisbane’s public transport system for growth will require a review of the current administrative structure for public transport in . This will be achieved by through TransLink as Council and the State Government:

• share responsibilities for public transport in the city to balance local and regional needs

TRANSPORT PLAN FOR BRISBANE 2002-2016 PAGE 29