Final Impact Assessment and Land Use Transport Strategy

Caboolture to Maroochydore Corridor Study
Final Impact Assessment and Land Use Transport Strategy

and to promote urban forms which minimise transport requirements and improve the efficiency of land supply and infrastructure provision.

5 ENVIRONMENTAL SETTING

Actions suggested of government to achieve these objectives include:

5.1 Introduction

This Chapter describes the existing environment along the alignment of the proposed scheme and in the general area. It also includes a description of the environmental planning policy framework before

Those which involve the continuation of urban public transport systems, integration and coordination of different modes of transport and improving service quality; Continue to integrate landuse and transport planning with an emphasis on urban development that minimises the need for fossil fuel based transport; Provide for a range of densities in urban areas with higher densities particularly encouraged in areas near employment centres and public transport services; and

considering

a

review of the environmental

characteristics of the areas in the vicinity of the proposed scheme.

5.2 Relevant National Policy Framework

5.2.1 National Ecologically Sustainable
Development (ESD) Strategy 1992

Seek ways of reducing fringe development and focus future development more within the existing built up area of Australian cities.

In 1990 the Commonwealth Government suggested the following definition for Ecologically Sustainable Development (ESD) in Australia:

The strategy also addresses the issue of energy use and transport with the objective of encouraging switching to alternative transport technologies or modes where this reduces greenhouse gas emissions per passenger unit and to optimise the modal mix of transport to achieve greater economic, environmental and social benefits.
‘using, conserving and enhancing the community’s resources so that ecological processes on which life depends, are maintained, and the total quality of life, now and in the future, can be increased’.

Following a national consultative process in 1992, Australian Governments adopted the principle of ESD as a national strategy. At its 1992 meeting, the Council of Australian Governments (COAG) endorsed the ESD Strategy.

5.2.2 National Greenhouse Response Strategy

Australia ratified the United Nations Framework Convention on Climate Change in December 1992. The Convention entered into force in March 1994 and more than 150 countries are now signatories to it. The ultimate objective of the Convention is to achieve stabilisation of greenhouse gas concentrations in the atmosphere at a level that would prevent dangerous anthropogenic interference with the climate system.
The core objectives of the strategy are:
To enhance individual and community well-being and welfare by following a path of economic development that safeguards the welfare of future generations; To provide for equity within and between generations; and To protect biological diversity and maintain essential ecological processes and life-support systems.
In 1992, Australian Governments also agreed to National Greenhouse Response Strategy (NGRS) as a basis of working together on greenhouse issues and, in particular, to meet Australia’s international obligations under FCCC. The NGRS outlined a range of objectives and sectoral strategies to address greenhouse issues. Since that time the Kyoto Protocol has been negotiated and Australia became a signatory in 1998. As a result of the Kyoto Protocol, developed countries, as a whole, will strive to reduce their greenhouse gas emissions from 1990 levels by at least 5% by 2008-2012. Australia’s requirement is to limit greenhouse gas emissions in the target period to no more than 8% above 1990 levels.
The strategy document sets out the broad strategic and policy framework under which it is intended that governments will cooperatively make decisions and take actions to pursue ESD in Australia. It will be used by governments to guide policy and decision making and is critical in setting the scene for the required broad change in direction and approach that governments will need to take in order to ensure that future development is ecologically sustainable.

With respect to urban and transport planning, the objectives of the strategy seek to encourage the future
The National Greenhouse Strategy 1998 expands the program of action launched by all governments in Australia through the 1992 National Greenhouse Response Strategy.

development of urban transport systems.

This

provides opportunities to limit the use of fossil fuels,

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The strategy states that transport was responsible for

17% of Australia’s net greenhouse gas emissions and 24% of emissions produced through activities involving the use of energy in 1996 (National Greenhouse Gas Inventory 1996). Cars were responsible for 56% of these emissions. National Greenhouse Gas Inventory data indicates that, from 1990 to 1996, national transport emissions grew by 15%, the fastest growth of any sector. In addition, work by the Bureau of Transport Economics projects that, in the absence of further measures to limit greenhouse emissions, domestic transport emissions will increase by 42%, on 1994 levels, by the year 2015.
- promotion of development near public transport systems which incorporates higher residential and commercial densities and appropriate mixed uses (including residential, commercial, retail and other employment activities);

- the development of regional retailing and office centres and other substantial trip-attracting land uses such as educational institutions and hospitals, as part of an appropriate mixed use environment located on major public transport routes....

....(iii) working with local governments in their jurisdictions to pursue strategies which encourage increased population density in appropriate areas

The National Greenhouse Strategy focuses on modules (or actions) that limit net greenhouse gas emissions. Of relevance to the CAMCOS project,

within their municipality.

Possible approaches to

promote this outcome could include one or more of the following:

Module Sustainable Urban Planning.

5

addresses Efficient Transport and

Module 5 outlines action on:

- identification of areas where it is appropriate for

medium-density housing to be encouraged, especially near public transport and major commercial, retailing or employment locations;
Integrating land use and transport planning; Travel demand and traffic management; Encouraging greater use of public transport, walking and cycling; Improving vehicle fuel efficiency and fuel technologies; and

- promotion of choice (mix) in housing types and mode of transport;

Freight and logistics systems.

- establishment of targets for population growth

within existing urban centres.
A key facet of this module is the integration of land use and transport planning. The Intergovernmental Panel on Climate Change concluded that:

Planning schemes will be amended as necessary to

support these approaches.”

5.2.2.2

Travel Demand and Traffic Management

“changes in urban and transport infrastructure to reduce the need for motorised transport and shift demand to less energy-intensive transport modes, may be among the most important elements of a long-term strategy for greenhouse gas mitigation in the transport sector. In some circumstances, the resulting traffic reductions can result in greenhouse gas emission reductions of 10% or more by 2020, while obtaining
In relation to travel demand and traffic management, reducing the demand for travel and facilitating smoother traffic flows are key elements in limiting greenhouse gas emissions from transport. Initiatives in this area provide complimentary benefits in terms of improvements in local air quality and traffic congestion. broad social and environmental benefits”.

(1996
Report on Technologies, Policies and Measures for Mitigating Climate Change).

Initiatives in this area proposed by the CAMCOS project include decreasing the proportion of trips made by private vehicles.

5.2.2.1

Integrating Land Use and Transport Planning

5.2.2.3

Encouraging Greater Use of Public Transport,

Walking and Cycling

Measures to integrate urban land use and transport planning defined in the strategy that are of relevance to the CAMCOS project include:

The substitution of public transport, walking or cycling for car-based travel significantly limits greenhouse gas emissions, particularly in urban areas. These actions also improve local air quality and reduce traffic congestion.
“(i)preparing and implementing integrated land use and transport strategies for current or emerging major urban regions through planning, zoning and other program management systems. A major objective of the strategies will include a reduction in greenhouse gas emissions.
The measures proposed in the Strategy that are supported by the introduction of CAMCOS include:

The strategies will encourage:
Improving public transport services - attention is

focused on developing efficient public transport

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systems which are responsive to customer demands, through improvements to service reliability, comfort and personal safety, service frequencies, fare payment options etc.

the future.

5.3 Queensland State and South East
Queensland Regional Policy Framework

New public transport modes and technologies - modes/systems to be considered include light rail, monorails, mass transit systems etc.

5.3.1 The Regional Framework for Growth
Management

The Regional Framework for Growth Management (RFGM) represents the coordinated response from all spheres of Government and the community sector to the opportunities and challenges that the pressures of projected growth in South East Queensland presents. The RFGM provides the basis for planning for a regional population of between 2.9 and 3.2 million people by the year 2011. The main tenets of the RFGM are to protect and enhance the Region’s environmental, economic and social assets to ensure that South East Queensland retains its status as one of Australia’s most desirable regions in which to live.

In response, the CAMCOS project has investigated a variety of possible modes that could use the dedicated corridor such as passenger rail, light rail, busway and guided busway (see Chapter 2).

Support for walking and cycling includes: “(i) action to improve facilities and promote the benefits of walking and cycling, including:

- reviewing standards and systems for public transport to facilitate bicycles;

In relation to transport, the RFGM has been instrumental in driving some of the necessary changes to strategic land use and transport planning required in order to facilitate more efficient and effective public transport systems. Key centres (ie Maroochydore, Caboolture/Morayfield etc) supported by major district centres were proposed by the RFGM to provide better self containment of population, employment and human services and to reduce private vehicle travel demand.

- improving facilities and the environment for walking and cycling by:

- providing accessible route networks both on and off road;...

…..revising planning and building regulations to require provision of cycle parking and storage facilities

at

appropriate

destinations

(e.g.

commercial

developments) and the provision of end-of-trip facilities such as showers and lockers;......
In terms of transport, the RFGM promoted the

development of the Integrated Regional Transport Plan (IRTP) to provide the means to reduce the growth of and dependence on private motor vehicles and significantly increase the proportion of trips made on

....(ii)

reviewing and where necessary amending

relevant strategic plans, laws and regulations, local area traffic management standards and guides to address barriers to walking and cycling.”

public transport.

The pattern of development

supported by the IRTP is intended to result in a reduction in private vehicle travel demand by increasing the attractiveness of public transport or alternative means of transport such as walking and cycling.
In response to this, CAMCOS has provided some strategic level planning that illustrates the linkages between these modes and the key attractors and generators.

5.2.2.4

Improving Vehicle Fuel Efficiency and Fuel

Technologies

The RFGM identifies Maroochydore as a key regional centre and the preferred location for Government services, facilities and infrastructure provision. Urban development was seen to be concentrated in the coastal area between Noosa and Caloundra. The inter-urban break between the Brisbane Metropolitan area and the Sunshine Coast is recognised as important as a physical and visual break, for the protection of forestry resources and also as a buffer for maintaining water quality in the Pumicestone Passage.
In relation to CAMCOS promoting the use of alternative fuels of relatively low greenhouse intensity for certain modes of transport is an important issue. Alternative fuels such as liquefied petroleum gas (LPG), compressed natural gas (CNG), liquefied natural gas (LNG) and ethanol produced from biomass, which are less greenhouse intensive than petrol and diesel are exempt from Commonwealth excise duty. Equipment to convert vehicles to LPG or natural gas is sales tax exempt.
The RFGM identified the need for a public transport system on the Sunshine Coast and recommended an investigation transportation network focusing on Maroochydore and linking with the Sunshine Coast Rail line. Also recommended was the development of an appropriate

of

an

appropriate

sub-regional

The importance of this to CAMCOS is in relation to the

use of fuels in the feeder bus system that supports the rail network and in the engine types likely to be used in

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5.3.1.2

Water Quality

sub-regional transport network to provide better accessibility to the regional scale facilities to be provided at Maroochydore.
Objective: To protect and improve water quality in the

region
The following sections describe parts of the RFGM of direct relevance to the CAMCOS project.

Principles

5.3.1.1

Conservation and the Natural Environment

The environmental values of the region’s surface and groundwater resources should be protected and enhanced, in accordance with water quality objectives for the region’s waterways, including recreational activities and the protection of aquatic ecosystems.

Objective: To conserve areas of regionally significant nature conservation value

Principles (relevant to this study)

Development impacting on highly sensitive catchment areas should be consistent with preservation of environmental values.

The diversity of landscapes, plants and animals in the region and the ecological processes essential for their continued existence should be maintained and restored.

The rail alignment passes through the highly sensitive catchment areas of the Pumicestone Passage and the Maroochy River. Chapters 8-11 define the impacts on these areas during both construction and operation and the mitigation proposed to alleviate these effects.

The decline in coverage of remnant vegetation in both terrestrial and marine environments should be halted and linkages connecting remnants should be maintained or restored where viable.

5.3.1.3

Air Quality

The values of the region’s riverine and coastal resources should be sustained for present and future generations by ensuring integrated

Objective: To protect and improve air quality in the region.

catchment

management

and

ecologically

sustainable development.
Principles
Native riparian and in-stream vegetation should be protected or rehabilitated, and managed to ensure the environmental and economic values of waterways are maintained.
Land transport systems and the pattern of development in South East Queensland should minimise deterioration of air quality or exposure to air pollution.
Decisions regarding the natural environment should have regard to the goal, core objectives and guiding principles of the National Strategy for Ecologically Sustainable Development and should be based upon the precautionary principle where environmental impacts cannot accurately be predicted.
Levels of vehicle emissions should be reduced by measures such as: improving vehicle technology; reducing travel demand; and increasing public transport patronage.

The intent of the CAMCOS proposal is to reduce travel demand by providing a public transport system that develops with supportive land use patterns. The implications for air quality are beneficial and are described in Chapter 7 whilst the Land Use Transport Strategy is outlined in Chapter 14.
Significant nature conservation areas should be maintained and protected by preventing urban and rural residential encroachment.

Uses which are incompatible with nature conservation should not be located adjacent to or in critical nature conservation areas.

5.3.1.4

Urban Growth

Objective: To establish a pattern of development for the year 2011 which utilises land efficiently and in accordance with social and environmental objectives. To identify suitable areas for urban expansion to 2011 and a pattern which provides flexibility for expansion beyond 2011.

The CAMCOS project does involve the loss of some areas of regionally significant flora & fauna (see Chapters 8-11) including remnant and riparian vegetation. The mitigation for loss of these areas involves a compensatory habitat policy (see section 8.6.3) and the identification of buffer areas between the alignment and residential and other high amenity areas. These buffers will be included in the land use strategy which aims to influence planning adjacent to the route.
Principles
The pattern of development in South East Queensland to the year 2011 should be based on

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four major urban areas

–

the Brisbane

The landuse/transport strategy (Chapter 14) outlines

the preferred development patterns in and around the proposed route. The CAMCOS scheme generally proposes increased residential densities and mixed uses as infill around station sites. metropolitan area, the Sunshine Coast, the Gold Coast and Toowoomba – separated by rural areas with their own local urban centres and an open space network.

5.3.1.6

Major Centres

An increased proportion of the region’s population growth should be accommodated within existing urban areas by identifying and developing areas which are suitable for redevelopment or infill. This is essential to ensure that optimum use of existing infrastructure occurs in committed areas and to avoid developing premature infrastructure in new areas.

Objective: To establish a network of major centres which serve the economic, employment, social and environmental needs of the region.

There should be a hierarchy of major centres in the Region, which supports the pattern of development in South East Queensland to the year 2011 and based on the four major urban areas: the Brisbane metropolitan area; the Sunshine Coast; the Gold
Priority should be given to the provision of water supply, wastewater disposal, transport and human services infrastructure in urban growth areas.

Coast; and Toowoomba.

A major centre is an

important urban centre which is multi-functional and includes retail, commercial, recreational, community, cultural and transport services. The hierarchy would include the following levels; Key Regional Centres; and Major District Centres.
The CAMCOS proposal supports the focus of development on the Sunshine Coast (with Maroochydore as the Key Regional Centre). The land use planning principles that have guided the Land Use Transport Strategy (see Chapter 14) embodies the principles of: self containment; increased mixed use development and residential densities; multi-functional centres; employment areas accessible to public transport etc.
Public transport services and interchanges for the Key Centres should be provided or upgraded, to improve access to employment and minimise air pollution from vehicle travel and congestion.