Transport, Traffic, Access, and Parking Planning Study

Summary Prepared by MRCagney Pty Ltd March 2018

1 Transport, Traffic, Access, and Parking Planning Study_Summary 1. Introduction...... 4 1.1 Key objectives...... 4 1.2 Approach...... 5 1.3 Measures of success...... 6

2. Strategic Context...... 7 2.1 Strategic Blueprint 5...... 7 2.2 Current Plans and Projects...... 8 2.3 Influencing Megatrends...... 9

3. Current Situation...... 10 3.1 Gardens Point location...... 10 3.2 Kelvin Grove Campus location...... 11 3.3 QUT Population ...... 12 3.4 Residential distribution...... 13 3.5 Current Travel Behaviours...... 17 3.6 Key Drivers of Modal Choice...... 19 3.7 Current Satisfaction with Public Transport...... 20

4. Baseline Assessments...... 21 4.1 Strengths...... 23 4.2 Key Areas for Improvement ...... 23 4.3 Opportunities...... 25 4.4 Threats...... 27

5. Recommendations...... 28 5.1 Active Transport (AT)...... 28 5.2 Public Transport (PT)...... 29 5.3 Personal Passenger Transport (PPT)...... 30 5.4 Parking (P)...... 31 5.5 Private and Service Vehicle Access (PSV)...... 32 5.6 Campus Transport Communications and Information (CI)...... 32 5.7 Mobility as a Service (MaaS)...... 33 5.8 Campus Transport Management (CTM)...... 33

6. Selected Projects – Phase 2...... 34 6.1 On-campus Wayfinding...... 35 6.2 Inter-Campus Bus Shuttle...... 37 6.3 Shared Services ...... 38 6.4 U-Pass...... 39 6.5 Travel Behaviour Change...... 40 6.6 Mobility as a Service...... 41 6.7 Advocacy Strategy...... 42

7. Implementation...... 44

2 Transport, Traffic, Access, and Parking Planning Study_Summary Glossary of Terms

AT PSG Active Transport (typically walking and cycling) TTAPPS Project Steering Group (PSG) including representatives of: AV • QUT Management Autonomous Vehicle • QUT Independent Advisor BCC • QUT Academic Advisor Brisbane City Council • Department of Innovation, Tourism, Industry Development, and the Commonwealth E-Bike Games – Special Projects Unit (Queens Wharf A bike that can be powered by electricity as well Brisbane) as propelled by pedals. • Department of Transport and Main Roads (including TransLink) EV Electric Vehicle • Brisbane City Council

HiQ PT HiQ is QUT’s integrated digital platform for Public Transport (typically rail, bus, ferry but may students/staff incorporating general enquiries, also include shared services such as taxis and ride technology support and IT help, library support, share services) student administration processes and services. QWB HiQ is accessed online, via phone, on campus, and Queens Wharf Brisbane through the QUT mobile app. QUT MaaS Mobility as a Service Queensland University of Technology

MCA Scramble Crossings Multi-Criteria Assessment A type of traffic signal movement that temporarily stops all vehicular traffic, thereby allowing Mobility as a Service pedestrians to cross an intersection in every Mobility as a Service represents a new approach direction, including diagonally, at the same time. to delivering transport. A Mobility Manager aggregates infrastructure, transport services, SEQ technology, data, and information to suit the South East Queensland travel and lifestyle needs of the individual. This Shared Services allows provision of integrated information, Taxis, ride share, and bike share modes booking, payment, billing, and customer relationship management services between TBC transport modes. It brings together transport Travel Behaviour Change operators and third parties (e.g. retail, leisure, or health services) to provide a seamless user TDM experience. The individual receives this integrated Travel Demand Management service via a personal mobile device. TMR PMED Queensland Department of Transport and Main Personal mobility electric device. Examples Roads include electric scooters, E-bikes, and segways. TTAPPS PPT QUT Transport, Traffic, Access, and Parking Personal Passenger Transport (typically taxi, ride Planning Study sharing, car sharing, bicycle sharing) U-Pass Universal Pass (university student/staff public transport access pass)

3 Transport, Traffic, Access, and Parking Planning Study_Summary 1. Introduction

QUT is currently preparing a new master plan to consider scenarios of future demand and changed guide the future development and management conditions over the next 10 years; and recommend of its physical estate. improvement strategies for the Gardens Point and Kelvin Grove campuses. The Vision for QUT’s physical estate is: “to have a vibrant and sustainable network The study was undertaken in two phases: of University campuses and distributed sites that collectively support QUT in providing • Phase 1 focussed on strategies to achieve the outstanding real world education and high impact transport and traffic ambitions of the QUT transdisciplinary research.” Estate Master Plan, with a focus on those that could be implemented in the short to medium QUT’s Master Plan seeks to harness the potential term (i.e. in the next 5 years). of the University’s physical estate to support • Phase 2 focussed on further investigation of the University’s key strategic objectives and to selected Phase 1 recommendations, including provide exceptional and meaningful experience consideration of longer-term opportunities. for students, staff, community, and industrial partners. At the heart of the Estate Master Plan This summary has been prepared to provide is a commitment to environmental sustainability stakeholders with an overview of the project, and the creation of spaces that are connected, key findings, and recommended way forward for inspiring, and have a sense of place. QUT to achieve its strategic transport and access objectives. The overall transport and traffic ambitions for the QUT Estate Master Plan are to:

• encourage greater use of public transport 1.1 Key objectives services to and from the campuses, and distributed sites, through improved access, The over-arching objective of this project was to availability, and affordability; review the current situation, assess opportunities, • improve active transport such as bicycle and recommend strategies to reduce the reliance and pedestrian access to and from QUT’s on private vehicle travel to/between the QUT campuses; campuses through improved access, availability, • improve access and movement corridors to and affordability. These included strategies to: and within QUT’s campuses and minimise movement conflicts of pedestrians, bicycles, • improve public transport (PT) and active motorbikes, car, and other vehicles; transport (AT) options and connections; • establish the location, limits, and key • manage travel demands; strategies for private parking on campus; and • incentivise more sustainable travel behaviours; • reduce single occupant vehicle travel, including providing options for ride sharing • improve access to information on travel and other modes of transport, and access to choices; new technology for personal decision making • maximise the use of emerging disruptive on best ways to travel. technologies to provide greater access options to and from the campuses; and In 2017, QUT arranged for an independent • support integrated and balanced multi-modal assessment of transport and traffic in and around transport and land use outcomes. QUT’s Gardens Point and Kelvin Grove campuses.

The QUT Transport, Traffic, Access, and Parking Planning Study (TTAPPS) brief was to: consider both existing conditions and known future conditions arising from committed and proposed developments in and around the two campuses;

4 Transport, Traffic, Access, and Parking Planning Study_Summary The project was guided strongly by: undertaken. Available information on planned and proposed improvements and changes to relevant transport infrastructure, networks and services • QUT’s Strategic Plan (Blueprint 5); was also received from the relevant agencies and • the draft urban design concepts for QUT’s reviewed. campuses from the master planning process; • existing and proposed developments in the As well as these detailed baseline assessments, vicinity of the campuses; a review of recent developments in transport related technology, trends, and innovations • governments’ transport and traffic plans; and in other jurisdictions and at other universities • a detailed review of existing transport and internationally was undertaken. traffic operational arrangements, constraints, and performance. Interventions were identified that would benefit QUT and its students and staff. These included:

1.2 Approach • transport and travel access enhancement options (infrastructure and non-infrastructure The TTAPPS project was conducted under the interventions); and guidance and oversight of a Project Steering Group (PSG) that included representatives of: • strategies to assist QUT staff and students with personal decision-making to make more • QUT Management; sustainable and informed travel choices to access the campuses. • QUT Independent Advisor; • QUT Academic Advisor; Interventions were prioritised via a strategic • Department of Innovation, Tourism, Industry merits assessment. Key considerations of this Development, and the Commonwealth process included: Games – Special Projects Unit (Queens Wharf Brisbane); • strategic fit with QUT’s master planning • Department of Transport and Main Roads objectives; (including TransLink); • achievability – ease of, and timeframe for, • Brisbane City Council. implementation; • strategic alignment and collaboration In addition to the valuable guidance provided by opportunities with government agencies and the PSG, separate consultation was undertaken the private sector; with representatives across a broad range of • theoretical and demonstrated evidence of government agencies, research institutions, and ability to shift travel behaviours (i.e. stated key external stakeholders. and revealed preferences); and • value for money considerations. Baseline assessments incorporated the examination and analysis of data sets including but not limited to: The project also enabled Work Integrated Learning (WIL) opportunities for a number of • 2016 and 2017 QUT Population (Student and QUT Engineering students, who have had the Staff) Transport Surveys; real opportunity of positively influencing several recommendations. • census and other demographic data; • QUT land use and urban planning; • go card (public transport) ticketing data; • travel time data; • traffic and pedestrian flows; • car and motorcycle parking data; and • QUT intercampus shuttle data.

On-site audits of the two campuses, the surrounding road networks, nearby public transport facilities, and the active transport (walking and cycling) network around and connecting between the campuses were

5 Transport, Traffic, Access, and Parking Planning Study_Summary 1.3 Measures of success Figure 1.1 Project Approach

Aligned with QUT’s overall vision and direction QUT Strategic Project articulated in Strategic Blueprint 5, we Blueprint 5 goals recommend the following measures of success, or Key Performance Indicators, for QUT’s Strategic objectives consideration:

• Reduced reliance on the private vehicle to Current QUT City-wide context access campuses. Situation & megatrends • Greater use by staff/students of the QUT bus Assessment shuttle and supplementary transport services. Criteria Best practice

Increased AT and PT mode shares to access Baseline Transport Gardens Point and Kelvin Grove QUT campuses. Assessment Innovations It is recommended by 2022 that QUT aspires to achieve:

SWOT • an increase in the use of active modes (walking and cycling) from 11% to 15%; • an increase public/passenger transport mode Opportunities share from 60% to 65%; • a halving of the ‘drive alone’ mode share

(currently 18%). Prioritisation

Recommendations

6 Transport, Traffic, Access, and Parking Planning Study_Summary 2. Strategic

2.1 Strategic Blueprint 5 and to highlight QUT’s commitment to leading real world futures.

Strategic Blueprint 5 (September 2016), QUT’s Underpinning these strategic goals, the following most recent iteration of its Strategic Plan, strategic principles are articulated in the articulates its goals and strategic priorities to Strategic Blueprint 5: position QUT to be “a collaborative, distinctive and innovative university that makes a real and • Focus on quality positive difference to students and to global economic and social development.” • Solve real world problems • Optimise opportunities provided by QUT’s strategic goals are to: technology • Use resources effectively, integrating LEAD environmental sustainability, to improve • Lead change and innovation. products and services • Cultivate organisational agility to rapidly CONNECT transform, renew and adapt to global change, • Facilitate engagement and connectivity with to find new opportunities, and remain at the practising professionals, select partners at the forefront of developments local, national, and international levels, and the wider community. • Foster a culture of community.

PERFORM To address the overall transport and traffic • Produce a strongly performing workforce ambitions of QUT’s Strategic Blueprint 5: that achieves exceptional results, and an agile culture that encourages students, staff, and “Priorities focus on enhancing the connectivity alumni to be agents of change and drivers of and accessibility of our campuses, leveraging economic and social activity and growth. our leadership, partnerships, knowledge, and • Solve important and immediate challenges. innovation strengths to leverage technological advances and transformative change in the INSPIRE global economy, while maintaining our strong • Further extend QUT’s inclusive reach and organisational culture, sense of community, and strengthen its engagement with the broader focus on environmental sustainability.” community.

INNOVATE: • To establish a visible whole-of-organisation approach to innovation and entrepreneurship,

Table 2.1 QUT Strategic Blueprint 5 – Strategic Goals aligned with transport and access ambitions

• Remain at the forefront in our use of knowledge to meet the mobility needs and expectations of students, sta and partners Lead • Achieve excellence in the management of travel demands and the protection of environments • Attract international students by providing best-practice accessibility and connectivity

• Connect, engage and support learners throughout their study Connect • Enable students and sta to connect with places of training, employment and recreation • Connect the campuses with the wider city and community

• Support and build tomorrow's sustainable travel behaviours • Achieve a real mode share shift to public and active transport modes Perform • Achieve best practice in safety and environmental sustainability • Achieve vibrant, self-contained campuses that promote a sense of place and invite engagement and interaction

• Put passenger transport and active transport at the centre of land use planning, design and development Inspire • Contribute to a low carbon future to address global environmental issues and solve real world challenges

• Take advantage of technology enablers to deliver innovative mobility solutions Innovate • Develop new models of service delivery and collaboration that contribute to making QUT a global innovation hub

7 Transport, Traffic, Access, and Parking Planning Study_Summary 2.2 Current Plans and enabled by emerging technologies and next generation account-based ticketing systems. Projects Campus urban design studies for QUT’s Estate A review of strategic transport and land use plans Master Planning process have also recognised and key transformative projects in the region was the importance of transport, traffic, access and carried out to inform the study. parking issues and opportunities, including:

Significant shaping opportunities for QUT include: • a more legible and defined ‘arrival’ experience, with improved way finding, and more direct • State Government’s recognition of QUT access routes into the campus; campuses as strategically significant sites for • safer pedestrian access, clearer lines of sight, regional economic competitiveness (Shaping and improved pedestrian connectivity; and SEQ - SEQ Regional Plan 2017); • greater engagement with the river’s edge. • transformative projects such as Cross River Rail, Brisbane Metro, and the Queens Wharf Brisbane development taking amenity and A collaborative approach to planning and connectivity to the next level; investment in public and active transport initiatives will maximise benefits and achieve the • commitment by State Government and long-term vision for the campuses, surrounding Brisbane City Council to sustainability neighbourhoods, Brisbane City, and the SEQ objectives – projects have been prioritised region. It is important for QUT to: to reduce reliance on private vehicles and provide priority to public and active travel connectivity and accessibility; • explore leveraging opportunities arising from significant PT and AT projects in the SEQ • Brisbane City Council’s River’s Edge region; Strategy to improve access and activity on and alongside the inner-city reaches of the • future proof today’s decisions for tomorrow’s Brisbane River; and world; and • an increasing ability to personalise travel • work collaboratively with government options and better manage travel demands, and industry partners to achieve a city transformative level of connectivity.

Figure 2.1 CBD/City Shaping Plans

Cross River River's Edge Strategy Rail Green bridge proposal

Brisbane Metro Queens Wharf Brisbane

8 Transport, Traffic, Access, and Parking Planning Study_Summary 2.3 Influencing Megatrends

The University’s transport network will need • Today’s consumers are more digitally to recognise, respond to, and capitalise on ‘connected’ than ever – before, during, and the opportunities arising from several new after their journeys. and emerging trends. These changes are also • This leads to a more ‘discerning’ facilitating new service delivery opportunities customer, and a growing expectation via partnerships between the University, public that more flexible, personalised, and transport agencies and operators, and the private responsive transport options are on offer. sector. • The whole concept of the ‘customer relationship’ has changed, from delivering The following list provides some key trends of transport to managing mobility. relevance to this project: • Service providers and authorities are • Younger people are choosing to remain ‘living now taking advantage of the significantly at home’ longer than traditionally observed. wider availability of ‘big data’ (often in Passenger transport accessibility and real time), to deliver more responsive connectivity with increasingly geographically and customised transport services to dispersed residences is critical to continue the individual, as well as to optimise to reduce reliance on the household’s private operational performance. vehicle(s) for student journeys for education • Mobility as a Service (MaaS) represents and work purposes. a new approach to delivering transport. • By international standards, the percentage of This approach moves beyond managing a Australia’s students who combine study with single transportation service to providing work is high. This leads to a need to consider a “family of services” to match the students’ mobility requirements, beyond the individual’s lifestyle and aggregating campus boundaries, with the wider city. the offer via a ‘one stop shop’ booking, payment, and delivery platform. • Members of Generations’ Y and Z currently use, and are projected to continue to use, passenger transport options at a higher rate than their older counterparts: • Younger people are delaying driver’s licence/car ownership decisions. • Transport planning for access to the campuses will need to consider a shifting generational view of passenger transport and the greater take up of shared transport options. • Even without direct travel demand management interventions by QUT, PT/AT will require a greater ‘campus footprint’ than in the past. • Shift to ‘access over ownership’ and ‘flexible personalised trip options’ represent opportunities to re-think passenger transport requirements, as well as funding and delivery models. • Physical estate master planning will also need to consider the likely greater take up of shared services.

9 Transport, Traffic, Access, and Parking Planning Study_Summary 3. Current Situation

3.1 Gardens Point location

The Gardens Point campus is located within the Brisbane CBD and has access to the extensive transport network serving the city centre, including the rail system, busway, riverside cycleways, and motorway network, especially the Riverside Expressway.

Figure 3.1 Gardens Point campus and surrounds

Normanby

Roma Street

Central

King George Milton Square

Queen Street

Cultural Centre

South Brisbane

South Bank Rail

Rail Station Mater Hill Busway

Cycleway

Walkway Woolloongabba

Ferry

500m

1: 19 118

10 Transport, Traffic, Access, and Parking Planning Study_Summary 3.2 Kelvin Grove Campus location

The QUT Kelvin Grove campus is located QUT currently offers a dedicated inter-campus approximately 2.5 kilometres north of Brisbane bus shuttle service (Route 391) between the CBD. It is served by the Inner Northern busway, Gardens Point campus and Kelvin Grove campus, the Northern Bikeway and surrounding arterial which is free of charge to QUT staff, students, road network. and eligible visitors. The service operates on weekdays only and runs every 10 minutes all day Direct access is available on the Inner-City during Semesters’ 1 and 2, and every 15 minutes all Bypass in both directions to link vehicles to the day during Semester 3 (summer semester). This surrounding road network. However, access to service is fully funded by QUT and is operated by the Legacy Way tunnel on the M5 is not available Transport for Brisbane. without a significant detour, despite the eastern entrance being immediately adjacent to the campus.

Figure 3.2 Kelvin Grove campus and surrounds

Herston

Kelvin Grove

Normanby

Roma Street Central

King George Square

Rail

Station

Busway Queen Cycleway Street Ferry Cultural Centre

500m

1: 19 118 South Brisbane

11 Transport, Traffic, Access, and Parking Planning Study_Summary 3.3 QUT Population 3.3.2 Kelvin Grove Campus

Approximately 18,470 students (13,920 Around 49,100 students (37,800 undergraduate undergraduate and 4,550 post-graduate) are and 11,300 post-graduate) are enrolled to enrolled at QUT’s Kelvin Grove campus, for undertake award study at QUT (as at December studies and research in the fields of Creative 2017). practice and communication, Education, Health and community and Languages. Kelvin Grove QUT employs around 10,170 full-time, part-time, campus is also the site of QUT’s International casual, and sessional academic, professional, and College. technical staff (as at December 2017).

The campus is the workplace of some 4,070 full- Approximately 9,200 staff work at either Gardens time, part-time, casual, and sessional academic, Point campus or Kelvin Grove campus and the professional, and technical staff. balance work at one of the distributed sites or remotely through online technology. Many students and staff now attend both campuses on any given day, so there is significant 3.3.1 Gardens Point Campus travel between the two campuses on all week days. Approximately 30,600 students (23,880 undergraduate and 6,720 post-graduate) are enrolled at QUT’s Gardens Point campus (as at December 2017), for studies and research in the fields of Building and Planning, Business, Design, Engineering, Health and Community, Information Technology, Languages, Law and Justice; and Science and Mathematics.

The campus is the workplace of some 5,130 full- time, part-time, casual, and sessional academic, professional, and technical staff.

12 Transport, Traffic, Access, and Parking Planning Study_Summary 3.4 Residential distribution Figure 3.3 Gardens Point Campus- Distribution of Registered Student Semester Addresses (Dec. 2016)

For Gardens Point campus, there is a strong concentration of QUT students living in the immediate vicinity of Gardens Point campus and West End. There is also a notable concentration of Gardens Point students living in Kelvin Grove. A high proportion of QUT students also live to the south-east in Sunnybank, Mount Gravatt, Carindale, and Camp Hill. This is likely to reflect the international student population as well as the high frequency bus network provided by the South-East Busway and the Eastern Busway.

Moreton Bay

Distribution of Gardens Point Students

< 50 50 to 100 100 to 200 200 to 400 400 to 600 600 to 800 800 to 1000 1000 to 1250

QUT Campuses

0 4.5 9 18 Kilometres Figure 3.4 Gardens Point Campus - Distribution of Registered Staff Addresses (Dec. 2016)

The distribution of staff based at Gardens Point is more dispersed, with a greater proportion living further away from campus. A high proportion live to the west of the campus: notably, Toowong, Chapel Hill, Brookfield, Upper Brookfield, and Pinjarra Hills.

Moreton Bay

Distribution of Gardens Point Staff

< 10 10 to 50 50 to 100 100 to 200 200 to 300 QUT Campuses

0 4.5 9 18 Kilometres Figure 3.5 Kelvin Grove Campus - Distribution of Registered Student Semester Addresses (Dec. 2016) For Kelvin Grove Campus, there is a high concentration of QUT students residing in the immediate vicinity of the campus. Students reside in greater proportion closer to campus, compared to Kelvin Grove staff.

While this means that many Kelvin Grove students may be able to walk to access campus, they still require access to the wider city throughout the day, including at evenings and weekends to access employment opportunities and other services.

Moreton Bay

Distribution of Kelvin Grove Students

< 50 50 to 100 100 to 200 200 to 400 400 to 600 600 to 800 800 to 1000 1000 to 1250 QUT Campuses

0 5 10 20 Kilometres Figure 3.6 Kelvin Grove Campus - Distribution of Registered Staff Addresses (Dec. 2016) Staff based at Kelvin Grove are more dispersed than students, with a greater proportion living further away from campus. A high proportion live to the north and west of the campus, Stafford Heights, Bowen Hills, Toowong, Chapel Hill, Brookfield, Upper Brookfield, and Pinjarra Hills.

Moreton Bay

Distribution of Kelvin Grove Staff < 10 10 to 50 50 to 100 100 to 200 200 to 300 QUT Campuses

16 Transport, Traffic, Access, and Parking Planning Study_Summary 0 4 8 16 Kilometres 3.5 Current Travel Behaviours

Staff and Student Transport Surveys were conducted by QUT in August 2016 and August 2017. The responses have been most useful to inform the project and shape QUT’s strategic transport priorities. There was a strong response to the most recent iteration of the transport survey, compared with response rates generally received for voluntary, non-intercept surveys.

More than 38% of invited staff and 20% of invited students participated in the survey. The relatively high response rates indicate the importance of transport and access to staff/students and a strong interest in assisting QUT to achieve its transport and access ambitions.

The 2017 QUT Transport Survey report, prepared by QUT, provides an indication of the current transport mode share split for QUT students and staff. The mode share split for QUT’s main campuses, Gardens Point and Kelvin Grove, is shown below:

Figure 3.7 QUT Mode Share (Staff and Students combined) by Campus – 2017 QUT Transport Survey

Kelvin Grove

Gardens Point 0% 100%

Public Transport QUT Intercampus Bus 391 Car (single occupant)

Car Car (dropped off) Motorcycle/Scooter

Taxi Bicycle Walk

Mode varies frequently Other

17 Transport, Traffic, Access, and Parking Planning Study_Summary Table. 3.1 QUT Mode Share (Staff and Students combined) by Campus – 2017 QUT Transport Survey

Gardens Point Kelvin Grove Mode of transport (n = 6,677) (n = 4,321) n % n % Public transport 4,166 62% 1,969 46% QUT Intercampus Bus 391 378 6% 122 3% Car (single occupant) 696 10% 1,305 30% Car (with other occupants) 118 2% 203 5% Car (dropped o‚) 98 1% 44 1% Motorcycle/Scooter 205 3% 80 2% Taxi/Uber/other ride sh are service 28 0% 8 0% Bicycle 342 5% 76 2% Walk 403 6% 365 8% Mode varies frequently 165 2% 120 3% Other 78 1% 29 1%

Note: Percentages have been rounded for ease of reading.

In 2017, public transport mode share (bus, A larger proportion of staff and students whose train, and ferry) currently made up almost 60% main campus is Gardens Point use public (including the inter-campus shuttle) of overall transport, take the QUT Intercampus Bus 391, transport demands for QUT campuses combined. ride a motorcycle/scooter, or ride a bicycle. The Active Transport (walk/bicycle) mode share Conversely, a larger proportion of staff and was 11%. Private Car mode share was 23%. The students whose main campus is Kelvin Grove remainder accessed campuses by motorbike/taxi drive a car (as a single occupant or with other and other ride share options or stated that their occupants) or walk. mode varies from day to day. There are notable differences in travel behaviours According to the 2017 QUT Transport Survey, staff between the student and staff populations, are twice as likely to drive to QUT compared to as highlighted in Figure 3 8, with students students, and almost half as likely to use public demonstrating in 2017 a stronger propensity to transport. use more sustainable transport modes.

Figure 3.8 QUT Mode Share (all campuses combined) by Staff and Students – 2017 QUT Transport Survey

Student

Sta 0% 100%

Public Transport QUT Intercampus Bus 391 Car (single occupant)

Car Car (dropped off) Motorcycle/Scooter

Taxi Bicycle Walk

Mode varies frequently Other

18 Transport, Traffic, Access, and Parking Planning Study_Summary 3.6 Key Drivers of Modal Choice

According to the results from the 2017 QUT • Frequency of service; and Transport Survey, the main reasons for not using • Price. public transport (key drivers of modal choice) are:

It is interesting to note that a slightly higher • Travel time; proportion of students nominated these reasons • Convenience; for not using public transport – except for price – • Reliability; when compared to staff.

Figure 3.9 Reasons for not using public transport for travel to and from QUT – 2017 QUT Transport Survey

80% Staff Students

40%

0%

Price Safety Comfort Reliability Aesthetics Travel time Frequency Information Convenience Accessibility provision Ease of transfers/ Vehicle condition interchanges

The top two reasons (travel time and convenience) are the same across all age groups. Differences emerge across age groups for the third most frequently nominated reason. For respondents aged up to 24, it is reliability. For respondents aged 25 to 39, price becomes the third most nominated reason. Frequency is the third most nominated reason for respondents aged between 40 and 59. Frequency and ease of transfers/interchanges are equal third for respondents aged 60 or older.

Figure 3.10 Reasons for not using public transport to travel to and from QUT by age group – 2017 QUT Transport Survey

80%

40%

0%

Price Safety Comfort Reliability Aesthetics Travel time Frequency Information Convenience Accessibility provision Ease of transfers/ Vehicle condition interchanges

Less than 20 20 to 24 25 to 29 30 to 34 35 to 39

40 to 44 45 to 49 50 to 54 55 to 59 60 or older

19 Transport, Traffic, Access, and Parking Planning Study_Summary 3.7 Current Satisfaction with Public Transport

Public transport users’ ratings of the importance On the other hand, safety, ease of transfers/ of, and satisfaction with, various factors of their interchanges, convenience, travel time, reliability, travel to and from QUT, as recorded by the 2017 price, and frequency are areas in which both staff QUT Transport Survey, were compared. The and student respondents’ ratings of importance average importance mean score was subtracted outweigh their ratings of satisfaction. There is a from the average satisfaction mean score in larger perceived performance ‘gap’ for staff on order to obtain an average difference (or gap) price and frequency factors, compared with the score. Positive difference scores indicate that results for students satisfaction exceeds importance (i.e., on average respondents are satisfied with that aspect of These negative difference scores indicate public transport, relative to its rated importance), service quality aspects in which respondents are and negative scores indicate that importance currently under-satisfied with public transport. exceeds satisfaction (i.e., on average respondents We recommend QUT consider these as areas are less satisfied with that aspect of public requiring priority attention. transport, relative to its rated importance).

As Figure 3.11 highlights, aesthetics, vehicle condition, comfort, and information provision are areas in which both staff and student respondents are satisfied relative to the rated importance of those factors.

Figure 3.11 Difference scores for average ratings of importance of and satisfaction with various factors of public transport for travel to and from QUT – 2017 QUT Transport Survey

Aesthetics Vehicle condition

Comfort Information provision

Accessibility Safety Ease of transfers/interchanges Convenience

Travel time Reliability

Price Frequency

-1 -0.5 0 0.5 1

Staff Students

20 Transport, Traffic, Access, and Parking Planning Study_Summary 4. Baseline Assessments

Detailed analyses across existing modes of transport to each campus and transport related infrastructure/services were undertaken and compared against best practice design principles to identify strengths, weaknesses, associated opportunities, and threats.

Figure 4.1 Summary of baseline analyses

Personal Public Active Transport Public Transport Parking Transport

• Walking and cycling • Current infrastructure • Current infrastructure • Review and quantify infrastructure to/from & and service provisions at current parking provisions in-between campuses & in-between campuses • Role in campus access • Operation and access • Internal campus access • Level of PT accessibility • Possible future take up arrangements of each car and movement options to the campuses of more personal mobility park devices such as E-Bikes, •Accessibility, • Spatial and temporal E-scooters etc. and • Compliance with topographical constraints analysis of current PT policy/design regulatory standards and safety issues of patronage data considerations. internal & external • Existing management networks • Passenger information arrangements

• Ancillary infrastructure • On-time reliability • Review parking such as end of trip of services utilisation facilities, bicycle parking, and secure storage. • Review of QUT • Estimate parking shuttle bus service. demands by user group

Private & service Campus transport Travel behaviour vehicle access information change program

• Current tra‡c demands • Way Finding/signage • Review existing of each campus behavioural change • Online campus transport programs, marketing • Distribution throughout information and information surrounding network • Online wayfinding • Examine new ways to • Existing intersection applications enhance information performance provision, and incentivise • HiQ App sustainable travel choices • Internal vehicle circulation through QUT campuses & • Overall availability and impact quality of transport information •Impact of committed external developments and network improvements

•Access and egress arrangements for private and service vehicles

21 Transport, Traffic, Access, and Parking Planning Study_Summary Key findings across all modes/areas have been external stakeholder representatives to address synthesised into a SWOT (Strengths, Weaknesses, these issues and assist wider endeavours to Opportunities, and Threats) summary below. enhance accessibility and connectivity for its This summary captures what we consider to be students/staff and the wider community. QUT’s key strengths, weaknesses (or areas for improvement), opportunities, and threats. The outcomes of the SWOT assessment directly relating to each campus are summarised in Figure Some issues extend beyond QUT’s direct area of 4 2 and Figure 4 3 and are explained further in the influence/control. We recommend QUT continue discussion that follows. to work closely with government agencies and

Figure 4.2 SWOT Assessment – Gardens Point Campus

M3 X Bus stop only used QUT Formal X Conflicts between Flower William Street Garden George Street Intercampus at peak times turning traŒc and Shuttle pedestrians Alice Street Brisbane City Main Drive is a Botanic Gardens high quality walking X InsuŒcient parking link through campus

information before Secondary bike B o t and to the City access point a n

i G c vehicle decision a Bamboo G r d a Centre e Grove n r s A d P Parliament e point o n i n House s t R B o i a k d D e Main Drive w a X No direct walking Highly walkable, y F link from Goodwill small size blocks and T Bridge to heart of J many walking links W G E Lamington Drive U campus

H X Link to ferry R V X Highest turnover terminal indirect and Kidney Q Lawn parking is located Old Government Rainforest hard to find House Hideaway LEGEND B S N furtherest extent ic e M n t X P e n P Lady Bowen into campus n Cycleway ia Poor quality Lawn X Poor pedestrian l B Garden ik walking access Y Primary Walking e Z w environment, does Route a East y P Lawn X Motorcycle parking s Point Road No through not meet Walkway O walking access well over capacity

accessibility Elevated P C d Walkway P a o standards in some P R t P in X Vehicle/bicycle/ o P Elevated P s n locations Block Lawn e rd Walkway a pedestrian conflict G (Main Campus) zone X Parking structures Bicycle

e

Parking g d Primary bike Brisbane i have complex r Riverstage B access point

l Well linked to Unmet pedestrian il w internal circulation d desire lines o o cycling network by routes G 100m Bicentennial bikeway 1:2 552 and Goodwill Bridge

Figure 4.3 SWOT Assessment – Kelvin Grove Campus

M3 Secondary bike access point X Sportsfield X Kelvin Grove carpark Road undesirable underutilised for cycling X Steep X Lack of topography and pedestrian indirect walking crossings and high routes trac speeds on Victoria Park Road High frequency bus services from Close proximity busway station of Urban Village to campus X Bus station not readily visible from Frequent bus campus services along LEGEND Kelvin Grove Road Legible walking Bus Station link from Quad to X Sprawling Cycleway bus station campus with sharp Primary bike Primary Walking access point changes in Route X Intercampus bus topography Walkway Steps shuttle stop distant Bicycle from Sportsfield Parking carpark Unmet pedestrian desire lines 100m Link to North 1:3 882 Brisbane bikeway

22 Transport, Traffic, Access, and Parking Planning Study_Summary 4.1 Strengths variety of amenities, shops and services close to the campus. This reduces demand for private vehicular travel and increases demand 4.1.1 Gardens Point Campus for active travel. • The Kelvin Grove campus has student • Gardens Point campus leverages off the accommodation in the near vicinity within wider city centre public transport network, easy walking distance of the campus. with direct connections available for a very • QUT has provided an extensive network wide range of destinations around South-East of stairs and lifts to overcome pedestrian Queensland. Students can access two railway circulation constraints caused by steep terrain stations and three busway stations within 15 on campus. minutes’ walk. • The main walking axes of the campus are • The major campus bus stop on Alice Street clearly defined, with legible walking paths is well located for easy access on and off the connecting the quad, student centre, Kelvin Riverside Expressway. Grove bus station, Inter-campus shuttle stop, • The campus has direct access to the QUT Kelvin Grove Urban Village, and the main CityCat terminal. Kelvin Grove Road bus stop. • The Gardens Point campus is very well connected to the existing Brisbane Cycle 4.1.3 Across both campuses Network. This is provided by the Bicentennial • The current public transport modal share Cycleway passing the campus, the Goodwill for travel to both campuses is already high, Bridge, and strong connections to the relative to other Brisbane campuses. Veloway 1 alongside the Pacific Motorway. • The existing QUT shuttle bus connecting • There is student accommodation in the campuses provides a free to user, direct, vicinity of Gardens Point campus. convenient, and frequent service for staff and • The internal campus environment is highly students. walkable. Several factors lead to this including • QUT has existing centres of innovation and the compact nature of the site, small block established collaborations with national and size, density of walkable connections, and the international research centres, industry, and social safety provided by high numbers of government. people moving around the campus. • The university has established strong • Private vehicle access to the campus is communication and engagement connections separated from primary pedestrian entrances, with staff and students to educate, promote, and internal vehicle circulation is restricted. and incentivise sustainable public/personal • Constrained private vehicle access to the mobility options. Gardens Point campus helps create high demand for alternative transport options. 4.2 Key Areas for 4.1.2 Kelvin Grove Campus Improvement • Kelvin Grove campus has a dedicated station on the Inner Northern Busway, which provides 4.2.1 Gardens Point Campus fast frequent services to many northern suburbs as well as the inner sections of the • The Gardens Point campus does not have South-East Busway. a specific, legible bus interchange facility. • The campus is served by a high volume of Many students walk 1200 metres to the South bus services within walkable distance, and the Bank rail or busway stations and to Mater Hill temporal span of service is very good with busway station to access public transport a high level of frequency continuing into the connections. This makes public transport evening. less competitive with other modes for short • The campus is well connected by bus to the trips and means walking can be a high time rail network, with a minimum five-minute component of a public transport trip. interpeak frequency providing a highly • The city centre bus stops within 400 metres reliable six-minute trip via bus to the Roma of the Gardens Point campus are only served Street bus / train interchange. by ‘peak only’ buses (except for the City Loop • The proximity of the Kelvin Grove Urban service). There are no frequent all day ‘BUZ’ Village to the main campus ensures that routes that directly connect the Gardens students and staff have access to a wide Point campus.

23 Transport, Traffic, Access, and Parking Planning Study_Summary • The current CityCat journey times, and all- Kelvin Grove with suburbs to the west such as stops network design, mean ferry transport Paddington. is less competitive than alternative modes to • The location of bicycle parking does not outer areas of the network. This is likely to match well with the topographical barriers reduce demand for access to/from campus that riders face. by CityCat. • Current car parking provisions at the Kelvin • Demand for bicycle parking, as well as Grove campus may discourage drivers from motorbike parking, potentially is in excess considering alternative sustainable modes of of existing official supply at Gardens Point transport. campus. The current location of the official • Topographical constraints at the Kelvin Grove bicycle parking may not match with the campus restrict the provision of legible desired location for bicycle parking, which is walking routes between all areas of the in the area adjacent to the Goodwill Bridge. campus. Specifically, walking routes between • Consolidated ‘end of trip’ facilities for the Quad and the northern part of campus people riding bikes/walking are not currently are unclear and circuitous. The site layout provided. also creates issues for those riding bicycles • Some existing pedestrian paths through the to campus and then walking significant campus are of lower quality, especially along distances to their work place. the river edge of the campus. Topographical • Sections of the intra-campus and inter- constraints and the use of stairs and elevated campus road network are not designed to walkways to overcome them block sight encourage active transport. lines and create wayfinding uncertainty. The • Victoria Park Road creates a clear barrier Goodwill Bridge is not well connected to the between the main campus area and the heart of the campus. Lanes like Lamington Kelvin Grove Urban Village for active travel. Drive are not particularly welcoming to Pedestrian crossings may be difficult at key pedestrians, and footpaths along Gardens demand areas such as the major pedestrian Point Road are disjointed and currently do entries to the campus. not meet disability access standards. • While Kangaroo Point is only around a 4.2.3 Across both campuses kilometre from the campus ‘as the crow flies’, there is no direct active transport connection. • Most people who access campus by public The only options are a three-kilometre walk or transport transfer between services at least a 1500 metre walk and a ferry trip. once, with some people transferring two or • Current and potential future parking supply at even three times. This can add a significant Gardens Point campus is heavily constrained amount to journey times unless the services by the highly dense and spatially constrained involved are highly frequent and schedules nature of the site. are well connected. • Traffic capacity constraints mean that future • Information available about active travel traffic access to Gardens Point will likely options to, from or between the QUT become more challenging over time. campuses is limited. The cycling route between the Gardens Point and Kelvin Grove campuses is circuitous and has gaps that lead 4.2.2 Kelvin Grove Campus to potentially unsafe conflicts with traffic. The route is not specifically signposted to assist • Bus services to the Kelvin Grove campus are cycling travel between the campuses. across three separate locations (QUT Busway • The ‘safety corridors’ identified by QUT Station, Kelvin Grove Road Bus Stops, and the are not currently identified on the main 391 Shuttle stops). Wayfinding to bus stops accessibility maps posted on the website and requires improvement. around campus, nor on the ground with any • Public transport is less competitive time-wise markings or other identifying features. with private vehicles for travel to campus • There is limited information regarding the from some areas relatively close to the night shuttle bus service available on the QUT campus, such as Paddington and Ashgrove, website (provided by QUT from 5.45pm to as well as from more distant northern and 10pm during semesters on each campus). western suburbs of the city. • Kelvin Grove campus is not well connected by bicycle to the north and west of the campus. There are no planned routes that could link

24 Transport, Traffic, Access, and Parking Planning Study_Summary 4.3 Opportunities 4.3.2 Kelvin Grove Campus

• The proposed Brisbane Metro will improve 4.3.1 Gardens Point Campus capacity, frequency, and reliability of services along the Inner Northern Busway, including • There is an opportunity to provide an past the Kelvin Grove campus. improved north-south pedestrian link through • There is opportunity to upgrade Victoria Park the campus by extending the Main Drive Road to improve connections and encourage pedestrian link to Gardens Point Road via active travel between the main campus area Lady Bowen Lane and/or Macgregor Lane. and Kelvin Grove Urban Village via improved • Lamington Drive offers an opportunity wayfinding, better distinguishing the various to provide a secondary north-south link street types (movement vs access) within through the campus. This can be achieved by the campus and surrounding Urban Village in upgrading this to a high quality shared space order to increase legibility for all road users that encourages active transport use into and improving access for persons with a campus, while continuing to allow essential disability. service vehicle access. • Conversion of on-campus roads to high • When buildings on the Gardens Point campus quality shared spaces with low vehicle are redeveloped there is an opportunity volumes and speeds will further encourage to provide improved permeability through the use of active travel. the Gardens Point campus by opening and • Redevelopment of poorly utilised sites along promoting new pedestrian linkages. Musk Avenue near Victoria Park Road will • Potential redevelopment of buildings along provide for an improved walking environment. the Gardens Point Road edge of campus can New buildings along this street will aim to provide an improved pedestrian environment. have active frontages to ensure walking past Specifically, a direct, legible pedestrian linkage is pleasant at all times. to the ferry terminal would help increase the • There is further potential to improve cycling visibility and accessibility of this travel mode. links from nearby areas such as Rosalie, • Cycling offers the potential for significant Paddington, Spring Hill, and Bardon. Whilst travel time/cost savings over public and difficult topography may limit the increase private transport from nearby areas such as achievable in cycling to Kelvin Grove Campus, the West End, Paddington, Fortitude Valley, increased take up of electric bikes (E-Bikes) and Kangaroo Point. Therefore, investment may increase this potential in the future. in improved infrastructure that targets these • There is potential for better connectivity of areas has potential for increasing active mode the Kelvin Grove campus to the city bicycle share. network, such as from the northern suburbs, • There is potential to grow ferry patronage by and more direct connectivity into the city and service schedule enhancements and network Gardens Point campus. redesign. • Available parking at Kelvin Grove in • The proposed Albert Street station as part of conjunction with the inter campus shuttle Cross-River Rail will provide a new station in provides an opportunity for staff and students close walking distance of the Gardens Point to park at Kelvin Grove and ride to Gardens campus. Point. • The southern peninsula of the City Centre 4.3.3 Across both campuses is increasingly becoming a focus of current and future developments, most notably the • There is a generational shift in attitudes developments of 1 William Street and Queens towards transport, with younger people Wharf Brisbane. The area is currently a key less likely to have a driver’s licence, more focus for local and state governments and will likely to be public transport users, and more significantly increase travel demand to the responsive to service improvements. southern area of the City Centre. There is an opportunity for QUT to benefit from improved • International students are less likely to public transport service improvements that have access to private transport and will be are designed to bring people to the southern encouraged to utilise public transport and/or area of the City Centre. This can include both active transport to access QUT campuses. bus services as well as the City Cat/ ferry • The State Governments’ and local councils’ system. Transport Plans, Principal Cycle Network Plans, Active Transport, and River’s Edge

25 Transport, Traffic, Access, and Parking Planning Study_Summary Strategies present significant opportunities and mobility options under the one not only to improve regional-wide integrated platform. In the longer term, there accessibility but also to enhance the amenity are significant opportunities for the Student/ of the city’s urban realm. Staff ID to be transformed/incorporated into • There is an opportunity to provide improved an integrated Mobility Card/App. cycling linkages between the Gardens Point • There are ‘Living Lab’ opportunities for and Kelvin Grove campuses by upgrading research, development, as well as to pilot/ the existing route. This can be achieved by trial innovative transport service products adding wayfinding, minor improvements to and delivery models. This includes personal make travelling along the route safer, and public transport, electric bikes, connected the potential addition of new linkages to technologies, autonomous vehicles, and improve the directness of the route. Mobility as a Service. • There is significant potential to increase • There are several mobility / personalised take-up of active transport to both QUT public transport applications now on the campuses with infrastructure enhancements, market, that can be utilised/adapted/ supported by travel behaviour change promoted, and there is significant interest campaigns. For example, there is an from the private sector in trialling and opportunity to provide staff/students with adopting new technologies. access to a fleet of electric bikes to trial and • Personal public transport is increasingly evaluate these as an alternative transport provided in the form of direct business-to- mode for travel between the two campuses. peer and peer-to-peer delivery. This means • There are many bus services that pass within QUT does not need to invest significant 1500 metres of the Gardens Point campus. capital and resources to administer schemes. There may be opportunities to re-route A number of ride-share service providers an existing service to serve more directly have demonstrated a strong willingness to the Gardens Point campus and surrounds. ‘serve’ the student market, provide discount This rerouting could have wider benefits in and value-add incentives, and are investing terms of removing buses from other highly significantly in new cutting-edge initiatives. constrained corridors around the City Centre • There is a significant opportunity to ‘reach’ (such as the Cultural Centre station) as well and change the behaviours of those as reducing pressure on current City Centre segments who use the private vehicle to bus terminal locations. access campus for convenience and comfort. • Full time university students receive a 50% • There are opportunities to better manage discount on TransLink fares, and recent constrained parking resources, particularly at simplification of the zonal fares system Gardens Point campus. has reduced public transport fares further. These initiatives further enhance the price competitiveness compared to other modes of transport. • Real time data is available from TransLink that can help provide students and staff with detailed public transport information and may also be incorporated in improved way finding signage (dynamic and static) on campus. • Open data sources from government agencies may be used by QUT as part of student projects to test potential concepts for applications. If applications are deemed to be useful they can be further developed by QUT. This provides significant opportunities for student learning and engagement with real world issues and concept demonstrations. • There is a significant opportunity to manage the campus populations’ total mobility and lifestyle requirements. This includes opportunities to better manage all transport

26 Transport, Traffic, Access, and Parking Planning Study_Summary 4.4 Threats • Road improvement investments may actually make driving into the city more attractive, relative to sustainable transport modes. 4.4.1 Gardens Point Campus • Technology is advancing so rapidly that ‘solutions’ involving new technology may • The construction and operational phases become outdated/superseded – future of Queens Wharf Brisbane is likely to place proofing of interventions is a key priority. additional external pressure on QUT’s • Traditional public transport/passenger constrained parking supply and traffic transport providers may not be currently movement on nearby roads. positioned or incentivised to participate in • New developments in the southern area of a Mobility as a Service delivery framework – the CBD may lead to further over-loading of open data is a key requirement for the model public transport services in the city centre, to work. with the potential risk of diminishing the • Key challenges in establishing and attractiveness of public transport. implementing a Mobility as a Service • QUT may face a potential loss of under- framework include the availability of adequate freeway car and motorcycle parking funding and revenue streams, the policy (approximately 20% of its parking supply) and regulatory environment, overall policies following the end of its lease in 2031. towards open data and data sharing, and organisational and governance structures. 4.4.2 Kelvin Grove Campus • Students and staff often have flexible schedules and varying times on campus • The new Sportsfield carpark may compete which threaten the success of car pool and with efforts to encourage greater take-up of van pool initiatives. sustainable modes. • Peer to Peer car sharing may encourage • The topography surrounding the Kelvin Grove public transport users to shift to private campus is very steep in some locations. This vehicle access, diminishing the desired creates barriers to active travel for many objective of reducing motor vehicle access to people, especially for cycling. This could be a and between campuses. significant barrier to more take up of active modes at the Kelvin Grove campus. • Pedestrianisation of roads within campus may lead to reduced bike accessibility.

4.4.3 Across both campuses

• Travel times to both QUT campuses from wide areas of Brisbane on public transport are less competitive with private transport. • Timeframes for major planned and proposed new public transport projects (Cross-River Rail and Brisbane Metro) are not completely certain and are at least five years away from being in operation. • Increasing cycling mode share is largely driven by external factors, such as provision of safe cycling infrastructure. Therefore, if new infrastructure is not provided then there will be less scope to improve cycling mode share. • Increases in parking capacity from either QUT or private developers may encourage more people to drive to the QUT campuses. • Students living at home with access to the family car may lead to a greater propensity to drive, especially off-peak when public transport services are less frequent.

27 Transport, Traffic, Access, and Parking Planning Study_Summary 5. Recommendations

A comprehensive set of recommended • Direct connection from Main Drive to interventions has been identified for QUT’s further Gardens Point Road; and consideration, prioritisation, and action. The • Lamington Drive to become more of a recommendations are derived from information pedestrian friendly space using improved sourced in the baseline assessment outlined paving and lighting. in section 4, a Best Practice review, and a • AT2 - Advocate for an investigation into AT SWOT analysis of QUT’s transport options and bridge linking Alice Street with Kangaroo accessibility. Point. This will increase the AT catchment of the campus, and boost use of active travel to A description of key recommendations is provided between QUT and Kangaroo Point. This is a in this Section. It is important to note that some medium- to long-term action, having regard of these recommendations may be beyond to the planning by BCC and TMR. QUT’s direct area of control and will require consideration by State Government, Brisbane City • AT3 – Advocate for improved pedestrian Council, and private sector developers. Multi- paths to the Gardens Point campus. In the modal and multi-agency investments are required short term, advocacy should include: to reduce congestion, preserve the environment, • Lighting upgrades to key walking paths and improve convenience, accessibility, and through Botanic Gardens to improve connectivity. safety. • ‘Scramble’ crossings to improve The list of recommendations was evaluated pedestrian safety and reduce delay for via a Multi-Criteria Analysis process to guide people walking between the campus and prioritisation of recommendations and to identify the wider City Centre. the common themes and key projects that were examined in more depth in Phase 2 of the project (as discussed in Section 6). 5.1.2 Kelvin Grove Campus

Suggested timeframes for recommended actions • AT4 - Advocate for improved pedestrian have been outlined for the recommended actions, amenity and safety on Victoria Park Road using the following indicative timeframes: adjacent to KG campus. The key areas identified in need of improvement are the • Short term within the next two years intersections of Victoria Park Road with • Medium term three to five years Boundary Road, Musk Avenue, and Blamey Street. This should have a short-term focus. • Longer term beyond five years • AT5 - Review and improve pedestrian • Ongoing. circulation routes on KG campus. This review should be undertaken in the short term, to While each recommendation may be considered identify key desire lines for pedestrians with separately, there is the need for a holistic program an aim to improve the quality, directness, and management approach moving forward as there legibility of connections. The review should are clearly strong inter-dependencies between also identify a clear hierarchy of on-campus recommended actions. streets to understand which sections should provide general vehicle access, which sections 5.1 Active Transport (AT) are required for service vehicles, and which streets should have pedestrian priority. Key areas identified in need of change in the short 5.1.1 Gardens Points Campus term are as follows: • Upgrade the Ring Road to be a • AT1 – Improve Key Pedestrian Linkages pedestrian priority route by discouraging on Gardens Point campus. This should be through traffic, and ensure it is only used an ongoing action with some short-term by essential deliveries. improvements, Key areas identified for improvement in the short term are: • Improved pedestrian linkages from the main campus lawn to P Block and the • Legible connections from Goodwill Sportsfield carpark. Bridge to Lady Bowen Lane;

28 Transport, Traffic, Access, and Parking Planning Study_Summary 5.1.3 Across the two campuses and potentially mitigated. Other CBD developments and initiatives (including QWB, • AT6 - Advocate for improved AT (including Brisbane Metro and Cross River Rail), traffic cycling) connections to and between both constraints and impacts, as well as funding campuses and the surrounding AT networks, implications will also need to be considered. to provide short- to medium-term and This should commence in the short term and ongoing improvements. is likely to have a medium-term outcome. • A key short-term priority identified is • PT2 – Advocate for improved Alice St a high-quality cycling facility from the and George St bus stops. A high-quality Goodwill Bridge through to West End signature bus stop with improved amenity for along Vulture Street. waiting passengers will incentivise greater PT use. Depending on scope and progress with • Work with BCC to improve linkages PT1, this could be addressed as part of PT1. between the Kelvin Grove campus and the surrounding active transport network. • PT3 – Advocate for improved ferry services Key areas identified for improvement in to Gardens Point. Work with TMR (TransLink the short to medium term are: Division) and BCC to identify service design enhancements and marketing opportunities • A connection from Herston Road to to improve the customer experience and the Enoggera Creek bikeway along grow patronage and ferry mode share. This is Aberleigh and Fagan Roads. considered to be an ongoing action. • Links to the North Brisbane Bikeway • PT4 – Promote ferry transport to Gardens to Newstead along O’Connell Point. Promote the benefits of ferry travel Terrace and Montpelier Road, and to to/from campus more widely. Furthermore, Fortitude Valley along Brookes Street. improve on-campus way finding signage to • AT7 - Explore leveraging opportunities clearly guide the campus population to the arising from major AT projects in the SEQ Gardens Point CityCat terminal and Eagle region. Pursue this as part of implementing Street Pier ferry/CityHopper terminals. This recommendation AT6. should be a short-term action by QUT. • AT8 – Provide improved / additional bike parking on both campuses and establish bike parking data collection. As part of all 5.2.2 Kelvin Grove Campus ongoing AT improvements, when new bike parking is provided, this should be in areas • PT5 – Advocate for improved wayfinding that are easily linked to the surrounding and information for key bus stations & stops cycleway network and avoid obstacles to bike on Kelvin Grove campus. As a short-term riding such as steep slopes or busy streets. priority, engage with both TMR and BCC to identify and progress improved wayfinding • AT9 – Provide targeted end of trip facilities opportunities on and around the campuses at key locations on both campuses. Official to ensure consistency and increased legibility end-of-trip facilities should be provided in when transitioning from on-to off-campus locations that are easily accessible for people areas and across the three main bus station/ arriving at each campus on bikes. These stop locations. should be co-located with secure bike parking and include a bike repair stand with pumps • PT6 – Advocate for bus and transit lane and tools. This should be both a short-term priority measures along Kelvin Grove Road. and ongoing priority. In the medium term, work with TMR and BCC to consider further bus and transit lane priority measures along Kelvin Grove Road to 5.2 Public Transport (PT) improve connections to Roma St and north- western suburbs. 5.2.1 Gardens Point Campus • PT7 – Promote the Kelvin Grove campus to Roma St busway link to improve awareness. • PT1 – Participate in a multi-agency, multi- Ensure the fast and frequent busway stakeholder review of CBD bus network. connection to the rail network at Roma This would identify ways to improve bus Street is clearly advertised internally so this connectivity to the campus, particularly in the link becomes well known amongst students, interpeak and evening. The implications of staff, and visitors. This should be a short-term any changes on other parts of the network, action. on existing customers, and potentially new customers will need to be assessed

29 Transport, Traffic, Access, and Parking Planning Study_Summary 5.2.3 Across both campuses 5.3 Personal Passenger

• PT8 – Explore leveraging opportunities Transport (PPT) arising from major PT projects in the SEQ region. Explore leveraging opportunities 5.3.1 Fleet Vehicles arising from significant Public Transport projects in the SEQ region and work • PPT1 - Investigate opportunities to collaboratively with government and industry supplement or replace QUT-owned fleet partners to achieve a transformative level with a car-sharing solution. This short- to of connectivity city-wide. This should be an medium-term action would provide a number ongoing activity, building on existing major PT of benefits including: project engagements. • contribution to sustainable transport • PT9 – Engage with key advocacy and targets; interest groups to address significant • potential for an easy and convenient challenges and opportunities ahead. management system through a Web/App Further engage with passenger transport Booking Tool; and groups, interest groups, other academic • use for guaranteed rides home/ institutions and the general community and emergency rides and safe night transit foster closer working relationships, moving services. forward, to address the significant challenges and opportunities ahead. This should be an 5.3.2 Ride Sharing ongoing activity. • PT10 – Support TMR (Translink Division) • PPT2 – Explore the opportunity to engage and BCC endeavours to improve the public an external party to provide ride-sharing transport network. Continue to support services for QUT campuses. TMR (TransLink Division) and BCC efforts to • In the short term, endeavour to improve connectivity and accessibility and collaborate with a commercial provider. provide a legible, easy to use PT network. This The University will achieve more ‘reach’ should be an ongoing activity. and ‘frequency’ in the marketplace • PT11 – Investigate options to improve by joint marketing, advertising, and the ‘night shuttle’ services. For example, promotions. QUT may explore innovative, value for • In the medium term, consider the money, proposals from the private sector inclusion of incentives to reward to enhance ‘first mile, last mile’ connectivity students/staff for take up of shared to the TransLink scheduled public transport services as part of the package. network with more personalised, on-demand • PPT3 - Adopt measures to facilitate take- ride-sharing/ride-sourcing options and up of ride sharing and ride sourcing. To applications. At a minimum, QUT should facilitate the take up of more ride sharing and ensure the visibility/awareness of the night ride sourcing it is recommended that QUT, as shuttle is improved. This should commence in a short-term action: the short term and be an ongoing activity. • review parking management policies • PT12 – Review the inter-campus shuttle. and practices, including the allocation of Consider options and opportunities priority parking spaces or parking price for superior delivery, including greater discounts for users of ‘green transport’ responsiveness and flexibility. This should options; include new technologies and deliver upon best practice approaches to environmental • ensure provision of space for ride- sustainability, on-demand customer sourced waiting area, pick up and drop information and services, along with dynamic off points; and monitoring and responsiveness. This should • ensure provision of dedicated carpooling commence in the short-term and be an bays for ride-share vehicles, in prioritised ongoing activity. locations, with highly visible branding and signage.

30 Transport, Traffic, Access, and Parking Planning Study_Summary • PPT4 - Provide Guaranteed Rides Home • the applicability of a PMED (i.e. Electric in conjunction with AT/PT/PPT initiatives. bike) share scheme trial and evaluative As an ongoing action, explore further research project covering fleet/resources, options to provide Guaranteed Rides Home infrastructure, services, staff/student (for emergency access) and late night perceptions, take-up rates, and changes safe access options in association with the in travel behaviours. implementation and active promotion of PT/ • PPT9 - Prepare for a future which includes PPT/AT initiatives. the use of connected and autonomous • PPT5 – Investigate options for a ride-sharing vehicles. As an ongoing action, pursue service from Kelvin Grove campus to the Living Lab opportunities in partnership western suburbs. In the medium term, with government transit agencies, transit explore the option of providing a ride-sharing operators, and the private sector to ensure service from the Kelvin Grove campus to the QUT remains at the forefront of innovative suburbs directly to the west of the campus passenger transport service development and including Bardon, Rosalie, and Paddington. delivery. Public transport journey times are less competitive with driving for these trips as passengers are required to catch a bus south 5.4 Parking (P) to Roma Street first, before transferring onto a westbound bus. • P1: Provide additional Garden’s Point campus motorcycle spaces by converting 5.3.3 New Technologies inefficient car spaces. As a short- to medium-term action, endeavour to provide additional on-campus QUT controlled • PPT6 – Identify partnership opportunities motorcycle parking to meet existing QUT to improve sustainable mobility and motorcycle parking demand, potentially accessibility. Explore opportunities via the conversion of existing underutilised (independently and potentially jointly) to parking spaces. improve sustainable mobility and accessibility • P2: Investigate opportunities to optimise through collaboration and public-private parking utilisation at the Kelvin Grove partnerships, including greater integration campus. This should be a short-term action of (multi-modal) services, information, and by QUT, with consideration to: payment methods. This should be an ongoing • Park and Ride opportunities between the action. two campuses, for commuters who rely • PPT7 - Consider EV’s/AV’s for QUT’s on private vehicle access to park at Kelvin service fleet/intra-campus shuttles. To Grove campus and catch inter-campus further demonstrate QUT’s commitment shuttle services to Gardens Point; to environmental sustainability and smart • Parking management policies and transport, consideration in the medium term practices; and should be given to the provision of shared hybrid/electric vehicles in QUT’s service fleet, • Collaboration opportunities with external along with demonstrations of autonomous/ third-parties. semi-autonomous electric vehicles for intra- • P3: Investigate opportunities to optimise campus mobility/service delivery. parking utilisation at the Gardens Point • PPT8 - Promote and facilitate safe use campus via pricing and permit allocation of PMED’s. To enhance first and last mile adjustments. As a short-term action, connectivity and facilitate safe use of investigate: Personal Mobility Electric Devices, it is • adjustments to the current pricing recommended as a short-term action that structure for different user groups of QUT fully consider: QUT parking (e.g. external users, QUT ID • the implications on the design of spaces holders, permit and casual); and and public facilities to ensure users do • adjustments to the permit and quota not impose undue negative impacts on allocation procedures. other users, particularly in managing potential ‘conflicts’ with pedestrians; • education around ‘safe mixed uses’; • appropriate parking and charging spaces are provided for the diverse range of PMEDs; and

31 Transport, Traffic, Access, and Parking Planning Study_Summary • P4: Provide dedicated parking bays for • pricing arrangements of parking and shared / hybrid / electric vehicles at permits; and QUT campuses. To demonstrate QUT’s • frequency, times, and locations of shuttle commitment to environmental sustainability services between the Kelvin Grove and and smart transport, consider providing Gardens Point campuses. dedicated parking bays for shared / hybrid • PSV5 - Implement proposed changes to / electric vehicles at QUT campuses. This smart signage on Gardens Point campus. In should be a short-term action by QUT. the medium term, implement enhanced smart • P5: Implement further smart parking signage: technologies at QUT campuses to improve • Consider mobile app. integration in order parking information and wayfinding, to better inform visitors via real-time and to reduce parking congestion. In the information on parking availability; medium to longer term, investigate additional opportunities to implement smart parking • Consider possibility of new smart parking technologies at both the Gardens Point and sign after Alice Street ramp but before Kelvin Grove campuses. the Gardens Point Road turnaround, enabling vehicles to turn around without heading deeper into the campus in the 5.5 Private and Service event that parking is full; and • Consider potential for smart sign also on Vehicle Access (PSV) Alice Street, but before William Street, to allow drivers the opportunity to avoid the • PSV1 - Advocate for a pedestrian review for campus entirely if parking is full. the area surrounding GP campus including consideration of potential scramble crossings. As a short-term priority, work with government agencies to review pedestrian 5.6 Campus Transport activity in the area of the CBD surrounding Communications and the Gardens Point campus, including the potential for scramble crossings to be Information (CI) introduced at the following intersections: • CI1 - Implement a single portal for transport • Alice Street / George Street; information for staff, students, and visitors • William Street / Margaret Street; and to QUT. This portal should highlight the • George Street / Margaret Street. accessibility of QUT campuses by public transport and active modes, including • PSV2 - Impose restrictions on delivery/ the provision of a journey planner as well service vehicle access to Gardens Point as infographics identifying proximity of campus during peak vehicle/pedestrian campuses to rail and busway stations. This periods. Introduce, where practical, action should commence in the short term. restrictions on delivery and service vehicle access for the Gardens Point campus, to • CI2 - Install transport information on coincide with times outside peak vehicle and campus. As an ongoing action, enhance pedestrian periods. This should be an ongoing transportation information across action. the campuses. This may include the implementation of real-time public transport • PSV3 - Advocate for proposed changes to information. William Street/Margaret Street intersection. Support proposed changes to the William • CI3 - Upgrade on-campus wayfinding. Street / Margaret Street intersection, Supplement existing information boards including limits on right-turning traffic to ensure main walking routes are clearly movements. highlighted and obvious to people walking around the campuses. These main walking • PSV4 - Investigate the effects of parking routes should be those that QUT has and shuttle changes on the spread of identified as Safety Corridors and should be arrivals and departures for the Gardens supported with staff patrols and surveillance. Point campus. As an ongoing action, This should be a short-term priority action. investigate the potential effects of the following on the spread of arrivals and departures for the Gardens Point campus, to reduce the existing high peak volumes:

32 Transport, Traffic, Access, and Parking Planning Study_Summary • CI4 - Develop a comprehensive Travel to encourage sustainable transport choices Behaviour Change program. Develop an and manage travel demand. This should over-arching Travel Behaviour Change commence in the short term. program to encourage student/staff shift • MaaS2 - Develop a business case for to more sustainable transport options, a collaborative Mobility as a Service supported by extensions to the QUT HiQ trial. Investigate the business case for a Mobile app and links to commercial apps collaborative trial with the public and private targeting active travel. Commencing in the sectors. Seek implementation of a trial in the short term, this should be an ongoing action. medium term. • CI5 - Implement parking management • MaaS3 Advocate and Collaborate with mechanisms to influence travel behaviours. other universities and tertiary institutions In the medium term, consider parking to pursue the development of a “U-Pass” management mechanisms to influence travel offering. Seek to form partnerships with behaviours, including but not limited to: TMR/TransLink and other tertiary institutions • transit access incentives in lieu of parking to advocate for and pursue the development spaces; of a “Universal Access Pass” type product • option for staff to “cash out” employer- for students/staff. This should be a short- to paid parking; medium-term action. • peak period pricing premium/off-peak discount rates; • shared-car parking spaces; and 5.8 Campus Transport • smart parking systems (linked to smart Management (CTM) phone applications). • CTM1 – Implement an overarching Sustainable Transport Management unit. 5.7 Mobility as a Service Implement an overarching Sustainable Transport Management unit to coordinate (MaaS) transport infrastructure and service strategies, interventions, and advocacy initiatives. The • MaaS1 - Incorporate additional mobility unit should have a clear responsibility to management functionality to the existing deliver, manage, co-ordinate and monitor QUT application. Seek to develop additional a comprehensive and integrated Travel mobility management functionality to its Behaviour Change program. This should be a current app incorporating TransLink’s real- short-term priority action. time data and with value-added incentives

33 Transport, Traffic, Access, and Parking Planning Study_Summary 6. Selected Projects – Phase 2

Following a review of recommendations It is to be noted these projects capture a number described in Section 5, and the common themes of individual recommendations provided in Phase emerging from a Multi-Criteria Assessment and 1 and strong inter-relationships exist between the prioritisation process, the Project Steering Group selected projects. selected seven key projects to explore in more detail as part of Phase 2 of the TTAPPS Project. Mobility as a Service (MaaS) (refer Section 6.6) These projects also include several longer- is an over-arching management framework for term opportunities that will require developing bringing all strategies and interventions together. comprehensive strategies and actions. An Advocacy Strategy will guide all QUT’s The key projects identified were: transport and access endeavours, collaboration activities, and project work moving forward. • On-campus wayfinding; • Shared services, including E-bikes; A brief description of the seven selected projects • Inter-campus bus shuttle; for Phase 2 and recommended timeframes for implementation follows. • Universal access transit pass (U-Pass); • Travel Behaviour Change (TBC); • Mobility as a Service (MaaS); and • Advocacy Strategy.

Figure 6.1: Relationship between Key Selected Projects

Advocacy Strategy

Transport Mode Options Transport Mode Choices

Shared Services Inter-campus Bus U-Pass Wayfinding Travel Behaviour Shuttle Change Program

MaaS

34 Transport, Traffic, Access, and Parking Planning Study_Summary 6.1 On-campus Wayfinding

This project focussed specifically on opportunities overcoming geographic constraints at both the to improve the wayfinding infrastructure present Gardens Point and Kelvin Grove campuses in the at both the Gardens Point campus and the Kelvin short term, while allowing for greater integration Grove campus, through the utilisation of emerging between movement through the on-campus technologies and positioning, as identified by the environment and the on- and off-campus recommendations from the Phase 1 investigations. experience in the longer term.

Improvements for the key pedestrian linkages Indirectly, improvements in wayfinding should also include not just wayfinding information and signage will also assist QUT in enhancements, but also enhancing the quality improving key pedestrian linkages on Gardens of the walking environment to support safe Point campus and Kelvin Grove campus and pedestrian thoroughfares that provide a superior promoting ferry services to Gardens Point level of urban amenity at all times of the day. through greater on-campus awareness.

Improvements in on-campus wayfinding will assist in improving pedestrian circulation and

Figure 6.2 Gardens Point Campus – Cycling and Walking Key Desire Lines – Wayfinding Opportunities

QUT Formal William Street Flower George Street inter-campus Garden Shuttle

Alice Street

Brisbane City Botanic Gardens

B Secondary bike o t access point an

i c G a Bamboo G rd a e Grove r n A d s e Parliament P n o i House s n B t R i o D k a Main Drive e d w

a

y F

T

J W G E Lamington Drive U

H

R

V Kidney Q Old Lawn Government Rainforest House Hideaway LEGEND B S N ic e M n t X P e n P Lady Bowen n Cycleway ia Lawn l Poor quality B Garden ik walking access Y Primary Walking e Z w Route a East y P Lawn s Point Road No through Walkway O walking access

Elevated P C P d Walkway a P o t R P in o P Elevated P s n Block Lawn e rd Walkway a (Main Campus) G

Bicycle

e

Parking g d i Primary bike Brisbane r Riverstage B access point l l Unmet pedestrian i w d o desire lines o G

100m

1:2 552

35 Transport, Traffic, Access, and Parking Planning Study_Summary Wayfinding enhancements at QUT campuses As much as possible, these enhancements should should include: be undertaken in the short term and then be regularly reviewed for improvement opportunities, • improvements to QUT’s physical on-campus consistent with the Estate Master Plan. wayfinding provisions, with a focus on sustainable travel modes; • additional on-campus wayfinding provisions along incomplete pedestrian desire lines; • making campus circulation accessible to all members of the community, not only those intimately familiar with the campus; • supporting integration of the campus with the wider city framework; • transition to interactive wayfinding kiosks in the longer term; • developing an interactive wayfinding mobile application; and • incorporating dynamic mobile and beacon assisted wayfinding, directional signage and information/communications into existing wayfinding provisions.

Figure 6.3 Kelvin Grove Campus - Cycling and Walking Key Desire Lines – Wayfinding Opportunities

Secondary bike access point

LEGEND

Bus Station

Cycleway Primary bike Primary Walking access point Route

Walkway

Steps Bicycle Parking

Unmet pedestrian desire lines 100m

1:3 882

36 Transport, Traffic, Access, and Parking Planning Study_Summary 6.2 Inter-Campus Bus Shuttle

QUT currently supplements TransLink’s SEQ The bus shuttle should not be considered in Passenger Transport services by funding a isolation, but rather as one component of QUT’s dedicated inter-campus bus shuttle service future mobility solution, also addressing last- (Route 391) between the Gardens Point campus mile connectivity and passenger service options and Kelvin Grove campus, free of charge to QUT that supplement/complement scheduled public staff, students, and eligible visitors. transport services.

An assessment of the current inter-campus A key focus over the medium to longer term is shuttle was undertaken, to identify potential for to deliver services as part of an integrated and improvements or modifications. The optional aggregated package of supplementary campus one-year extension to the current contract with access and mobility services - including such Brisbane City Council has been triggered and elements as inter-campus and intra-campus is due to expire at the end of 2018. Planning for shuttles, guaranteed rides home, personalised post-2018 service delivery arrangements should transport options to QUT’s distributed sites, and commence shortly, to ensure implementation can late-night supplementary services which connect commence in 2019. staff and students safely to TransLink’s PT network and/or home. This project involved: a broad overview of the existing operating characteristics and A number of recommendations have been performance of the current inter-campus shuttle; provided to QUT for consideration. These include potential short-term improvements possible under potential timetabling enhancements along with the current contract arrangements; and future the consideration of alternative delivery options, opportunities arising from the Queen’s Wharf including the integration with other (non- Brisbane development, the proposed Brisbane scheduled) passenger transport options. Metro and Cross River Rail, and other city shaping projects.

37 Transport, Traffic, Access, and Parking Planning Study_Summary 6.3 Shared Services

”Shared Services”, with respect to the transport • Shift QUT’s service fleet to shared hybrid / industry, is a term capturing taxis, ride sharing, electric vehicles and utilise autonomous/semi- and bike-share modes. The key defining feature autonomous electric vehicles for intra-campus is ‘access over ownership’ of transport assets, mobility/service delivery. management, and service provision. Availing • Consider the applicability of trialling an of Shared Services options will supplement Electric Bike share scheme and research traditional scheduled public transport offerings project, covering fleet/resources, for first mile/last mile connectivity, and provide infrastructure, services, staff/student more flexible, personalised, on-demand, and perceptions, take-up rates, and changes in demand responsive passenger transport services. travel behaviours. • Consult with and inform the estate master This project focussed specifically on facilitating planners on the impacts and related quality the provision and take up of Shared Services, for design principles identified during the intra- and inter-campus access and connectivity. course of this project – for example, identify anticipated campus facility/infrastructure The following list summarises key impacts and incorporate design principles recommendations for shared services at QUT which consider the use of Personal Mobility campuses: Electronic Devices, including E-Bikes, in new access pathways/campus ground • Facilitate the take up of more ride sharing and developments, to avoid retro-fitting down the ride sourcing via: track. • adjustments to parking management, • Enter joint ventures to trial and evaluate a including the allocation of parking spaces campus-based Demand Responsive or On or parking price discounts for users of Demand transit services utilising the latest ‘green transport’ options; information communication technologies and • provision of space for ride-sourced route/fleet optimisation software. waiting area, pick up and drop off points; and It is recommended that work on Shared Services • provision of dedicated carpooling bays proposals should commence as soon as for ride-share vehicles, preferably in possible. Proposals arising from the first three prioritised locations, with highly visible recommendations should be investigated and branding and signage. implemented in the short term.

38 Transport, Traffic, Access, and Parking Planning Study_Summary 6.4 U-Pass

The deployment of smart ticketing technology The detailed assessment should include: has provided more opportunities for public transport authorities to introduce more • levels of discount to achieve desired mode innovative, flexible, and targeted fare products, share shift to PT; including period-based and trip-based discounts • type of participation; for different customer segments, variable fare • subsidy and partnering arrangements; capping, and discounts for group purchase of travel. These fare products are provided for many • partnering opportunities with government strategic and operational objectives. agencies and other participating universities; • eligibility criteria and options for non- A Universal Access Pass (U-Pass) is a discounted participation by select groups which unlimited transit access pass provided across cannot access PT services (i.e. physically several educational institutions and campuses disadvantaged students, those who only overseas. The pass is typically partially subsidised study online courses, and those who cannot by the university and transit agency, and usually access PT etc.); requiring a compulsory annual student/staff PT • understanding TransLink’s business systems levy and/or corporate sponsors. The pass is and technology requirements under the next provided under formal contract arrangements generation ticketing systems; with the transit regulator/operator. • governance and contractual arrangements; and A preliminary investigation into a U-Pass scheme for QUT was undertaken. Given the potential • ongoing administration requirements. benefits it is recommended that:

• a type of subsidised U-Pass scheme should be assessed in more detail and pursued further in collaboration with TransLink and potentially with other institutions; and • U-Pass membership also include the staff population.

It is recommended that a more detailed assessment should be undertaken in the short term, having regard to the recommended measures of success for QUT outlined in Section 1.3 of this report.

39 Transport, Traffic, Access, and Parking Planning Study_Summary 6.5 Travel Behaviour Change

Travel Demand Management (TDM) is the links to commercial apps targeting active “application of strategies and policies to reduce travel. travel demand (specifically that of single- • participation in national and state active travel occupancy private vehicles), or to redistribute this events, such as Bicycle Queensland Bike demand in space or in time. In other words, TDM Week and Bicycle Network Ride2Work Day. is about changing the behaviours of commuters • incentives– this may include some form of to achieve that elusive perfect blend of walking, credit on go cards, as an example, in return biking, transit, and driving”. for registration or attendance at orientation, information, and public/active travel training A Travel Behaviour Change (TBC) program can events. provide the following benefits to QUT: • alternative work/study schedules/compressed • can maximise the efficient operation of work weeks where appropriate. existing land use and transportation systems; • campus based/faculty-based challenges • is flexible, and can be customised by user to increase awareness and encourage group, purpose, place, and time; those contemplating or preparing to make sustainable transport choices for work-related • can be planned and implemented quickly and trips. cost-effectively, compared with infrastructure and land use measures; and • neighbourhood-based marketing initiatives for commutes originating in neighbouring • is relatively inexpensive and scalable – able to communities (such as Kelvin Grove Urban be scoped according to available resources. Village), tailoring messages to the residential catchment. It is recommended a Travel Behaviour Change • Bike Skills training courses and co-ordinated program for QUT campuses be prepared in the bike ride events, especially during Orientation short term for ongoing implementation, and Week. include: • targeted information package to new • a comprehensive Travel Behaviour Change students/staff prior to their commencement program to encourage student/staff shift at QUT, including advice on residential to more sustainable transport options, locations which are highly accessible via PT supported by QUT website and HiQ App and and AT modes.

Capability

Motivation Behaviour

Opportunity

1. http://mobilitylab.org/2013/09/18/tdm-is-not-scary-a-101-on-transportation-demand-management/

40 Transport, Traffic, Access, and Parking Planning Study_Summary 6.6 Mobility as a Service

Mobility as a Service (MaaS) represents a new It is recommended that QUT evaluate market and rapidly developing approach to delivering opportunities and their fit with QUT and develop transport. In this context, mobility has a wider and implement a MaaS pilot that can commence meaning. It is an enabler that provides the means in the medium term. Key steps include: to multiple ends. The focus is no longer on the transport mode, but rather on mobility. Mobility • Identify QUT’s role in MaaS; is more an information service with products • Develop, define and scope the MaaS that physically transport people, rather than a architecture: transport product with additional services. It is • the consumer not just about meeting the demand for getting from A to B; it is about understanding and • the business meeting the full lifestyle needs that surround • the products and services to be the origin, destination, activity, and journey integrated/aggregated experience. • the technology and information • the policy and regulation to enable MaaS. A Mobility as a Service framework aggregates infrastructure, services, technology, and • Evaluate current market options and their fit information to suit the travel and lifestyle needs with QUT: of the individual. It brings together transport • Review concept demonstrations in key operators and third parties, allowing a seamless cities for learnings. provision of service, information, booking, • Develop the business case for a MaaS trial. payment and customer relationship management • Secure funding for a MaaS trial/demonstration services between transport modes. project. MaaS provides a significant opportunity for QUT • Develop and implement a Mobility to further position itself as a university for real Management pilot for the QUT staff/student world research, development, and evaluation by market: exploring this opportunity to enhance mobility • ensure the Mobility Manager incentivises options and experiences for QUT students and sustainable travel behaviours; and staff. • implement, monitor and review to assess performance and transferability. Among its benefits, Mobility as a Service (MaaS):

• coordinates multimodal options (such as public transport, bike share, car share, and on- demand passenger transport shuttles); • improves the effectiveness of the whole transport system. Benefits include being able to allocate resources efficiently (based on a user’s real needs), improving the management of traffic incidents and travel demands, and having a more reliable transport system through advanced data; • promotes a business strategy that addresses consumer needs by forming alliances among public and private organisations to support and contribute to the financing of the total mobility offer; • personalises the mobility offer to align with user behaviours, preferences, and lifestyle needs; and • identifies and leverages value for the customer and thereby encourages more sustainable travel behaviours via discount offers/rewards.

41 Transport, Traffic, Access, and Parking Planning Study_Summary 6.7 Advocacy Strategy QUT has been active in this advocacy role in recent years. The key here is to keep the strong Brisbane’s CBD (including Southbank) and city momentum going. This involves clearly defining frame, extending north to Kelvin Grove, is set and articulating core policy positions, identifying to undergo enormous change and increasing issues and opportunities, and outlining actions urban densification through the construction of to engage with key stakeholders on a targeted, city transformative developments including the regular, and ongoing basis. Queens Wharf Brisbane (QWB) development, the Neville Bonner pedestrian bridge linking Key external influences to be considered by QUT Southbank and QWB, the Cross River Rail project, include: and BCC’s proposed Metro project aimed at improving bus connectivity to and within the CBD. Policy and Planning:

There are also other sizeable projects in the • South-East Queensland Regional Plan 2017 surrounding areas e.g. the Herston Quarter and (Shaping SEQ) (Department of Infrastructure, Park Central One (Woolloongabba) which will also Local Government and Planning) have significant flow on effects for the CBD. • Connecting Brisbane 2017 (Department A key component of the QUT TTAPPS project has of Infrastructure, Local Government and been to inform and define QUT’s advocacy stance Planning) on key transport and mobility projects. These • Brisbane City Plan 2014 (Brisbane City projects may not be within QUT’s immediate Council) control, though impact strongly on its campus • City Centre Master Plan 2014 (Brisbane City access and transport connections. Council) • Citywide On-Street Parking Review Report Suggested advocacy activities include: and Recommendations 2014 (Brisbane City Council Parking Taskforce) • raising awareness via communication and media relations strategies to enhance QUT’s • Transport Plan for Brisbane (BCC). credibility and legitimacy as an advocate by • River’s Edge Strategy (BCC). promoting its public image and visibility; • River Access Network (BCC). • delivering persuasive, evidence-based, and solution-oriented submissions to decision- Key Projects: makers, stakeholders and those who influence them - supported via consistent key messages • Cross River Rail to the QUT population and public; • Brisbane Metro • demonstrating in real life, key transport • Queens Wharf Development policy, infrastructure, and service initiatives - including demand management initiatives and • TransLink Fares reform and Next Generation travel behaviour change programs; Ticketing (account based) • developing partnerships/ coalitions/ alliances; • Demand Responsive Transport Project and trials (TMR) • negotiating one-on-one discussions with decision-makers to influence policy and • SEQ Principal Cycle Network Plans practice; • Additional Active Transport Projects • mobilising QUT staff/students around the • Brisbane City Council Plans (various including advocacy issue, to build support to influence Transport Plan for Brisbane). decision-makers and stakeholders – via its website, mobile App, Facebook, and other social media tools; • undertaking research/ publications which illustrate the underlying causes and solutions to a problem, and draw recommendations which can be addressed by decision-makers; and • conducting, sponsoring, and participating in conventions/conferences/events which bring together a variety of stakeholders and decision-makers to identify opportunities and solutions.

42 Transport, Traffic, Access, and Parking Planning Study_Summary Key Potential Projects:

• Brisbane CBD Mobility Study – to ensure the best mobility outcomes arise from city- transformative projects such as Cross River Rail and key developments such as Queens Wharf Brisbane • Additional bridge crossings – Kangaroo Point to CBD • Brisbane River ferry services – review and enhance.

Key areas for collaborative exploration:

• Mobility as a Service management framework and service delivery model • PT/AT enhancements • Car share and ride share • E-Bike/E-Bike share trials – intra- and inter- campus • EV and autonomous vehicle/connective technology trials • Universal access pass (U-Pass) for campus populations • Dynamic wayfinding • Access of innovation grants via Queensland Government Advance Queensland, the Queensland Government’s Cycle Network Local Government Grants Program, and the Federal Government’s Smart Cities and Suburbs Program.

Involvement Interaction Intimacy Influence

43 Transport, Traffic, Access, and Parking Planning Study_Summary 7. Implementation

The over-arching principles of sustainable transport planning and Mobility as a Service have guided the TTAPPS project and the development of recommendations.

An all-encompassing strategy will be needed to implement the recommendations listed in Sections’ 5 and 6 as there are inherent inter- dependencies between recommendations.

Further, in addition to commitment to action by QUT, a number of the recommendations require strong multi-agency and collaborative relationships to deliver improvements to support QUT students and staff with their sustainable travel choices.

Recommended actions and next steps outlined in Sections’ 5 and 6, including indicative implementation timelines, have been provided to QUT to guide its considerations in developing a response to the TTTAPS project.

44 Transport, Traffic, Access, and Parking Planning Study_Summary Prepared by MRCagney Pty Ltd March 2018

BETTER TRANSPORT • BETTER PLACES • BETTER CHOICES