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Planning Institute of Australia State Conference Paper Longreach September 2008

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Planning Institute of Australia State Conference Paper Longreach September 2008 Planning Institute of Australia State Conference Paper Longreach September 2008 Integrated land use / transport infrastructure in the context of delivering the Eastern Busway By Matt Longland, Ryan Huelin and Jeanine Stone Table of Contents INTRODUCTION........................................................................................................................................ 3 BACKGROUND........................................................................................................................................... 3 BUSWAY NETWORK FOR BRISBANE............................................................................................................ 3 Why develop a busway network for Brisbane? ..................................................................................... 5 TRANSIT ORIENTED DEVELOPMENT ........................................................................................................... 6 INTEGRATED LAND USE / TRANSPORT OUTCOMES .................................................................... 7 LEGISLATIVE CHANGES.............................................................................................................................. 7 PARTNERING WITH PLANNING AGENCIES................................................................................................... 8 INTEGRATION IN ACTION .......................................................................................................................... 10 CONCLUSION........................................................................................................................................... 12 Introduction Integration is a word that planners appear to be using a lot these days. Planners look to undertake integrated planning, to achieve integrated outcomes and create integrated communities. But achieving real integration on the ground is very often much easier said than done. In the area of land use/transport planning, a number of barriers limit true integration. Some of the key obstacles relate to restrictions around the State’s ability to sell surplus land to encourage the right mix of uses around stations, plus ensuring that planning appropriately considers future land uses adjacent to stations in a timely manner. This paper examines these two obstacles and demonstrates how they have been overcome in the context of delivering the Eastern Busway project in Brisbane. Firstly, we examine recent changes to legislation which address land disposal restrictions. Secondly, we show how partnering with state and local government planning agencies and the development industry ensures delivery is cognisant of future land use and built form outcomes along strategic public transport corridors. Background Busway Network for Brisbane South East Queensland will undergo significant change and population growth during the next 20 years. By 2026 the region’s population is expected to increase from 2.6 million to about 3.7 million. An important aspect of achieving sustainable growth in South East Queensland is the development of an accessible, attractive and efficient transport system. The busway network is a key feature of this transport system and will improve the speed, reliability and integration of public transport within the region. The Queensland Government has identified an investment of $83.5 billion over the next 20 years on transport projects in South East Queensland (source: South East Queensland Infrastructure Plan and Program (SEQIPP) 2008-2026, p.2). This investment presents some exciting opportunities for those of us who will contribute to planning and delivering public transport infrastructure. Busways are a key component for the pubic transport network for Brisbane. The busway network is an integral part of the Queensland government's long term plan to meet the transport needs of a growing city. The busway network is designed to fill the gaps between Brisbane’s existing rail lines to complete the city’s primary public transport network and create a world class system for the future. Busways are dedicated roadways that separate buses from general traffic. Like a train network, busways offer commuters a congestion free run on fast, frequent and reliable services. Brisbane’s busways offer: • Faster travel times – a busway is only used by buses and emergency vehicles, allowing buses to avoid congestion, especially during peak traffic periods • Better reliability through consistent trip times as each journey takes the same time as services are not impacted by traffic congestion • Greater frequency and reliability of bus services as express, rocket and all stop services can use the busway • Single seat journey as suburban bus services are able to access the busway at key locations providing a point-to-point journey from your local bus stop • Purpose built architecturally designed bus stations that are to fit into the local area that they serve and contain real time information on bus arrival • Compatibility to be converted to light rail in the future if the need exists The busway network is quickly taking shape across Brisbane with the SEQIPP identifying plans to build new and expand existing busways along the northern, southern and eastern transport corridors as shown in Figure 1 below. Priority busway corridors include the Northern Busway (Royal Children’s Hospital to Kedron), continuing work on the Boggo Road Busway and Eastern Busway (Princess Alexander Hospital to Buranda) and starting the Eastern Busway (Buranda to Main Avenue, Coorparoo). Brisbane's busway network is part of a balanced approach to managing congestion in a growing city. Figure 1: Brisbane’s busway network Why develop a busway network for Brisbane? A bus-based system was considered to be an ideal solution for Brisbane as it will serve the greatest number of people. Most people will walk five minutes, or 400 metres, to catch public transport. Some will walk up to ten minutes, or 800 metres. This principle makes major public transport services, including bus-based transit, rail and light rail, very attractive for people living in the immediate vicinity of stations. However, the advantage of bus-based transit systems over other transport solutions is that they cater to very broad catchments. With a bus-based transit system, local buses can pick people up in their local streets before joining the network. This means the busway network is as close as the local bus stop. For the Eastern Busway, this is demonstrated in Figure 2. Also, bus-based transit systems are more flexible to build than rail lines, making them ideal for established neighbourhoods. The Brisbane busway network has been planned and designed to enable conversion to light rail or other suitable technology if desired in the future. This means that if population growth and local land use changes warrant it in the future, a light rail system could be introduced to operate on the network. Figure 2: Walkable Busway catchments Walkable Catchment around busway stations Busway catchment with local bus services Transit Oriented Development A key focus for the state government in the South East Queensland (SEQ) Regional Plan is to promote the integration of urban development, transport infrastructure, employment and community services to achieve vibrant communities and create efficient use of urban land. Section 8.7 states: “Accommodating future residential and employment growth in areas with good access to high frequency public transport and a mixture of land uses promotes social equity, travel choice, and maximises efficient use of existing and planned infrastructure. Integrating land use and transport reduces the need to travel; creates shorter journeys; provides safer and easier access to jobs, schools and services; supports more efficient use of land and existing infrastructure and maintains the environmental benefits of compact development." Transit oriented development principles were identified for application in major activity centres and for land in close proximity to high capacity, high frequency public transport nodes and corridors. In these locations, influencing the scale, density, design and mix of uses will assist in achieving integrated communities that are able to maximize the use of existing and planned infrastructure. Land use and transport integration principles to be employed adjacent to busway stations are identified in numerous policy documents including the SEQ Regional Plan and TransLink Network Plan. A summary of these principles include: • ensuring land use and transport planning is undertaken concurrently • ensuring the right mix of uses such as residential, commercial and retail use at the right densities. Providing extended hours of operation through a variety of functions provides for a lively urban environment • co-locating complementary land uses and significant trip generating land uses with busway stations to enhance accessibility and reduce the need to travel • provide efficient pedestrian connections between the station and surrounding development to ensure a short, direct and a seamless transition for patrons to stations • protecting existing corridors and facilities from developments and uses that may impact on the safety, viability and efficiency of public transport • identifying future corridors so that future land uses can be planned to support good public transport outcomes, with mechanisms to prevent inappropriate land uses. • managing car parking provisions in uses adjacent to public transport nodes to support walking, cycling and
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