eensland for South East Qu An action plan

Transport 2007 An action plan for South East Queensland QTI 005 QTI 1800 687 344 GPO Box 1549 GPO Box Brisbane Qld 4001 Queensland Transport For more information: Transport Planning (SEQ) is an action plan which complements the www.transport.qld.gov.au/projects © Copyright Queensland Government 2001 Transport 2007 Transport 2007 Integrated Regional Transport Plan for South East Queensland. Transport Minister’s foreword 2007

In 1997, the Queensland Government released walking, will be an important part of this The plan the 25 year Integrated Regional Transport process. The actions outlined in Transport represents a Plan for South East Queensland (IRTP) to 2007 are based on levels of funding likely to “ ensure a coordinated approach to meet the be available over the next seven years. balanced program transport needs of this vibrant and fast- However, we could meet IRTP targets earlier of transport growing region. than expected through increased investment from other sources. These avenues, including investment in Since the IRTP's release, South East private sector investment, will continue to Queensland has experienced dramatic change. infrastructure, be explored. Rapid population growth, changing work services, patterns and dispersed housing settlements I would like to thank the government agencies, operations and mean that we need to regularly review our stakeholders and individuals who have plans for developing the transport system so participated in developing Transport 2007. policy actions to we focus on the highest priority projects. Stakeholders and community members were benefit all invited to provide input on the document The long list of IRTP achievements outlined in (which was released as the draft 2007 Vision) sectors of the this document demonstrates the high level of during five months of consultation. It is only commitment by all levels of government to community. through the continued support of our improving South East Queensland’s stakeholders and the community that we can transport system. ” implement this plan and work towards a Transport 2007 complements the IRTP as a sustainable and integrated transport system medium-term action plan for South East for South East Queensland. Queensland. It reassesses the challenges facing the region and gives clear direction for the future by identifying the transport priorities over the next seven years. The plan represents a balanced program of transport investment in infrastructure, services, operations and policy actions, to benefit all sectors of the community. Steve Bredhauer MP Transport 2007 outlines the priority actions Minister for Transport that need to be taken between now and 2007 and Minister for Main Roads if we are to meet South East Queensland’s future travel demands. An ongoing challenge highlighted by Transport 2007 is the need to make better use of the existing transport system by managing the increasing travel demands within the region. Developing a range of measures that encourage people to modify their travel behaviour and choose more sustainable travel modes, such as public transport, cycling and

Minister’s foreword i Transport 2007 Executive summary

Rapid The transport challenge Safe mobility for all, for life population growth, Rapid population growth, combined with Social justice is an important element in “ changes in the way people live, work and designing the transport network. Transport combined with travel, will have a major impact on the 2007 supports safe mobility for all, for life as changes in the region’s transport system. South East a key goal in planning and delivering transport services in the region. The way people live, Queensland’s transport system needs to adapt to meet these changing demands. community and stakeholders will continue to work and travel, be consulted on transport issues and the will have a major How we plan to meet community will become more involved in planning at the local level. impact on the the challenge Released in 1997, the Integrated Regional Transport 2007 will support more accessible region’s transport Transport Plan for South East Queensland buses and improved access to stations and system. South East (IRTP) provides the overall strategic interchanges for the disabled and people with Queensland’s framework for transport planning. It maps out mobility difficulties. Safety and security will a 25 year solution for a more sustainable be improved by making stops and stations transport system transport system to cope with the region’s well lit and visible, and by providing security needs to adapt future travel needs. cameras and help phones at many stations and car parks. Road, cycling and pedestrian Transport 2007 is a companion document to to meet these safety will also be improved. the IRTP and provides a detailed action plan changing for transport in the region between now and A transport system that values our demands. 2007. Transport 2007 updates the IRTP by environment providing a review of demographic and Transport 2007 actions will support the ” travel trends facing South East Queensland introduction of cleaner vehicles and promote and identifying emerging transport issues ways to reduce emissions. Actions to support and solutions. improved technical and economic efficiency, alternative transport technology and reduced Shaping the transport system car trips will help reduce emissions and Transport 2007 provides a balanced energy consumption. investment program in infrastructure, services, operations and policy actions to Transport 2007 identifies better ways to shape the transport system. provide transport infrastructure by improving environmental management systems and Infrastructure investment is an important part guidelines. Actions also focus on urban of the plan, with around $3 billion targeted development and transport infrastructure for new projects. However, a key direction of avoiding damage to areas of nature the plan is to place more emphasis on conservation significance. solutions that change the demand for travel. We need to implement Making better use of our existing system measures to manage travel through travel demand management demand and design Travel demand management is needed in communities that reduce South East Queensland to support sustainable car dependency and modes and bring travel demands closer in line support public with available capacity. Initiatives will be transport, walking implemented to influence travel choices and and cycling. This encourage voluntary change in travel will bring travel behaviour. This approach will target demand closer workplaces, schools and activity centres, to in line with encourage more walking, cycling, available teleworking, public transport use and capacity. shared rides.

ii Executive summary Transport 2007

Education and awareness campaigns will play Actions for education, encouragement and a major role in travel demand management. enforcement programs will help promote These initiatives will be combined with cycling through positive messages and intelligent transport systems to make more improved safety. efficient use of existing system capacity. Other than parking policies, measures to Encouraging people to walk more restrict car use are not proposed between now Most pedestrian facilities are planned and and 2007, but research will be undertaken to provided at the local level. Transport 2007 determine their suitability if voluntary focuses on the strategic actions. These include measures do not result in significant providing safe, attractive and well-connected behaviour change. pedestrian networks to ensure good access to key destinations.

Developing a high quality, integrated public transport system Actions in Transport 2007 are designed to produce an integrated public transport system. Rail and buses will provide for fast inter-urban services, longer trips and local connections. More cross-town buses will link suburbs and major centres and buses will act as local feeders connecting to line haul public Creating transport-friendly communities transport at key interchanges. through better land use planning A wide range of improvements are planned Transport 2007 aims to strengthen the to deliver an integrated public transport transport and land use relationship to system, including: improve access to jobs, services and • upgrades to the rail network and more rail recreation activities. Well-designed rollingstock to support higher frequency communities make it easy for people to walk, services and extensions of the rail network cycle or catch public transport to fulfil their to 2007 and beyond daily needs and interact with others. • a network of bus priority measures Land use actions in Transport 2007 focus including busways, bus lanes, transit lanes on improving access and services to activity and spot treatments to allow buses to centres, increasing densities in residential bypass congestion and provide faster, more areas and around rail and busway stations, frequent and reliable services limiting rural residential development, and improving planning processes to better • upgrades to interchanges, stops and stations integrate transport and land use. to provide better information, facilities and safety features and to make changing Encouraging more people to cycle services easier Planning for cycling will be improved by developing regional and local cycle network • integrated ticketing, fares, information and plans to support the implementation of Cycle branding of the public transport network, and South East – the IRTP’s cycle strategy. • ongoing reviews of public transport contracts Transport 2007 recommends the development to coordinate services, maximise patronage of a range of cycle networks and facilities, and ensure more frequent services. including end of trip facilities at many public A 2007 Public Transport Network Plan and transport interchanges and activity centres. It program of works will be developed to deliver also identifies ways to ensure cycling is the public transport actions in Transport 2007 integrated into the planning, design and and many more localised improvements. construction of other transport projects.

Executive summary iii Transport 2007

A road network to link people, goods transport funding is clearly focused and and services allocated to delivering high priority projects. Investment in roads is intended to develop a This $11.25 billion would cover not only the safe and efficient road network. Transport 2007 cost of the major infrastructure and service identifies a range of actions to make better use initiatives outlined in this plan, but also all of existing capacity, including implementing other transport expenditure in the region, intelligent transport systems and providing including enhancing and maintaining the priority road space to buses and car pools. existing system and providing subsidies for Capacity will be increased on a number of public transport services. There is an important roads to facilitate public transport increased role for a partnership approach and freight movement and to cater for growth between all levels of government and the in traffic caused by urban development. Key private sector in funding transport initiatives. ‘choke’ points will also be improved to manage congestion and pollution, and to Implementing Transport 2007 The IRTP implementation process brings support economic development. together key stakeholders from all levels of Local arterial networks will be upgraded, government. Transport 2007 aims to provide which will help to avoid overuse of regional IRTP stakeholders with a clear picture of highways for local trips. Transport 2007 also transport priorities in the medium term, and identifies important corridors to meet future guide transport investment in the short term. transport needs. Transport 2007 actions will filter into agency programs as resources allow. Ensuring the efficient movement of freight The efficient movement of freight throughout The process is coordinated through the South East Queensland is a significant factor Regional Coordination Committee, IRTP in Queensland’s economic performance. Implementation Group and IRTP Working Freight actions are focused on providing Group. These groups will continue to meet efficient multi-modal transport and regularly and play a role in monitoring the infrastructure to support economic growth progress of Transport 2007’s implementation. and minimise the impacts on passenger Regular progress checks will be made through transport and neighbourhoods. performance indicators to measure the effectiveness and progress of the IRTP and A number of important freight roads are Transport 2007. The first review of Transport planned for upgrade or development. In 2007 will coincide with the comprehensive particular, improvements to the National review planned for the IRTP. Highway System are planned, along with road upgrades to support the Australia TradeCoast. Creating a transport system with wider benefits Making it happen The infrastructure, service and policy Consultation initiatives outlined in Transport 2007 have Transport 2007 was developed in partnership been designed to deliver on the objectives of with many State agencies and local councils. the IRTP. Transport 2007 also helps to meet It was released in October 1999 for five Commonwealth, State and Local Government months of public consultation. Issues raised priorities. during consultation were assessed and influenced the development of the final plan.

Transport investment Transport 2007 has been matched to indicative funding levels of $11.25 billion for transport in South East Queensland over the next seven financial years. This ensures that

iv Executive summary Transport Introduction 2007

Transport 2007 will play a major role in Part B (Chapters 4 to 16) provides an overview Transport 2007 shaping the future transport system required of the transport challenges and opportunities will play a major to meet the needs of the diverse South East for each sub-region, and discusses proposed “ Queensland region. South East Queensland solutions. It also outlines future policy role in shaping the extends from Noosa in the north, west to directions and the role of each transport mode future transport Toowoomba and south to the NSW border. It in providing South East Queensland with a comprises 18 Local Government areas ranging high quality transport system by 2007. system required to from Australia’s largest (Brisbane City) and Part C (Chapters 17 to 19) outlines how meet the needs of second largest (Gold Coast City) councils, Transport 2007 was developed and how the diverse South through to a number of smaller rural shire it will be implemented and reviewed. It also councils with populations of less than 10,000 East Queensland summarises how implementing Transport people. 2007 will help meet IRTP objectives and region. For Transport 2007, the South East advance State, Commonwealth and Queensland region has been divided into the Local Government priorities. ” following four sub-regions: • Brisbane metropolitan • Sunshine Coast SSunshineShiCSunsunshhiinnee CCoastoast ssusub-regionub --rereggii on • Gold Coast, and BBrisbaneBrriibsbaanene mmetrometropolitanetropol liittanan ssusub-regionub --regregi on • Western. GGoldGoolldd CCoastoast ssub-regionsuub --rereggii on WWesternestern ssub-regionsuubbi--rereggiion In some instances, Local Government areas NNooosaooosasa have been split into two sub-regions with the intent of grouping metropolitan regions together and rural regions together. The boundaries of the four sub-regions are illustrated on the map opposite. KKilcoiillcooyy CCalClCaaloundraoounundra Part A (Chapters 1 to 3) details the changing social and travel trends affecting South East Queensland, and how these trends impact on Caboolture transport in the region. The role of Transport 2007 and its aims are also discussed. RedcliffReddcliffdclifffe EEsksskk Pine Rivers

Brisbane

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Introduction v Transport 2007 Table of contents

Minister’s foreword ______i Executive summary ______ii Introduction ______v Table of contents ______vi

Part A - The transport challenge 1. The challenge we face

South East Queensland: a changing society ______2 A growing population ______2 An ageing population______2 How and where we live______3 The way we work ______4

How are we travelling?______4 Our current transport system______4 The roles of different modes ______5 More cars, more drivers______5 More passenger and freight trips ______5 More cross-town trips______6 More tourists on our roads ______6 2. How we plan to meet the challenge

What is Transport 2007?______7

What is Transport 2007 aiming for? ______7 Aim of Transport 2007 ______7 Desired outcomes ______7 Targets ______7

How will we reach our targets? ______9 3. The big transport picture: where Transport 2007 fits in Local Government and State agency plans ______10

Part B - Shaping the transport system 4. Brisbane metropolitan sub-region

Where are we now? ______12

What are the challenges facing Brisbane? ______12

What is the plan for Brisbane? ______12 Brisbane infrastructure map ______15 Brisbane public transport map ______16 Brisbane inner city map ______17 Brisbane cycling map ______18 5. Gold Coast sub-region

Where are we now? ______19

What are the challenges facing the Gold Coast? ______19

What is the plan for the Gold Coast? ______19 Gold Coast infrastructure map ______21 Gold Coast public transport map ______22

vi Table of contents Transport 2007

6. Sunshine Coast sub-region

Where are we now? ______23

What are the challenges facing the Sunshine Coast? ______23

What is the plan for the Sunshine Coast? ______23 Sunshine Coast infrastructure map ______25 Sunshine Coast public transport map ______26 7. Western sub-region

Where are we now? ______27

What are the challenges facing the west? ______27 What is the plan for the west?______27 Western infrastructure map______29 8. Safe mobility for all, for life

Objective ______30

2007 vision for social justice and transport______30

Social justice achievements to date______30

Planning context ______30

Key opportunities and actions______31 A socially just transport system ______31 Involving the community______32 Disabled/mobility access ______32 A safe and secure transport network ______33 Well-designed communities ______33 9. Atransport system that values our environment

Objective ______34

2007 vision for the environment and transport ______34

Environmental achievements to date ______34

Planning context ______34

Key opportunities and actions______34 Transport-related emissions ______34 Other environmental impacts ______35 Improving transport system environmental performance ______36 10. Making better use of our existing system through travel demand management (TDM)

Objective ______37

2007 vision for managing travel demand ______37

TDM achievements to date ______37

Planning context ______37

Key opportunities and actions______38 Soft measures ______38 Hard measures ______42 Making it happen ______44

Table of contents vii Transport 2007

11. Creating transport-friendly communities through better land use planning

Objective ______45

2007 vision for land use ______45

Land use achievements to date ______45

Planning context ______45

Key opportunities and actions______47 Supporting major centres______47 Densities to support public transport ______48 Supporting existing and planned transport corridors ______48 Rural residential development ______48 New urban expansion______49 Planning for better transport outcomes ______49 12. Encouraging more people to cycle

Objective ______50

2007 vision for cycling ______50

Cycling achievements to date ______50

Planning context ______50

Key opportunities and actions______51 Regional Cycle Network Plan ______51 Cycling network links______52 End of trip facilities ______53 Integration of modes ______54 Support programs ______54 13. Encouraging people to walk more

Objective ______55

2007 vision for walking ______55

Walking achievements to date ______55

Planning context ______55

Key opportunities and actions______56 Pedestrian network links ______56 14. Developing a high quality, integrated public transport system

Objective ______57

2007 vision for public transport ______57

Public transport achievements to date ______57

Planning context ______57

Key opportunities and actions______58 Planning South East Queensland’s public transport system ______58 Service contracts ______59 Public transport infrastructure ______59 Improved interchanges, stops and station facilities ______61 Public transport services ______65 Midnight-to-dawn public transport ______67 Demand-responsive/personal public transport ______67 Taxis ______67 Transport for school children ______68 Public transport supporting initiatives ______68 Special events ______69 Plan for the future ______70 viii Table of contents Transport 2007

15. A road network to link people, goods and services

Objective ______71

2007 vision for roads ______71

Road achievements to date ______71

Planning context ______71

Key opportunities and actions______73 Making better use of existing capacity ______74 Provide necessary new capacity ______74 Provide local arterial networks______75 Plan for the future ______76 16. Ensuring the efficient movement of freight

Objective ______77

2007 vision for freight ______77

Freight achievements to date ______77

Planning context ______77 Key opportunities and actions ______79 General ______79 Rail ______80 Road ______81 Port ______81 Plan for the future ______82 Part C - Making it happen 17. Developing Transport 2007

Approach ______84

Technical analysis ______84

Transport modelling ______85

Public consultation ______85

Transport investment ______87 18. Implementing Transport 2007

Responsibilities ______89

Steering arrangements ______89

Regular reviews ______90

Monitoring performance ______90 19. Creating a transport system with wider benefits

Meeting IRTP objectives ______92

Achieving government priorities______93 Meeting Commonwealth Government priorities ______93 Meeting State Government priorities ______93 Meeting Local Government priorities ______94

List of abbreviations ______95

Table of contents ix Part A

The transport challenge

1 Transport 1. The challenge we face 2007

Change in average household size Change in household(2000-2007) size (SEQ) Change in population South East Queensland: 5.0 by SEQ sub-region a changing society 4.5 (2000-2007) South East Queensland is one of Australia's 200,000 4.0 fastest growing regions. Queensland's total 180,000 3.5 population continues to be increasingly 160,000 concentrated in the south east corner. The 3.0 140,000 region represents just over 1% of the State's 120,000 2.5 PERSONS/HOUSEHOLD total geographic area, yet contains almost 100,000

2.0 PERSONS 65% of Queensland's population. 80,000 1975 1955 1970 1935 1950 1925 1945 1995 2010 1930 1965 1920 1940 1985 1960 1990 1980 2005 2000 This rapid population growth, combined with YEAR 60,000 changes in the way people live, work and 40,000 What this means for transport… travel, has a major impact on the region's 20,000 Greater numbers of people in the region transport system. mean an increased number of trips per day 0 A growing population and increased demands on the transport Gold Coast Between now and 2007, 75% of the State's system. Population growth, combined with Brisbane metropolitan Sunshine Coast Western population growth is predicted to occur in reduced household size, will lead to more South East Queensland, with the region's urban sprawl. population increasing by some 890 people This will mean that, in addition to the each week. Between 2000 and 2007 the South Population growth extra trips, trips will become longer and breakdown for East Queensland region will grow by almost there will be fewer opportunities for people SEQ sub-regions 14%, while the total growth across Australia to work and participate in leisure activities (2000-2007) will average only 6.5%. South East locally. Smaller households will mean it Queensland will represent 26% of the total will be more difficult to car pool with WesternW n population growth across Australia between others in the household. 5%5 2000 and 2007. Gold Coast

23% Brisbane The greater Brisbane metropolitan area is the An ageing population metropolitan fastest growing area within South East 54% The South East Queensland population is Sunshine Queensland, making up some 54% of the ageing. While the region’s total population is Coast 18% forecast growth between 2000 and 2007. This expected to increase by 14% between 2000 will equate to an additional 190,000 people. and 2007, the number of people aged over 60 The Gold Coast sub-region will be home to an will increase by 26%. In 2007, this group will additional 73,000 people (23% of total make up 17% of the region’s total population growth), while the Sunshine Coast will grow and as the ‘baby boomers’ grow older and by 57,000 people (18% of total growth). The retire, South East Queensland’s population Western sub-region, which is predominantly will continue to age beyond 2007. rural in nature, will grow by almost 40,000 people, which is approximately 5% of total What this means for transport… growth across the region. An ageing population means changes to Households are also getting smaller. Between off-peak travel patterns, with more people 2000 and 2007, an additional 324,000 people accessing suburban locations such as will live in South East Queensland and the shopping centres, recreation facilities and average household size will decrease from hospitals rather than the traditional mass 2.78 to 2.63 persons per household. transport market of inner city workplaces. Public transport will have a stronger social justice role to cater for less mobile aged people. Transport providers will also need to consider different ways of educating people about their transport options to specifically target older people. Chapter 1 2 Transport 2007

Rapid How and where we live across the region in areas beyond 10km from the Brisbane CBD are conventional detached population growth, To date, the design of South East Queensland “ communities has been strongly influenced by housing. combined with the concentration of employment in Brisbane, Therefore, while changing development changes in the way and the community's willingness to trade off patterns are occurring, it will be many years long commuting trips for affordable housing people live, work before any significant change is evident and/or lifestyle choices. across the region. The majority of people in and travel, has a South East Queensland will continue to live in major impact on traditional suburban houses for the duration the region’s of the Transport 2007 timeframe. transport The most influential housing trends between now and 2007 are likely to be: system. • the majority of new housing will be ” developed in new residential areas on the urban fringe Current trends indicate that settlement and social patterns for 2007 and beyond are likely • reduced household size, but a 2.8% increase to feature slightly more concentrated centres, in the number of households diverse and dispersed employment and more • more single-person, two-person and sole- emphasis on meeting multiple needs locally. parent households Higher density housing development • more people with high disposable incomes throughout the region has stabilised in recent wanting to live close to work years at around 30% of all new dwellings, • ‘empty nesters’ and those without families with conventional detached housing moving from outer suburbs to high amenity accounting for approximately 70% of all new urban settlements dwellings approved. Inner Brisbane suburbs, • rural residents relocating to rural and such as Fortitude Valley, New Farm, Kangaroo urban centres Point and South Brisbane are, however, • greater demand for affordable housing experiencing significant redevelopment with throughout the region, particularly for large numbers of new residential buildings of housing concentrated close to major activity four or more storeys being constructed and centres, and virtually no detached housing. Parts of Gold Coast City have also experienced significant • higher density housing in inner urban areas. demand for higher density forms of housing. What this means for transport… Many of the middle ring suburbs of Brisbane Changing housing types, densities and land (5–10 kilometres from the CBD) are use all influence the ability to provide cost- experiencing pockets of effective transport systems. Increased redevelopment, predominantly in densities in inner urban areas tend to be in the form of one or two storey areas that can be cost-effectively serviced by townhouses. However, public transport, while increased low density detached housing still expansion in outer areas tends to be very accounts for the costly to service with cycling and walking great majority of facilities, roads and public transport. If development in future growth is dispersed away from rail new residential and busway corridors, more investment will areas. In fact, be needed to support new residential areas more than with attractive public transport options, 85% of new therefore the ability to provide even basic dwellings public transport services to residential areas approved will be compromised. 3 Chapter 1 Transport 2007

The way we work Of the 9 million trips made across South East Employment is expected to continue to Queensland each weekday, work trips account disperse, concentrating in multi-functional for only 16% (or 1.4 million) of all trips, with community and business centres, while also education trips making up another 5.5% (or increasing in residential areas. Employment 495,000) of the total. This means that almost within Brisbane City Council boundaries is 80% of all trips each day in South East predicted to increase; however, its share Queensland, or nearly 7.2 million trips, are compared to the rest of South East for non-work, non-education trips. Many of Queensland is expected to fall from 51% these trips are made outside peak periods. (1998) to 46% (2007). Between now and 2007, the region’s transport The majority of population growth is likely to system will experience a wide range of occur in suburban locations, bringing about pressures across all modes, at different times of growth in suburban service sector jobs, the day and in different centres and suburbs. resulting in an increase in cross-town, off- peak, private vehicle trips. Additionally, the way people work is constantly changing with more flexible working hours, more part-time workers, more women working and more people working from home, or ‘teleworking’. Globalisation and vast technology improvements such as e-commerce have also changed the way people work, with increasing consumer demand for 24-hour services and opportunities to work from a range of Our current transport system locations including office, home, on the road South East Queensland’s complex transport or other remote decentralised locations. system is working to meet the transport needs What this means for transport… of the community. Currently, South East Growth in suburban service sector jobs will Queensland’s transport system: result in more cross-town, off-peak, private • supports 9 million trips per day, of which 6 vehicle trips. million are by car More decentralised employment means • carries more than 41 million passengers many trips to work are shorter while others each year by electric train become longer. These trips are more difficult to service by public transport • carries around 56 million passengers each because of their dispersed locations. year by bus through 20 bus operators Therefore, workers tend to drive these • provides an efficient ferry service for more distances rather than use public transport. than 4 million passenger trips each year The trend towards flexible work options • enables people to cycle and walk for almost increases the importance of personal safety, 1.5 million trips each weekday accessibility, off-peak travel and the need • provides more than 2,000 taxis, which offer to make multi-purpose trips by public transport. an on-demand public transport service and make some 52 million passenger trips each year, and How are we travelling? Where, when, how and how often people • enables the efficient movement of freight by travel has a huge impact on the efficiency rail, road, air and sea, including almost of the transport system. 1 million commercial vehicle trips per day.

Chapter 1 4 Transport 2007

While the While the existing system is meeting today’s rail, road, air and sea transport network. The transport needs, growing population and major freight corridors are the east–west existing system is “ travel demands, combined with over-reliance corridor from the South East Queensland meeting today’s on the private motor vehicle, mean that the hinterland to the Port of Brisbane, the transport needs, system is being outgrown. The community north-south corridor from Brisbane to needs more sustainable travel options. To Northern Queensland and the north-south growing ensure that we can meet future transport corridor from Acacia Ridge to the south for population and demands and to get the most from the interstate traffic. travel demands, system, it is important to understand the role of each mode within the overall transport More cars, more drivers combined with network. If current trends in car use continue over the next 15 years, the number of vehicle over-reliance on The roles of different modes kilometres travelled will double. On average, the private motor Public transport plays an important role in South East Queensland residents already vehicle, mean that moving large numbers of people for a spend around 70 minutes travelling each relatively low cost and enables access to weekday. the system is employment and recreational opportunities. While the average number of cars per Public transport throughout South East being outgrown. household is predicted to increase only Queensland includes buses, trains and ferries, marginally between now and 2007, higher with taxis providing a personalised ” levels of car ownership are expected for on-demand public transport service. developing areas that are not well serviced by Cycling and walking have become an integral public transport. part of South East Queensland’s transport A steady increase in the number of people system and a viable transport choice. Cycling with driver's licences also makes it harder for caters for short trips up to 5km in length and public transport to compete with the private offers a healthy, environmentally friendly, car. By 2007, it is projected that 78% of males flexible and low-cost alternative to the car. and 82% of females of driving age will be Walking offers a wide range of health, licensed to drive a car, compared to 73% and environmental and social justice benefits and 68% respectively in 1996. is best suited for trips under 2km in length. South East Queensland’s road network is an important part of the region’s transport system. Roads support freight and business travel, cross-town and suburb-to-suburb trips, and many off-peak movements. They also increasingly support multi-modal uses by providing necessary infrastructure for buses, high occupancy vehicles and cyclists. The private motor vehicle plays an important role in meeting the transport needs of the region. Cars are usually the best option for off-peak and suburb-to-suburb trips where More passenger and freight trips public transport options are limited. Car By 2007, the number of passenger and pooling is growing in popularity and plays an freight trips made per day is expected to important role in reducing traffic congestion grow dramatically. Even assuming that the along key corridors serving major IRTP targets are met, private vehicle travel employment nodes. could still increase by 830,000 trips per day Efficient freight movement is important to the between 1999 and 2007, a growth rate of region’s economy and depends on an efficient around 1% per year.

5 Chapter 1 Transport 2007

The sub-regions in South East Queensland are transport and not widening radial routes to Between now expected to experience growth in total trips the CBD has successfully increased public and 2007, peak as shown in the graph below. transport usage and restrained growth in car “ travel. Between 2000 and 2007, peak hour hour traffic Additional daily trips by traffic demands are not expected to increase demands are not sub-region (2000-2007) significantly in the inner Brisbane area, with major traffic growth occurring mainly expected to 1,200,000 in the outskirts of Brisbane and in parts of increase the Gold and Sunshine Coasts. 1,000,000 significantly in the More tourists on our roads 800,000 inner Brisbane In addition to the needs of those who live and area, with major 600,000 work in the region, the transport system must

TRIPS cater for visitors to South East Queensland. traffic growth 400,000 South East Queensland attracts many tourists, occurring mainly in with Brisbane and the Gold and Sunshine 200,000 outer areas such Coasts being major destinations. In 1998, as the outskirts of 0 South East Queensland attracted approximately 10.6 million overnight Brisbane and in domestic visitors. In the same year, the region Gold Coast Sunshine Coast Western Brisbane metropolitan parts of the Gold also hosted approximately 1.7 million and Sunshine Road-based freight makes up almost 91% of international visitors. freight movements in South East Queensland. Road-based tourism represents nearly 80% of Coasts. Road freight volumes have been growing in all tourist trips in Queensland. More than 90% line with Gross State Product for the last ten of visitors to the Sunshine Coast travel by ” years and this trend is expected to continue. road. Strategic tourism routes for South East This impacts on the overall transport system Queensland are the Bruce Highway, Warrego through congestion, safety and the need for Highway and the Pacific Motorway. additional infrastructure. Over time, this will lead to an increased demand for freight to be What these trends will mean for South East moved by rail. Presently, rail capacity for Queensland if we don’t act now… freight is significantly limited by the demand • More congestion for passenger rail services. • Less efficient freight More cross-town trips • Less competitive industries Cross-town trips are increasing as a proportion • More expensive goods and services of all trips across South East Queensland. • More air and noise pollution Between 2000 and 2007, trips to and from the • Less liveable communities Regional Framework for Growth Management’s Key Regional Centres such as Maroochydore, Caboolture, Ipswich, Beenleigh and Southport are forecast to increase by approximately 25%. Trips to Robina are expected to increase by 75%, making it the most significant centre after Brisbane and Ipswich. Some pressure has been relieved from Brisbane's inner city transport system as a result of more decentralised housing and employment. In addition, the transport strategy over recent years of improving public

Chapter 1 6 Transport 2007 2. How we plan to meet the challenge

Transport 2007 What is Transport 2007? Desired outcomes aims to create a Transport 2007 is a companion document to To achieve such a system, Transport 2007 “ the 25 year Integrated Regional Transport Plan focuses on achieving the following outcomes: transport system for South East Queensland (IRTP), which was • ensuring social justice by providing a safe that facilitates released in 1997. Transport 2007 provides a and equitable system for all more detailed action plan for transport in the efficient and cost- • providing an ecologically sustainable region between 2000 and 2007. effective transport system Transport 2007 updates the IRTP by • making better use of our existing system passenger and reviewing demographic and travel trends and through travel demand management freight movement identifying emerging transport issues and and enhances solutions. It provides a clear picture of what • creating transport-friendly communities the transport system should look like in 2007, through better land use planning economic including specific strategies for each of the • developing a high quality, integrated public sub-regions. development, transport system The IRTP contained an integrated and broad environmental • providing improved facilities for cyclists program of activities across the key areas of sustainability, and pedestrians public transport, roads, freight, demand safety and quality management and land use. However, since the • developing a road network that links of life within release of the IRTP in 1997, a major focus of people, goods and services, and implementation has been on providing • ensuring the efficient movement of freight. South East infrastructure. Queensland. In addition to these outcomes, both the IRTP Transport 2007 includes a balanced program of and Transport 2007 advocate a reduction in transport investment in infrastructure, services, private vehicle use, and greater use of public ” operations and policy actions. Infrastructure transport, cycling and walking, as positive investment is an important part of Transport travel alternatives which minimise traffic 2007, but a key direction of this plan is to place congestion and pollution. more emphasis on solutions for the demand side of transport. This includes travel demand management and land use planning actions, to better match demands to available capacity. The balanced program also assists in matching the proposed transport investment to the indicative funding levels for transport in South East Queensland over the next seven financial years and also ensures that transport funding over the next seven years is focused clearly on delivering priority projects and Targets achieving IRTP outcomes. The IRTP seeks to achieve the following travel What is Transport 2007 targets by the year 2011: aiming for? • 10.5% of trips by public transport Aim of Transport 2007 • 8% of trips by cycling Transport 2007 aims to create a transport • 15% of trips by walking, and system that facilitates efficient and cost- effective passenger and freight movement and • increased average vehicle occupancy from enhances economic development, 1.3 to 1.4 persons per vehicle. environmental sustainability, safety and quality of life within South East Queensland.

7 Chapter 2 Transport 2007

Changes in travel behaviour, demand management and land use planning will not bring immediate results. Therefore, the 2011 targets are the primary focus, with the 2007 targets providing a guide to where we should be by that time. These targets assist in setting transport priorities between now and 2007, and establish the foundation for the longer-term Transport 2007 takes the IRTP’s 2011 targets IRTP targets to be met. It is important to note and determines what infrastructure, policies that trip patterns vary widely across the and services must be in place by 2007 to region. To achieve the targets over the whole reach the longer-term goals. region, some areas and specific corridors will To ensure that the 2011 targets can be need to perform at above the overall target achieved, Transport 2007 sets interim targets levels to compensate for those areas that (based on IRTP targets) to be achieved cannot meet the targets. by 2007: But even with the achievement of the 2007 • 9% of all trips by public transport targets, South East Queensland's transport (1.1 million trips per day) system would still face a predicted 71% of travel by private vehicle, an increase of • 6% of all trips by cycling (720,000 trips 800,000 trips per day (or around 1% growth per day) each year to 2007). This remaining private • 14% of all trips by walking (1.7 million vehicle travel needs to be managed to ensure trips per day), and the best outcomes from South East Queensland's future transport system can • average vehicle occupancy of 1.36 persons be achieved. per vehicle.

Travel targets

Chapter 2 8 Transport 2007

How will we reach our targets? Transport 2007 recommends a number of overall system strategies which guide the principles and actions: • Make more efficient use of the existing system • Improve integration across all modes • Implement a range of travel demand management measures • Protect identified public transport and road corridors for beyond 2007 • Develop more flexible public transport services • Improve the capacity, reliability and service frequency of the radial public transport system • Develop a network of premium public transport interchanges • Extend and enhance the regional rail system, supported by transit-oriented development • Develop a safe and interconnected cycle network which uses both on-road and dedicated cycle facilities, and offers more end of trip facilities • Upgrade and protect the capacity of regional highways • Develop local arterial road networks early in new developments, and complete ‘missing links’ in existing road networks, and • Develop a more integrated and identifiable multi-modal freight network.

9 Chapter 2 Transport 3. The big transport picture: 2007 where Transport 2007 fits in

In response to the pressures of high will be reviewed at regular intervals to ensure Transport 2007 population growth over the last decade, all that emerging priorities are captured in the will guide levels of government in the South East strategic planning process. “ Queensland region have developed an The 3 Year Rolling Program (3YRP) of actions strategies and integrated approach to managing growth and was established as the mechanism to deliver programs to the transport needs it creates. the IRTP. It is updated annually to reflect ensure that the Transport 2007 forms part of a suite of progress and revised priorities that emerge planning documents designed to ensure the from changing trends and detailed planning transport system future liveability of South East Queensland. studies. The 3YRP is prepared jointly by across the region responsible agencies to provide a strategic The Regional Framework for Growth is developed summary of IRTP actions that are to be Management (RFGM) is the primary regional undertaken over the next three years. consistently and planning document for South East Queensland. It is a broad strategy that aims to Local Government and State agency plans cohesively. protect and enhance South East Queensland's Integrated Local Transport Plans (ILTP) and environmental, social and economic assets strategic plans produced by Local Governments ” and improve the relationships between and State Government agencies (such as employment location, transport and people. Planning Schemes, the Roads Implementation The RFGM recommended the development of Program and the State Infrastructure Plan) are a 25 year Integrated Regional Transport Plan an important mechanism for delivering on the for South East Queensland (IRTP) to provide a agreed priorities of the IRTP and Transport blueprint for a future transport system to 2007. These plans detail the transport cope with the growing travel demands of the activities of Local Governments and State region. The IRTP has objectives and targets Government agencies in South East that focus on reducing single occupant car Queensland. It is anticipated that Transport travel in peak periods and increasing the 2007 will guide the strategies and programs number of trips made by public transport, developed by all Local Governments and State cycling and walking, and supporting the Government agencies to ensure that the efficient movement of freight. The plan maps transport system across the region is out infrastructure, policy and service developed consistently and cohesively. improvements required to ensure an integrated and efficient transport system for South East Queensland for the longer-term. The IRTP was developed with extensive input from local governments throughout South East Queensland, stakeholder groups and the community. Transport 2007 is a medium-term action plan, which complements the longer-term IRTP. Transport 2007 is based on a review of progress to date in implementing the IRTP, changing social trends, and the actions needed before 2007 if longer-term transport goals for the region are to be reached. It sets strategic transport priorities to guide the development of the IRTP 3 Year Rolling Program of actions and influences agencies in the development of their own transport planning programs. Transport 2007 is a dynamic document that

Chapter 3 10 Part B

Shaping the transport system

11 Transport 4. Brisbane metropolitan sub-region 2007

The Brisbane metropolitan sub-region extends Infill and redevelopment will increase urban The Brisbane north to Caboolture, south to Beenleigh, west densities in some locations, for example, in metropolitan area to Ipswich and east to Redlands and the the inner areas of Brisbane. However, urban “ Moreton Bay Islands. sprawl is continuing with major new urban will house another developments occurring in fringe areas such 190,000 people Where are we now? as Mango Hill, Morayfield, Springfield, Brisbane Transport and the Citytrain network Greenbank and Alexandra Hills. by 2007, bringing collectively carry more than 80 million Major industry expansion will occur in the total passengers each year, with private bus the Australia TradeCoast area and Ipswich. operators carrying 26 million passengers each population to In addition, significant employment growth year. CityCats and ferries continue to serve 1.8 million people - is expected in Brisbane city, Brendale, communities near the Brisbane River and Springwood, Yatala and from Acacia Ridge 69% of the carry 4 million passengers in South East to Redbank. Queensland each year. region’s Central Brisbane will remain the Primary Major improvements have been made to the population. Centre in South East Queensland. Caboolture, road and public transport network. The Ipswich and Beenleigh are Key Regional Pacific Motorway has been upgraded, services ” Centres, which will be important growth areas have commenced on the inner city portion of for employment, entertainment, recreational the South East Busway and construction has and community activities. started on the Inner City Bypass. Bus priority facilities have been provided on many major The metropolitan area will face increasing arterial roads, the first stages of integrated levels of congestion and public transport ticketing are operational and the CityTrans improvements are required to reduce car initiative is coordinating bus and rail services dependency. The transport network must also at key interchanges. Important freight projects support residential and industry expansion. have also been completed, including planning for the Port of Brisbane Motorway and What is the plan upgrading the Logan Motorway. for Brisbane? The key improvements for Brisbane are outlined below and on the maps that follow.

Public transport By 2007, the Brisbane metropolitan area will have an integrated public transport network. Buses travelling to Brisbane city will use priority bus corridors including the South East Busway, Inner Northern Busway and bus lanes on Gympie Road, Coronation Drive, What are the challenges Musgrave Road and Old Cleveland Road. facing Brisbane? As demands for bus travel rise, a network of The Brisbane metropolitan area will house transit lanes including the Pacific Motorway, another 190,000 people by 2007, bringing the Kelvin Grove Road and Waterworks Road will total population to 1.8 million people – 69% also provide priority to buses as well as car of the region's population. pool vehicles. The frequency, travel times and Rapid population growth and industry reliability of bus services will be improved expansion will increase trips by 1.2 million through priority measures on the road network. each day, an increase of 20%. While the Private sector financing will be sought to number of trips to Brisbane city will continue extend the rail line from Petrie to Mango Hill. to increase, trips to destinations outside the A feasibility study will also be undertaken for CBD are expected to rise dramatically. a future rail extension to Browns Plains.

Chapter 4 12 Transport 2007

A flexible, cross-town public transport system vehicles and private car use will be will be taking shape, using bus priority moderated, particularly in peak periods. In measures. Rail will provide fast inter-urban off-peak periods, road space will be managed services, longer trips and local connections. to ensure that cars can still move around the Feeder buses will link to rail at key metropolitan area without creating excessive interchanges and provide a faster, integrated intrusion into communities. service to destinations along the rail line. Rail capacity on the Citytrain network will be enhanced to support patronage increases between now and 2007. Well-located interchanges, stops and stations with good facilities, combined with integrated ticketing and information, will make it easier to change between modes and services. There will be more flexible services such as Hail and Ride and Dial a Ride for suburb-to-suburb trips in selected areas. Road management will be coordinated between road agencies to better manage Roads incidents and the flow of traffic, to make The regional highway network will continue better use of existing road infrastructure and to provide a high level of service for freight, provide priority for high occupancy vehicles. bypassing communities and linking important Intelligent Transport Systems and incident industrial areas to freight handling facilities, management will be used to manage traffic the Port of Brisbane and airports. Freight flows and maximise use of transport capacity. movements within and between regions will be improved by widening the Ipswich Cycling and walking Motorway and sections of the Bruce Highway An interconnected system of cycle facilities and Gateway Motorway, and constructing will provide for commuter journeys along new roads such as the Port of Brisbane major arterials, and on-road cycle facilities will Motorway, Inner City Bypass and Caboolture provide safe routes throughout the urban area. Northern Bypass. All major centres and public transport nodes will be accessible by bicycle, and appropriate A number of local arterial roads will also be end of trip facilities will be available at key upgraded to facilitate local movements and destinations. The Brisbane cycling map provide for new urban development. To outlines some of the regional cycling linkages. support rapid population growth, upgrades to These linkages will be combined with a range local arterials will commence in Mango Hill, of local cycling facilities. Redlands, Beenleigh and between Petrie and Caboolture. These local arterials will play a key role in providing better local connections and reducing reliance on regional highways for local travel. Increasingly in Brisbane, road space will be provided for New urban communities will be designed to buses and high support walking, cycling and public transport. occupancy Existing commercial and activity centres

13 Chapter 4 Transport 2007

throughout the urban area will have an Inner city increased mix of activities, providing a better transport will environment for pedestrians and cyclists. “ be improved Most pedestrian improvements are local in nature and therefore have not been identified through a number in Transport 2007. However, one of the major of measures to improvements under way in Brisbane is the construction of the South Bank cycling and enhance access pedestrian bridge. to the city by Land use and travel demand management trains and buses, Travel demand management will play a key and for pedestrians role in reducing car use in Brisbane, particularly during peak periods. Policy and cyclists. initiatives will include managing parking ” supply, providing better public transport and implementing individualised marketing programs which market travel options to individuals and inform them about ways they can reduce car use and combine trips. Workplace plans will be in place at major employment nodes. Land use will be influenced to maximise densities around public transport nodes and ensure development minimises the need for people to travel long distances to access services, facilities and jobs. Land use planning will also play a major role in integrating new industrial developments with location of labour sources and into the broader transport system.

Inner city transport Inner city transport will be improved through a number of measures to enhance access to the city by trains and buses, and for pedestrians and cyclists. The South East Busway and Inner Northern Busway will connect in Brisbane’s CBD to provide the ability for buses to through-route, thereby reducing the need for bus layover space. Key approach roads to the inner city will provide on-street and intersection priority, to improve running times of buses and consolidate services and bus stops. Rail services and bus- rail coordination will continue to be improved. Cycling and pedestrian access to the Brisbane CBD will also be enhanced through the construction of the South Bank pedestrian bridge and other key cycle routes into the city.

Chapter 4 14 Transport 2007 Brisbane metropolitan sub-region

Brisbane Infrastructure Map

15 Chapter 4 Transport Brisbane metropolitan sub-region 2007 integrated public transport system 2007

Chapter 4 16 Transport 2007 Brisbane inner city transport system

Brisbane City Map

17 Chapter 4 Transport Brisbane metropolitan regional cycling opportunities 2007

Chapter 4 18 Transport 2007 5. Gold Coast sub-region

The Gold Coast The urban area of the Gold Coast extends along the Pacific Motorway, and from Nerang from the Coomera River to Tweed Heads and Robina to the coastline. is growing rapidly along the coast, out to the Pacific Motorway “ The highways will face more pressure unless with more people and further west. more local arterial roads are developed or moving to Gold Where are we now? upgraded and public transport provided to support local trips. Growth to the west of the Coast City than Since the release of the IRTP, the Pacific Pacific Motorway will need to be catered for. Motorway has been upgraded, the rail line has any other Local Improvements to the cycling network will been extended to Robina and bus priority lanes also be needed. Government area are in operation on roads leading to and from in South East Surfers Paradise and Broadbeach. Planning for Of the 1.65 million trips currently made per Queensland. The the Tugun Bypass is significantly advanced day in the Gold Coast area, only 15%, or and Trainlink services have been introduced 250,000, are work-related trips. The Gold Coast will between the Nerang rail station and the coast. remaining 1.4 million trips are made up of need to support an education, tourism and other trip purposes, What are the challenges many of which are outside peak periods. additional 73,000 facing the Gold Coast? residents between Public transport services on the Gold Coast The Gold Coast is growing rapidly with more face unique challenges, as these services 2000 and 2007. people moving to Gold Coast City than any must cater for both commuter travel and other Local Government area in South East This will result in large numbers of tourists. Services therefore Queensland. The Gold Coast will need to need to be provided to both employment an additional support an additional 73,000 residents areas and tourist locations, with peak usage 470,000 trips per between 2000 and 2007. This will result in an patterns for these activities sometimes additional 470,000 trips per day, an increase coinciding. day, an increase of of almost 30%. almost 30%. Southport and Robina are Key Regional What is the plan for the Centres and will be the focus for employment Gold Coast? ” growth and the location of entertainment, The key improvements for the Gold Coast are recreational and community centres. Trips to outlined below and on the maps that follow. Southport are expected to grow by 25% by 2007, while trips to Robina are expected to Public transport grow by 75%. Other major centres on the By 2007, the Gold Coast will have a grid Gold Coast include Surfers Paradise, network of north-south and east-west public Broadbeach, Nerang and Coolangatta. transport routes and a supporting system of radial routes serving the major centres of Urban growth is expected to concentrate Southport, Surfers Paradise, Broadbeach, between Helensvale and Coolangatta, Nerang, Robina and Coolangatta. Premium particularly to the west of the Pacific interchanges will be located at Nerang, Motorway, and in Coomera close Broadbeach and Robina. to the rail line. Significant growth in the Tweed area Along the coastline, the public transport will also impact on the network will include bus priority measures Gold Coast transport from Coolangatta to Burleigh Heads, and network. completion of the bus lanes from Burleigh Heads to Broadbeach. A light rail system The greatest trip movements will will be developed from Broadbeach to be in corridors Southport as private sector funding between becomes available. Helensvale and The Gold Coast rail line will serve north-south Southport and movements and inter-regional trips. Coolangatta, Enhancing the capacity of the Gold Coast rail 19 Chapter 5 Transport 2007

line will allow higher frequency services. A four-lane bypass of Tugun will also be Public Buses will connect with rail services to completed to serve inter-regional traffic transport services provide linkages to the coast and hinterland. and freight. “ on the Gold Coast Buses will serve public transport demands Road management will be coordinated between Robina and Coolangatta prior to the between road agencies to better manage face unique introduction of rail between Robina and incidents and the flow of traffic to make challenges, as Coolangatta beyond 2007. better use of existing road infrastructure and provide priority for buses. these services The frequency, travel times and reliability of must cater for both bus services will be improved through priority Cycling and walking measures on the road network. A network of cycle facilities, including end of commuter travel Ferry services between Broadwater and trip facilities, will be developed across and large numbers existing and new urban areas, to connect Broadbeach will be provided by the private of tourists. sector and will serve commuter and centres such as Nerang, Southport, recreational trips. Broadbeach, Coolangatta and Robina. This Services therefore will include a cycle facility along the need to be Due to the large growth in employment, coastline between Paradise Point and coupled with strong growth in tourism and Coolangatta, with an improved crossing of the provided to both other non-work trips, frequent all day public Nerang River. These cycle facilities will be a employment areas transport services will be provided across combination of on-road and off-road facilities and tourist the network. and cycle infrastructure will be a key component of major transport projects. locations, with Walking facilities will be improved through peak usage well-designed communities and activity centres, patterns for these with key services located close together. Good walking access will also be provided to public activities transport stops. Pedestrian networks will be sometimes developed in conjunction with urban coinciding. development and important recreational and tourist routes will be upgraded. ” Roads Land use and travel demand management A coordinated system of local arterial roads, Travel demand management and land use public transport, cycle facilities and measures will be introduced to limit growth pedestrian networks will be developed in in car trips. The Gold Coast area provides an conjunction with urban development. Work opportunity to influence land use and travel will commence on providing local arterial behaviour in new areas before travel habits networks between the Coomera River and are developed. Initiatives include limiting Nerang–Broadbeach Road in the east, and parking supply in major centres, limiting between Nerang and Currumbin in the west. general traffic capacity to major centres and providing mixed-use development in new Southport–Burleigh Road will be upgraded to urban areas and at key interchanges to allow provide the main north–south route for local many needs to be met locally. traffic growth and key bus services. This will free up capacity on the Gold Coast Highway Workplace plans will be developed in for line haul public transport. Nerang- conjunction with major employers and Broadbeach Road and sections of the Gold activity centres in the region, including trip Coast Highway (Arundel to Helensvale) will reduction measures such as teleworking, car be upgraded to support urban growth and key pooling and increased use of public transport. public transport routes.

Chapter 5 20 Transport 2007 Gold Coast sub-region

Gold Coast Infrastructure Map

21 Chapter 5 Transport Gold Coast sub-region 2007 integrated public transport system 2007

Gold Coast Public Transport Map

Chapter 5 22 Transport 2007200 6. Sunshine Coast sub-region

The Sunshine The Sunshine Coast extends from Noosa to across the Sunshine Coast region, only 15% Caloundra and west to Kilcoy. are work-related trips. More than 820,000, or Coast is expected “ 85% of total daily trips in the Sunshine Coast to grow by around Where are we now? area are non-work trips made up of 57,000 people The Yandina Bypass has been completed, the education, tourist, shopping, recreation and Bruce Highway from Yandina to Cooroy is other trip purposes, many of which may be between 2000 and being duplicated, and a study for a public outside peak hours. transport corridor from Caboolture to 2007, resulting in Public transport on the Sunshine Coast Maroochydore (CAMCOS) has been completed. currently experiences congestion and a an additional A rail-bus service also operates along the number of areas and corridors are not well 350,000 trips per northern line to increase public transport served. Bus services need to be improved with capacity in the area. day, an increase more bus priority, coordination with rail and of 35%. What are the challenges increased frequency and coverage. The Sunshine Coast currently has inadequate facing the Sunshine Coast? arterial and service road networks for the scale ” The Sunshine Coast is expected to grow by of urban development and expected growth. around 57,000 people between 2000 and 2007, resulting in an additional 350,000 trips What is the plan for per day, an increase of 35%. the Sunshine Coast? Maroochydore is a Key Regional Centre under The key improvements on the Sunshine the RFGM, and will be the key employment, Coast are outlined below and on the maps entertainment, recreational and community that follow. centre on the Sunshine Coast. Trips to Maroochydore are expected to grow by 25% Public transport between 2000 and 2007. This needs to be By 2007, the Sunshine Coast will have a grid serviced with public transport and road network of north–south and east–west public capacity to facilitate high standard services transport routes and a supporting system of and public transport priority. radial routes serving the major activity centres of Maroochydore, Noosa, Caloundra, Other major activity centres include Mooloolaba, Nambour and the Sunshine Caloundra, Mooloolaba, Nambour, Noosa and Coast University. the Sunshine Coast University. To support this public transport network, a Urban development will be concentrated in main north–south bus route will run on a bus the areas between Noosa and Caloundra, priority system between Caloundra and Noosa predominantly in Sippy Downs and from Heads, with pedestrian crossing points, bus Currimundi to Kawana. Nambour will remain stops and signal priority along the route. The the largest inland town. North Coast rail line will be progressively The greatest number of trips is upgraded to provide more rail services for predicted between Caloundra hinterland and inter-regional trips. Rail will and Coolum, between be linked to the coast and other hinterland Nambour and towns through a network of bus connections. Maroochydore, within A major north-south dedicated corridor for the Noosa/Tewantin public transport will be preserved between area, and along the Beerwah and Maroochydore. It will provide Bruce Highway. access to the main rail line for inter-regional Of the total trips and trips between Caloundra and 970,000 trips Maroochydore. Buses will serve the local currently travel market prior to construction of this link made per day beyond 2007.

23 Chapter 6 Transport 2007

The frequency, travel times and reliability of Cycling and walking A coordinated bus services will be improved through priority A network of cycle facilities will be developed system of local measures on the road network. to connect centres such as Caloundra, “ Maroochydore, Nambour, Sunshine Coast arterial roads, a Roads University and Kawana. A recreation, tourism The Sunshine Motorway will be heavily relied public transport and commuter cycle facility along the upon for travel within the Sunshine Coast, coastline, between Caloundra and spine, cycle with the highest priority section between Maroochydore, will also be developed. The facilities, Mooloolaba Road and Maroochydore Road cycle networks will comprise a combination duplicated to improve its safety and capacity. pedestrian of on-road and off-road facilities and cycle The Bruce Highway will be duplicated infrastructure will be a key component of networks and between Yandina and Cooroy to improve the major transport projects. coordinated land safety and capacity of the major national Walking facilities will be improved through route. A bypass will be constructed at use will service well-designed communities and activity Eumundi to improve connection with the major urban centres, with key services located close National Highway. together. Good walking access will also be development in Local traffic in the Noosa/Tewantin area will provided to public transport stops. Pedestrian Kawana and be catered for through improvements to the networks will be developed in conjunction road network, including construction of the with urban development and key recreational Sippy Downs. Eenie Creek arterial and Noosaville Bypass. and tourist routes will be upgraded. ” Land use and travel demand management Travel demand management and land use measures will be introduced to limit growth in car trips. The Sunshine Coast area represents an opportunity to influence land use and travel behaviour in new areas, before travel habits are developed. Initiatives include limiting parking supply in major centres, limiting general traffic capacity to major centres, and providing mixed-use development in new urban areas and at key interchanges to allow many needs to be met locally.

A local arterial and service road network will Workplace plans will be developed in be preserved between the Caloundra and conjunction with major employers and Nambour exits on the Bruce Highway to activity centres in the region, to encourage protect its capacity for freight and regional trip reduction measures such as teleworking, traffic. Caloundra Road will be duplicated to car pooling and increased use of improve the connections from the highway to public transport. Caloundra and Kawana. Maroochydore Road will be duplicated to provide a good quality road, freight and public transport connection between Nambour and the coast. A coordinated system of local arterial roads, a public transport spine, cycle facilities, pedestrian networks and coordinated land use will service major urban development in Kawana and Sippy Downs.

Chapter 6 24 Transport 2007 Sunshine Coast sub-region

Sunshine Coast Infrastructure Map

25 Chapter 6 Transport Sunshine Coast sub-region 2007 integrated public transport system 2007

Sunshine Coast Public Transport Map

Chapter 6 26 Transport 2007 7. Western sub-region

Around 14% of The Western sub-region includes the area What is the plan for the west? west of Ipswich to Toowoomba, north The key improvements in the west are South East through Esk and south through Boonah “ outlined below and on the maps that follow. Queensland's and Beaudesert. population will live Public transport Where are we now? Public transport projects and service in the west, with Since the IRTP’s release, improvements to the improvements will be implemented 60% of the transport system in the west have focused throughout Toowoomba. Land use initiatives largely on road upgrades to aid movement population growth will be investigated to assist with between towns and improve safety. A study concentrating passenger demands. expected in has been completed to identify a suitable Beaudesert, which route for the planned Toowoomba Bypass and a new rail alignment between Rosewood and has a strong Toowoomba is being investigated. relationship with What are the challenges the Gold Coast facing the west? and south west By 2007, there will be almost 40,000 Brisbane. additional people living in the west, resulting in an additional 500,000 trips per day, up more than 35%. Around 14% of South East ” Rural bus services will provide the key public Queensland's population will live in the west, transport linkages between towns. For with 60% of the population growth expected example, Beaudesert will be connected to in Beaudesert, which has a strong relationship Browns Plains and the Brisbane metropolitan with the Gold Coast and south west Brisbane. area through enhanced bus services. The major issues in the area include poor By 2007, planning will be completed for an standard and provision of routes for freight, a electrified railway with improved alignment lack of public transport facilities and poor between Rosewood and Toowoomba, and the alignment of road and rail to Toowoomba corridor will be progressively preserved. from the east. Development of this corridor may be brought The greatest number of trips are predicted forward if the private sector proposal for an along the highways and in the Key Regional inland rail link to Melbourne is proven viable. Centre of Toowoomba. A key component of transport in the western area is freight. Roads By 2007, the Warrego Highway will be a four- The relatively low population densities and lane, median-divided facility between Ipswich low traffic congestion in the west make and Toowoomba. Planning and pre- it difficult to establish viable public construction activities will be completed on transport services. While public the Toowoomba Bypass and construction may transport will be improved, be commenced if Commonwealth Government particularly in urban areas, funds become available. The Cunningham a key focus will be on Highway will be upgraded to improve safety, providing the provide overtaking opportunities and facilitate necessary regional movements. improvements to the road network. The Warrego Highway, Toowoomba Bypass, and New England Highway will form the main inland highway connection between Brisbane and the southern States. This will result in the Charlton freight facility becoming increasingly important.

27 Chapter 7 Transport 2007

By 2007, “planning will be completed for an electrified railway with improved alignment between Rosewood and To reduce freight traffic passing through the Toowoomba, and metropolitan area, freight travelling between the western area and the Sunshine Coast will the corridor will be be encouraged to use the Brisbane Valley progressively Highway. Freight vehicles travelling from the west to the Gold Coast would be encouraged preserved. to use the Warrego Highway, Logan Development of Motorway and Pacific Motorway. this corridor may A corridor will also be planned between the be brought forward Cunningham Highway and the Logan Motorway, to serve freight travelling from if the proposal for the western and southern regions to the an inland rail link Brisbane metropolitan area or the Port of to Melbourne is Brisbane. When this corridor is constructed, freight will be encouraged to access the Port proven viable. of Brisbane via the new corridor and the Logan and Gateway Motorways. This ” alternative corridor will help to protect the capacity of the Ipswich Motorway.

Cycling and walking Cycling facilities will be provided to the Toowoomba CBD from surrounding residential areas, including end of trip facilities at key destinations. Cycle projects will support local trips to schools, shops and employment, and options to allow bicycles onto public transport will be investigated. The potential for touring routes through the sub-region will also be considered.

Chapter 7 28 Transport 2007 Western sub-region

Western Infrastructure Map

29 Chapter 7 Transport 8. Safe mobility for all, for life 2007

2007 vision for social justice • Accessible Bus Program established to Objective and transport support the purchase of wheelchair buses In 2007, social justice, equity and accessibility • Fare concessions available on bus and rail To develop a issues are key factors when planning and services for older people, people with a transport system disability and full-time students developing transport infrastructure and for South East services. Safe mobility for all, for life has • 50 km/hour speed limit introduced on local become a key goal in planning and delivering streets in South East Queensland Queensland that transport services to address the current and allows residents projected future needs of the community. • Construction commenced on the South East Busway to improve transport services for and visitors to People have access to jobs, services and residents of Brisbane's southern suburbs, safely access facilities and have a range of travel options Logan and the Redlands. for most trips. Communities are designed to employment, make it easy for people to get around and Planning context services and disability access has been improved The IRTP identified that a fair and equitable substantially. Safety and security has been transport system should: facilities, improved on the road network, and for public regardless of • ensure all members of the community have transport users, pedestrians and cyclists. access to transport services to fulfil basic income, age, Social justice achievements needs disability, ethnic to date • be secure, safe and affordable background or • Accessibility Guidelines produced for the • have minimal intrusion on people's lives geographic design of the busway stations in consultation with the Guide Dogs • involve the community in the development location. Association of Queensland, Paraplegic and and management of the system, and Quadriplegic Association of Queensland and • ensure the costs of providing transport are the Queensland Deaf Association shared equitably by the community. • Community and stakeholder reference South East Queensland’s population is ageing, groups established to provide advice on jobs are becoming more decentralised, more access to stations and vehicles for people with disabilities are living in the Queensland Rail and the South East Transit region and many lower socio-economic and Project urban growth areas are located away from • Stakeholder and community consultation core public transport routes. undertaken on specific transport projects When planning and providing transport and strategic plans such as the IRTP and infrastructure and services, agencies need to: Transport 2007 • fully assess social and community impacts • An inter-agency Transport Social Justice through inclusive processes Working Group established by Brisbane City • contribute to meeting currently unmet Council transport needs • Bus frequency and coverage improved • consider safety and accessibility across urban areas of South East Queensland • meet appropriate guidelines and standards, and • Taxi Subsidy Scheme established to allow people with disabilities access to subsidised • comply with appropriate legislation taxi travel, including a reciprocal 50% contributing to social justice objectives. discount interstate Transport infrastructure and services provide • Travel Assistance Program established for all sectors of the community with good children with disabilities

Chapter 8 30 Transport 2007

access to jobs, housing, education, health services and recreation. An efficient and effective transport system benefits the whole community and greatly enhances the quality of life for groups such as: • carers (primarily women) whose travel patterns are multi-purposed and dispersed • single parents whose travel patterns are complex and who typically are financially disadvantaged • older people without access to a private car and whose mobility has reduced with age • people with a disability • low income households or the unemployed who cannot afford private transport, and • young people who are too young to drive and whose needs are not well catered for by traditional public transport. Key opportunities and actions A socially just transport system A socially just transport system provides a fair distribution of transport services and equal access to employment, housing, education, health services and recreation. A socially just transport system provides infrastructure and services to meet the needs of all groups within the community, regardless of age, geographic location, ethnic background, disability, gender or other factors. For most people in South East Queensland, the existing transport system adequately meets their travel demands. In many cases, however, these demands are met by easy access to a private car and a relatively uncongested road system. However, there are a number of people whose primary means of travel is public transport or taxis. Depending on the quality of the public transport and taxi system, access to these services can be limited and people are unable to enjoy the economic, social, cultural and environmental benefits of the region. Setting policy to achieve social justice is difficult. Establishing a whole-of-government policy of safe mobility for all, for life will underpin future transport services and infrastructure planning and provide a vision for the future.

Actions Adopt safe mobility for all, for life as a whole-of-government goal underpinning 8.1 transport planning 8.2 Develop Social Impact Assessment guidelines for future transport planning processes 8.3 Acknowledge the wider strategies and protocols established for social justice through the RFGM

31 Chapter 8 Transport 2007

Involving the community Consultation with key stakeholder groups is continuing to ensure that the region’s transport system is fair and equitable. Consultation is critical in achieving an open and accountable process by which the community and stakeholders can participate in decision making and influence outcomes. The State and Local Governments have been working towards ensuring South East Queensland’s transport system is fair and equitable. However, to ensure greater continuity in providing public transport services, improved links between the community and the planning efforts of governments are needed. Currently, some areas of the region do not have access to the transport services they need, which can lead to social isolation. Locally based planning by community groups may assist in identifying the most effective way of addressing the transport needs of people not well catered for by existing services.

8.4 Expand current consultation efforts related to transport planning and projects by building better relationships with stakeholders 8.5 Develop a policy and planning framework to facilitate transport planning and services development at a community level

Disabled/mobility access The Queensland Government’s Strategic Framework for Disability (1998) acknowledges that all Queenslanders need access to government, private and community sector services. Commonwealth and State legislation has affirmed the right for people with disabilities to be fully integrated and empowered members of the community. The State Government is committed to improving the access to, and safety of, the State's transport network for people with a disability. This commitment is demonstrated by the commencement of Queensland Rail's Easy Access Program designed to modify and improve passenger access to rail services and Citytrain stations. The Queensland Government is also responsible for the State's Accessible Bus Program, aimed at improving the quality of life for people with reduced mobility. Taxis also perform a critical role in improving the quality of life for people with reduced mobility by supplementing the public transport system with an on-demand service that can operate outside scheduled service times and provide a door-to-door service. As outlined in Chapter 14, demand-responsive or personal public transport could also have significant potential for people with mobility difficulties or those isolated from basic services, infrastructure and employment.

8.6 Continue the implementation of Queensland Rail's Easy Access Program and evaluate its effectiveness through consultation with stakeholders 8.7 Maintain funding levels for the Accessible Bus Program and evaluate its effectiveness through consultation with stakeholders 8.8 Continue the Taxi Subsidy Scheme and evaluate its effectiveness through consultation with stakeholders Complete development of a prototype system of tactile paving at stations along the Queensland Rail 8.9 network to assist people with sight impairments, and evaluate its effectiveness through consultation with stakeholders 8.10 Develop a strategic framework related to mobility aimed at improving transport services for specific groups (eg people with disabilities, older people)

Chapter 8 32 Transport 2007

Accessible buses A safe and secure transport network Personal security on public transport is a major concern, particularly for older people, children, Queensland Transport’s Accessible Bus Program women and people with a disability. People and their property need to be safe when using public is an initiative aimed at transport and travelling to and from stops and interchanges. improving the quality of Another aspect of a safe transport network is the need to avoid road crashes, which cause major life for all social, economic and health problems in the community. The major contributing factors to severe Queenslanders, by road crashes are drinking or taking drugs before driving, speeding, driving tired and not wearing providing better public seat belts. Campaigns to reduce the road toll focus on changing driver behaviour, making vehicles transport options. The program began in 1996. safer and improving the road environment. Under the program, While Queensland’s road toll has reduced significantly since the 1980s, road safety standards financial assistance must continue to improve, to reduce deaths and injuries even further. The approach to road, (25% of the purchase cycling and pedestrian safety is outlined in the Queensland Road Safety Strategy and is price) is available to implemented through annual road safety action plans. eligible bus operators who provide a scheduled Improve security at bus stops, taxi ranks and interchanges by ensuring that they are well lit, visible and passenger service 8.11 in active areas under a contractual Continue Queensland Rail’s Safe Station Program arrangement with 8.12 the Queensland Continue the current program of Guardian Trains (security guards on board for the full length of the 8.13 journey) Government. To date, the program has funded Improve safety at rail and busway stations and car parks by installing security cameras, help phones or 8.14 by staffing key stations for full operating hours over 200 accessible buses State-wide, with Build on current safety programs and, where necessary, amend guidelines for transport facilities and 8.15 services to ensure the needs of people with disabilities are adequately provided for operators already planning to purchase 8.16 Install gated mazes connected to the train signalling system at key pedestrian level crossings more in the future. These 8.17 Implement and enhance the Queensland Road Safety Strategy and annual road safety action plans buses have benefited all people in the community Well-designed communities because of the easy The way communities are designed influences the distances people have to travel and how they access due to their low can access essential facilities. Well-designed communities make it easy for people to walk, cycle floor design, quieter or catch public transport to fulfil their daily needs and interact with others in the community. travel, and additional safety and comfort Roads also play an essential role in meeting travel demand and providing easy access to enhancements. In residential, commercial and community facilities. particular, the accessible buses have allowed Designing transport-friendly communities is discussed in detail in Chapter 11. people with disabilities and older people to integrate into the wider community and provided them with a travel choice.

33 Chapter 8 Transport 9. A transport system that values 2007 our environment

2007 vision for the Planning context Objective environment and transport An ecologically sustainable transport system By 2007, a transport system has been balances the needs of present generations To develop an developed that serves the needs of the present while ensuring that the needs of future ecologically generations are catered for. The key to generation while maintaining a liveable sustainable environment for future generations. achieving this is establishing and managing transport infrastructure, services and systems transport system The region’s liveability has been maintained in a manner that meets the principles of that maximises and regional air quality has improved. ecologically sustainable development. Improved vehicle technology has resulted in safe accessibility vehicles running more efficiently, Key opportunities significantly reducing emissions. for residents and and actions visitors to South Transport system developments have Transport-related emissions minimised environmental impacts associated East Queensland, Air quality with infrastructure and operations. The use of Currently, around 70% of air pollution in while minimising noise barriers and low noise road surfacing South East Queensland is caused by motor has reduced noise impacts. damage to the vehicles. South East Queensland's geography The integrated transport solutions outlined makes it susceptible to serious air pollution environment. in Transport 2007 have been successful in problems. SEQRAQS is the primary document encouraging less travel by motor vehicles. that outlines the region's plans to address air Compared to trend, traffic congestion has quality issues and lists a number of key eased, vehicle emissions have been reduced, actions to reduce overall transport emissions. and the need to increase network capacity has AirCare (Vehicle Emissions Action Plan) has been minimised. Improved urban and regional been expanded to incorporate these planning that supports increased higher density transport actions. development has led to real achievements towards containing urban sprawl. Greenhouse gas emissions Greenhouse gas emissions for the transport Environmental achievements sector in Queensland represent 17% of the to date State's total greenhouse gas emissions. Transport is the third largest emitting sector • Development of the transport components after energy production and land use change. of the National Greenhouse Strategy:1999 Queensland Greenhouse Implementation The National Greenhouse Strategy (NGS) aims Plan (QIP) and the South East Queensland to reduce the total energy the transport sector Regional Air Quality Strategy (SEQRAQS) consumes, and also limit growth in greenhouse gases to no more than 8% above • Continuing implementation of the AirCare 1990 levels over the 2008-2012 period. (Vehicle Emissions Action Plan) public Improved technical and economic efficiency, education campaign alternative transport technology and reduced • Commenced development of the Transport car trips will support the reduction of Portfolio Environmental Framework (TPEF) greenhouse gas emissions and energy • Endorsement of the Queensland Transport consumption. Environmental Management System (EMS) Implementation Plan and drafting of a Queensland Transport Environmental Policy and Strategy.

Chapter 9 34 Transport 2007

Cleaner, greener gas buses on their way Actions 9.1 Implement and expand AirCare to implement the SEQRAQS transport actions Over the next three 9.2 Facilitate the introduction of more stringent new vehicle emission standards and improved fuel quality years, Brisbane City standards Council will purchase up 9.3 Maintain the Smoky Vehicle Reporting Program to 120 gas-powered buses to replace older 9.4 Expand the On-road Vehicle Emissions Random Testing (OVERT) Program diesel buses in its fleet. 9.5 Expand the AirCare Public Education Campaign to improve vehicle tuning and maintenance These Compressed 9.6 Support development of the National Environment Protection Measure for Diesel Vehicles Natural Gas (CNG) buses Review the National Environment Protection Council evaluations of light and heavy vehicle emissions produce less 9.7 testing, when completed greenhouse emissions Undertake a review of the Queensland vehicle registration charging scheme to explore options to better than regular diesel 9.8 encourage the use of environmentally-friendly vehicles vehicles and have Promote improved vehicle emissions and fuel management for heavy freight vehicles and support cleaner-burning engines, 9.9 increased use of high-efficiency vehicles virtually eliminating 9.10 Implement relevant parts of the NGS and QIP smoke and particulates. The buses are 60% Seek introduction of incentives for the purchase of more fuel-efficient vehicles through changes in the 9.11 Commonwealth tax system for vehicles quieter than diesel buses, and are low floor, 9.12 Facilitate transport industry participation in the Greenhouse Challenge Program air conditioned, and 9.13 Coordinate Transport Portfolio greenhouse gas responses and programs and report on transport system provide wheelchair emissions access. These gas buses Other environmental impacts represent a step forward for a cleaner city and a Traffic noise more sustainable Transport is a source of many other environmental impacts such as community noise problems. transport system. A national study found that Queensland residents regarded noise pollution as one of the most serious forms of pollution within their homes.

Urban sprawl and changes in land use patterns Urban sprawl is made possible by motorised transport and creates further demand for it, thereby magnifying its adverse effects. It consumes good agricultural land, threatens remnant bushland and water catchments, adds to infrastructure costs and entrenches car use. The region's population is currently reluctant to change its lifestyle and location decisions, and low-density urban growth will continue to lead to greater problems in the future. A nature conservation strategy for South East Queensland is currently being developed to identify areas of regional, sub-regional and local nature conservation significance using a common conservation classification system. An important focus of future urban development and transport infrastructure is to avoid fragmentation of, and encroachment into, areas of nature conservation significance.

Degradation of biophysical systems Transport infrastructure can degrade marine, freshwater and terrestrial ecosystems as a result of altering ecological balances, natural drainage systems and concentrating pollutants in run-off.

Consumption of land by transport infrastructure The devotion of large areas of land to motorised transport can reduce the liveability of cities, increase community segmentation and result in loss of aesthetic values.

35 Chapter 9 Transport 2007

9.14 Support introduction of more stringent noise design standards for new motor vehicles 9.15 Support the introduction of noise-limiting road pavements and appropriate use of noise barriers along high volume traffic routes Promote use of ‘eco-tyres’ on cars, which generate up to 50% less noise, and enable a 40% lower rolling 9.16 resistance and 5% fuel savings Seek improved industry cooperation in minimising the use of engine-braking in noise-sensitive urban 9.17 areas Ensure that road transport operations involving waste materials and dangerous goods comply with 9.18 relevant State and national law regulations 9.19 Provide a mechanism to ensure a high level of State-wide preparedness for monitoring and responding to marine pollution incidents through planning and investment in enforcement, infrastructure, resources and training 9.20 Promote high-density development capable of supporting public transport in a manner that ensures remnant bushland identified of nature conservation significance is protected Avoid fragmenting or encroaching on areas of nature conservation or cultural significance when planning 9.21 and providing transport infrastructure

Improving transport system environmental performance Queensland Transport recognises the need to reduce transport impacts on the environment and has responded by initiating several environmental responses as the first steps towards creating an ecologically sustainable transport system. The Transport Portfolio Environmental Framework (TPEF) is bringing major State agencies together with key non-government stakeholders to assess, report on and improve the environmental performance of all parts of the system. The Environmental Management System (EMS) Implementation Plan will assist Queensland Transport to enhance existing management systems and also enable managers and officers to develop and manage the Department’s environment-related products and actions in a systematic and efficient manner. An Environmental Policy and Strategy for Queensland Transport and the transport system will articulate principles, outcomes, strategies and key actions that inform and guide decisions and also contribute to the achievement of an ecologically sustainable transport system.

9.22 Develop improved environmental assessment procedures and guidelines for transport projects in South East Queensland to conserve natural and cultural resources 9.23 Develop and adopt environmental management systems to ensure that air, noise, energy and water management, and cultural management techniques and procedures are used during the planning, design, construction and operation of transport infrastructure 9.24 Continue development of the TPEF Implement Queensland Transport’s EMS Implementation Plan and complete the Queensland Transport 9.25 Environmental Policy and Strategy

Chapter 9 36 Transport 10. Making better use of our existing 2007 system through travel demand management (TDM)

Objective 2007 vision for managing TDM achievements to date travel demand • Pilot car pooling program Car Pool To manage travel In 2007, residents of South East Queensland Connection conducted demand and consistently consider their travel options • Pilot workplace travel plan completed reduce single- before using their cars. They are aware that jointly between Queensland Transport and by making small changes to their travel Queensland Conservation Council occupant car behaviour, they can significantly reduce • TravelSmart initiatives: trips by: traffic and associated problems, while enjoying high levels of accessibility to - TravelSmart Centre opened in • encouraging activities and services. February 2000 individual Organisations with similar objectives share - Schools program trialled at Ithaca Creek behaviour resources and work together to achieve and Milton State Schools IRTP outcomes. change - TravelSmart incorporated into Queensland The State Government has refined its capital School Curriculum modules works decision making process to maximise • making the best - Continuation of the annual TravelSmart non-infrastructure solutions. Voluntary use of existing student competition behaviour change activities initiated and/or transport promoted by the State Government, known - TravelSmart Day activities universally as TravelSmart, have become capacity, and - Rural schools program implemented mainstream transport activities with adequate • making funding to ensure their effectiveness. - Tertiary institutions program developed sustainable All Local Governments in South East - Continued public transport industry development through the Local Operator transport Queensland are developing their own TravelSmart plans, supported by appropriate Marketing Assistance Plan (LOMAP) compare more resources, including TravelSmart officers. • Brisbane City Council Clean Air campaign favourably with Workplaces, schools and other activity centres to encourage travel behaviour change private car travel. increasingly accept responsibility for how • Physical Activity Taskforce formed as an their staff, clients and customers travel and inter-agency group looking at ways to are implementing TravelSmart programs. increase physical activity Travel demand management (TDM) plans have been developed for major destinations • Living Neighbourhoods program launched by in South East Queensland (eg hospitals, Brisbane City Council in Holland Park West universities, and regional centres). These plans • Variable message signs providing address issues such as parking supply and information on traffic conditions on the pricing at these locations. South East Freeway, Pacific Motorway and Community groups actively advocate and Bruce Highway participate in travel demand management • Ramp metering on the South East Freeway. initiatives. They are well informed and supported in their work to promote and Planning context deliver travel behaviour change initiatives. What is travel demand management? Existing road capacity is used flexibly and How individuals collectively manage daily effectively to give priority to higher capacity trip making activities in South East modes where appropriate. Car pooling is Queensland can significantly impact on widespread along major corridors and congestion and urban amenity. around key destinations. Travel demand management is a cost-effective way to deliver transport outcomes and better

37 Chapter 10 Transport 2007

match demand with supply. It aims to modify Soft measures TravelSmart travel behaviour rather than direct limited Education and awareness campaigns TravelSmart initiatives resources to accommodate increasing Success in restraining the growth of travel aim to influence people’s travel demands. demand depends on the support of the travel decisions and TDM initiatives include a wide spectrum of travelling public. The community needs to encourage voluntary economic, social and planning tools focused understand the reasons why unrestrained car change in travel on reducing single-occupant car use and use will not be sustainable in the long term. behaviour. Many of the voluntary behaviour encouraging more sustainable transport Campaigns should raise awareness of the change initiatives will be choices to meet personal travel needs. Major impacts of private vehicle use (congestion, implemented under the noise and pollution) and easy ways to make infrastructure upgrades are usually excluded TravelSmart banner. more effective use of cars. At the same time, from most definitions of TDM. Generally, The TravelSmart TDM initiatives can be categorised into two campaigns need to emphasise that if approach encourages broad categories: voluntary change does not occur, more walking, cycling, governments will need to consider more • Soft measures – educational or incentive teleworking, public restrictive measures to bring about behaviour transport use and car measures designed to bring about voluntary change. Links between transport and health pooling. changes to travel behaviour, and technology can also be highlighted, with the transport designed to make better use of existing and and health sectors working together to new road and transport capacity, and promote cycling and walking as a viable and • Hard measures – restrictive measures healthy travel choice for some trips. designed to increase the cost and/or reduce the attractiveness of car travel when compared with more sustainable transport modes. Key opportunities and actions Evidence from around the world indicates that changes arising from TDM initiatives can present significant benefits and are most successful at the local level. Queensland Transport has commenced work with the Department of Main Roads and Brisbane City Council to develop a TDM strategy for South East Queensland. The strategy will build on the TDM work contained in Transport 2007. The strategy will be completed for consideration by the State Government during 2001. It will discuss TDM tools and their effectiveness in moderating demand, consider how each tool might best be applied in the South East Queensland context and will also outline the resources, responsibilities and timeframes for implementation. The following sections detail some of the TDM initiatives currently proposed for South East Queensland in the two key categories listed above.

Chapter 10 38 Transport 2007

Actions 10.1 Continue project-specific marketing such as that conducted for the South East Busway and transit lanes 10.2 Support the Share the Road cycling campaign 10.3 Extend the existing TravelSmart initiatives Form alliances with Queensland Health, the Department of Sport and Recreation, Environmental 10.4 Protection Agency, and industry bodies to promote healthy/active travel alternatives 10.5 Continue to implement the Clean Air campaign to raise awareness of more sustainable transport choices 10.6 Work with community groups to raise awareness of transport issues 10.7 Implement a wide-ranging IRTP communication strategy Develop and implement programs to educate the community about the costs and impacts of 10.8 unrestrained car use

Workplace travel plans Workplaces generate a significant proportion of weekday trips, particularly in peak periods. The majority of workplace trips are made using private vehicles. Workplace trips include employees commuting to work, work-related trips during the day, visitor trips, and service and delivery/courier trips. Reducing single-occupant vehicle trips associated with a workplace offers potential benefits to the employer, employees and the surrounding community by reducing parking needs and local traffic. Employees benefit through increased travel choices, improved fitness and reduced stress as well as time and money savings. Workplace travel plans focus on reducing single-occupant vehicle travel for work trips and increasing walking, cycling and public transport use. They also include consideration of: • providing opportunities for teleworking (also known as telecommuting) • introducing flexible working hours (such as changing start and finish times to outside peak hours, compressing work to a four-day week/nine-day fortnight), and • providing opportunities and incentives for car pooling.

10.9 Trial workplace programs with interested employers 10.10 Develop a workplace kit to assist workplaces in developing their own workplace travel plans 10.11 Investigate feasibility of legislating that workplaces with more than a specified number of employees must develop workplace travel plans with specific vehicle kilometres travelled (VKT) or mode share targets 10.12 Implement a workplace plan for Queensland Transport 10.13 Expand the workplace program through the whole-of-government 10.14 Investigate opportunities for peak spreading/compressed working hours to manage travel demand

Teleworking opportunities Teleworking involves people working away from their normal place of work using technology to maintain contact with their workplace. The teleworking location can be home, a satellite office near home, a mobile office, a telecentre, a virtual office or a combination of these. Teleworking trials interstate have achieved a significant decrease in overall travel by teleworkers, without a significant increase in travel by other household members. Teleworking can also increase productivity and improve quality of life for workers. An Australian Bureau of Statistics (ABS) survey in May 1999 indicated that 5% of employees currently have a teleworking arrangement with their employer.

39 Chapter 10 Transport 2007

10.15 Investigate and implement where appropriate teleworking schemes as part of TravelSmart Workplaces Reducing and Destinations single-occupant 10.16 Investigate implementation of teleworking in Queensland Transport as part of a workplace travel plan “ vehicle trips 10.17 Develop a comprehensive teleworking policy suitable for implementation in State Government organisations associated with a 10.18 Work with private industry to develop a comprehensive teleworking policy suitable for implementation in private sector organisations workplace offers potential benefits Flexible working hours to facilitate peak spreading Flexible working hours can be introduced to reduce the demand on transport services and to the employer, infrastructure during peak periods. This can involve changing work hours (commencing work employees and the earlier or later) or compressing the working week into a nine-day fortnight (10% reduction in surrounding travel demand) or a four-day week (20% reduction in travel demand). community by 10.19 Investigate and implement where appropriate peak spreading schemes as part of TravelSmart Workplaces and Destinations reducing parking 10.20 Investigate implementation of flexible working hours in Queensland Transport as part of a workplace plan needs and local traffic. Employees Car pooling The IRTP estimated that by increasing average vehicle occupancy from 1.3 to 1.4 people per car, benefit through approximately 8 million vehicle kilometres would be saved across South East Queensland each increased travel day. It would also reduce fuel consumption by over 700,000 litres per day. Car pooling will be encouraged as part of workplace travel plans to increase vehicle occupancy. choices, improved Following the evaluation of the Car Pool Connection pilot program, investigation into suitable fitness and corridors that could support a formal broad-scale car pool matching service will be undertaken, reduced stress as with a view to implementing such a service in the next few years. These services would need to well as time and be supported by transit lanes and parking incentives to enhance their effectiveness. money savings. 10.21 Investigate and implement where appropriate car pooling schemes as part of TravelSmart Workplace and Destination travel plans ” 10.22 Investigate implementation of a car pooling program in Queensland Transport as part of a workplace travel plan 10.23 Develop car pooling programs to support transit lane projects (eg South East transit lanes, Waterworks Road transit lanes) 10.24 Investigate suitable priority corridors that could support a formal broad-scale car pool matching service (eg Brisbane–Gold Coast, Springwood–CBD, Carseldine–CBD, Browns Plains–Rocklea/Acacia Ridge, Ipswich–Western Brisbane Industrial Area, Laidley–Brisbane)

Destination travel plans Destination travel plans are similar to workplace travel plans, but are targeted towards activity centres with a range of uses, such as universities, shopping centres and recreational facilities. As with the workplace travel plans, teleworking, flexible working hours and car pooling will be integral components of destination-based plans. The State Government will work with organisations located at significant destinations in South East Queensland to develop destination travel plans. These plans will include a range of facility and service improvements for walking, cycling and public transport and ways to support behaviour change programs.

10.25 Pilot destination travel plans at a major centre/destination (eg hospital, university, regional centre) 10.26 Expand the destination travel plans program to all major institutions/centres in South East Queensland

Chapter 10 40 Transport 2007

As part of the School programs TravelSmart School programs aim to raise children's awareness about car dependency, the impacts on lifestyle “ and the environment and encourage students to break the car dependency cycle. A range of Schools initiative, issues are addressed, including traffic congestion, road safety, stranger danger and health. students will be Students and their families are encouraged to make simple changes to their weekly travel pattern thereby decreasing their car dependency and the associated impacts on the environment. encouraged to walk, cycle or catch As part of the TravelSmart Schools initiative, students will be encouraged to walk, cycle or catch public transport to school. This would not only decrease car trips and congestion in the school public transport to vicinity, but also increase the health of children, reduce family travel costs, reduce air pollution school. This would and provide opportunities for children to develop independence. Walking buses and bike trains not only decrease could also be investigated as part of the TravelSmart Schools initiative. car trips and 10.27 Extend TravelSmart Schools initiative with selected schools congestion in the 10.28 Progressively expand the TravelSmart Schools program throughout South East Queensland 10.29 Implement TravelSmart Curriculum Project school vicinity, but 10.30 Implement TravelSmart Rural Schools Project also increase the health of children, Household travel Two methods of targeting travel behaviour change at the household level are currently used in reduce family Australia – Individualised Marketing and Travel Blending. Both approaches encourage people and travel costs, local communities to make small changes to their travel behaviour. reduce air pollution Individualised Marketing involves determining people’s travel behaviour using a questionnaire or survey, while the Travel Blending approach uses a travel diary to determine existing travel and provide behaviour. Information is then provided to individuals, showing them how they can make opportunities for changes to their travel behaviour. children to develop Both approaches assist individuals to assess the trips that they make and determine ways to independence. reduce their total travel. The Individualised Marketing technique has been trialled in Perth. The Travel Blending approach has been used in Adelaide and Brisbane City Council recently launched ” a trial in Holland Park under the banner of Living Neighbourhoods. Evaluation surveys show that significant increases in public transport use, walking and cycling trips can be achieved through these programs and sustained over extended periods.

10.31 Conduct a TravelSmart Suburbs (Individualised Marketing) pilot in a Brisbane neighbourhood/suburb 10.32 Expand TravelSmart Suburbs across a wider area in Brisbane 10.33 Conduct TravelSmart Suburbs trials on the Gold and Sunshine Coasts 10.34 Implement TravelSmart Suburbs throughout South East Queensland 10.35 Complete and evaluate the Living Neighbourhoods trial

41 Chapter 10 Transport 2007

Intelligent Transport Systems In recent years there has been a rapid expansion in the development and application of technology to transport. Various technology applications and tools will provide an avenue to help reduce the need for, or at least postpone, investment in road-based infrastructure and maximise the capacity of existing infrastructure. Intelligent Transport Systems (ITS) can reduce travel demands and make more efficient use of existing system capacity. ITS provide people with better travel information to enable them to make informed decisions on their travel behaviour and patterns. ITS includes: • providing real-time information for travellers • improving traffic management systems • using advanced in-vehicle technologies • improving systems to detect and respond to emergencies and major traffic incidents, and • providing electronic payment systems to improve traffic flows. Queensland is already widely employing ITS technology and applications. The Queensland Government has endorsed the implementation of an ITS strategy, with the Department of Main Roads releasing an ITS Implementation Plan in June 1998.

10.36 Implement non-stop or free-flow electronic toll collection at toll plazas 10.37 Establish a Cooperative Traffic Management Centre to provide travel information for traffic management for agencies in the Brisbane area (24 hours) and South East Queensland (outside normal business hours) to allow improved traffic and incident management Implement traveller information systems to provide real-time information on traffic, road conditions and 10.38 public transport 10.39 Develop parking guidance systems to reduce the time to locate parking spaces and improve the traffic flow on the surrounding road network 10.40 Implement traffic flow management programs in urban areas to help buses run to schedule 10.41 Investigate the application of ITS to non-motorised transport

Hard measures If the voluntary behaviour change program and other measures implemented to better manage capacity do not result in adequate changes in travel behaviour, more restrictive measures may need consideration. Apart from parking policy actions, restrictive measures are not proposed between now and 2007; however, research will need to be undertaken into their effectiveness in South East Queensland so that they could be considered if softer measures do not result in significant behaviour change.

Parking supply Businesses and shopping centres often provide parking for customers, clients and employees. At shopping centres, car parking is often easier for people to access than the public transport facility. In addition, companies and government agencies often provide free car parking spaces to employees. Parking supply should deter commuter travel into activity areas (eg Brisbane CBD) by restricting cheap all-day parking. This can be achieved by reducing the number of existing parking spaces or not allowing construction of new parking facilities through land use planning controls.

Chapter 10 42 Transport 2007

The provision To reduce the number of single-occupant vehicles in peak periods, parking supply could focus on the provision of short-term rather than long-term (all-day commuter) parking. In addition, both of free or cheap “ short and long-term preferential parking should be provided for car poolers. Reduction (or parking at a freezing) of parking spaces in major activity centres should be encouraged. driver’s destination 10.42 Develop a parking policy for SEQ aimed at maximising use of public transport, cycling and walking is a decisive factor 10.43 Encourage introduction of preferential parking at both public and private sector workplaces for in the choice to high-occupancy vehicles 10.44 Develop and implement parking plans for major centres use the car. ” 10.45 Investigate changes to parking supply and pricing in the Brisbane CBD and other key centres Parking pricing The provision of free or cheap parking at a driver’s destination is a decisive factor in the choice to use the car. Parking prices around Brisbane tend to encourage all-day parking. Parking pricing could take the form of an annual levy or licence fee on off-street parking spaces in a particular area or areas. Parking levy revenue should be used to fund improvements in public transport, cycling and walking facilities so that the levy is not seen purely as an additional tax on motorists.

10.46 Research the policy and legal issues relating to the possible introduction of parking pricing levies in South East Queensland Change parking pricing to discourage all-day commuter parking and support medium-term business and 10.47 shopping parking

Changing the price of individual car trips Measures that increase the marginal costs of individual trips, such as road use pricing and parking levies, are effective measures in reducing car use. Measures include: • investigating the use of road pricing to reflect the cost of congestion for individual trips • implementing a price structure for parking in the Brisbane CBD and major centres to discourage all-day commuter parking • investigating use of registration and fuel pricing to more closely reflect the cost of individual trips, and • changing tax legislation to favour public transport, cycling and walking over car travel. However, extensive consultation undertaken during development of the IRTP indicated that these measures are least likely to be accepted by the community at this time, with a preference for providing better travel options. It is not intended that these measures would be implemented in the 2007 timeframe; however, research should be undertaken to assess their likely effectiveness in South East Queensland. If, as public transport is improved and other measures put in place, voluntary behaviour change does not occur and sustainable transport outcomes are not being achieved, these harder TDM measures will need to be considered.

43 Chapter 10 Transport 2007

10.48 Undertake research into technology, policy and legal issues relating to the possible future introduction of If the voluntary road pricing in South East Queensland behaviour change Lobby the Commonwealth Government to change tax legislation to favour public transport, cycling and “ 10.49 walking over private vehicle use program and other measures Making it happen TDM initiatives need the support of a broad range of stakeholders to be seen as a viable long- implemented to term solution to transport problems. A range of support mechanisms is required to ensure better manage successful implementation of TDM solutions. Implementation of land use changes and improved facilities for cycling and walking will be important in ensuring TDM measures better manage capacity do not demand and extend the life of existing transport infrastructure. result in adequate A detailed TDM strategy will be developed to further support and guide the implementation of a changes in travel range of TDM measures. behaviour, more 10.50 Develop a travel demand management strategy restrictive 10.51 Work with key stakeholders to promote and implement TDM measures measures 10.52 Work with Local Governments to establish TravelSmart plans may need consideration. ”

Chapter 10 44 Transport 11. Creating transport-friendly 2007 communities through better land use planning

2007 vision for land use • Queensland Transport’s IPA Guideline series Objective established and available on the internet In 2007, residential densities around the (Transport Desired Environmental Outcomes To ensure that land major centres and most rail stations in the and Planning for Cycling) use and region are substantially increased, enabling significant numbers of people to • CAMCOS corridor and potential station development comfortably walk to frequent public sites incorporated into the Maroochy patterns across the transport services. Public transport Planning Scheme interchanges at centres are well designed, region support • Planning and design of first stages of easily accessed and safe to use. Urban North Lakes development completed, sustainable expansion throughout the region has been providing for efficient public transport managed and sequenced to support more transport through infrastructure, bus routing and facilities for extensive routing of public transport in pedestrians and cyclists well-located outlying areas. Employment areas are more facilities, high concentrated at major centres and in areas • Integrated land use and transport principles densities around well served by public transport. being incorporated into new Planning Schemes currently under development by Major centres are multi-functional and public transport the Logan, Ipswich, Pine Rivers, Beaudesert, supportive of public transport. Neighbourhood Caboolture, Gold Coast and Redcliffe councils nodes, good centres are strong focal points in existing and design of new new communities and provide attractive • Preparation of Centre Development Strategies for Key Centres in South East urban areas, infill places for people to shop, dine, work and enjoy community life locally. Most residents Queensland development in can comfortably and safely walk to local • Integration of busway stations into major existing low- shops, parks, facilities and public transport activity centres and urban destinations stops. Walking, cycling and catching public density urban including Mater Hospital, Woolloongabba, transport have become the preferred way for Griffith University and Garden City areas and many people to move around the area and to shopping centre commute to work. increased • Input into development applications and opportunities for Land use achievements planning frameworks in the Helensvale cycling, walking to date rail station precinct, to ensure transit- supportive outcomes and public • Completion of Integrated Local Transport Plans (ILTPs) for Brisbane, Laidley, • Transport considerations incorporated transport. Gold Coast and Logan into benchmark development sequence • Development of a Transport Plan for the plans under preparation by the Ipswich, Western Gateway Area Strategy Pine Rivers and Caboolture councils. • Shaping Up guidelines on integrating Planning context transport and land use released, The relationship between transport and actively promoted and available land use on the internet The form of cities and towns and the • Integrated planning relationships between land uses and transport and land use principles networks have a fundamental influence on: incorporated into • the distances people need to travel new Maroochy and Brisbane Planning • the proportion of trips that can be made by Schemes public transport • the cost-effectiveness of, and level of service provided by, public transport

45 Chapter 11 Transport 2007

• the proportion of trips that can be made by Key outcomes from better integration of walking and cycling. transport with land uses include: • appropriate activities in appropriate places (land uses supporting public transport investment and minimising vehicle trips) • efficient multi-modal corridors • more liveable neighbourhoods (supporting a greater range of transport choices) • more people-friendly places (major attractors and public spaces being less Travel patterns and behaviour are influenced car-dominated) by land use characteristics at three levels: • reduced greenhouse emissions 1. Strategic or regional level – travel demand • more cost-effective and frequent public is affected by the proximity of residential transport services areas, employment nodes and major centres • more walking and cycling trips, and to transport networks and by the amount and location of rural residential • reduced distances travelled to employment development throughout the region. and basic services. 2. Neighbourhood or district level – travel demand is affected by neighbourhood residential densities, the availability of local employment opportunities, the connectivity between neighbourhoods and the nature of the arterial road network. 3. Local level – travel demand is affected by residential densities around interchanges, rail stations and centres, the connectivity of local street networks and the provision of safe and direct pedestrian and cycle routes. New transport investment (such as new heavy rail and stations) should be accompanied by complementary land use policies to trigger adjacent transit-supportive development. Major challenges to achieving better transport/land use outcomes in the region include: • balancing the need to increase densities around interchanges and rail stations in older inner suburbs with community desires to protect character housing • modifying substantial areas of post-war, low-density residential suburbs to improve accessibility and increase densities, and • ensuring new suburbs are supportive of public transport, cycling and walking.

Chapter 11 46 Transport 2007

Planning principles Bus stops, Planning principles that should be adopted in planning for better land use and transport “interchanges and integration are outlined in Figure 11.1. park and ride Figure 11.1 – Land use planning principles facilities provided Promotion of: Restriction of: at centres should • higher density and mixed-use development in • low-density development in proximity to transport be highly proximity to transport nodes and centres nodes and centres accessible, safe • multi-functional major centres • single purpose major centres • enhanced local centres • major developments in locations only and comfortable accessible by cars • protection of existing and proposed major transport corridors and facilities • incompatible uses in proximity to major transport for passengers, to corridors and facilities • major new land uses (transport generators) encourage public accessible to public transport and non-motorised • poorly connected local street networks alternatives transport use. • poor connectivity between new residential • highly connected local street networks developments • connectivity between new residential • public open space and pedestrian and cycle paths ” developments which are unsafe from a Crime Prevention Through Environmental Design (CPTED) perspective • safe and usable cycle and pedestrian links and facilities to and from centres, transport nodes and • rural residential development key facilities • vast areas of single-use development • freight handling, storage and distribution facilities in proximity to major freight routes • development that would fragment or encroach on remnant bushland of nature conservation • protection of urban expansion corridors significance • nodes and interchanges suitably distanced (at least 400m) from remnant bushland of nature conservation significance

Key opportunities and actions Supporting major centres Increasing the range of functions and services provided at major centres throughout the region will provide more opportunities to combine trips and reduce the need to travel. Employment opportunities should be increased at major centres to support public transport at these strategic nodes and to provide commuters with transport alternatives. Bus stops, interchanges and park and ride facilities provided at centres should be highly accessible, safe and comfortable for passengers to encourage public transport use. Public transport services should anchor to centres generating peak and counter-peak patronage demands. Actions 11.1 Implement Centre Development Strategies for Key Centres identified in the RFGM Ensure that Planning Schemes facilitate a mix of retail, entertainment, commercial, leisure and civic uses 11.2 at Key Regional Centres and Major District Centres identified in the RFGM 11.3 Ensure that proposals for new centres or expansion of existing major centres are consistent with transport requirements contained in Transport 2007 11.4 Ensure that proposals for new centres or the expansion of any existing major centres provide for safe, well-located public transport facilities of sufficient capacity to satisfy their functional requirements, as identified in Transport 2007 11.5 Ensure that Planning Schemes require the provision of safe, direct and comfortable pedestrian access to and from major public transport stops at centres Ensure that Planning Schemes facilitate mixed-use development (typically commercial/retail uses in 11.6 close proximity to residential uses) at centres and around transport nodes to provide for multi-purpose trips and to support public transport services 47 Chapter 11 Transport 2007

Densities to support public transport Shaping Up The relatively low densities of existing and new urban development in the region continue to guidelines inhibit the effectiveness of public transport services. Increased walk-in patronage also needs to be Past approaches to land facilitated at most existing line haul stations to improve public transport viability. use and transport planning have tended to 11.7 Ensure Planning Schemes facilitate land use mix, connectivity and minimum neighbourhood densities of focus on facilitating the 15 dwellings per hectare in newly developing areas to support bus services use of cars without 11.8 Ensure Planning Schemes facilitate minimum residential densities of 40 dwellings per hectare within considering alternative 800m walking distance of existing rail or busway stations ways to travel. In 1998, the State Government Supporting existing and planned transport corridors released the Shaping Up Major transport corridors currently under investigation in the region require ongoing protection guidelines to assist State to ensure that new developments that would significantly increase future corridor acquisition and and Local Government infrastructure delivery costs are not approved. Access to and from future interchange or station transport/land use sites must also be secured to ensure the viability of future transport investment. planners and private developers in designing Existing transport corridors also need to be protected from new, incompatible land uses that could urban areas that reduce adversely affect transport operations. reliance on private vehicles and encourage 11.9 Ensure Planning Schemes require any new noise-sensitive uses in proximity to existing rail corridors greater use of public comply with noise level criteria transport, walking and 11.10 Ensure Planning Schemes avoid locating new incompatible land uses close to existing or proposed cycling. The guidelines transport corridors outline how urban Ensure Planning Schemes appropriately depict long-term transport corridors as identified in the design can reduce the 11.11 Transport 2007 sub-regional infrastructure maps number and length of 11.12 Ensure car parking requirements in Planning Schemes: car trips and provide - are consistent with transport strategies applying to the region practical examples about - require no more than the absolute minimum number of spaces necessary to support a given land use how to apply the guidelines to a wide - reduce standard parking requirements for land uses that are well served by public transport (for example in or near major centres, or in proximity to existing rail stations) range of design situations. 11.13 Ensure that Planning Schemes concentrate future freight-generating development in proximity to major freight routes and identify and protect major industrial areas

Rural residential development By its low-density nature and its location throughout the region, rural residential development generates substantial private vehicle usage and does not support public transport services. School bus services in rural residential areas are typically heavily subsidised and inefficient. Some rural residential development approvals in the past have prevented the efficient expansion of public transport and other infrastructure.

11.14 Ensure that any new rural residential development: - does not constrain future urban expansion needs - is located within reasonable proximity to existing towns, centres and facilities so that school bus services and other costly infrastructure can be economically provided - consolidates already fragmented rural residential areas, prior to opening up new dispersed areas for development

Chapter 11 48 Transport 2007

New urban expansion The layout and design of new neighbourhoods and suburbs in the region have a significant impact on future travel demands. Most new urban development in the region occurs on relatively small land parcels. Incremental and fragmented development creates difficulties in achieving neighbourhoods that support pedestrians, cyclists and public transport.

11.15 Ensure that at least 90% of all new residential dwellings are within 400m walk of possible bus stops Ensure that all new residential development provides direct connections for vehicles and pedestrians 11.16 to adjoining neighbourhoods, community facilities and existing public transport services 11.17 Prepare outline or structure plans for all newly developing areas (particularly in areas of fragmented ownership) to provide a framework to guide future development. As a minimum, these plans should provide guidance for individual development within the overall area on the location of key non- residential uses (such as centres), the higher order movement system including the road network and key open space elements Ensure that street networks in new residential areas are well connected and minimise the use of 11.18 culs-de-sac

Planning for better transport outcomes The development of planning strategies and frameworks within the region should integrate transport infrastructure priorities as outlined in Transport 2007. Infrastructure planning should be integrated with land use planning in the early stages of Planning Scheme preparation to ensure future land use allocations support good transport outcomes. The Shaping Up guidelines, which were released in 1998, provide assistance to State and Local Governments and developers in designing urban areas that support public transport, cycling and walking.

11.19 Ensure Planning Schemes require major new land uses that will result in significant transport demands to undertake comprehensive accessibility and transport analysis in support of such proposals 11.20 Ensure government agencies responsible for the planning and delivery of major uses and facilities adequately analyse and respond to the transport demands that will be created by such developments 11.21 Prepare and implement Integrated Local Transport Plans (ILTPs) 11.22 Develop guidelines on how to prepare ILTPs 11.23 Include transport infrastructure planning in the preparation of new Planning Schemes 11.24 Develop benchmark development sequencing (BDS) plans to support the efficient provision of public transport services 11.25 Ensure that local area traffic management schemes do not impede bus services, through consultation between Local Governments and bus operators 11.26 Ensure public transport services are available at early stages of new residential or industrial development 11.27 Continue to promote and use Shaping Up as a guide to integrated transport and land use planning

49 Chapter 11 Transport 12. Encouraging more people to cycle 2007

2007 vision for cycling Cycling achievements to date Objective In 2007, cycling is an integral part of the • Release of Cycle South East – an integrated transport system and a more viable transport cycle strategy for South East Queensland To create a choice. The community is aware of the • Cycle plans completed by Maroochy, Logan, transport system distinct advantages that cycling has over Brisbane, Gold Coast, Redcliffe and the private motor vehicle, particularly its that encourages Redlands Councils, with Toowoomba wider environmental and health benefits Council commencing development of more people to and lower costs. their plan choose cycling as Cycle networks provide safe and convenient • Indooroopilly cycle bridge constructed their preferred access that matches or exceeds the access motorists expect from the road network. The • Western Freeway bikeway constructed travel mode and in cycle network includes: • Bike paths constructed along key sections of which cycling is a • a combination of on-road and off-road the Brisbane River safe, convenient, regional connections between activity centres • State Cycle Unit and State Cycle Committee efficient and established to coordinate State Government • predominantly on-road local connections, attractive transport providing safe and convenient access to work on cycling mode. local activity centres and public transport • Cycling Technical Notes developed to nodes, and provide agencies with information on • predominantly off-road connections for bicycle planning, design, facilities and local school and recreation trips. general cycling issues All major activity centres within South East • Share the Road campaign to educate Queensland are accessible by bicycle, with a motorists and cyclists under way 5km cycle-friendly radius around these • Sandgate Road/Hornibrook Bridge to centres. Major locations within the centres Nundah bikeway constructed. such as workplaces, shopping centres, public transport nodes, community and education Planning context facilities have appropriate end of trip facilities, Cycle South East, the Queensland Government’s including safe cycle storage and shower and cycle strategy for South East Queensland, builds change facilities. The number of people on the cycling policies and broad actions of the cycling for different purposes, such as IRTP and recommends a more detailed set of commuting, school trips and local shopping actions to develop cycle networks and facilities trips, has increased. and also generate the travel behaviour change Cycling is integrated into all land use and to increase cycle usage. transport planning processes and all Local Cycle South East identified that if more Government Planning Schemes include a people are to consider cycling as a viable detailed cycling network plan that considers travel option, it must be more convenient, requirements for end of trip facilities. with direct, safe cycle routes and end of trip All transport projects in South East facilities at key destinations. Education, Queensland consider cycling in their encouragement and enforcement programs are development and planning. also needed to help encourage cycling. Cycle South East recommends targeting specific trips with the greatest potential to increase cycle use in the short term. These include trips to schools, universities and within neighbourhoods. Transport 2007 lists some of the priority cycling actions to be undertaken in the region Chapter 12 50 Transport 2007

Cycle South East over the next seven years, based on the actions contained within Cycle South East. This will be supported by a more detailed Regional Cycle Network Plan, which is currently being developed to In October 1999, the identify key cycle routes in South East Queensland. State Government released Cycle South Planning principles East to guide cycle The following planning principles should be considered in planning cycling facilities: planning for South East Queensland. Cycle South • Undertake network planning - Undertake detailed planning of the regional and local cycle East aims to improve network to create a well-connected, safe cycling network with excellent connections to key conditions for cyclists attractors and facilities. Ideally, the cycle network should be as convenient, safe and direct for and encourage more cyclists as the road network is for motorists. people to get on their bikes. The strategy • Integrate cycling with all transport and land use planning – Ensure cycling is considered as recommends a range of part of all transport projects and planning activities, including links to public transport nodes policies and initiatives to and including cycling facilities when transport infrastructure projects are constructed. Cycling increase cycling's mode should be considered in all rail upgrades, rail investigations, light rail investigations, bus lanes, share within the region. transit lanes and roads projects. State and Local • Maximise opportunities to provide on-road bike lanes – Provide safe on-road bike lanes on Governments have existing and new roads to provide direct cycling links to activity areas. already demonstrated their commitment to • Provide key regional connections - Key regional cycle connections should be provided as cycling by making required, either on-road or off-road. Direct and safe cycle routes should be provided between significant investment major activity nodes, predominantly on the street network. into cycling initiatives, • Influence behaviour – Use education, encouragement and enforcement to influence and many Local Governments have travel behaviour. Community attitudes towards cycling need to be shifted so cycling has a already developed cycle positive image. networks. Cycle South • Provide end of trip facilities – Provide end of trip facilities at key centres, employment areas, East will build on these educational establishments, recreation facilities and pubic transport nodes. achievements and provide a coordinated • Maximise safety for cyclists – Improve and maintain cyclist safety through good design approach to cycling in practices and by implementing necessary improvements identified during safety audits of major the future. cycling facilities. • Minimise impacts on remnant bushland – Ensure cycleways are designed to minimise the effects on remnant bushland of conservation significance. Key opportunities and actions Regional Cycle Network Plan A Regional Cycle Network Plan for South East Queensland is currently being developed and will be finalised by mid 2001. This plan will provide a basis for achieving an interconnected, safe cycling network across the region. Key cycle links identified through the plan are illustrated on the sub-regional maps and the Brisbane metropolitan regional cycling opportunities map in Chapters 4 to 7. The purpose of the plan is to identify a regional cycling network that will guide Local Governments in preparing and implementing local cycling network plans. It will also guide Local Governments and State agencies in developing key cycle facilities and assist Local Governments in preparing their Infrastructure Charging Plans (ICPs). Actions 12.1 Finalise the Regional Cycle Network Plan and implement through agency programs 12.2 Develop guidelines on the preparation of local cycling network plans 12.3 Prepare local cycling network plans for incorporation into Planning Schemes 51 Chapter 12 Transport 2007

Cycling network links While many cycling facilities exist in South East Queensland, there are gaps in the network and poor connectivity to key destinations such as employment, shops, education, community facilities and public transport nodes. Queensland Transport has developed a guideline (Queensland Transport IPA Guideline 2 – Cycling and Planning Schemes) to provide practical advice on how to address cycling in Planning Schemes. The sub-regional maps in Chapters 4 to 7 outline regional network priorities for cycling including new facilities, missing links, enhancing existing links and providing cycling facilities as part of other transport projects. Once completed, the Regional Cycle Network Plan will provide more detail on priority network links.

12.4 Undertake accessibility audits of areas surrounding major cycle trip attractors including schools, universities, employment centres and public transport nodes, to identify deficiencies in existing cycle infrastructure 12.5 Ensure Infrastructure Charging Plans include provision for cyclists 12.6 Include cycling network issues in structure plans for all newly developing areas 12.7 Incorporate provisions and design standards in Planning Schemes and local area plans for: - interconnective cycling networks in the development of activity centres, schools, universities and other major trip attractors - well connected street networks in new residential areas, with minimal use of culs-de-sac 12.8 Continue to develop local cycling networks to link with regional networks 12.9 Adopt Crime Prevention Through Environmental Design principles when designing cycle facilities 12.10 Adopt AUSTROADS design standards Guide to Traffic Engineering Practice, Part 14 – Bicycles and the Manual of Uniform Traffic Control Devices Australian Standard and Part 9, Bicycle Facilities 12.11 Brisbane CBD – Develop key routes and end of trip facilities 12.12 Brisbane CBD to Normanby – Construct cycle link 12.13 QUT Carseldine, Chermside, Toombul and Caboolture/Morayfield – Develop cycle routes within 5km radius 12.14 Brisbane CBD to Sandgate – Complete cycle link 12.15 Chermside to Strathpine – Progressively develop cycle links as part of road upgrades 12.16 Newmarket to Normanby – Complete cycle link 12.17 Indooroopilly, University of Queensland (St Lucia), Ipswich town centre, University of Queensland (Ipswich) – Develop cycle routes within 5km radius 12.18 Centenary Hwy bikeway – Complete 12.19 Ipswich Mwy corridor – Progressively develop cycle links as part of road upgrades 12.20 Garden City, Loganholme, Woodridge, Logan Central, Beenleigh and Eight Mile Plains – Develop cycle routes within 5km radius 12.21 Capalaba and Carindale – Develop cycle routes within 5km radius 12.22 Brisbane CBD to Carindale – Progressively develop cycle links as part of road upgrades 12.23 Albany Creek to Aspley – Progressively develop cycle links as part of road upgrades 12.24 Newmarket to Ferny Grove – Progressively develop cycle links 12.25 Albany Creek to Everton Hills – Progressively develop cycle links as part of road upgrades 12.26 Normanby to The Gap – Progressively develop cycle links as part of road upgrades 12.27 Brisbane CBD to Indooroopilly – Progressively develop cycle links 12.28 Brisbane CBD to Upper Mt Gravatt – Complete cycle links and improve connectivity 12.29 Mt Gravatt to Sunnybank – Progressively develop cycle links as part of road upgrades 12.30 Sunnybank to Woodridge – Progressively develop cycle links 12.31 Woodridge to Logan Central – Progressively develop cycle links

Chapter 12 52 Transport 2007

12.32 Logan Central to Loganholme – Progressively develop cycle links 12.33 Brisbane CBD to Wynnum – Progressively develop cycle links as part of road upgrades 12.34 Brisbane CBD to Chermside – Develop cycle link 12.35 Maroochydore, Mooloolaba, Nambour, Kawana Waters, Sunshine Coast University, Caloundra – Develop cycle routes within a 5km radius 12.36 Sunshine Coast University to Mooloolaba and Maroochydore – Improve connectivity of cycle link 12.37 Maroochydore to Caloundra – Progressively link local cycle routes 12.38 Helensvale, Bond University, Southport, Nerang, Surfers Paradise, Broadbeach, Robina, Coolangatta, Griffith University – Develop cycle routes within a 5km radius 12.39 Paradise Point to Coolangatta – Progressively improve cycle link 12.40 Robina to Bond University and Mermaid Beach – Complete cycle link 12.41 Toowoomba CBD and Gatton – Develop cycle routes within a 5km radius

End of trip facilities Inadequate end of trip facilities discourage commuter cyclists; therefore, the provision of adequate end of trip facilities at identified destinations is critical to achieving an increase in cycling mode share. South East Queensland’s Key Regional Centres of Brisbane’s CBD, Ipswich, Beenleigh, Caboolture, Toowoomba, Maroochydore, Southport and Robina provide the major transport interchanges for the region. Secure bike storage facilities, shower, change and locker facilities should be made available at these centres to encourage cycling trips. Secure bike parking and storage facilities should also be provided at other major activity centres, and all premium and secondary public transport interchanges. Queensland Transport’s IPA Guideline 2 – Cycling and Planning Schemes includes a development code for end of trip facilities.

12.42 Provide additional bicycle lockers at train stations with high demand, including Ferny Grove, Birkdale, Norman Park, Strathpine, Lawnton, Petrie, Burpengary and Caboolture stations Investigate providing bike parking at major bus stops including Garden City interchange, Logan 12.43 Hyperdome bus interchange, Morayfield shopping centre, Capalaba shopping centre, busway stations, Chermside shopping centre and Strathpine shopping centre 12.44 Undertake audits of existing major trip attractors to identify the deficiencies and needs of bicycle end of trip facilities 12.45 Include requirements for end of trip facilities for commercial and other major developments in Planning Schemes 12.46 Provide secure bike storage, shower, change and locker facilities at Key Regional Centres Investigate statutory changes to ensure end of trip facilities are included in new buildings and 12.47 redevelopments

53 Chapter 12 Transport 2007

Integration of modes Inadequate end Cycling facilities need to be integrated in the planning, design and construction of other transport of trip facilities projects. The provision of cycle facilities is much more cost-effective if included in the upgrade of “ other transport infrastructure. In addition, by allowing bikes on public transport, the potential discourage destinations available for cyclists will be significantly increased. commuter cyclists; 12.48 Investigate measures to integrate cycling into new public transport initiatives such as busways and therefore, the integrated ticketing systems (eg smartcard could include access to bike storage facilities) provision of 12.49 Investigate the benefits and impacts of allowing bikes on public transport, including trialling a 'bikes on buses' program and trialling bikes on trains during peak hours adequate end of trip Ensure that projects in the Department of Main Roads’ Roads Implementation Program (Transport facilities at 12.50 Infrastructure Development Scheme) and Local Government programs assist in achieving an inter- connected cycling network identified

Support programs destinations is Support programs such as education, encouragement and enforcement programs are key elements critical to achieving of Cycle South East. Positive messages about cycling’s environmental, economic and health an increase benefits are needed and should be combined with education and enforcement to improve cyclist, motorist and pedestrian safety. in cycling In addition to the actions listed below, a number of important programs that will support cycle mode share. usage are discussed in Chapter 10 as part of travel demand management. ” 12.51 Implement a communication strategy that promotes cycling as a safe, economical, environmental and healthy transport mode 12.52 Develop, promote and coordinate cycle education programs to meet the needs of all cyclists 12.53 Establish and/or review appropriate enforcement systems for cyclist offences and motorist offences related to cycling 12.54 Develop and promote codes of behaviour for cyclists, pedestrians and motorists 12.55 Identify existing and potential high frequency bike crash sites and routes and undertake ‘black spot’ works to improve safety at these locations

Chapter 12 54 Transport 2007 13. Encouraging people to walk more

2007 vision for walking • Pedestrian networks along active Objective frontages – Provide a safe, attractive and In 2007, improvements have been made to the convenient pedestrian network, To develop a safe connectivity, amenity and safety of pedestrian predominantly along public spaces fronted routes and links throughout neighbourhoods, and attractive by active uses. and to and from major destinations, schools, walking employment nodes and public transport • A well-connected pedestrian network – environment interchanges. All new neighbourhoods Provide a well-connected, safe pedestrian by providing provide a well-connected, safe pedestrian network with excellent access to activity network, while access to all major new land centres in all new areas. Eliminate key pedestrian uses is pedestrian-friendly and convenient. ‘missing links' in the pedestrian network to facilities that Walking is safe, more comfortable and improve accessibility to key attractors and convenient in most local areas throughout facilities to enhance pedestrian accessibility encourage people the region. in established areas. of all age groups to • Pedestrian safety – Improve and maintain walk instead of Walking achievements to date pedestrian safety through good design driving, especially practices and progressive implementation of • South Bank pedestrian and cycle bridge to necessary improvements identified during for short, local trips. be constructed by mid 2001 safety and accessibility audits of key routes • Footpaths widened and pedestrian amenity to and from major destinations and public enhanced throughout the Brisbane CBD, transport locations. Fortitude Valley and key tourist areas of the • Pedestrian amenity – Provide adequate Gold and Sunshine Coasts seating, shelter, signage, surface treatments • Design of new busway stations to allow and audible messages to assist sight- easy access for pedestrians and encourage impaired people to walk along major routes people to walk to stations to and within public transport interchanges and within centres. • Pedestrian and cycle paths constructed along key sections of the Brisbane River • Minimise impacts on remnant bushland – Ensure pedestrian facilities are designed to • Preparation of the Pedestrian Safety minimise the effects on remnant bushland Action Plan of conservation significance. • Formation of the Pedestrian Safety Working Group. Planning context Generally, the provision of pedestrian facilities is undertaken at the local level. Transport 2007 includes only some of the strategic actions to be undertaken for pedestrians over the next seven years.

Planning principles The following planning principles should be used in planning actions to increase walking trips:

55 Chapter 13 Transport 2007

Key opportunities and actions Brisbane to benefit Pedestrian network links from cross-river While good pedestrian facilities exist in many areas of South East Queensland, there are gaps in pedestrian and the network and poor connectivity to key destinations such as employment, shops, education, cycle bridge community facilities and public transport nodes. A new, streamlined pedestrian and cycle bridge across the Brisbane Actions River is currently being 13.1 Undertake audits to identify deficiencies within the pedestrian network around activity nodes such as constructed to reduce schools, public transport and employment nodes traffic congestion in the 13.2 Produce Safety and Accessibility Audit Guidelines inner city and encourage more people to walk and 13.3 Ensure Infrastructure Charging Plans include provisions for pedestrian facilities cycle. The 450m bridge, 13.4 Adopt AUSTROADS design standards Guide to Traffic Engineering Practice, Part 13 – Pedestrian Facilities due for completion in mid 13.5 Adopt Crime Prevention Through Environmental Design (CPTED) principles when establishing and 2001, will provide a crucial upgrading pedestrian paths, including: inner city link from - locating pedestrian paths to maximise surveillance from surrounding properties Queensland University of - ensuring that landscaping and vegetation adjacent to pedestrian routes does not obscure sight lines Technology’s Gardens and visibility or provide concealment locations Point campus to South - ensuring that all major pedestrian paths and public transport stops/interchanges are well lit Bank. It will also provide reduced travel times and - ensuring that major public transport stops/interchanges are not surrounded by large expanses of car parking or hidden by structures or dense landscaping better access to inner city destinations and Trial walking promotion programs in schools and workplaces 13.6 recreational opportunities, 13.7 Promote the benefits of walking as a transport mode such as special events. 13.8 Sponsor ‘walk to work’ days The bridge has many 13.9 Include pedestrian network issues in structure plans for all newly developing areas features including architectural lighting, Incorporate provisions and design standards for pedestrian facilities in Planning Schemes for: 13.10 CCTV monitoring, duress - pedestrian facilities and interconnected pedestrian networks alarms, rest points with - well-connected street networks in new residential areas, minimising the use of culs-de-sac sheltered seating, a 13.11 Avoid the development and use of unsafe, narrow pedestrian paths and easements not surveillanced by suspended viewing surrounding activities and buildings platform and a drinking fountain. The project is being funded by the State Government with support from QUT and South Bank Corporation.

Chapter 13 56 Transport 2007 14. Developing a high quality, integrated public transport system

Objective 2007 vision for • Construction commenced on the Inner public transport Northern Busway To develop an In 2007, the region’s public transport services • Construction commenced on Coronation integrated public have a common brand name for all major Drive bus lanes transport system stations, stops, vehicles, publicity and • Airtrain, a rail link from Brisbane Airport integrated ticket vending sources. Information to the CBD, under construction by the with services that on routes, fares, frequency and operating private sector are convenient, hours is readily available. • Real-time bus stop information provided on secure, reliable Different modes and services are integrated, Waterworks Road, Kelvin Grove/Enoggera coordinated, frequent and reliable. A network and flexible Roads, Bowen Bridge/Lutwyche/Gympie of good quality interchanges and integrated Roads and Stanley Street enough to make it ticketing make it easy to change from one • Investment in rail track upgrades and new a realistic mode or service to another. Tickets are small- cash transaction cards which can be used rail rollingstock alternative to the for public transport, vending machines, • Release of the South East Explorer and private car. public telephone calls and other purposes. 1-2-3 tickets as the first steps towards Rail services have been enhanced through integrated public transport tickets track upgrades and additional rollingstock. • Bus priority lanes on roads leading to and On-time running of buses has been enhanced. from Surfers Paradise and Broadbeach Buses have greater priority on the road • Upgraded security measures on trains, at system and real-time schedule information rail stations and in car parks provides passengers with accurate arrival and departure times. • Implementation of bus contracts enhancing services and integration With travel patterns becoming more complex, the community’s transport choices in key • Significant reduction in the average age of areas have been increased, through personal the bus fleet. public transport services, community buses, school, shopper and district services. Planning context Public transport must be better targeted to State-of-the-art passenger information systems areas and trips where the highest increases in are used. TransInfo provides public transport patronage can be achieved. From efficiency information via a range of media including and environmental perspectives, services need multimedia telephones, which have colour to be targeted not just at commuter travel, display screens and printout capacity. Real- but also other trips where public transport time information at bus stops is common in can be competitive. From a social justice major corridors, rail stations and interchanges. perspective, public transport must also Public transport provide disadvantaged groups with access to facilities and services. achievements to date • Continuing increases in rail and bus patronage Every customer views travel differently: for some, reliability will be critical; for others, • Signing of a seven-year Rail Service convenience will be paramount. Future Agreement for Citytrain improvements to public transport must • New train services to Robina on the Gold therefore focus on a range of Coast rail line, including bus connections improvements including: from rail stations to the coast • travel time and service reliability • South East Transit project under • frequency of peak and off-peak services construction, with the first section of the busway operational between the Brisbane • integrated ticketing and information, and CBD and Woolloongabba service coordination 57 Chapter 14 Transport 2007

• service coverage • comfort, convenience and accessibility • affordability and price • safety and security, and • overcoming capacity constraints.

Planning principles Planning for public transport in South East Queensland is based on a number of basic principles established under the IRTP. These have been used to plan a network for 2007 and include: • Integrate public transport – Plan for seamless integration between all modes at the right places to make changing modes simple, reliable and fast. Provide integrated ticketing and information, coordinated services and feeder services to line haul public transport. • Provide direct journeys – Minimise modal interchanges required and provide for the most direct journey possible. • Select the right mode for the task – Choose the best mode and best service overall for the task, but allow flexibility in the system design to maximise future options. • Stage improvements – Establish low-cost public transport services early in new urban developments and plan for longer-term options when public transport usage patterns have been established. • Allow for flexibility – Design the system so that it can expand to new growth areas, accommodate new technologies beyond 2007 and be converted for longer-term options. • Avoid costly duplication – Avoid duplication of services across modes, so that patronage is maximised at minimum cost. Seek cost-effective solutions to expand system coverage and optimise use of existing infrastructure. Key opportunities and actions Planning South East Queensland’s public transport system A range of public transport initiatives will need to be put in place between now and 2007 to achieve IRTP outcomes. These will range from infrastructure and service improvements to improved integration with other modes and surrounding land use. Public transport improvements need to be planned and coordinated at the strategic and local levels. Transport 2007 identifies key public transport actions at the strategic level and this will be combined with more detailed public transport planning. A Public Transport Network Plan for SEQ is currently being developed. It will include: • 2007 Public Transport Network Plan – This seven-year Public Transport Network Plan will build on Transport 2007 and provide further direction on where services and infrastructure should be improved to achieve the targets within Transport 2007. • 3 Year Public Transport Network Program – This is a three-year detailed Public Transport Network Program, which will define and prioritise improvements to services and infrastructure to implement the Network Plan.

Actions 14.1 Develop and implement the 2007 Public Transport Network Plan for South East Queensland 14.2 Develop and implement the 3 Year Public Transport Network Program for South East Queensland

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As congestion Service contracts A key component of the public transport initiatives is the review of public transport service increases, bus “ contracts between now and 2007 to ensure that services are well coordinated and patronage is priority measures maximised. and infrastructure A seven-year Rail Service Agreement has been entered into and will continue until 2006 with a improvements will possible extension beyond that time. The agreement will deliver a range of public transport benefits, including improved access for people with a disability and older people. Several stations provide a will be upgraded. Extra rollingstock will be purchased, allowing more train services to be competitive scheduled during peak periods. Over the lifetime of the agreement, passenger safety will also be advantage for continuously enhanced through increased camera surveillance of trains, stations and carparks. buses over the Bus service contracts are normally negotiated for a term of five years with mid-term reviews. However, there is scope for shorter service contracts to be entered into, to allow continuity of private vehicle, service in all areas. Extensions beyond five years are also being examined. A review is currently particularly for trips under way to adjust service contract arrangements, to support introduction of initiatives such as in peak periods. busways and integrated ticketing. ” 14.3 Ensure future bus service contract requirements focus on: - maximising patronage across the whole system - integrated ticketing - common fares - common fare discounts - clear revenue sharing rules - greater responsiveness to customers - common branding for integrated multi-modal services - providing a mix of vehicles and services to meet a wide range of needs - greater integration and service coordination - specifying requirements in more detail to plan the network - more flexibility in providing services across contract and Local Government boundaries - incentives for quality services (eg on-time running, customer service)

Public transport infrastructure By 2007, South East Queensland will have an integrated public transport network supported by improved infrastructure. To achieve Transport 2007’s target of 9% of trips by public transport, patronage must almost double by 2007. A range of infrastructure improvements will therefore be needed to ensure buses can bypass congestion and cater for patronage growth. As congestion increases, bus priority measures and infrastructure improvements will provide a competitive advantage for buses over the private vehicle, particularly for trips in peak periods. As bus demands rise, road capacity and lanes on routes to the CBD and major centres will provide priority to buses. A network of bus priority measures including busways, bus lanes, transit lanes and localised improvements are planned to promote higher vehicle occupancy on key roads. Completion of the South East and Inner Northern Busways will facilitate efficient and reliable bus movements, including introduction of new cross-town services. Opportunities for a northern and eastern busway will also be investigated to cater for future demands.

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The rail network will be upgraded and new rail rollingstock provided to support increased service Public transport frequencies, and services on new rail lines. Airtrain will connect the Brisbane Airport with the improvements city and other parts of the region. Rail will also be extended from Petrie to Kippa-Ring, with the “ first stage to Mango Hill operational by 2007. Corridors will also be preserved for future rail need to be extensions. planned and A light rail system will be developed from Southport to Broadbeach as private sector funding coordinated at becomes available. both the strategic Brisbane metropolitan and local levels. 14.4 Northgate to Petrie third track – Construct Transport 2007 14.5 Airtrain – Construct identifies key Selected signalling and junction upgrades 14.6 public transport 14.7 Rail extension Petrie to Kippa-Ring – Plan, preserve and construct first stage from Petrie to Mango Hill actions at the 14.8 Inner Northern Busway (CBD to RBH) – Construct 14.9 South East Busway (CBD to Eight Mile Plains) – Construct strategic level and 14.10 Upper Roma St/Milton Rd - Bus lane and bus priority (Countess St to Castlemaine St) – Construct this will be 14.11 Musgrave Rd - Tidal flow bus lane and bus priority (Windsor Rd to Inner Northern Busway) combined with Coronation Dr - Tidal flow bus lane and bus priority (Stage 1 to Hale St) – Construct 14.12 more detailed 14.13 Sir Fred Schonell Dr - Tidal flow bus lane and bus priority – Construct 14.14 Old Cleveland Rd bus lanes (South East Busway to Camp Hill) and other priority sections to Carindale – public transport Construct planning. 14.15 Gympie Rd bus lanes (RBH to Chermside) 14.16 Nundah Bypass and bus/transit lanes on Sandgate Rd – Construct ” 14.17 Pacific Mwy transit lanes (Klumpp Rd to Albert River) – Construct 14.18 Waterworks Rd transit lanes (Settlement Rd to Windsor Rd) – Construct 14.19 South Pine Rd/Enoggera Rd/Kelvin Grove Rd transit lanes (Alderley to Windsor Rd) – Convert existing lanes 14.20 Off-street bus layovers (Milton Rd, Countess St, RBH) – Construct Sunshine Coast

14.21 Nicklin Way: - (Caloundra to Mooloolaba) – Provide pedestrian crossing points, bus stops and signal priority - (Caloundra Rd to Beerburrum St) – Duplicate 14.22 David Low Way (Pacific Paradise to Noosa) – Provide bus infrastructure, improve bus operations and progressively link local cycle routes 14.23 Caboolture to Landsborough rail – Commence partial duplication Gold Coast

14.24 Broadbeach to Coolangatta: - (Broadbeach to Burleigh Heads) bus lanes – Construct - (Burleigh Heads to Coolangatta) bus lanes – Plan and preserve 14.25 Nerang-Broadbeach Rd: - (Nerang to Carrara) – Complete duplication, including bus priority and cycling - Two bus lanes (Nerang to Broadbeach) – Plan and preserve 14.26 Gold Coast rail line (Ormeau to Robina) – Capacity enhancing works to meet demand 14.27 Light rail (Southport to Broadbeach) – Plan, preserve and seek private sector investment

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Western Develop an Integrated Regional Transport Plan for the Eastern Downs and implement recommended 14.28 actions in the Western sub-region of South East Queensland (including Toowoomba) based on the following studies: - Bus Infrastructure and Modal Guidelines Study - Rail Corridor Direction Proposals Study

Improved interchanges, stops and station facilities For public transport to compete with the private car, the service must be convenient, comfortable, safe and easy to use. Stops, interchanges and station facilities play an important role in making public transport a more attractive option. Public transport facilities in South East Queensland perform varying roles and vary in the number of passenger movements. Facilities range from major regional interchanges between modes and vehicles to local bus stops. They can be broadly grouped into the following categories: • Premium interchanges are high-quality, high-volume interchanges such as Central and Roma Street Rail Stations. Other premium interchanges are located where two or more modes interchange such as Caboolture, Helensvale, Nerang and Nambour Stations. Premium interchanges are located at central points of the transport network, provide high-quality facilities for major regional and line haul trips and connect with local public transport services. They are major regional nodes and trip attractors in their own right and often have retail or office space on site. They provide access to key business, government and commercial precincts. Premium interchanges are generally regionally significant and are located at the junction of several modes or services. • Secondary interchanges provide similar features to premium interchanges but with typically lower passenger movements. They are key nodes and serve as district trip attractors. These interchanges will be fully accessible, located in business, government and commercial precincts and at centres that cater for public transport services which originate from district and local surrounding areas. Examples of secondary interchanges include Mooloolaba, Broadbeach and Cleveland. • Standard interchanges and stations usually function as a location for the boarding, exiting or transferring of passengers. These interchanges play a key role in supporting the overall transport system but do not have high volumes of passengers and vehicles. They typically serve a more local passenger catchment or connect with line haul public transport such as bus/rail interchanges. Although small to medium park and ride lots may also be included, typically there are little or no additional services on site or nearby. Examples of standard interchanges and stations include Newmarket, Sunnybank and Burleigh Heads. • Intermediate stops are lower order stops characterised primarily by a single mode, potentially with some regular connections to other types of transport. Typically, these stops could include an express bus service to the Brisbane CBD/Valley or a CityCat ferry service to points along the Brisbane River. • Standard stops are the most common within the transport system. Their role is to provide a local feeder link service for residential areas to centres and transport interchanges. This would be an ‘all stops’ service located along a route that does not interchange with any other transport mode other than at the destination or origin.

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Table 14.1 on page 64 identifies the proposed minimum facility standards for public transport For public stops, interchanges and stations relative to their role in the transport network. Improvements to transport to meet these standards will be progressively applied to stops across the region over the duration of “ Transport 2007. Key interchanges have been classified as premium and secondary interchanges compete with the and these are illustrated on the sub-regional public transport maps in Chapters 4 to 7. private car, the Based on anticipated increases in passenger and vehicle movements and proposed service level service must be improvements to 2007, a number of locally or regionally important stations and interchanges have been identified for upgrading to these minimum facility levels. convenient, Ideally, all interchanges and stations would be upgraded to the minimum facility levels. However, comfortable, safe with limited funding available and many other transport priorities, it is necessary to focus and easy to use. investment on upgrading the highest priority interchanges and stations. Stops, Other interchanges or stations may require supporting facilities or service improvements at some interchanges and time in the future. Should priorities change, further refinement may occur through the Public Transport Network Plan. station facilities play an important role in making public transport a more attractive option. ”

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14.29 Improve public transport information and facilities at stops across the system to meet the minimum CityTrans - driving bus standards identified in Table 14.1

& rail integration Upgrade to premium interchange: A strategic joint venture Brisbane metropolitan between the State 14.30 Caboolture Government (through QR) and Brisbane City Council 14.31 Capalaba (through Brisbane 14.32 Indooroopilly Transport) called CityTrans 14.33 Petrie is planning, delivering and 14.34 Queen Street Bus Station managing improved integration of Brisbane's 14.35 Roma Street bus and rail services. 14.36 South Bank CityTrans will deliver 14.37 Springwood initiatives such as shuttle Ipswich buses that feed into the rail 14.38 network, improvements to Sunshine Coast existing interchange 14.39 Maroochydore facilities and integrated 14.40 Nambour bus/rail tickets to major Gold Coast sporting and cultural events. This will enable 14.41 Broadbeach competitive trip times to 14.42 Robina the city and major events Upgrade to secondary interchange: and reduce the need for people to drive. Single Brisbane metropolitan tickets will combine bus 14.43 Strathpine and rail travel, making 14.44 Buranda public transport more Altandi convenient, affordable and 14.45 easy to use. CityTrans’ 14.46 Cleveland initial focus will be on 14.47 Goodna introducing coordinated rail 14.48 Manly and bus services at Darra, 14.49 Mitchelton Carseldine and Ferny Grove stations. Coordination of 14.50 Mango Hill services and development 14.51 Shailer Park of new integrated ticketing Sunshine Coast products will be supported Caloundra by around $1.6 million of 14.52 improvements to bus/rail 14.53 Kawana Waters interchange facilities at 14.54 Noosa Heads these locations. 14.55 Mooloolaba

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Table 14.1 – Proposed minimum standards for public transport facilities

FACILITY TREATMENT TYPE OF STOP AND SERVICE

Standard Intermediate Standard Secondary Premium Taxi rank stop stop interchange interchange interchange

Station/stop service information Location, number, name and direction of travel x x x x x x Site-specific timetable o x x x x Services/routes serving the station/stop (map/diagram) o x x x x Route origin/destination diagram x x x x Public transport map xx Fare information and zone x x x x Telephone number (TransInfo/taxi) x x x x x x Information telephone xxo Real-time arrivals and departures information o o x x Staffed during peak times o x Platform announcements o x Common branding for vehicles, tickets and information x x x x x x Scheduled vehicle attributes (wheelchair, cycle space) x x

Comfort and convenience Public telephone on-site or nearby o x x x x Shelters including provision for wheelchairs1 oxxxxo Seating o o x x x o Ticket vending machine o x x Commercial vending machine o o x Accessible toilets1 oox Bicycle storage o o x Park and ride2 ooo

Safety features Well-lit stop/station or nearby street lighting o x x x x Shelters are backlit o x x x x o On-demand stopping at night x x x x x x Disabled access compliant1 xxxxxo Tactile surface tiles1 xxxxx Emergency telephone o x x CCTV/security cameras o x x x = required treatment o = optional treatment at some locations 1 provided through new facilities and ongoing upgrade/maintenance programs for existing facilities 2 capacity for car parking will vary from interchange to interchange Chapter 14 64 Transport 2007

Public transport services A wide range of public transport services will be needed to satisfy increasingly diversified travel needs. The integrated public transport network will include: • rail providing fast inter-urban services, longer trips and local connections • line haul express buses • local feeder bus services connecting to other modes at key interchanges • cross-town buses linking suburbs and major centres and connecting to the radial network at key interchanges • flexible, demand-responsive services • ferries linking residential peninsulas with key activity centres • taxis for rapid, flexible response, shared or individual trips, and • a network of good-quality interchanges connecting modes. The following service strategies have been developed to improve the level of service provided and deliver a high quality integrated public transport system: • increase frequencies to reduce waiting times and increase convenience • provide more off-peak and night services • provide routes to new areas to improve accessibility and coverage • reduce travel times through express services and direct routes • improve service reliability/punctuality through priority measures • provide faster, easier boarding and accessibility for people with mobility difficulties • provide high-quality convenient connections between different types of public transport • improve safety and security, both on and off vehicles • provide value for money and affordable fares, and • provide integrated ticketing and information.

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South East Busway - Brisbane metropolitan an Australian first 14.56 Introduce new services (all stops and express) Mango Hill to Brisbane CBD Brisbane boasts 14.57 Enhance Citytrain service levels making best use of additional rolling stock Australia's first official 14.58 All base services (excluding peak period only services) to be at minimum hourly services in off-peak busway, a 16km stretch periods from the Brisbane CBD 14.59 Provide high frequency through-running services joining major centres through the CBD as improved bus along the South East priority measures are provided: Freeway to Eight Mile - Mt Gravatt, University of Qld, Chermside, Carseldine Plains, designed to make 14.60 Provide high frequency through-running services joining lower order centres through the CBD as travelling faster, more improved bus priority measures are provided: frequent and more - Cannon Hill, Bulimba, Salisbury, Bardon, The Gap, West Ashgrove, Brookside and Stafford convenient for 14.61 Upgrade suburb to CBD terminating services to meet increased demand passengers. When complete, there will be 10 Upgrade local feeder bus services to key line haul public transport interchanges 14.62 state-of-the-art busway 14.63 Improve on-time running of Great Circle Line service to support cross-town movements stations and interchanges 14.64 Extend existing services: at key locations, with two - Shailer Park to Browns Plains to Ipswich via Forest Lake, Springfield and Redbank Plains additional stations planned for Underwood - Springwood Mall to Wacol via Sunnybank Hills, Algester and Inala and Springwood. All - Ferny Grove to Albany Creek via Strathpine and Brendale stations will feature real- 14.65 Investigate the introduction of new local feeder services: time information on bus - Ripley to Ipswich arrivals and interchanging services, drop-off zones - Murarrie to Port of Brisbane and safety features such 14.66 Investigate service level improvements to meet demand as lighting and video Sunshine Coast security systems, with 14.67 All base services (excluding peak period only services) to be minimum hourly services in off-peak periods two stations also offering park and ride facilities. 14.68 Enhance service levels (peak and off-peak periods) for selected services in high travel demand areas 14.69 Investigate and introduce new services: A busway operational centre at Woolloongabba ” - Mapleton to Nambour will monitor day-to-day - Maleny to Landsborough operations and ensure Gold Coast routes and service 14.70 Introduce additional express rail services from Gold Coast to Brisbane CBD frequencies meet the needs of commuters. The 14.71 All base services (excluding peak period only services) to be at minimum hourly services in off-peak periods contributions of State and Local Government, 14.72 Enhance service levels (peak and off-peak periods) for selected services in high travel demand areas businesses, bus 14.73 Introduce new Trainlink bus service from Robina to Coolangatta to coordinate with improved frequency operators and local of Gold Coast rail line services communities have all 14.74 Ferry services Broadwater to Broadbeach – Complete planning and seek private sector investment combined to ensure this Western major public transport 14.75 All base services (excluding peak period only services) to be minimum hourly services in off-peak project is a success. periods 14.76 Toowoomba – Complete public transport projects and service improvements as identified in the Eastern Downs Integrated Regional Transport Plan

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There is Midnight-to-dawn public transport potential for Public transport operating hours need to be extended across the region. A network of midnight-to- “ dawn services will be investigated for operation on Friday and Saturday nights, and for special developing events. These services may utilise different pricing structures, to reflect higher provision costs. demand- Passengers generally accept higher prices for these services, as they are viewed as a ‘special' service. responsive/ 14.77 Investigate and provide extended hours for public transport services for suitable locations personal public transport services Demand-responsive/personal public transport to complement Although not well represented as part of the existing public transport system, there is potential for developing demand-responsive/personal public transport services to complement scheduled scheduled fixed- fixed-route services. route services. Services of this type would assist in filling the gap between taxis and mass transit. Examples include Hail and Ride, Dial-a-Ride, share ride and multi-hire taxis and buses with flexible routes. ” Fares would likely be set higher than fixed-route public transport but operate at a lower fare structure than regular taxi services. An important role exists for flexible/demand-responsive services to service two important markets: • people with mobility impairments who are unable to use traditional mass transit or private transport and currently rely on taxis, and • off-peak public transport users who may choose a form of public transport that is between a taxi and a bus/train service, in price and convenience/demand-responsiveness. The types of trips best suited to this type of service would be on-demand feeders to line haul, cross-town commuting, shopping trips and night-time social trips where the inconvenience of carrying large parcels and/or safety and security concerns make traditional mass-transit services less than ideal. Personal public transport can also be successful in areas where people have low incomes but make a high number of local trips. Other suitable communities may include those that are isolated from basic services, infrastructure and employment with no viable alternative to the car. The IRTP’s signature project, Transit 21, will aim to introduce maxi taxis or small buses to provide more public transport choices in transport-disadvantaged communities. Transit 21 would provide a semi on-demand service, allowing door-to-door or street-corner service.

14.78 Trial a Transit 21-type service on the western side of the Gold Coast and expand to other suitable areas 14.79 Investigate the potential for personal public transport in Redcliffe, Toowoomba, Southport, Noosa, Maroochydore and other suitable communities. Trial and implement where appropriate 14.80 Evaluate the Queensland Council of Social Service (Wynnum) demand-responsive trial and other demand-responsive services, to determine their viability in other areas

Taxis Queensland Transport regulates the taxi industry through measures such as restricting the number of licences provided and establishing performance contracts with taxi booking services in larger centres. It is estimated that around 143,000 taxi trips are made daily in South East Queensland, or 52 million trips annually. Taxis are an integral element of the provision of transport services. Taxis provide for time- sensitive trips and those trips not suitable for mass transit services. They also serve a social justice role, providing for those who cannot access a car or public transport. Taxis also provide for people with mobility impairments for trips to shops, medical centres and other activities.

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Scheduled taxi services provide a supplementary role as accessible transport and could provide a Taxis are an public transport service in areas where public transport services are needed, but demand is not integral part of the high enough to warrant a bus service. “ provision of 14.81 Develop Local Government action plans to provide pick-up and set-down locations to ensure accessibility for older people and people with mobility impairments transport services. Taxis provide for Transport for school children time-sensitive School transport plays an important role in the transport system. For many people, school trips, and those transport is the first experience of public transport. The number of school transport trips in South East Queensland is estimated at 120,000 trips per day. trips not suitable Over recent decades, it has become increasing popular for parents to drive their children to for mass transit school. This has placed increased pressure on the road network and resulted in further traffic services. They also congestion, particularly in the morning peak. serve a social These trends will be addressed through initiatives like the TravelSmart student competition which seek to influence the travel behaviour of Queensland students by informing them about the justice role, problem of car dependency and its impact on society and the environment. providing for those As identified in the travel demand management chapter (see Chapter 10), school travel plans will who cannot access also play an important role in changing the travel patterns of school children. a car or public transport. 14.82 Continue to support and organise educational and information initiatives to influence school transport behaviour, through initiatives such as the TravelSmart student competition ” Public transport supporting initiatives Integrated ticketing, fares and information Public transport systems are becoming increasingly more complex and sophisticated. Public transport needs to be easier to use and understand, with better information and integrated ticketing so people can easily change from one mode or service to another. Integrated tickets and fares will be introduced as a cooperative initiative between the Queensland Government and the public transport providers in South East Queensland. The system will be implemented across all participating rail, bus and ferry services. Tickets will be small transaction cards that can store credit and be used for public transport, vending machines and telephone calls. The cards will be ‘contactless’, which means that when passengers use a public transport service, the fare will be automatically deducted, without it needing to be inserted into a reader. This will significantly improve boarding times, particularly for buses. Integrated ticketing will attract new passengers and make transferring between services or modes easier and more cost-effective. Integrated ticketing will provide: • one smartcard which can be used for a variety of trips on any mode of public transport • common, ‘value for money' fares, and • a system that is easy to understand and easy to use.

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Integrated Fares will also be integrated as part of the integrated ticketing project to allow passengers to complete their trip on any service, irrespective of mode or operator, and not incur a price penalty. “ticketing will attract new Making public transport more affordable is regularly suggested as a way to achieve major increases in public transport usage. The pricing structure and opportunities for discounts and off- passengers and peak fares will be regularly reviewed. make transferring Information will also be improved. Routes, fares, frequency and operating hours information will between services be combined and readily available from a number of places, such as information kiosks, TransInfo and the internet. or modes easier As outlined in Table 14.1, the type of interchange or stop will dictate the level of information and more cost- provided at the stop. As well as static information, some high-volume routes will have real-time effective. information, including service information and estimated departure times. ” A common brand name for public transport would unify the system. Individual operators would also retain their individual corporate identity, with a common brand symbol appearing on all stations, stops, vehicles, publicity and ticketing machines.

14.83 Progressively introduce integrated ticketing, fares and ticketing equipment between 2001 and 2003 14.84 Continue to investigate and implement suitable pricing initiatives such as: - time-specific fare reductions (eg off-peak fares) - innovative fares targeted at specific users (eg group discounts and special event fares) - standard fare concessions as part of integrated fares 14.85 Investigate common branding for the public transport network

Special events Major events are similar to any major development or attraction, except that they do not occur on a daily basis. They are a high generator of travel demand and need to be served adequately by high-capacity reliable transport modes. Proactive strategies are needed to provide adequate services and encourage use of public transport to and from major events. To attract large numbers of people to catch public transport to major events: • public transport options to the event must be effectively promoted • organisers need to clear large crowds quickly, safely and efficiently • frequent and reliable services are needed to transport people to and from the venue (including additional services to meet demand), and • transport infrastructure and facilities may need to be improved to meet demand (particularly for regular events or popular venues).

14.86 Develop a Major Events Service Charter in consultation with stakeholders 14.87 Develop and implement a well-publicised public transport service plan for regular major events or popular venues 14.88 Promote the use of joint entry/public transport tickets for major events

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Plan for the future Major events In addition to the public transport projects outlined above, it will also be important to undertake are a high planning investigations for projects required after 2007. “ generator of travel 14.89 New rail alignment (Rosewood to Toowoomba) – Plan and preserve demand and need 14.90 Rail extension to Browns Plains – Investigate to be served 14.91 Beerwah to Maroochydore public transport corridor (CAMCOS) – Plan and preserve adequately by 14.92 Robina to Coolangatta rail extension – Plan and preserve 14.93 Develop an action plan to improve accessibility to key destinations in the inner city area, such as bus high-capacity priority on: reliable transport - Milton Rd/Cribb St (Castlemaine St to Coronation Dr) - Coronation Dr/Eagle Tce (Hale St to Upper Roma St) modes. - Adelaide St (North Quay to Queen St) ” - Queen St (Edward St to Creek St) 14.94 Eastern Busway – Plan and preserve 14.95 Northern Busway – Plan and preserve 14.96 Investigate the introduction of new cross-town bus services in the Brisbane metropolitan area 14.97 Southport–Nerang Rd – Plan and preserve for bus lanes and cycling facilities

Chapter 14 70 Transport 2007 15. A road network to link people, goods and services

2007 vision for roads the Port of Brisbane and Brisbane Airport has Objective been a priority. The regional highway system In 2007, roads remain fundamental to the continues to provide the basis for the freight To develop a road integrated transport system as they provide network, linking key industrial areas and the major links for freight, business travel, network in South freight handling facilities. The regional cross-town and suburb-to-suburb trips and highway system also facilitates regional East Queensland many off-peak movements. that effectively economic development, through the Multi-modal networks such as bus and high- movement of people and freight between links people, occupancy vehicle lanes and cycling lanes major centres in the region. are integrated with the region's road network. services, goods Planning continues to protect important and markets via all All levels of government have played an future road corridors from encroachment important role in developing the region's by incompatible land uses. As local arterial road-based travel road network as part of a balanced transport networks are developed, pressure on regional modes. solution to better support travel demands. highways from local trips has reduced. While important road network initiatives Planning for roads takes into account all have been implemented and planned, traffic road users and local communities. growth and changes in the way that people and goods move around the region has Roads achievements to date meant that strategies for managing increased • Pacific Motorway open road-based traffic have become more • Centenary Highway extension to Logan important. Motorway open Investment in roads is aimed at developing a • Nundah Bypass planned and safe and efficient road network. New capital construction commenced works address economic, social and environmental objectives within the • Inner City Bypass under construction constraints of competing priorities for limited • ITS and incident management roads funding. Optimising road performance, systems introduced through best practice maintenance strategies, is a key focus. • Bruce Highway being progressively upgraded In existing urban areas, the emphasis is on developing effective networks to serve land • Mango Hill local arterial network planned. use and to encourage the use of public transport, particularly for commuting trips. Planning context Car pooling also plays a greater role in Network hierarchy moving more people in fewer vehicles. A South East Queensland's road network caters clear hierarchy of roads is being for a range of different movements, from implemented, as heavy traffic routes are long-distance, inter-regional travel, to travel distinguished from local streets. along local streets. Roads are multi-modal corridors and are classified according to the Intelligent Transport Systems (ITS) are being role they play in the road network: implemented on key corridors so that accidents are managed quickly and • Regional highways – link the region to information is available to motorists to allow other regions or states them to plan their trips more effectively. Bus • Inter-urban arterials – link the region's priority measures and information systems urban areas to each other have increased the reliability of road-based public transport. • Urban arterials – link local activities and cater for movements within urban areas On a regional basis, ensuring effective road access to important economic nodes such as

71 Chapter 15 Transport 2007

• Local collector and distributor roads – Congestion on the major road network provide the main feeder roads into and Traffic analysis for Transport 2007 indicated around neighbourhoods, and that the following key road links are subject • Local streets – cater for local traffic at the to significant traffic congestion during community level. peak periods: While improvements are planned for a range • all arterial approaches close to the Brisbane CBD of local collector and distributor roads and • Bruce Highway (Caboolture to Bald Hills) local streets, these improvements have not • Ipswich Motorway (Dinmore to Rocklea) been outlined in Transport 2007. Instead, Transport 2007 concentrates on more • Mt Lindesay Highway (Browns Plains to strategic roads such as regional highways and Acacia Ridge) arterial roads. • South East Freeway, and Road network issues • Gateway Motorway (at the toll gates and in Increased trip making, population growth and the vicinity of the Brisbane Airport). changes in freight movement patterns have Sustained high levels of congestion can result significantly increased traffic on the region's in poor social, environmental and economic roads in recent years. outcomes for the region. While congestion The continued increase in road-based trips does not automatically signal the need to has placed considerable pressure on all upgrade a road, it does indicate areas where levels of government to develop a road efforts to improve transport system network that meets community and performance should be considered. stakeholder expectations. Apart from the potential social and environmental impacts Economic development and freight routes of new road construction, traffic demands The performance of the road network may exceed government's ability to supply roads. constrain economic development due to In addition, attempting to meet all travel inadequate routes and bottlenecks for freight needs through road use is not a long-term vehicles. Key links in the freight network to solution. Opportunities for better managing industry nodes such as to the Port of Brisbane travel demand need to be sought and are important. implemented. Over the Transport 2007 Ensuring the ability of freight vehicles to timeframe, sufficient demand management access important economic nodes in the measures, to influence travel behaviour and region is a key road network issue, as the restrain the growth in single-occupant majority of freight in the future will continue vehicle travel, will need to be introduced. to be moved by road. Freight-efficient This is discussed in Chapter 10. vehicles will also generally require high- Another key strategic issue that will need quality roads to ensure road user safety, and to be addressed over the seven years of to minimise road damage. Key links in the Transport 2007 is the lack of an interconnected freight network are discussed in Chapter 16. local arterial road network. When local Cross-town travel and river crossings arterials are not in place, this brings about The IRTP acknowledges the need for ring an over-reliance on regional highways. roads and bypasses in key situations. Within These links then become congested with larger urban areas, cross-town movements local traffic, thereby reducing their can place a considerable load on the road effectiveness in meeting their intended network and there are limited direct routes purpose – catering for longer-distance, for these trips. Radial roads into the CBD inter-regional travel. carry a mix of trips destined for both the CBD and beyond.

Chapter 15 72 Transport 2007

A key focus The analysis for Transport 2007 has not function is protected by making best use of identified the need for new ring roads or existing roads and investing in new roads of Transport 2007 “ tunnels within Brisbane by 2007. However, where there is a demonstrated need, and planning is needed for a possible second river is ensuring that • Ensure investment in roads is based on the crossing near the Gateway Bridge to support the existing road following objectives: regional travel and freight movement along network operates the corridor. - supporting economic and regional development as efficiently as While not ruling out the possibility of new possible and cross-river road infrastructure in the long - supporting land use development consistent with regional planning new infrastructure term, Transport 2007's preferred approach is to first make better use of existing road frameworks complements the capacity and promote high-occupancy modes - supporting efficient freight movement existing network. of travel. Cross-river connections for walking, cycling and public transport can assist in - encouraging high-occupancy vehicles and ” achieving the IRTP objectives and these public transport use by providing priority opportunities should be considered in future measures for these modes where IRTP planning studies. appropriate To be consistent with the IRTP, any future - ensuring the road network aligns with tunnel or ring road proposed for beyond 2007 social and environmental objectives, would need to provide an effective alternative including road safety, and for traffic that travels unnecessarily through the - supporting multi-modal uses by ensuring CBD, thereby reducing congestion on radials, planning for roads takes into account the trip time and emissions. Proposed ring roads, range of multi-modal uses, including cars, tunnels or bypasses would be inconsistent with trucks, buses, cyclists and pedestrians. the IRTP if they mainly catered for peak period car travel, created longer trips and urban Key opportunities sprawl, impacted on residential areas or created and actions congestion in new locations. Over the seven years of Transport 2007, a Network maintenance balanced program of infrastructure, services, A key requirement for the road network is to policy and demand management actions will keep it well maintained. This optimises safety need to be pursued to bring about the desired and effectiveness. The projected increase in IRTP outcomes. Simply meeting unchecked traffic growth and heavy vehicle use travel demand will not bring about the throughout South East Queensland will result desired results. Travel demand will need to in increased maintenance requirements. This be managed to deliver IRTP outcomes and will reduce the level of funding this is discussed in detail in Chapter 10. available for new initiatives. Transport agencies will also work to make the best use of existing capacity. A number Road network planning of roads infrastructure initiatives will be principles provided between now and 2007 to ensure The following principles that the region has a high-quality road will be important in network to meet freight, public transport and guiding investment private vehicle needs. These are illustrated on in roads over the the sub-regional maps in Chapters 4 to 7. Transport 2007 period: • Ensure the strategic road network 73 Chapter 15 Transport 2007

Making better use of existing capacity All levels of A key focus of Transport 2007 is ensuring that the existing road network operates as efficiently government have as possible and new infrastructure complements the existing network. This minimises the cost of “ expanding the road network and the need to undertake more frequent maintenance caused by played an increased traffic flows. important role in The capacity and reliability of the existing road network can be improved by implementing smart developing the technology and traffic management systems to manage flow along major routes. These measures will be particularly important for radial roads that lead to key centres such as the Brisbane CBD. region's road network as part of Travel demand management can also help maximise capacity through measures such as managing parking supply and pricing in the Brisbane CBD, extending ramp metering to control a balanced access to highways and implementing initiatives to encourage voluntary behaviour change. transport solution Allocating priority to vehicles and uses that will achieve the best integrated transport outcomes to better will also make better use of road capacity. High-occupancy vehicle lanes can carry higher numbers of people per lane and on-road public transport priority improves the travel time and support travel reliability of buses. demands. Busways, bus lanes or transit lanes will be developed on key routes to maximise use of capacity. These corridors will be in non-rail corridors where car pooling incentives can be generated and ” real benefits can be provided for buses. Planned busways, bus and transit lanes are shown on the sub-regional maps in Chapters 4 to 7.

Actions 15.1 Implement intersection improvements including bus priority 15.2 Implement traffic accident and incident management systems 15.3 Extend ramp metering to control access to the South East Freeway 15.4 Manage parking along major routes 15.5 Develop and commence implementation of a high-occupancy vehicle lane network across South East Queensland, including providing support measures 15.6 Develop bus and transit lanes to key centres 15.7 Develop and implement the Intelligent Dynamic Traffic Signal system 15.8 Implement electronic toll collection as appropriate

Provide necessary new capacity The provision of new or expanded roads is part of a broader transport solution that balances environmental factors with the transport needs of the community. Even with a major shift towards more efficient passenger transport modes and actions to restrain the growth in single- occupant vehicles in peak periods, the capacity and coverage of the road network in South East Queensland will need to increase in key locations. While additional road capacity will be provided in selected locations, eliminating peak hour congestion caused largely by single-occupant car travel is not an aim of the IRTP or Transport 2007. Rather, Transport 2007 recommends an integrated approach to managing congestion involving selected road upgrades, improving public transport and alternative modes, and better managing traffic flows and demands on existing roads. Incident management and traffic management measures can play an important role in improving traffic flows and minimising the adverse impact of incidents.

Chapter 15 74 Transport 2007

Pacific Motorway - The necessary improvements planned to provide increased capacity on a number of key regional Queensland's links are outlined below and shown on the sub-regional maps in Chapters 4 to 7. smart road 15.9 Gateway Mwy (Mt Gravatt-Capalaba Rd to Toombul Rd) – Six laning The Pacific Motorway Inner City Bypass – Construct between Brisbane and 15.10 the Gold Coast is an 15.11 Mt Gravatt–Capalaba Rd/Mt Cotton Rd (east of Gateway Mwy) – Commence duplication example of the 15.12 Redland Bay Rd (Windemere Rd to Vienna Rd) – Duplicate application of Intelligent 15.13 Brisbane–Beenleigh Rd (Logan River to Beenleigh) – Complete four laning Transport Systems (ITS) 15.14 Bruce Hwy (Gateway Mwy to Caboolture) – Six laning to maximise safety and improve the 15.15 Centenary Hwy (Ipswich Mwy to Logan Mwy) – Commence duplication management of traffic 15.16 Southport–Burleigh Rd (Slatyer Ave to Rudd St) – Six laning incorporating bus priority volumes along a key 15.17 Gold Coast Hwy regional transport - Helensvale to Arundel – Complete duplication corridor. The world-class ITS incorporates vehicle - Helensvale to Stevens St, Labrador – Bus priority measures detectors within the 15.18 Maroochydore Rd (Bruce Hwy to Maroochydore) – Complete duplication road and video cameras 15.19 Caloundra Rd (Bruce Hwy to Pierce Ave) – Duplicate to detect traffic Sunshine Mwy (Mooloolaba Rd to Maroochydore Rd) – Duplicate volumes, speeds and 15.20 incidents. Travellers use 15.21 Cunningham Hwy – New bridge at Ebenezer Creek, safety improvements and overtaking lanes electronic variable message signs and real- Provide local arterial networks time internet traffic Inter-urban and urban arterial roads provide an important function in the road network. They information to plan their link the region's urban areas and link local activities, housing and employment within urban journeys effectively. An areas. A lack of arterial roads leads to increasing use of regional highways for local trips, which advanced incident causes congestion and capacity problems for inter-regional traffic and freight. management system The need for good-quality, interconnected local arterial networks will increase with greater urban allows emergency development. Road access management will be used to protect the road hierarchy. Access to the vehicles to access any accident quickly from highways can be controlled through ramp metering and the planning and control of access points. either direction. Ramp metering is also 15.22 Mango Hill North–South Arterial Rd and public transport corridor (Caboolture–Bribie Island Rd to integrated with the Gateway Arterial) – Complete planning and commence construction of Boundary Rd to Anzac Ave section traffic control system on 15.23 Boundary Rd – Connect missing links and upgrade intersections the arterial road 15.24 Pine to Caboolture local arterial (west of the Bruce Hwy) – Commence upgrade in line with development network to ensure 15.25 Eenie Creek Arterial – Construct smooth traffic flow. 15.26 Kawana Arterial (Caloundra Rd to Sunshine Mwy) – Commence construction of key roadworks 15.27 Noosaville Bypass (Emu Mountain Rd to Eenie Creek Rd) – Construct 15.28 Eumundi Bypass – Construct 15.29 Oxenford–Southport Rd (Pacific Mwy to Lae Dr, Runaway Bay) – Commence staged duplication 15.30 Local arterial road and public transport corridor (Coomera River to Nerang–Broadbeach Rd) – Commence staged construction in line with urban development 15.31 Develop local arterial network west of the Pacific Mwy (Nerang to Currumbin) – Commence staged construction in line with urban development

75 Chapter 15 Transport 2007

Plan for the future The capacity In addition to roads projects that will be constructed in the Transport 2007 timeframe, it will also and reliability of be important to undertake planning investigations for projects required post-2007. The following “ planning investigations will take place during the Transport 2007 timeframe, for implementation the existing road beyond 2007. network can be improved by 15.32 Mt Lindesay Hwy to Springfield Arterial – Plan and preserve 15.33 Camp Cable Rd to Coomera – Plan and preserve implementing 15.34 Local arterial network (Caloundra Rd to Maroochydore Rd) – Plan and preserve smart technology 15.35 Tewantin Bypass (Emu Mountain Rd to Cooroy Rd) – Plan and preserve and traffic 15.36 Smith St Connection – Investigate additional 2 lanes for transit purposes management 15.37 Western Brisbane transport network investigation systems to manage flow along major routes. These measures will be particularly important for radial roads that lead to key centres such as the CBD.”

Chapter 15 76 Transport 2007 16. Ensuring the efficient movement of freight

Objective 2007 vision for freight Freight achievements to date In 2007, South East Queensland is an efficient • The introduction of a truck ban along Ann To progressively freight hub. It provides integrated, multi- Street in Brisbane city modal linkages between areas of production, develop an • The reduction of tolls on the Gateway consumption, storage and distribution and Bridge which contributed to a 30% increase integrated multi- facilitates highly efficient intra-regional and in the number of freight vehicles using the inter-regional freight flows. modal freight Gateway Bridge Transport measures to support two critical network that • Port of Brisbane Motorway planned promotes regional drivers for the State's economic development, Australia TradeCoast and Acacia Ridge, result • Integrated planning study for Tugun economic in economic benefits for the whole State as Bypass commenced development, well as South East Queensland, due to the • Planning undertaken for the Toowoomba integral linkages of these centres with other Bypass while minimising regions. impacts on • Duplication of the Logan Motorway to The region supports general freight improve overtaking opportunities passenger distribution through an appropriate general transport and road network; overlaid on this is a freight • Completion of the Southern Brisbane Bypass network that supports the major industrial • Completion of the Yandina Bypass residential and import/export nodes. This includes the • Planning under way for a new neighbourhoods. provision of major freight transport linkages alignment for the rail link between from within and outside the region to key Toowoomba and Rosewood. areas of industrial activity such as Australia TradeCoast, Acacia Ridge, Yatala, Brendale Planning context and Charlton. The efficient movement of freight throughout Rail provides a seamless service for South East Queensland is a significant factor transporting bulk commodities for export. It in Queensland’s economic performance. serves the long-distance needs of the region Efficient freight movement reduces costs to and State through the operation of efficient industry, attracts economic investment and unit and block trains. Freight-efficient contributes to employment. However, freight vehicles are an important component of the movement requirements are often inconsistent freight system. with efficient passenger movement and this contributes to congestion, capacity Road and rail freight operations are restrictions and safety issues. increasingly integrated with electronic data interchange and communications, reducing Consequently, the challenge for the freight delays to vehicles at terminals and empty system is to ensure efficient multi-modal running, thereby increasing productivity transport and infrastructure that supports the benefits to operators. demands of economic growth and minimises the impact on passenger transport and Movements in residential areas and past residential neighbourhoods. sensitive land uses result only from necessary local activity, rather than drivers taking shortest path routes through adjoining suburbs. An efficient freight system satisfies industry requirements and minimises freight movement impacts on safety and congestion.

77 Chapter 16 Transport 2007

The current freight task • a north–south corridor from Brisbane to Freight transport moves goods to the right north Queensland, and place at the right time, in the right condition • a north–south corridor from Acacia Ridge and at the right cost. However, the freight to the south for interstate traffic. task is extremely diverse and constraints in the transport system can mean potential trade Growth in the rail freight market is dependent opportunities are lost. on growth in commodities and the expansion of those container movements for which it Data shows that just over 90% of the freight has a comparative advantage. movement in the region has both an origin and a destination within South East Sea Queensland. There is very little movement The Port of Brisbane is the only port in (less than 1%) of freight that does not stop South East Queensland. In 1998–99, freight within the region. Within the region, less than movements through the Port of Brisbane were 5% of the tonnage moved is by rail and 20.7 million tonnes, with exports of 9.7 water, while more than 90% of the movement million tonnes and imports of 11 million is by road. For movements external to the tonnes. Brisbane is a diversified port serving a region, 13% is by rail, 23% by sea and 64% wide range of cargoes. Oil is by far the largest by road. single contributor, making up 8 million tonnes of the total freight throughput. Dry Intermodal trends bulks – in particular coal, metal ores, grain, Freight in Queensland is moved by a variety silica sands and fertilisers – are also of modes, depending on the transport important, contributing approximately 25% of infrastructure at its point of origin and its the Port's total throughput. final destination and the nature of the products being transported. In addition, almost 400,000 containers move through the Port each year. This contributes Timely, cost-effective logistics systems are to a significant freight task for road transport, needed to ensure that products reach their and to a lesser extent rail. Most of this freight markets quickly, efficiently and in good arrives and departs the Port by road, with rail condition. Emerging trends in logistics are contributing to the haulage of coal exports improving the transport of freight and are and inwards and outwards container freight. impacting on future transport infrastructure requirements. These include trends towards While the Fisherman Islands area is the Port’s larger, more freight-efficient vehicles, main activity area, there are wharves along integrated supply chain management, land both sides of the Brisbane River. bridging, inter-modal freight distribution Consequently, while most trucks from the Port centres and telecommunications systems used use the Port Road, there are also significant to handle information flows. port-related truck movements along Kingsford Smith Drive. Many of Rail the truck movements on the Rail freight movements through South East northside of the river Queensland comprise approximately 2% of are associated with the total freight task in South East the transport of Queensland by tonnage, but closer to 6% in fuel and motor terms of tonne kilometres. vehicle The three major strategic corridors for the rail imports. freight network are: • an east–west corridor from south–west Queensland to the Port of Brisbane

Chapter 16 78 Transport 2007

Road freight From these locations, most of the freight Key opportunities travels either: accounts for and actions “ • north over the Gateway Bridge to the almost all freight General industrial areas around Eagle Farm, or from Many of the road network actions shown on movements in the wharf areas on the northern side to the sub-regional maps in Chapters 4 to 7 also industrial areas the urban areas provide significant freight transport benefits of South East • south to the industrial areas around Acacia and satisfy other transport outcomes. Ridge/Archerfield, or However, unless these actions have significant Queensland and direct freight transport benefits or directly • to the many storage and warehousing reduce the impact of freight movement, a substantial facilities in the Port area itself. proportion of they have not been included in this chapter. Road the transport of The IRTP and Transport 2007 aim to Road freight accounts for almost all freight consolidate road freight to specific corridors freight over movements in the urban areas of South East through: longer distances. Queensland and a substantial proportion of the transport of freight over longer • land use planning (including the distances. Road freight volumes have grown encouragement of freight-generating ” in line with Gross State Product (GSP) for development to locate within 500m of the the last 10 years and this trend is expected major freight network) to continue. • road infrastructure investment, and The major road-based freight corridors are the • reduction of freight transport impacts Bruce Highway, Gateway Motorway, Pacific (including provision of noise barriers and Motorway, Granard/Kessels Roads, Ipswich investigating vehicle types and hours of Motorway, Cunningham Highway, Warrego operation). Highway, Logan Motorway and the planned Part of this consolidation to specific corridors Port of Brisbane Motorway. will include linkages between the Australia The major freight corridors carry freight TradeCoast development, other major volumes of around 5,000 to 6,000 trucks per industrial areas in South East Queensland and day, carrying over 30,000 tonnes of freight, external freight linkages (Bruce Highway, worth an estimated $45 million. Cunningham Highway, Warrego Highway, and Pacific Motorway). Air Air freight through Brisbane and Coolangatta Airports is currently around 140,000 tonnes per annum and will continue to grow. Amberley Airport is likely to be partly commercialised before 2007. Air freight, while low-volume and time- sensitive, will have a relatively minor impact on regional freight volumes, but will require good land-side access to the airports. Air freight may become progressively more significant over time when supply chain management approaches to ‘just-in-time' delivery develop.

79 Chapter 16 Transport 2007

Actions In 2007, South East Queensland 16.1 Develop Local Government guidelines on freight planning in urban areas to address community issues, “ safety, amenity, environment, traffic management, road maintenance, land use planning, industrial areas, will be an efficient road linkages, development planning, freight efficiency and freight operations freight hub. It will 16.2 Support national freight ITS standards for vehicle management and scheduling 16.3 Encourage freight-generating development to locate within 500m of major freight corridors provide integrated, multi-modal Rail Strategic challenges in the rail freight system will result from: linkages between • new passenger services on the rail system (eg. Airtrain, Petrie to Kippa-Ring rail) areas of • increases in off-peak passenger services on existing lines production, • increases in the rail freight task consumption, • lack of direct access to the Port of Brisbane from the west and north storage and • managing impacts on residential land use distribution and • limited cross-river connections servicing industrial areas facilitate highly efficient intra- • impact of possible future inland rail on freight volumes, and regional and • constraints caused by single track north of Caboolture. inter-regional These challenges will make it increasingly difficult for existing and new freight trains to obtain paths through the rail network during peak and off-peak periods. This has the potential to limit freight flows. the market of rail freight, unless appropriate paths can be obtained. ” The existing infrastructure in terms of signalling, rollingstock, crossings, passing loops, low axle loads on some lines and track width are long-term constraints to freight movement in South East Queensland. These constraints will be expensive to address and limit the overall efficiency of rail freight movement by preventing the use of large modern locomotives, longer trains and double stacking of containers. The IRTP and South East Queensland Freight Study also recommended undertaking investigations where significant capacity constraints exist between freight and passenger operations and future needs for freight rail connections. Current and planned studies into these areas will establish the existing and potential capacity of major freight corridors in the Brisbane metropolitan area, current and foreseeable freight and passenger demand on these corridors, and the timing for implementation of capacity improvements. Making better use of the existing network will be a high priority. Other findings may include the need for additional passing loops on the North Coast line and grade separation of junctions at key points.

16.4 Identify and progress options to maximise rail freight capacity and minimise conflict with passenger rail

Chapter 16 80 Transport 2007

Port of Brisbane Road Motorway Important freight routes are coming under significant local traffic pressure and congestion, which increases travel times and reduces reliability for freight. This is particularly evident on the National The Port of Brisbane Highway System in metropolitan Brisbane, serving the routes between Acacia Ridge and the Motorway will improve trade and freight Australia TradeCoast. efficiency, providing the Road improvements are needed to support the rapid industrial growth in the Australia TradeCoast fast growing Australia area and other important industrial nodes. Provision also needs to be made for suitable hard rock TradeCoast industrial quarry haulage routes to support the movement of quarry products. area with a high quality link to the Port of The community continues to support the use of rail rather than road for the movement of freight, Brisbane. The road will even though most freight in the region is unsuited to rail. Improvements made to rail will focus provide the freight on long-distance freight movement and it is expected that the level of rail freight will not result industry with links to in a material change in road freight movement. both Pacific and Gateway Motorways. The community is also concerned about safety, noise and loss of amenity caused by trucks, Expressions of interest particularly in residential areas. There is also a lack of understanding by car drivers on the for a design and operating characteristics of large trucks, which causes safety concerns. construct contract were Many trucks use the Story Bridge for cross-town freight movements, which impacts on called in September congestion, safety and amenity in Brisbane city. Actions are needed to reduce the conflict 2000 with construction of major works expected between passenger and freight traffic, and to make better use of existing road space. to begin by late 2001. Undertake road network enhancements Granard/Riawena/Kessels/Mount Gravatt–Capalaba Rd corridor The road will be a dual 16.5 carriageway, limited 16.6 Caboolture Northern Bypass – Construct access road that will 16.7 South Pine Rd/Linkfield Connection Rd/Telegraph Rd (Leitchs Rd to Gateway Mwy) – Construct two lanes contribute to efficient from South Pine Rd to Gympie Arterial freight movement, and is 16.8 Bruce Hwy (Yandina to Cooroy) – Duplicate considered critical to the 16.9 Ipswich Mwy (Rocklea to Riverview) – Six laning long-term economic development of South 16.10 Mt Lindesay Hwy (Johnson Rd to Chambers Flat Rd) – Six laning and partial grade separation East Queensland and 16.11 Toowoomba Bypass – Preserve and complete pre-construction activities western parts of 16.12 Warrego Hwy – Improvements including duplication of Gatton Bypass, Marburg Bypass and grade the State. separated interchanges 16.13 Tugun Bypass – Construct 16.14 Move towards a nominated mass strategy and develop mechanisms for introducing a scheme throughout South East Queensland 16.15 Develop quarry haul roads or other non-road-based haulage options to the freight network. Establish suitable routes for hard rock haulage from significant resources (eg Kholo, Whiteside, Hillcrest) 16.16 Develop guidelines for 45 tonne Gross Vehicle Mass trucks to access Local Government roads 16.17 Investigate/identify a network hierarchy of preferred routes for freight movements in South East Queensland

Port Efficient road and rail freight access to the Port of Brisbane needs to be enhanced.

16.18 Construct the Port of Brisbane Mwy and undertake improvements to Lytton Rd

81 Chapter 16 Transport 2007

Plan for the future In addition to the actions listed above, which will be implemented in the Transport 2007 timeframe, it is important to plan for freight needs beyond 2007.

16.19 Investigate freight handling facilities for northern and western Brisbane 16.20 Conduct a planning study to assess the need for additional transport capacity in the Gateway corridor to service current and future Australia TradeCoast development 16.21 Plan to improve travel conditions along the corridor from Toowoomba to the Port of Brisbane to allow the safe movement of freight-efficient vehicles 16.22 Freight access to proposed Redbank Industrial Area – Investigate and develop 16.23 Investigate measures to manage the impact of freight transport between the Australia TradeCoast and Acacia Ridge/Archerfield 16.24 Freight rail spur to Yatala – Investigate 16.25 Western Ipswich Bypass – Plan and preserve 16.26 South West Transport Corridor (Cunningham Highway to Springfield) – Plan and preserve 16.27 Beaudesert Western Bypass – Plan and preserve

Chapter 16 82 Part C

Making it happen

83 Transport 17. Developing Transport 2007 2007

Approach • restrain the growth of urban expansion Transport 2007 significantly from the currently planned Transport 2007 is a seven-year action plan levels, or has updated and which aims to provide a clear picture of what “ refocused the the transport system should look like in 2007 • accept higher levels of congestion. and what needs to happen after 2007. The original IRTP over a Many of the longer-term effects from changes document is complemented by the IRTP to demand management and land use will not shorter timeframe 3 Year Rolling Program, which provides a be apparent until after 2007. Therefore, snapshot of major transport activities being to establish the Transport 2007 has updated and refocused undertaken over the current three-year period the original IRTP over a shorter timeframe to way forward for to deliver the actions of the IRTP and establish the way forward for transport over transport over the Transport 2007. the next 10 to 15 years. It sets into place the next 10 to 15 years. The IRTP and Transport 2007 targets aim to changes that need to be made in the medium achieve an increase in the number of people term to bring about long-term results. Regular It sets into place catching public transport, cycling and walking, reviews of Transport 2007 and the IRTP will the changes that and to increase average car occupancy. These review and reshape this agenda. targets have played a central role in guiding need to be made planning to date and will continue to be a key Technical analysis in the medium policy parameter for the future. Transport 2007 has made use of updated term to bring census and travel data to determine future Technical analysis and community feedback travel trends and needs. Demographic trends about long-term indicate that infrastructure alone cannot be and their implications for transport were relied on to achieve the IRTP’s targets and results. also identified. objectives. The IRTP established the need for an integrated package of measures that does In developing Transport 2007, a multi-criteria ” not rely solely on infrastructure to achieve evaluation methodology was used to analyse the desired outcomes. Transport 2007 the overall effectiveness of projects. This reinforces this approach and provides more resulted in a priority list of projects, which detail on the required actions for services, were directly linked to identified deficiencies land use and demand management in the in the system. medium term. Key criteria in evaluating projects included: Therefore, there has been a relative shift from • overall need based on demands and the draft 2007 Vision released for consultation predicted deficiencies in 1999 away from major infrastructure investment to services, demand management • results of analysis and lower-cost solutions. This has been • prioritisation processes (multi-criteria necessitated by the need to match projects to analysis) the indicative funding level available for transport in South East Queensland over the • consultation feedback next seven financial years. • ability to fund the project, and This approach is entirely consistent with the • ability to stage the project. recommendations in the IRTP, which stated Integrated transport strategies have been that if the funding ‘shortfall’ envisaged in designed for South East Queensland's four the IRTP was not addressed, then the region sub-regions, to guide transport programs in must either: the medium term. Projects were prioritised • increase public transport use even further within the overall indicative funding levels to on a cost-effective basis identify the most suitable package of • implement aggressive travel demand infrastructure, service and policy solutions to management measures achieve interim IRTP outcomes by 2007.

Chapter 17 84 Transport 2007200

Transport 2007 Transport modelling • reduced accident costs, and was also developed Transport 2007 contains a wide-ranging and • reduced vehicle operating costs. “ complex set of actions that have both The modelling results are summarised in in conjunction regional and local impacts. Transport Table 17.1. with many State modelling was used to predict the future agencies and local demands on the system, and was combined Modelling indicates that future land use and with other strategic analysis to evaluate the increased urban sprawl will be an increasing councils, in both outcomes of the recommended solutions. constraint on the task of achieving IRTP the draft stage and Modelling undertaken for Transport 2007 has objectives. This is evidenced by the significant drop in the trend public transport mode share in developing the primarily concentrated on the impact of infrastructure improvements. However, some between now and 2007. In effect, poor land final plan. analysis of service improvements, focusing use planning and growth pressures are mainly on frequency increases on major producing unsustainable travel and funding ” routes, has also been undertaken. demands. Current transport models are driven by the cost Supply-side solutions alone will not be enough of travel, road capacity and congestion. They to reach the IRTP targets and objectives. A cannot effectively analyse the impacts of: purely infrastructure-led transport strategy will not generate the changes envisaged in the • travel demand management measures IRTP. Transport 2007 represents a more (particularly soft measures) balanced and integrated package of measures • qualitative improvements to public focusing on both the demand and supply sides transport (such as integrated ticketing and of transport. information) Public consultation • walking and cycling initiatives, and The IRTP was released in 1997, after • many land use changes. significant consultation with government agencies, stakeholders and the community. As a result, the combined impact of all the service and policy actions included in Transport Transport 2007 was also developed in 2007 could not be fully accounted for in the conjunction with many State agencies and modelling results. Therefore, it is likely that the local councils, in both the draft stage and in overall transport outcomes resulting from the developing the final plan. implementation of Transport 2007 will be Transport 2007 was released for consultation in higher than the modelling results reflect. October 1999 under the name draft 2007 The modelling has shown that, compared Vision and consultation continued over a five- to 2007 trend, the program included in month period until 31 March 2000. A range of Transport 2007 will achieve the consultation activities was undertaken to obtain following outcomes: community and stakeholder input on the draft 2007 Vision document and its components. • increased road and public transport networks Key activities undertaken during consultation included: • increased use of public transport, walking • operation of a 1800 telephone hotline and and cycling internet site • reduced car travel • regional workshops for stakeholders, interest groups and the general public • reduced travel times • distribution of the draft 2007 Vision summary document • reduced vehicle emissions

85 Chapter 17 Transport 2007

Table 17.1 – Modelling results Transport 2007 was released for 1999 base year 2007 trend 2007 forecast “ consultation in Public transport (PT) mode share for IRTP area 5.98% 5.71 % 6.23% Total person trips (per weekday) 8,923,825 11,716,514 11,716,514 October 1999 PT person trips (per weekday) 484,815 603,010 664,733 under the name Walk/cycle, person trips (per weekday) 1,667,799 2,042,314 2,079,380 draft 2007 Vision Private car, person trips (per weekday) 5,954,944 7,964,899 7,866,109 and consultation Commercial purposes, person trips (per weekday) 816,267 1,105,958 1,105,958 continued over a Private vehicle VKT (000's) 42,370 58,906 57,198 five-month period Average network speed (km/hr) 53.5 50.4 52.2 until 31 March Average vehicle occupancy 1.42 1.41 1.41 Average network volume/capacity ratio for SEQ 0.32 0.38 0.36 2000. Private vehicle operating cost ($000's) 9,543 13,267 12,939 ” Commercial vehicle operating cost ($000's) 1,787 2,493 2,457 Accident costs ($000's) 1,828 2,468 2,362 Emissions – carbon monoxide (tonnes/weekday) 538 791 749 Emissions – hydrocarbons (tonnes/weekday) 200 286 274 Emissions – oxides of nitrogen (tonnes/weekday) 50 69 67 Length of road network (km) 9,004 9,061 9,081 Scheduled PT passenger km (000's) 4,782 6,361 7,432 Number of passenger interchanges (per weekday) 50,264 70,595 127,882 Total PT boardings (per weekday) 538,593 678,332 800,298

Length of dedicated PT network (km) 354 371 432 Average private person trip length (km) - Non-PT (excl walk/cycle) (000’s) 10.34 10.66 10.51 - PT (000’s) 9.54 9.70 9.71 Total person travel time (hrs) - Non-PT (excl walk/cycle) – 000’s per day 1,142 1,706 1,591 - Scheduled PT – 000’s per day 122 161 185 - Total – 000’s per day 1,264 1,867 1,775

(Source: Veitch Lister Consulting Zenith Model October 2000)

• distribution of the draft 2007 Vision Almost 10,000 draft 2007 Vision summary technical paper documents and 400 technical papers were distributed during the consultation period. • stakeholder presentations/briefings 350 submissions were received in response to • media releases and advertisements, and the draft 2007 Vision. In addition, the website • displays in Queensland Transport Customer received 1,200 hits and 570 calls were made Service Centres, Local Government offices, to the hotline. Queensland Government agencies and Overall, public consultation revealed libraries throughout South East Queensland. definite support for the formulation and implementation of Transport 2007.

Chapter 17 86 Transport 2007

Almost 10,000 The key themes emerging from public The draft 2007 Vision released for public submissions included strong support for: consultation in 1999 contained more draft 2007 Vision infrastructure projects to be completed by 2007 “ • an integrated medium-term transport action summary than is included in this final plan. Consultation plan for South East Queensland documents and feedback clearly showed that while the projects • an increased focus on reducing travel demand in the draft 2007 Vision were generally 400 technical • increased provision of public transport as supported and seen as worthwhile, there was papers were a priority also a view that strong commitment and certainty about the final plan was essential. distributed during • limiting rather than increasing road space the consultation The necessary improvements to South East • aligning transport planning projects more Queensland's transport system included in period. 350 closely with indicative funding levels Transport 2007 have therefore been designed submissions were • better integration of land use and transport to match indicative funding for transport of around $11.25 billion. This $11.25 billion received in planning, particularly in Planning Schemes and development projects would cover not only the cost of the major response to the infrastructure and service initiatives outlined • limiting environmental impacts of transport in this plan, but all other transport draft 2007 Vision. infrastructure provision and public expenditure in South East Queensland, transport operations, and In addition, the including enhancing and maintaining the web-site received • increased emphasis on efficient movement existing system and providing subsidies for 1200 hits and 570 of freight. public transport services. Approximately $3 billion is assumed to be needed for A large number of suggestions made through calls were made to capital investment. the consultation process have been incorporated the hotline. into Transport 2007. However, some differing Transport funding comes from a range of community views raised during the consultation sources, including: ” were not easily resolved, meaning that some • base (or normal) funding levels from all stakeholder suggestions could not be levels of government incorporated. A consultation report has been produced by Queensland Transport documenting • private sector funding for specific projects, the results of the consultation process, and is through public/private partnerships, and available on request. • special funding for major works from all Transport investment levels of government. Funding sources Commitment to transport investment Transport funding comes from a variety of Transport 2007 focuses on advancing priority sources including all levels of government projects as quickly as possible. This does not and the private sector. However, funding for mean that any project that can be funded transport initiatives is limited, as transport should proceed, regardless of its consistency must compete for funds against other with the IRTP. Funding feasibility and community priorities such as hospitals, police availability is simply one, albeit very and education. There has been major important, criterion in determining the IRTP investment in transport infrastructure in the priorities for South East Queensland. region since 1997, typified by the South East Public consultation revealed that while Transit and Pacific Motorway projects. people’s expectations of the road network and Transport 2007 has identified the best possible public transport were high, there was not the mix of infrastructure, services and policy same desire to pay more for transport actions within indicative funding levels. Staging facilities through direct pricing, levies or of infrastructure projects plays a key role, with extra taxes. several high cost projects starting before 2007 Transport 2007 is matched to projected and being completed after that time. indicative funding levels. However, this does 87 Chapter 17 Transport 2007

not mean that its projects are the only ones Commonwealth Government funding, projects Transport 2007 that will be pursued. Greater levels of like the six laning of the Bruce Highway and has identified the investment in infrastructure and services can the Gateway Motorway could not be “ deliver better outcomes and achieve the IRTP completed before 2007. The Toowoomba best possible mix targets earlier than planned. Higher levels of Bypass could also be advanced with greater of infrastructure, infrastructure investment could improve levels of Commonwealth Government transport system outcomes, particularly: funding. The State Government is negotiating services and policy with the Commonwealth Government for • lower congestion compared to the actions within funding to accelerate these important projects. 2007 trend indicative funding Figure 17.1 shows the breakdown of • improved accessibility levels. Staging of indicative transport expenditure to 2007. • better public transport efficiency and infrastructure reliability, and projects plays a • lower vehicle operating costs. key role, with Greater investment will also lessen, but not several high cost eliminate, the need to implement demand management measures to reduce peak projects starting demands on capacity. before 2007 and To fund the necessary improvements to the being completed region's transport system and allow additional after that time. projects to progress, alternative funding sources must be identified. There is an ” increased role for a partnership approach between all levels of government and the private sector. Public/private sector partnerships provide an avenue to involve the private sector in transport infrastructure. They can operate in a variety of ways and can be flexibly designed to suit specific projects. They require innovation in considering project development options and opportunities to share risks and rewards. Candidate projects for private sector investment have been identified as part of Figure 17.1 – Indicative funding for transport in South East Queensland developing this plan. For example, developers 2000 are expected to finance a number of upgrades New Transport 2007 1800 infrastructure projects to local arterial roads or provide new road ($2.4b) 1600 and public transport infrastructure for new Current projects with committed funding ($0.6b) developments. In addition, without private 1400 Local capital upgrades sector funding for the Petrie to Kippa-Ring 1200 ($1.1b) 1000 Policy initiatives & rail line or Gold Coast light rail, it is unlikely $ million planning projects ($0.25b) that government could fund these projects 800 Operating subsidies to public transport ($3.3b) by 2007. 600 System maintenance & 400 operations ($3.6b) Improvements to National Highways are also planned above the base level of funding 200 currently provided by the Commonwealth 0 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 Government. Without additional

Chapter 17 88 Transport 2007 18. Implementing Transport 2007

The role of Responsibilities “Transport 2007 is The IRTP implementation process brings together key stakeholders from all levels of government to provide IRTP with responsibility for IRTP implementation. The role of Transport 2007 is to provide IRTP stakeholders with stakeholders with a clear picture of transport priorities in the medium term. Transport 2007 actions will be linked to the agency responsible for implementing the action through the 3 Year Rolling a clear picture of Program, which is revised and updated each year. Transport 2007 actions will be reflected in agency transport priorities programs and the 3 Year Rolling Program, as resources allow. Transport 2007 will guide transport investment in the short term by shaping agencies’ programs to meet those medium-term priorities. in the medium However, it is important to note that the projects outlined in Transport 2007 are not a complete term. list of projects contributing to achieving IRTP objectives that are contained in each agency’s approved program of activities. Many Transport 2007 actions will undergo more detailed studies ” to determine the most suitable solution, route, location and mode to suit needs. The findings of these studies will determine what should be implemented and this will be reflected in agency programs and the 3 Year Rolling Program. Steering arrangements Actions from the IRTP, Transport 2007 and the 3 Year Rolling Program are implemented and coordinated through the following groups:

Regional Coordination Committee The Regional Coordination Committee oversees the RFGM and its role is to promote coordinated regional planning, including transport planning. It considers and endorses the IRTP and complementary documents including Transport 2007 and 3 Year Rolling Program and debates strategic transport issues. Its members include some Commonwealth and State Ministers and Local Government Mayors in South East Queensland.

IRTP Implementation Group The IRTP Implementation Group is the IRTP’s main steering body. It provides a mechanism for ongoing coordination of IRTP implementation through individual State and Local Government programs. It is made up of senior executives from the agencies responsible for IRTP implementation.

IRTP Working Group The IRTP Working Group supports the IRTP Implementation Group and provides more detailed advice and coordination for transport at the individual agency level. These groups are responsible for: • monitoring and reporting on progress in implementing IRTP actions and outcomes • coordinating implementation by adjusting the actions and projects of their agencies to best align with IRTP objectives, and • ongoing review of priorities and policy actions. These groups will continue to meet regularly and play a strong role in coordinating, steering and implementing the IRTP, Transport 2007 and 3 Year Rolling Program.

Actions 18.1 Continue regular meetings with the Regional Coordination Committee, IRTP Implementation Group and IRTP Working Group to guide, coordinate and implement IRTP and Transport 2007 activities

89 Chapter 18 Transport 2007

Regular reviews South East Queensland's transport needs will continue to change between now and 2007. Transport priorities need to be regularly reviewed to match changing conditions and take advantage of emerging opportunities. The Transport 2007 process does not stop here, with the first review of the program to coincide with the comprehensive review of the IRTP. Commitment to implement the actions included in Transport 2007 will be sought through the annual development of the 3 Year Rolling Program, which was initiated under the IRTP. The form and function of the 3 Year Rolling Program will be reviewed to ensure that it is able to deliver the actions identified in Transport 2007.

Review the IRTP every five years, with the first to commence in 2002–03, in line with the review of 18.2 the RFGM 18.3 Develop medium-term action plans (such as Transport 2007) at regular intervals 18.4 Review the role, form and function of the 3 Year Rolling Program in light of Transport 2007 Annually develop a 3 Year Rolling Program of IRTP and Transport 2007 actions collaboratively 18.5 between agencies Monitoring performance Performance indicators A reliable and meaningful set of performance indicators reflecting the goals of the IRTP is vital in measuring the effectiveness and progress of the IRTP and Transport 2007. Table 18.1 outlines performance indicators for each of the IRTP objectives.

Table 18.1 - Performance indicators

IRTP objective Performance indicators 1 Developing a more sustainable transport system Total mode share splits for public transport (10.5%), cycling (8%) and walking (15%) by 2011 2 Restraining the growth of peak period car travel Peak mode share splits for public transport, cycling demands and walking Peak travel times on major corridors in South East Queensland by mode: bus and private vehicle Average private vehicle occupancy rates on key routes in major urban areas 3 Providing efficient and sufficient road capacity Urban travel time 4 Ensuring the efficient movement of freight Annual freight tonne kilometres 5 Coordinating transport and land use planning Proportion of Local Governments covered by plans (IPA Planning Schemes and ILTPs) that incorporate integrated transport and land use solutions 6 Ensuring social justice Accessibility of urban transport for people who are transport disadvantaged Per capita incident rates (including injury, fatality, property) for each mode Community perception rating of the level of personal safety and security on the transport system (including experienced incident rates) 7 Maintaining environmental quality Urban air quality levels and greenhouse gas emission levels attributable to transport use Age and fuel type characteristics of the vehicle fleet in South East Queensland

18.6 Monitor performance indicators and publish results Chapter 18 90 Transport 2007

Information requirements Successful transport planning requires the application of sophisticated analytical tools to forecast demand and test new policy and infrastructure options, so that an appropriate balance of demand policies and infrastructure provision can be achieved in the future. However, data collection and processing to support these performance indicators can be costly and time consuming. In many cases, the pooled set of available data is adequate to meet the needs of most agencies. However, it is essential that Queensland Transport conduct travel surveys within South East Queensland to determine actual travel behaviour. This research would address the data needs of many of the IRTP’s performance indicators and provide information for developing analytical forecasting techniques.

18.7 Conduct regular travel surveys in South East Queensland 18.8 Develop appropriate transport models and analytical techniques to assist transport planning

91 Chapter 18 Transport 19. Creating a transport system with wider benefits 2007

Transport is a fundamental element of alternative modes of travel and implementing The aim of the people’s lives, linking individuals with intelligent transport systems. Improving key IRTP and Transport business, employment and recreational ‘choke’ points will help manage congestion “ opportunities and contributing to the and pollution and support economic 2007 is to create achievement of broad social, environmental development. Transport 2007 will result in an integrated and economic benefits. travel time savings of $291 million each year compared with projections. transport system The development of an efficient, sustainable transport network in South East Queensland Vehicle operating costs are expected to fall by for South East will contribute significantly to the $8.7 million per year under Transport 2007. Queensland that achievement of the IRTP’s transport objectives reduces car and the priorities of government. Ensuring the efficient movement of freight Freight projects in Transport 2007 will reduce dependency and Meeting IRTP objectives costs, provide time savings and improve encourages the The primary aim of Transport 2007 is to deliver reliability and access for freight and business. the objectives of the IRTP. It does this by: Upgrades aim to improve access to important use of public economic nodes such as the Port of Brisbane transport, shared Developing a more sustainable and Brisbane Airport, link industrial areas transport system with freight handling facilities and support rides, walking The aim of both the IRTP and Transport 2007 freight routes. and cycling. is to create an integrated transport system for Providing improved facilities for South East Queensland that reduces car pedestrians and cyclists ” dependency and encourages the use of public transport, shared rides, walking and cycling. Transport 2007 will deliver improved access This will free up valuable road space, delay and facilities for pedestrians and cyclists. the need to expand road capacity and reduce Regional and local cycle network plans will congestion and pollution caused by cars. guide the development of end of trip facilities Public transport trips will increase by 62,000 and on and off-road cycle links, providing trips per day and cycling and walking trips access to activity centres, public transport will be higher when compared to projections. nodes, local schools and recreation areas. Well connected, safe pedestrian networks will Restraining the growth in peak period car improve access throughout neighbourhoods travel demands and to major destinations. Under Transport By encouraging more people to catch public 2007, there is expected to be 37,000 more transport, walk or cycle, Transport 2007 will walking and cycling trips each day than manage travel demand and reduce the trends indicate. number of cars on the road, particularly during peak periods. By providing priority Coordinating transport and land use planning road space to high-occupancy vehicles, Implementing Transport 2007 will support including buses, and enhancing the rail better transport and land use integration. network, more people can be moved in fewer Transport 2007 supports urban consolidation, vehicles, using less road space. Transport reduced urban sprawl and higher density 2007 will result in 100,000 fewer car trips development around public transport nodes. and 70,000 fewer cars on the road each day. Better-designed communities will enable people to meet most needs locally, and walk, Providing efficient and sufficient road capacity cycle and catch public transport for most Better use will be made of existing road trips. Transport 2007 also ensures that capacity and, where needed, new capacity will future transport needs are met, by planning be provided to link people, goods and services future improvements and preserving public via road-based travel modes. The road transport corridors. network will become more efficient by managing travel demand, supporting

Chapter 19 92 Transport 2007

Transport Ensuring social justice others and between communities within South East Queensland. 2007 actions will Transport 2007 supports safe mobility for all, “ for life. The projects and services planned in significantly In addition, Transport 2007 contributes to the Transport 2007 will provide better access to Australian Greenhouse Office's commitment improve the social, health and educational services to reduce greenhouse gas emissions by 30% through a safe, accessible and affordable transport system’s compared to projections by 2008-12. The transport network which provides more travel Australian transport sector accounts for 17% environmental options. Road improvements will help to of Australia's total emissions. Transport 2007 performance improve safety and transport infrastructure will promote low-polluting fuels and and services will be distributed across the by ensuring implement transport-related elements of the region. The IRTP consultation process will National Greenhouse Strategy and the environmental continue to involve the community in major Queensland Greenhouse Implementation Plan transport decisions. issues are to support the reduction in emissions. identified, Maintaining environmental quality Meeting State Government priorities Implementing Transport 2007 will be a major assessed and Implementation of Transport 2007 advances step towards achieving an ecologically broader State Government priorities such as managed at sustainable transport system. Increased use of increasing employment opportunities, each stage of public transport, walking, cycling and shared encouraging economic development, rides will result in less congestion, pollution, a project. improving access to education, preserving the noise and impacts on natural and cultural environment and maintaining quality of life resources. Transport 2007 actions will for all Queenslanders. ” significantly improve the transport system’s environmental performance by ensuring More jobs for Queensland environmental issues are identified, assessed Transport planning and infrastructure and managed at each stage of a project. provision creates many economic benefits, Modelling indicates that emissions will be including employment during construction reduced by 13,000 tonnes each year under and operation of transport infrastructure. Transport 2007. Transport 2007 will also make industry more competitive by delivering improved freight Achieving government access to markets/distribution centres, priorities reducing transport costs, and providing better In addition to meeting specific transport access to jobs, goods, services and facilities. objectives, Transport 2007 will deliver Transport 2007 represents a $3 billion Commonwealth, State and Local investment in infrastructure over seven years, Government priorities. which will generate around 50,000 jobs.

Meeting Commonwealth Building Queensland’s regions Government priorities Transport infrastructure is an ‘economic The Commonwealth Government's major engine' for industry and employment growth, transport objective is to create ‘a better driving jobs and regional development in all transport system for Australia and greater areas of the State. Transport supports recognition and opportunities for local, regional and territory communities’. Transport 2007 helps to achieve this by ensuring South East Queensland's transport system is well developed and facilitates economic development, trade, employment and quality of life for residents and visitors to the region. It also provides high-quality transport links between this region and

93 Chapter 19 Transport 2007

emerging and growth industries by enhancing as SEQRAQS, the Regional Nature Transport can business competitiveness, achieving better Conservation Strategy and waste management improve quality of operating efficiencies and supporting export initiatives. During the planning of all “ markets and value-adding industries. transport projects, environmental issues are life by providing Transport 2007 also identifies opportunities assessed and managed to conserve natural good access to for private sector investment in transport and cultural resources. infrastructure and service delivery. education, health, Strong government leadership family services, Skilling Queensland – ‘The Smart State’ The government is committed to developing The delivery of Transport 2007 will provide a sustainable transport system in the region. employment and South East Queenslanders with better access Through extensive consultation on transport recreation to education, employment and services. The issues, the State Government is forging transport sector itself also offers a wide range stronger relationships with Local and activities. of vocational opportunities and training. Commonwealth Governments, key stakeholders and the general community. ” Safer and more supportive communities Transport 2007 reflects a sound and The projects and services planned in Transport responsible investment in transport which 2007 will provide safe, secure and affordable will help maintain the liveability of transport options. Road improvements will the region. reduce road crashes and improve the personal safety of all transport users, including those Meeting Local Government priorities using public transport, cycling and walking. A major objective of Local Governments Better-designed communities will enable throughout South East Queensland is to people to meet most needs locally and the maintain the area's lifestyle and liveability. community will continue to be involved in Local Governments want to attract and retain major transport decisions. residents by offering a lifestyle of convenience, mobility and amenity. By providing access to goods, services and employment opportunities and minimising transport impacts such as congestion, emissions and noise, Transport 2007 supports this objective. Local Governments are responsible for preserving the natural environment and ecological biodiversity. Transport 2007 Better quality of life supports the use of sustainable travel modes Transport can improve quality of life by to minimise the environmental impacts of providing good access to education, health, transport infrastructure and operations on the family services, employment and recreation natural landscape. The actions also assist activities. Delivery of Transport 2007 will Local Governments to provide a high-quality also mean less expensive goods, due to lower local transport system that makes the most freight costs, and higher mobility for the sustainable and cost-effective use of council economically, socially or physically infrastructure such as roads, by promoting the disadvantaged. use of public transport, cycling and walking. Local Governments also play an important Valuing the environment role in fostering land use patterns to support A major aim of Transport 2007 is to sustainable transport through local area promote sensible car use to reduce Planning Schemes. Transport 2007 will congestion, air pollution, traffic noise and help ensure better land use and transport the resumption of land for roads. Transport integration. 2007 supports environmental policies such

Chapter 19 94 Transport 2007 List of abbreviations

ABS Australian Bureau of Statistics BDS Benchmark Development Sequencing Plans CAMCOS Caboolture-Maroochydore Corridor Study CBD Central Business District CCTV Closed Circuit Television CPTED Crime Prevention Through Environmental Design EMS Queensland Transport Environmental Management System Implementation Plan ICP Infrastructure Charging Plan ILTP Integrated Local Transport Plan IPA Integrated Planning Act IRTP Integrated Regional Transport Plan for South East Queensland ITS Intelligent Transport Systems NGS National Greenhouse Strategy OVERT On-road Vehicle Emissions Random Testing Program PT Public Transport QIP Queensland Greenhouse Implementation Plan QR Queensland Rail QUT Queensland University of Technology RBH Royal Brisbane Hospital RCC Regional Coordination Committee RCH Royal Children’s Hospital RFGM Regional Framework for Growth Management ROC Regional Organisations of Councils SEQ South East Queensland SEQRAQS South East Queensland Regional Air Quality Strategy TDM Travel Demand Management TPEF Transport Portfolio Environmental Framework UQ University of Queensland VKT Vehicle Kilometres Travelled 3YRP IRTP 3 Year Rolling Program

95 Abbreviations eensland for South East Qu An action plan

Transport 2007 An action plan for South East Queensland QTI 005 QTI 1800 687 344 GPO Box 1549 GPO Box Brisbane Qld 4001 Queensland Transport For more information: Transport Planning (SEQ) is an action plan which complements the www.transport.qld.gov.au/projects © Copyright Queensland Government 2001 Transport 2007 Transport 2007 Integrated Regional Transport Plan for South East Queensland.