1. travel
2. transports
3. public transport

Brisbane City Council
Transport Plan for Brisbane
2008 – 2026
CONTENTS
Lord Mayor’s Foreword
1
A sustainable future
2
A plan for a sustainable future
The cost of unsustainable travel choices
2
3
Brisbane’s changing transport needs – the issues 5
Changing travel demands
5
Facing the challenges
8
The story so far
8
How this transport plan was developed
8
Integrated Regional Transport Plan
9
Taking a balanced approach
9
What benefits will the Transport Plan deliver? 13
B
Strategic objective 2
Managed travel demand
28
Strategic objective 3
Coordinated transport & land use
29
Strategic objective 4
A safe & efficient road network
33
TransApex
37
Table 2: Major road projects
40
Table 3: Corridors for further investigation
41
Strategic objective 5
Delivering the goods on time to the right place43
Strategic objective 6
More clean & green personal transport
46
Transport plan implementation
50
A transport plan designed for
Brisbane City Council
14
Funding the plan
50
The plan’s transport outcome
14
Implementing the plan
51
Key Council initiatives
15
Strategic objective 1
Quality public transport
16
1. Enhancing priority
19
2. Improving service integration
21
3. Providing demand responsive transport
27
Brisbane City Council
Glossary of terms
53
FIGURES
Figure 1: Public transport patronage
5
Figure 2: Daily public transport share
of all trips in Brisbane city
6
Figure 3: Population growth in the Brisbane
statistical division
6
Figure 4: 24-hour mode share targets
10
Figure 5: Bus patronage targets 21
Figure 6: Historical bus purchases
24
MAPS
Map 1: Brisbane City Council and
surrounding areas
4
Map 2: Peak public transport mode
share targets
11
Map 3: Planned public transport network
17
Map 4: Public transport network – city
18
Map 5: Brisbane’s major centres
30
Map 6: Existing road hierarchy
34
Map 7: TransApex
36
Map 8: Transport Investment
Strategy (2002 - 2016)
42
Map 9: Freight hierarchy
44
Map 10: Strategic bikeway network
48
TABLES
Table 1: Provision of road
infrastructure in Brisbane
8
Table 2: Major road projects
40
Table 3: Corridors for further investigation
41
Table 4: Transport expenditure by mode ($m) 50
Transport Plan for Brisbane 2008 – 2026
C
Lord Mayor’s FOREWORD
Brisbane is the centre of
the fastest growing region
in Australia.
With ongoing population
growth and increasing
pressures on our lifestyle,
Brisbane City Council
must plan for the future
and deliver long overdue
infrastructure projects.
As Lord Mayor, I have made dealing with Brisbane’s
traffic congestion problems and improving our
public transport systems my number one priority.
In the 2008-09 financial year alone, $216 million
is being spent on public transport and $29 million
on active transport to deliver on my commitments.
I am also working hard to get on with the job of
building new suburban roads and delivering on my
TransApex vision.
The results speak for themselves. While the previous
Council administration managed to buy only 63 new
buses between 1996 and 2000, we have committed
to 500 new buses in just four years. What’s more,
we have air-conditioned 80% of the fleet, planned
two new bus depots and introduced more high
frequency routes.
With bus patronage reaching the unprecedented
level of 67 million in the 2007-08 year – a number
not achieved since the early 1970s – we are gaining
momentum and will continue working hard to deliver
a public transport system that really gets Brisbane
moving.
This plan looks at how we will build an even better,
more responsive and accessible public transport
system for our city over the next 18 years. It also
addresses the need to build new roads, cycling and
walking paths.
I believe this plan deals with the chronic lack of
investment and planning of the past few decades.
More importantly, it sets us on the path to ensuring
that work starts on building a future that not only
protects our lifestyle, but also ensures Brisbane
remains the most livable city in Australia.
By working together – and planning for the future –
we will deliver real and sustainable outcomes
for Brisbane.
I look forward to working with you, to really get
Brisbane moving.
Campbell Newman
LORD MAYOR
1
Brisbane City Council
A SUSTAINABLE FUTURE
A PLAN FOR A SUSTAINABLE FUTURE
The city’s transport system is coming under increasing
pressure as more people choose to live and work
in Brisbane. The lifestyle and transport investment
choices we make now will have long-term implications
for our health, natural environment and quality of life.
Traffic congestion threatens Brisbane’s economic
viability and livability. The extra time spent in
congestion reduces available leisure time. The
Federal Government Bureau of Transport and
Regional Economics’ report “Estimating urban traffic
and congestion cost trends for Australian cities”
suggests the social costs of congestion will rise from
$1.2 billion in 2005 to $3 billion in 2020.
The Transport Plan for Brisbane 2002–2016 had
a number of deficiencies such as unrealistically
costed road projects and lacked detail on the public
transport resources required to achieve its mode
share targets. This update has a longer-range focus
and more detail around the public transport services
and infrastructure needed to provide for a sustainable
future. It also does not advocate increasing the price
of fuel, introducing congestion charges, cordon
tolling or a parking space levy.
Any limitation on our city’s mobility also has significant
implications for our economy. Brisbane must invest in
its transport system to remain competitive with other
Asia-Pacific cities.
We must create an environment that increases the
viability of the full range of sustainable travel choices.
The Transport Plan for Brisbane 2008–2026 outlines
the critical background information required for an
understanding of the transport challenges facing the
city and presents transport options. It extends the
planning horizon to 2026, while summarising and
assessing the options through reference documents
and by coordination with the findings of Council’s
Neighbourhood Planning process.
The city’s transport system is
coming under increasing pressure
as more people choose to live
and work in Brisbane.
Transport Plan for Brisbane 2008 – 2026
2
THE COST OF
UNSUSTAINABLE TRAVEL CHOICES
By 2026, Brisbane roads will
be extremely congested if no
new road, public transport or
walking and cycling initiatives
are implemented now.
By 2026, South East Queensland (SEQ) is expected
to contain more than 3.7 million people and the
Brisbane metropolitan area more than two million.
This means up to 600,000 more people will need
to use Brisbane’s transport system. Trends suggest
that residents are also expected to drive more, with
the number of vehicle trips in Brisbane increasing by
31% and total vehicle travel (vehicle kilometres) also
increasing by 31%.
Map 1 shows the Brisbane metropolitan area.
By 2026, Brisbane roads will be extremely congested
if no new road, public transport or walking and
cycling initiatives are implemented now.
Governments at all levels must lead with investment,
make sound policy decisions and design incentives
to fundamentally influence travel behaviour and to
encourage more sustainable choices. We need to
achieve balance between delivery of infrastructure,
behavioural change programs and service
improvements. Providing the funding designed to
significantly increase public transport patronage will
mean seeking new funding sources.
To ensure the outcomes of this plan are achieved,
Council will work collaboratively with the Queensland
Government, surrounding local governments, interest
groups and the community.
In this Transport Plan for Brisbane 2008–2026,
Brisbane City Council has set out the actions
governments need to take to ensure Brisbane
can retain its unique lifestyle while providing the
necessary transport infrastructure and services to
encourage sustainable travel choices, whilst also
accommodating expected growth.
3
Brisbane City Council
map 1: BRISBANE CITY COUNCIL & SURROUNDING AREAS
Transport Plan for Brisbane 2008 – 2026
4
Brisbane’s Changing Transport Needs
THE ISSUES
CHANGING TRAVEL DEMANDS
Population growth and dispersal
In the past there were clear trends in Brisbane towards
higher car ownership, more trips, longer trips, lower
public transport use and increased car dependency.
In 2004, Brisbane’s residential population
was estimated at 957,000; by 2016, more
than one million people are expected to live
in these areas and by 2026 1.2 million.
Brisbane’s population has grown by 2% annually
but there has been a significant growth in car
ownership (Figure 1) and inbound traffic volumes
have increased by as much as 9% (2002 to 2003)
and motor vehicle purchases increased by 4.1%
throughout Australia in 2007.
Population growth is not spread evenly across the
city (Figure 3), with 76% of Brisbane’s population
growth between 1991 and 1998 occurring in the
city’s outer suburbs. Population density in middle
suburbs has remained relatively stable. By 2016,
almost 50% of Brisbane’s population is expected to
live in outer suburbs.
In the past four years there has been strong patronage
growth on public transport. Bus patronage has
increased by 41% and rail patronage by 28%.
However, as car travel continues to increase with
population and car ownership, the mode share
change to public transport remains relatively low
(Figure 2). Ongoing improvement to our bus system
and increasing operating costs of motor vehicles
will further change the nature of travel patterns and
continue to increase the demand for public transport.
Further pressure is also expected from people
commuting to Brisbane from surrounding local areas
like Logan, Ipswich, Redland, Beaudesert, Redcliffe,
Caboolture and Pine Rivers. By 2016, it is projected
that more than one million people will live in these
areas and by 2026 1.2 million. At the same time,
employment is expected to increase in Brisbane by
55% but in these surrounding areas by only 35%.
It follows that long distance commuting is likely
to increase.
The rapid growth in population and travel demand,
combined with changes in the way we work and play,
are having a major impact on the city’s transport system.
The dispersed population will be difficult to serve
and will require efforts to better align road and public
transport investment.
Figure 1: Public transport patronage
1.20
TRANSPORT BEHAVIOUR TIME SERIES
1.00
‘Million
0.80
0.60
0.40
0.20
0.00
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
YEAR
Population
5
Brisbane City Council
vehicle registrations/person
public transport trips/person/day
2006
2007
Figure 2: Daily public transport share of all trips in Brisbane City
12%
11%
10%
8.50%
8.10%
8.00%
1992
2004
8%
6%
4%
2%
0%
1976
1988
*Brisbane City Council modelling informed by 2004 Household Travel Survey
Figure 3: Population growth in the
Brisbane Statistical Division
PUBLIC TRANSPORT MODE SHARE
6 000 000
Like many cities, the share of travel by public
transport in Brisbane has declined as widespread
use of private motor vehicles has increased and
cities have become increasingly dispersed. In
recent years public transport has experienced
patronage growth and this has managed to slow
the trend of a declining mode share as shown in
Figure 2.
5 000 000
Queensland
population
4 000 000
South East Queensland
3 000 000
Brisbane SD
2 000 000
Brisbane City
1 000 000
0
1990
1995
2000
2005
2010
YEAR
2015
2020
2025
Public transport plays a vital role in moving large
numbers of people. The South East Busway for
example carries more people than seven lanes of
vehicle traffic. This capacity to move large numbers
of people and use less space will be increasingly
important as Brisbane grows and pressure
for land increases. The Northern and Eastern
Busways (being implemented by the Queensland
Government) are essential components of
Brisbane’s future transport network.
Compiled from various sources, including:
– South East Queensland Regional Plan
– ABS Senus
Transport Plan for Brisbane 2008 – 2026
6
Changing demography
The average size of households in Brisbane is
decreasing and the average age of residents is
increasing.
An older population will mean changes in off-peak
travel, with increased demand for access to health
centres, suburban retail and recreational facilities.
An ageing population will have higher mobility needs
and require more physical access assistance.
Fewer people below the age of 17 means
a higher percentage of the population will
be able to drive independently, resulting
in greater demand for car travel.
Employment forecasts
Recent employment and economic forecasts indicate
that over the 20 years to 2026, 50% of new jobs will
be created in inner city suburbs (approximated by
an area that includes the CBD together with suburbs
within the surrounding five kilometre radius from the
city), with 23% created in the CBD. At the same time
the Australia Trade Coast is forecast to account for
over 15% of new jobs over the 20 years to 2026. The
share of total employment of the inner city suburbs is
forecast to grow from 39.2% in 2006 to 42.7% in 2026
while the CBD’s share is forecast to grow from 20.5%
in 2006 to 21.3% in 2026.
For some workers, particularly
those in small business or
self-employment,
telecommuting provides an
alternative to physical travel.
Significant investment in transport services and
infrastructure is required to support employment
growth in suburban and major centres and within the
Australia Trade Coast. To this end, a specific Australia
Trade Coast working group (including representatives
of Queensland Government, Council and Australia
Trade Coast) has been established to prepare an
Australia Trade Coast Transport Study.
Journey to work
While workplace decentralisation will be a significant
trend, we can assume that most commuter travel will
still occur at peak periods. This places the greatest
stress on the transport system as large numbers of
trips are made within a short period of time, generally
in the same direction.
Car usage
An increase in car ownership due to the need to travel
within a growing dispersed city has contributed to the
decline of public transport mode share in Brisbane
since the 1950s. While this trend has slowed in recent
years, current trends suggest Brisbane residents
will have 200,000 extra cars by 2026. This figure
does not include the greater number of cars that
will be travelling to Brisbane from surrounding local
government areas.
Externalities such as fuel availability/cost and
technological advantages will determine future
decisions about the forms of private transport, but
these are at best uncertain.
7
Brisbane City Council
FACING THE CHALLENGES
THE STORY SO FAR
Brisbane City Council is the only local government in
Australia to provide a major public transport service.
In this role, Council has introduced many transport
initiatives such as the CityCat Ferries, Council
Cab and personalised public transport. More than
760kms of bikeways and transit lanes have been built
in strategic locations. Council also upgrades and
maintains most of the city’s roads. Table 1 shows the
extent of the road network maintained by Brisbane
City Council.
Table 1: Provision of road infrastructure in
Brisbane
Jurisdiction
Length (kms)
Australian Government
Queensland Government
74
213
Brisbane City Council
5,600
Total
5,887
In recent years Council has built the:
ƒƒ Inner City Bypass
ƒƒ Waterworks Road transit lane
ƒƒ Eleanor Schonell Bridge
ƒƒ Clem Jones Tunnel (under construction)
ƒƒ Hale Street Link (under construction).
In addition, it has introduced:
ƒƒ 450 low-floor, air-conditioned,
compressed natural gas buses
ƒƒ nine BUZ routes
ƒƒ new supporting infrastructure such as
depots and refuelling facilities.
A major improvement in southside bus services
has been achieved through the Queensland
Government’s South East Busway. The Busway has
led to a 45% increase in patronage on core services
through increased travel opportunities, reduced travel
times in peak periods and safe, comfortable and
secure stations.
HOW THIS TRANSPORT PLAN
WAS DEVELOPED
The Transport Plan for Brisbane 2008–2026 updates
the Transport Plan 2002–2016 and looks further into
the future.
This revision reflects:
ƒƒ the TransApex Plan
ƒƒ City Centre Master Plan
ƒƒ likely City Plan changes resulting from the South
East Queensland Regional Plan (2005-2026)
and the CityShape Implementation Strategy
ƒƒ The South East Queensland Infrastructure
Plan and Program (2008-2026)
ƒƒ TransLink Network Plan.
Further, Council’s Neighbourhood Planning process
has been a significant influence.
Brisbane’s Strategic Transport Model (BSTM) was used
to predict the outcomes of various future transport
scenarios. BSTM uses existing household travel
behaviour and forecasts population and employment
numbers to predict travel demand.
Forecasts show that the expected growth of Brisbane
will result in a worsening of traffic congestion and
crowding on public transport if no action was taken.
The trend scenario accommodates all forecast
demands on roads and public transport. The high
public transport scenario developed projects to make
public transport services competitive with private car
travel in critical locations so that additional road space
beyond the current planned projects is not required.
The Transport Plan for Brisbane 2008–2026 gives
Council’s perspective on Brisbane’s transport
future and opens a dialogue with the community
about the choices we must make to keep
our transport network operating effectively.
Community responses will be sought through a
range of mediums as the plan is implemented.
Transport Plan for Brisbane 2008 – 2026
8
Council recognises the importance of transport
assessment tools such as the BSTM and will continue
to work with Queensland Government agencies
and other local governments to ensure the use
of consistent planning tools across South East
Queensland.
INTEGRATED REGIONAL
TRANSPORT PLAN
The Transport Plan for Brisbane 2008–2026 has
also been developed as an Integrated Local
Transport Plan (ILTP) under the objectives of the
South East Queensland Regional Plan and the
Integrated Regional Transport Plan (IRTP) for South
East Queensland. Brisbane’s ILTP supports the
IRTP seeking to integrate state, regional and local
transport planning priorities.
The Transport Plan for Brisbane 2008–2026 was
developed in consultation with the Queensland
Government and shares the objectives of the IRTP.
9
Brisbane City Council
TAKING A BALANCED APPROACH
Council aims to adopt an integrated and balanced
transport strategy. A balanced strategy ensures
transport developments are socially, economically and
environmentally sustainable.
Brisbane’s urban form has historically encouraged a
strongly car-oriented culture. The Transport Plan for
Brisbane 2008–2026 carefully targets where and when
we can realistically improve alternatives to private
vehicles to encourage changes in mode use.
The capacity of the transport network for both
private and public transport is designed to maintain a
suitable level of service at all hours of the day. Setting
achievable mode share targets is a key element. The
strategic analysis for the plan focuses on the morning
peak – the busiest time of day – to assess how the
transport system copes with travel demand.
The plan sets focused targets for public transport
patronage and an acceptable level of service on roads
during the morning peak. Peak hour mode share for
public transport has been defined at a number of
‘screenlines’ and corridors within the transport network.
Screenlines are lines drawn along natural or humanmade boundaries such as the Brisbane River where
the number of transport crossings by road or rail
are limited and the capacity and number of people
travelling can be established.
Map 2 shows the existing share of motorised travel by
public transport across each screenline and targets for
public transport mode share for 2026. These mode
share targets translate to 13% of travel by public
transport (currently 8%) on an average day. In
achieving this target, 75% of peak hour motorised
trips to the CBD would be by public transport. Public
transport currently carries 45% of travel to the CBD
and inner northern suburbs during peak hours.
While all efforts will be made to encourage ‘clean
and green’ modes of transport, realistic targets have
been set.
By 2026, the Transport Plan for Brisbane 2008–2026
aims to achieve a 5% share of trips by bicycle and
12% by walking. ‘Clean and green’ modes are a
healthy and efficient travel option for short local
trips. Walking and cycling opportunities will be
encouraged through integrated land use planning
and urban design. Figure 4 shows how mode shares
change from 2004 to the 2026 trend and high public
transport scenarios.
Through increasing use of alternative modes, the
Transport Plan for Brisbane 2008–2026 aims to
achieve more sustainable travel behaviour and an
acceptable level of service on the road network.
Targeted road upgrades are also necessary to deal
with congestion levels.
Brisbane’s transport infrastructure has not always
been developed in response to demand or
strategically developed to encourage sustainable
travel behaviour. In the past, some critical projects
with high financial costs, or environmental or urban
amenity impacts, have been deferred. The result is a
transport network that:
ƒƒ has a predominantly radial CBD focus
ƒƒ funnels traffic through local centres
Figure 4: 24-Hour mode share targets
mode share
average weekday
100%
9%
9%
2%
12%
3%
8%
5%
9%
80%
13%
60%
40%
81%
79%
70%
20%
0%
2004
2026 Trend
2026 high
walking
cycling
public transport
private motor vehicle
ƒƒ ends motorways at low quality arterials
producing a discontinuous motorway system
ƒƒ has unconnected walking and cycle networks
ƒƒ consists of poorly defined traffic routes
that are difficult to navigate
ƒƒ inhibits the movement of public transport.
Effectively addressing these deficiencies requires
complex solutions and a commitment to deal with
traffic congestion.
Transport Plan for Brisbane 2008 – 2026
10
MAP 2: 2026 PEAK PUBLIC TRANSPORT MODE SHARE TARGETS
11
Brisbane City Council
Future reviews of mode share targets
The 13% weekday public transport target in this
plan is considered realistic and achievable. However,
reaching the target will require implementation of
all the policies, projects and service enhancements
in this plan. The plan is an integrated package of
measures that must all be delivered on-time.
Looking beyond the current target, there is clear
evidence that a mode share target beyond 13%
is not just achievable but essential in order to
support Brisbane’s growth and meet climate change
objectives. Other cities comparable in many ways to
Brisbane have a higher transit mode share
(i.e. 20-25%).
The Federal and Queensland Governments’
sustainability strategies and associated greenhouse
gas reduction targets are stringent, requiring major
reductions on 1990 emission levels. Emissions are
still rising in the region, so higher transit ridership
will require fundamental step changes in the
provision of infrastructure and services and shifts in
travel characteristics to achieve emissions targets.
Incremental approaches or even shifts in line with the
current plans will not be sufficient to meet the climate
change targets.
Over the next 12 months, Brisbane City Council will
be undertaking detailed modelling and analysis to
determine what steps need to be taken to achieve the
projected public transport mode share target in an
earlier timeframe than 2026. The necessary conditions
to achieve this would include:
ƒƒ a significant increase in rail capacity, making
full use of rail corridors to move 30,000+
passengers per hour. (this should include serious
consideration of an inner Brisbane metro system)
ƒƒ additional roll-out of travel plans for schools,
workplaces and residential areas
ƒƒ a comprehensive joined-up integrated cycle network
ƒƒ an extensive segregated regional busway network
ƒƒ a major expansion of bus capacity including quicker
loading times, enhanced busway operations and
bus priority measures such as signal integration.
Federal and State funding will be required to
introduce a metro system, segregate busways and
upgrade rail networks.
Transport Plan for Brisbane 2008 – 2026
12
Construction costs
One of the major challenges facing Council is the
significant increase in construction costs. Over the
past three years construction costs have risen by more
than 33%. That is a sustained average increase of 10%
per annum (compared with 2.5% for CPI).
The transport and traffic share of spending has gone
from 25% of Council’s total budget in 2004–05 to 33%
in 2008–09. This is a signal of the priority placed upon
mobility in our city and a commitment to deal with
traffic congestion and improve public transport.
Council’s dedication to ‘clean and green’ practices
is delivering integrated solutions by including
fauna and water cycle infrastructure outcomes with
transport projects. However, this also increases the
costs of projects.
WHAT BENEFITS WILL THE TRANSPORT
PLAN DELIVER?
Soundly based transport investment and policy provides
the following range of benefits for the community.
Improving air quality and reducing
greenhouse gases
The increased pressure on Brisbane’s air quality can
be mainly attributed to growing vehicle emissions,
which account for 57% of all air pollution and 70%
of smog-forming emissions. The Transport Plan
for Brisbane 2008–2026 aligns with the Brisbane
Air Quality Strategy. Travel demand management
strategies improve public and active transport
networks to reduce the need for car travel. Council
continues to reduce emissions from Council vehicles
by investing in alternative fuel technologies. Council
was the first major fleet operator in Australia to
secure supply of ultra low sulphur diesel for its buses,
has purchased 450 compressed natural gas (CNG)
buses and is investing in alternative technology fleet
vehicles for employee use.
13
Brisbane City Council
Council continues to reduce
emissions from Council
vehicles by investing in
alternative fuel technologies.
Improving urban design
Unsustainable growth in single occupant cars commits
more urban land to space-consuming facilities like
roads and car parks. Bicycle and pedestrian paths
integrated with open space corridors enhances the
appeal of these modes of travel. Attractive land use
that offers a variety of opportunities to make personal,
community and economic exchanges will make public
transport a more viable alternative to the car.
Facilitating economic growth
Brisbane’s transport network is very important to
the city’s economic health. About 90% of freight
movement in South East Queensland originates or
has a destination in Brisbane. The development of
an effective and efficient transport network will not
only help manage the congestion that costs Brisbane
billions annually, but will also be a vital part of moving
goods and giving workers access to employment.
Safeguarding Brisbane’s livability
More congestion means longer travelling time and
less time for other activities with family and friends.
Alternatives like walking and cycling contribute to a
healthy community where people feel connected to
their local areas. While the main function of a road is
to move people and goods from point to point, local
streets also contribute to a sense of place. By keeping
the majority of traffic on roads designed to handle
larger volumes of vehicles, the Transport Plan for
Brisbane 2008–2026 ensures that our local streets will
remain livable.
Council’s buses, ferries and general vehicle fleet. In
2008-09, $1 million is again allocated to offset this
year’s carbon dioxide emissions.
A TRANSPORT PLAN DESIGNED FOR
BRISBANE CITY COUNCIL
The Transport Plan for Brisbane 2008–2026 takes into
account factors affecting travel demand and presents
a 20 year plan of coordinated actions to achieve a
balanced transport outcome.
THE PLAN’S TRANSPORT OUTCOME
Increasing accessibility
The Transport Plan for Brisbane 2008–2026
provides for increased accessibility to employment,
entertainment, medical, education and community
facilities, the Brisbane River and Brisbane’s green
space system. The provision of infrastructure and
services also will consider the needs of people with
mobility, visual or hearing impairment.
A vibrant and prosperous Brisbane,
where all residents have high quality
access to facilities and services, while
the city’s environmental quality and
livability are maintained.
Strategies and actions fall under six strategic
objectives:
1. quality public transport
2. managed travel demand
3. coordinated transport and land use
4. a safe and efficient road network
Protecting environmental health
5. delivering the goods on-time to the right place
The environment is sensitive to growth in the region
and the expanding transport system required to
service it. Planning for new infrastructure will consider
the needs of open space corridors, wildlife movement
and waterways in an integrated approach.
6. more clean and green personal transport.
Greener travel
The O2 project is Brisbane’s contribution to the
broader Regional Carbon Sink project which aims to
deliver plantings of up to 400,000 hectares in South
East Queensland. Over the next four years Council’s
programs will contribute two million trees.
In 2007–08 the Lord Mayor undertook close to the
largest offset purchase in Australia by offsetting
the 95,000 tonnes of carbon dioxide produced by
Each of these objectives has been developed to
effectively link together to deliver an ‘Accessible
Connected City’. Examples of the linkages include
the following.
ƒƒ Reliable, frequent public transport to improve
accessibility and reduce private motor vehicle use.
ƒƒ Strategic upgrades and improvements
to the road network.
ƒƒ Ongoing development and implementation
of the Single ITS (Intelligent Transport System)
Platform and Brisbane Metropolitan Transport
Management Centre (BMTMC) with Queensland
Government to help manage urban congestion.
Transport Plan for Brisbane 2008 – 2026
14
ƒƒ Effective land use separation to give priority to
freight transport in industrial and commercial
growth areas.
ƒƒ The development of bus priority measures
at intersections.
ƒƒ Bike facilities at public transport interchanges and
shared road space with bike lanes where practical.
ƒƒ Better land use integration with transport to
encourage more people to live closer to public
transport interchanges and use public transport.
KEY COUNCIL INITIATIVES
Council has committed to developing a quality
transport system. Many elements of this system
are now being delivered collaboratively with the
Queensland Government. Some of the key initiatives
are listed below:
ƒƒ Progressing the TransApex Plan for Brisbane.
ƒƒ Incorporating dedicated bicycle and pedestrian
facilities on any future bridge proposals
(such as the Hale Street Link) similar to the
Eleanor Schonell Bridge from The University
of Queensland (UQ) to Dutton Park.
ƒƒ Completing the Western Brisbane Transport
Network Investigation (WBTNI). The
bypass options have been excluded from
further investigation in the study.
ƒƒ The Inner Northern Busway in partnership with
the Queensland Government and supporting
the Queensland Government with the Eastern
and Northern Busways linking more suburbs and
building on the success of the South East Busway.
ƒƒ New and upgraded ferry services and
ferry terminals and operations.
ƒƒ Rolling out of BUZ (Bus Upgrade Zone) services.
ƒƒ Significant public transport expansion
with greater service integration and
enhanced cross-city services.
ƒƒ Creating additional strategically placed
bus depots.
ƒƒ Reducing delays on the approaches to the Victoria
Bridge and improving pedestrian and cycle safety
with a new bus bridge connecting Adelaide Street
to the Cultural Centre (City Centre Master Plan).
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Brisbane City Council
ƒƒ Further investigating of the development
of additional bus bay spaces in the CBD by
creating underground space in Adelaide
Street (City Centre Master Plan).
ƒƒ Brisbane Bus Rapid Transit System.
ƒƒ Inner City Distributor bus service providing free,
high-profile, high-frequency public transport
connecting CBD attractions and rail stations.
ƒƒ Demand Responsive Transport (DRT)
initiatives such as Council Cabs and
personal public transport to complement
the existing public transport network.
ƒƒ Transport investment will support
Brisbane’s major centres, transit oriented
developments and integrate with land use.
ƒƒ An enhanced road network and freight
hierarchy that supports industrial
and commercial growth areas.
ƒƒ Implementing the Integrated Streets Project
to make more efficient use of Council’s
resources in the rehabilitation of local
streets to achieve integrated outcomes.
ƒƒ Upgrading intersections including the construction
of overpasses at key traffic bottlenecks.
ƒƒ Strategic bikeway and pedestrian network and
policies to support an increase in cycling
and walking.
ƒƒ A system of ‘greenways’ providing
access for pedestrians, cyclists and other
recreational devices in an open setting.
Strategic Objective 1
QUALITY PUBLIC TRANSPORT
OUTCOME
Public transport is the preferred mode
of travel to the city’s major centres.
It provides a high level of access to
all facilities and services in Brisbane,
reducing the need to use a car.
The Transport Plan for Brisbane 2008–2026 includes a
four-pronged public transport strategy.
1. Targeted public transport enhancements to
address congested transport corridors and
to reduce delays by public transport vehicles
caught in congestion within the CBD and
radial corridors. This is primarily achieved by
the construction of busways and the further
development of high frequency services. Map 3
illustrates the planned public transport hierarchy.
Inner city connections are shown on Map 4.
2. A new Bus Rapid Transit System aims to deliver
a highly identifiable and navigable transport
option to serve the busiest parts of the city
centre. This service would link key generators
and attractors in the city frame and extend to the
suburbs. The City Centre Master Plan showed
how a mass transit system would provide an
integrated public transport system with trains,
buses, ferries and pedestrian and cyclist networks.
A key element of this strategy is setting realistic and
achievable peak hour public transport mode share
targets as shown in Figure 4.
Achieving these targets in locations that benefit
the network will require a significant increase in
public transport services. By 2026, Brisbane’s public
transport system will need to carry twice as many
passengers in the morning peak period.
The recent implementation of BUZ routes has seen
corridor growth in bus usage ranging from 48%
to 124%. The mode share targets are therefore
achievable provided the right investments are made.
With other transport infrastructure coming on-line,
particularly in the form of the Eleanor Schonell
Bridge and other busway projects, many of these
infrastructure investments are underway. The
challenge rests with upgrading rail infrastructure.
The Queensland Government is undertaking studies
into options for future capacity upgrading of inner
city rail and bus systems. Council planning and
projects will be aligned with these study findings as
they are made available.
The public transport strategy requires a balance
between improvements to public transport services
and new investment in infrastructure.
3. General improvements to bus, ferry and
rail services, such as increased frequencies,
high quality interchanges, Smartcard, service
coordination and improved passenger information
particularly for the city’s major centres.
4. Flexible DRT services that meet diverse
transport needs.
Transport Plan for Brisbane 2008 – 2026
16
MAP 3: PUBLIC TRANSPORT NETWORK
17
Brisbane City Council
MAP 4: PROPOSED CITY CENTRE PUBLIC TRANSPORT NETWORK
Proposals are as shown in the City Centre
Master Plan. All modal concepts are
subject to further investigation.
Transport Plan for Brisbane 2008 – 2026
18
1. ENHANCING PRIORITY
Investing in infrastructure for public transport
Attracting more people to use buses and trains
means improving and expanding the existing
public transport network and investing in public
transport infrastructure. This will increase the
carrying capacity of services and, by giving priority
to public transport, will reduce the impact of traffic
congestion on travel times.
Brisbane’s Busway strategy will ensure a Bus Rapid
Transit System connects the city’s major centres with
high capacity buses providing frequent station-tostation services.
Busways have become a key component of Brisbane’s
long-term transport future. Indeed they are the
backbone of this public transport strategy.
The Busway strategy aims to provide mass transit
operations with a high level of service and coverage,
attracting car users to public transport. The important
advantage of this Bus Rapid Transit System is its
ability to make use of investment in the existing
road network and the inherent flexibility to adjust
operations to suit demand.
The first component of the busway network, opened
in April 2001, is the 16km South East Busway. In
addition to significant increases in patronage, the
South East Busway has already delivered:
ƒƒ more reliable bus services
ƒƒ improved rideability and comfort, particularly
for busway services provided by new low-floor,
air-conditioned, low-emission gas buses
ƒƒ increased opportunities to interchange
between buses and rail to get across the city
ƒƒ reduced travel times during peak periods
ƒƒ safe, secure and comfortable facilities
at high quality busway stations.
While the South East Busway is an investment in the
future capacity of the South East corridor, its early
success confirms a demand for better public transport
services in major travel corridors not currently
serviced by rail.
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Brisbane City Council
The remaining elements of the Busway Strategy are
designed to increase bus patronage and encourage
the land use outcomes under Strategic Objective 3.
Public transport projects include the following.
1. The Inner Northern Busway is at the CBD
end of the Northern Busway corridor and will
connect the Royal Brisbane Hospital to the
Queen Street bus station via QUT’s Kelvin
Grove campus and Roma Street rail station.
The Queensland Government has recently
constructed remaining sections between Countess
Street and the Queen Street busway station.
2. A bus-only link is proposed to connect the
South East Busway at the Buranda Bus/Rail
Interchange, Park Road rail station and the
Eleanor Schonell Bridge at Dutton Park, with
potential stations at the Princess Alexandra
Hospital, the proposed Centre of Excellence at
Boggo Road and The University of Queensland.
Dedicated infrastructure for buses will substantially
improve the level of access to major activity
centres. The Queensland Government is
currently constructing this connection.
3. The Northern Busway from the Royal Brisbane
Hospital to Kedron is being planned.
Investigations are underway by the Queensland
Government to extend this busway to Chermside.
4. The Eastern Busway will connect to the busway
network at the major public transport interchange
at Buranda. The need to achieve further increases
in public transport use in this corridor will require
the extension of this busway to Carindale.
5. Council’s TransApex projects also provide a
good opportunity for improved bus services. For
example, a bus commuter travelling in the peak
period between Kenmore and the CBD using
Northern Link would experience daily travel time
savings in 2016 of up to 26 minutes (around
45% of their public transport travel time).
Capacity for residential, employment and mixed
use development along future busway corridors
will be examined during Neighbourhood Plan and
City Plan reviews.
Development applications within the corridors will
need to demonstrate compatibility and contribution
to proposed major public transport initiatives and
have a strong emphasis on good quality design.
The Eleanor Schonell Bridge between The University
of Queensland and Dutton Park has also contributed
to this and the river connection provides for active
transport being available to pedestrians and cyclists.
The key to achieving bus patronage growth targets
is implementation of the Busway strategy combined
with supporting services and investigation of
measures like a possible Western Busway. Figure 5
shows the forecast impact on bus patronage of all
initiatives in the public transport strategy.
BUSWAY CORRIDORS
Busways provide a high level of service characterised by dedicated right of way for all, or part, of the route,
with higher quality passenger facilities by way of bus stations to encourage development and facilitate
passenger interchanging. Busways can be implemented through a gradual introduction of bus priority
infrastructure that does not require the scale of infrastructure provided on the South East Busway. Future
busways can be segregated within existing road corridors with minimal impact on the surrounding local area.
Major intersections can be enhanced to provide priority for bus users. Council will not consider placing bus
lanes within existing road corridors, unless alternative capacity is provided. Taking road space for bus lanes
has in some instances caused major traffic congestion in the past. Busway corridors will form links between
the CBD and major centres. These links will be subject to land use and transport master planning to achieve
greater commercial and residential activities in the corridors.
ELEANOR SCHONELL BRIDGE
Brisbane City Council has built Australia’s first pedestrian, cycle and
bus bridge between The University of Queensland (UQ) St Lucia
campus and Dutton Park.
Students, staff and visitors to UQ make an average of 70,000 trips to
and from the campus every day during a semester. This makes UQ
the second largest generator of trips in Brisbane, after the CBD.
The Eleanor Schonell Bridge carries more than 10,000 bus
passengers per day to and from UQ – an increase of almost three
times the previous patronage of dedicated UQ bus services.
Approximately 1300 people cycle across the bridge each semester
day.
Surveys conducted before and after the opening of the bridge show
that single occupant car trips to UQ dropped from 25% to 20% of
total trips.
Transport Plan for Brisbane 2008 – 2026
20
Figure 5: Bus patronage targets
120
TARGET (TP4B)
100
TARGET (UPDATED)
80
60
40
2. IMPROVING SERVICE INTEGRATION
Providing integrated, quality public transport
services
The Transport Plan for Brisbane 2008–2026 aims
to achieve significant increases in public transport
patronage by providing integrated quality public
transport services.
To improve the attractiveness of public transport,
services will need to link more seamlessly. Planning
for public transport services needs to recognise
changing travel patterns as cross-city suburban
travel increases. Council is committed to achieving
this outcome in partnership with the Queensland
Government through TransLink.
Providing an integrated public transport network with
services linking seamlessly at key interchanges will
reduce the inconvenience of changing modes.
21
Brisbane City Council
2025/2026
2024/2025
2023/2024
2022/2023
2021/2022
2020/2021
2019/2020
2018/2019
2017/2018
2016/2017
2015/2016
2014/2015
2013/2014
2012/2013
2011/2012
2010/2011
2009/2010
2008/2009
2007/2008
2006/2007
2005/2006
2004/2005
2003/2004
2002/2003
2001/2002
2000/2001
1999/2000
1998/1999
1997/1998
1996/1997
1995/1996
1994/1995
1993/1994
1992/1993
0
1991/1992
20
1990/1991
PATRONAGE (MILLIONS)
ACTUAL
The need to interchange is currently viewed
by passengers as increasing the difficulty and
inconvenience of a trip, particularly where the private
vehicle offers an attractive alternative.
The network will be designed to minimise the need,
but maximise the opportunity to change between
services. The guiding principle in planning the future
network is to view it as an integrated system. System
planning will be based on what is effective and
desired, rather than just what is efficient.
However, unless the total journey time and comfort
are superior to competing private car use, forcing
passengers to interchange will decrease service
quality and reduce patronage. This has been a
problem with Brisbane’s transport system in the past.
Managing Brisbane’s public transport system
for growth will require a review of the current
administrative structure for public transport in South
East Queensland. This will be achieved through
TransLink. Key activities include the following.
ƒƒ Review operator contracts to incorporate
greater incentives to increase service
levels to achieve mode share targets.
ƒƒ Identify and implement commercial funding
for public transport services through
advertising on fleet vehicles, infrastructure,
tickets and timetables and sourcing funding
contributions from benefitted areas.
ƒƒ Continue to increase funding for public
transport services in Brisbane to deliver
targeted levels of patronage growth.
A review of funding arrangements and more
equitable sharing with TransLink accepting
responsibility for funding new services will help to
ensure a more responsive public transport system.
BUZ – Bus Upgrade Zones
Council remains committed to public transport with a massive ongoing investment in world class high frequency
BUZ routes, developing the CityCat ferry system and purchasing 500 new buses over four years.
Since their introduction in 2003, BUZ routes have provided more than half the growth in overall bus patronage
with significant off-peak and weekend growth.
These improvements are being delivered within the TransLink system, to support the Queensland Government’s
investment in busways, interchanges and rail system capacity upgrades.
Brisbane City Council was instrumental in the creation of one agency to manage the development of public
transport in South East Queensland.
Now established as an authority, TransLink will continue to integrate bus, ferry and rail services and improve
common ticketing and marketing arrangements.
Council will continue to assist TransLink and other agencies to deliver a more sustainable level of investment in
public transport system capacity and other active travel options such as walking and cycling in the fight against
traffic congestion.
Transport Plan for Brisbane 2008 – 2026
22
Bus services and infrastructure
More feeder services will be introduced to serve rail and
busways to supplement the linehaul system, increasing
system capacity and travel options for passengers.
Enhanced bus services into the city centre (linehaul
operations) will be achieved through significant
expansion of peak service levels. These linehaul
bus services will work with heavy passenger rail in
servicing the CBD. They will also support Council’s
Centres Policy by providing better links between the
centres. Projects include the following.
ƒƒ Refining the bus network to include
through-running busway services, new
busway feeder services and redirecting
existing routes onto busways.
All buses are expected to be
air-conditioned within the
next few years.
ƒƒ Implementing new premium services, similar
to the busway 111 service, to modernise
express routes, provide regular services
in key radial corridors throughout the day,
using new buses and operating with realtime information and bus priority.
ƒƒ Expanding the higher capacity bus fleet to
provide busway services in combination
with busway feeder services as supportive
land use develops at regional centres and
along major public transport corridors.
In conjunction with the Queensland Government,
Council will develop a West End to Newstead Bus
Rapid Transit route following the results of the
Brisbane Mass Transit Investigation undertaken by the
Lord Mayor’s Taskforce.
Enhancing passenger comfort on buses is part of
Council’s commitment to improve the comfort and
environmental quality of its bus fleet. Council has
already delivered more than 450 new compressed
natural gas powered, low-floor, air-conditioned buses
suited to Brisbane’s subtropical climate, with an
additional 125 rigid equivalent buses to be delivered
in 2008-09.
This is in stark contrast to the bus purchases over the
past decade, with Council purchasing fewer than 270
diesel un-airconditioned buses throughout the 1990s.
Community and cross-city bus services, focusing on
major centres and key public transport interchanges,
will support busways and feed mass transit corridors.
With the growth of major centres as destinations in
Brisbane, there is a need for better public transport
options serving them. Improvements include:
ƒƒ more direct services between major centres
ƒƒ providing attractive cross-city services by running
bus services along new busway infrastructure
ƒƒ expanding coverage of feeder
services to major centres
ƒƒ introducing new services for growing
industrial and commercial areas including
Australia Trade Coast and major residential
precincts such as Northshore Hamilton Urban
Development Area and Rochedale.
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Brisbane City Council
Bus and train services will need to continue to be
integrated to provide efficient public transport.
However, infrastructure constraints such as rail bridges
and underground lines cannot be increased as quickly
as bus capacity. This means that the majority of
growth in public transport use in the next few years
will occur with bus services. The result is that Brisbane
needs more than 1450 buses by 2016.
The size of Brisbane’s bus fleet will need to increase
significantly to provide these improved service levels.
Recent growth in public transport patronage
means more buses are needed to ease crowding
on current services.
Buses are also needed to improve services in key
locations across Brisbane where increased public
transport usage will help to relieve road network
constraints.
Bus purchasing strategies need to take into account
the number of old buses to be replaced as well as
the buses needed to increase the size of the fleet.
Replacing buses when they reach retirement age
helps to keep maintenance costs low and ensures
high quality services can be provided to passengers.
To have 1450 buses in the fleet by 2016, Council
needs to buy a minimum of 110 rigid equivalent
buses each year on average. This number is already
being exceeded. Purchases will need to increase over
the next few years to achieve the fleet demands. After
2016, the purchase rate can be reduced to about 64
buses each year to maintain a reliable fleet. Figure 6
shows bus purchases over the last 10 years.
In June 2008 Council’s bus fleet had 900 buses.
Recent growth in patronage has been considerable,
far exceeding population growth rates. Factors
contributing to this growth include our huge
investment in modernising and air-conditioning the
fleet, integrated ticketing and the implementation of
service improvements such as BUZ routes. TransLink is
providing forecasts of demand for services across the
network. Combining these city-wide forecasts with
Council’s targeted approach shows that Brisbane will
need more than 1750 buses by 2026.
The issue for Council to consider is whether it
continues to buy buses and invest capital up front
or if it should examine new ways of financing these
purchases to help better fund expansion.
Depot requirements are an important consideration.
A new depot is needed for each additional 200
buses. This means that before 2016 four new depots
are needed in Brisbane. Between 2016 and 2026 one
further depot is required, resulting in a total of ten
depots across Brisbane.
Figure 6: Historical bus purchases
140
100
80
60
40
20
2008/2009
(committed
bus purchase)
2007/2008
2006/2007
2005/2006
2004/2005
2003/2004
2002/2003
2001/2002
2000/2001
1999/2000
1998/1999
1997/1998
0
1996/1997
BUSES PURCHASED
120
YEAR OF PURCHASE
Transport Plan for Brisbane 2008 – 2026
24
Ferry infrastructure and services
Ferry services will continue to provide an important
transport service to communities along the river. This
mode is also an icon for Brisbane and investment will
continue accordingly.
New and upgraded ferry terminals will build on
the success of CityCats. A continuing program of
upgrades to existing ferry terminals is proposed to
safely cater for increasing passenger demand through
to 2026.
Council will work with developers to provide new
terminals where demand exists and where they
contribute to transport system improvements.
Possible sites include:
ƒƒ Park Road (Milton)
ƒƒ West End
ƒƒ Teneriffe
ƒƒ Newstead
ƒƒ Northshore Hamilton Urban Development Area.
For both new and upgraded ferry terminals,
Council will seek developer funding to bring these
investments forward.
25
Brisbane City Council
Enhanced ferry operations will reflect the popularity
of existing CityCat ferry services and projected
demand, which is expected to double by 2026.
Council plans to:
ƒƒ increase the number of off-peak CityCats
and the frequency of services
ƒƒ continue using available vessels to cater
for growing demand where possible
ƒƒ incorporate new terminals into
the ferry service structure
ƒƒ investigate opportunities for greater private
sector involvement in ferry operations.
A total CityCat fleet of 21 will be required by
2026 to respond to expected growth and service
improvements. To increase the CityCat fleet to 21 by
2026, approximately three CityCats will need to be
purchased every two years. Purchasing at this rate
will ensure that older CityCats are replaced to keep
maintenance costs low.
Rail infrastructure and services
Investment in rail infrastructure is required to ensure
the CBD and regional centres keep pace with growing
commuter demand. This requires increasing track and
carriages, upgrading station accessibility, providing
greater interchange opportunities and accessing
untapped markets through new rail lines. Queensland
Rail will help to meet this demand by delivering 44
new three car sets in the next few years.
Council supports the development of a long term
public transport plan to support infrastructure that
is already identified in the South East Queensland
Infrastructure Plan and Program (SEQIPP). The
Transport Plan for Brisbane 2008-2026 identifies
projects including:
ƒƒ a CBD Loop as included in the City Centre Master
Plan and subway proposal (as shown in Map 4)
ƒƒ a second CBD crossing to increase
cross-river capacity and rail catchment
in the inner city beyond 2016
ƒƒ extension of the commuter rail line into
Greenbank within the Brisbane-Sydney Rail
Corridor to service an expanding population
ƒƒ the addition of the Darra to Springfield rail line.
These rail proposals are subject to Queensland
Government investigation including a comprehensive
Inner City Rail Capacity Study (as identified in the
(SEQIPP)).
More train services to meet peak demands will be
required to achieve peak public transport mode share
targets. Work commuting currently represents 58% of
all rail trips and of these, 69% are to or from the CBD
and city frame. The major future challenge for rail will
be to provide more service capacity in the peak period
to accommodate the demand generated by rapidly
increasing populations in areas surrounding Brisbane.
Interchanges
Quality public transport interchanges will be provided
through an upgrade of public transport stops,
interchanges and stations. Increasing the number
and convenience of interchanging options improves
the flexibility and coverage of the public transport
system and increases the alternatives available to the
travelling public.
Council supports Queensland Transport in
implementing the TransLink Network Plan actions
to upgrade key public transport interchanges and
terminals to meet minimum standards for information
and comfort.
Interchange facility upgrades would also extend to:
ƒƒ key bus/rail interchanges including
Buranda and Toowong
ƒƒ busway stations at major centres
Integrated fares and services will support better
utilisation of the rail system at all hours of the day.
ƒƒ bus interchange facilities in the CBD to cater
for the targeted passenger numbers in 2026.
To achieve the 2026 targets in the Transport Plan for
Brisbane 2008–2026, annual rail patronage will need
to double by 2026, resulting in significant additional
resource demands (including more rolling stock). Rail
services also need to cater for growth in long-distance
commuting by providing more express services.
Park and Ride
Catering for Park and Ride demands by enhancing
existing facilities will increase the catchment of the
public transport system in outer city suburbs and
surrounding local authorities.
Transport Plan for Brisbane 2008 – 2026
26
ƒƒ reviewing the design of traditional timetables
Integrated ticketing has been
successfully implemented and
Council is now involved in the
rollout of a Smartcard.
These facilities are an important part of the system as
they provide access to public transport in areas with
low service levels, particularly in areas further than
10km from the CBD.
Council will work with the Queensland Government
in identifying locations for new Park and Ride
facilities outside the middle ring of the city to
complement new public transport initiatives. These
new or upgraded facilities could involve private
sector participation and potentially combine parking
space with a range of mixed uses such as childcare,
employment, retail and community services.
Information
Keeping people informed about public transport
is becoming a greater challenge as more transport
options are made available to Brisbane residents.
TransLink now takes the lead role in providing
integrated information to the community about public
transport. Further initiatives to improve information
provision could include:
ƒƒ real time information signs for bus transport
ƒƒ continuing to improve awareness and usage of
the TransLink Public Transport Information Service
ƒƒ capitalising on online opportunities
including the public transport section
of the ourbrisbane.com portal.
Fares and ticketing
Fares policy and pricing is now a Queensland
Government responsibility under TransLink. Through
its partnership with the Queensland Government
as part of TransLink, Council will continue to work
toward achieving value for money for public transport
patrons.
Integrated ticketing has been successfully
implemented and Council is now involved in the
rollout of a Smartcard.
Frequent user incentives will be a feature of the
Smartcard system, which should ensure a time gain
when picking up passengers.
3. PROVIDING DEMAND RESPONSIVE
TRANSPORT
Council is committed to addressing transport
disadvantaged and unmet mobility needs. Access
to affordable, easily accessible, reliable and safe
transport is vital to quality of life for all residents.
Council initiatives include the following.
ƒƒ GIS and digital maps of Brisbane to
assist in the operation of buses
ƒƒ Personalised Public Transport services to
assess local demand. Where demand is
strong, upgrade to a full bus service.
ƒƒ widespread use of smart technologies,
such as wireless mobile internet technology
to provide service information
ƒƒ Delivering an increasing range of
transport services catering for off-peak
personal, social and recreational trips.
ƒƒ ‘Smart Depots’ for buses and ‘Smart
Terminals’ for ferries to better manage
the movements of vehicles
ƒƒ Identifying and facilitating services in areas in
need of community-based transport services.
ƒƒ a public transport directory and
information booths
ƒƒ integrated route planning will also
continue to be provided through the
TransLink telephone line and website
27
ƒƒ increasing the number of distribution
channels for information
Brisbane City Council
ƒƒ Continuing to implement Council Cabs (Council’s
community transport program) across Brisbane.
ƒƒ NightLink services introduced to cater for
Friday and Saturday night demands.
Taxis also play a vital role in providing essential access
for people with a disability, the elderly or for people
requiring after hours transport.
Strategic Objective 2
MANAGED TRAVEL
DEMAND
OUTCOME
A sustainable level of travel demand
where the growth in traffic is less than
the growth in population
In the past, traffic congestion was addressed through
road expansion alone. Current planning practice
requires a wider approach to transport decisionmaking that involves both transport infrastructure
supply and Travel Demand Management (TDM).
Encouraging travel behaviour changes will be an
important ingredient in the success of Council’s TDM
initiatives. Travel behaviour change programs such
as travel blending and individualised marketing are
the main tools. These initiatives contribute towards
significantly reducing congestion by increasing the
mode share of sustainable transport. Public support
will be developed through the following:
In implementing TDM, Council also seeks to reduce
growth in unnecessary car trips by encouraging use of
alternative modes or more efficient car use through
combining trips or carpooling.
Active School Travel
Council’s Active School Travel program aims to change
travel behaviour by reducing traffic congestion through
increasing the number of families who walk, ride, carpool
or use public transport for at least some of their journeys
to and from school. The program uses a suite of initiatives
to provide families with information, motivation and
opportunity to adopt these active travel modes. Initiatives
include Walking Wheeling Wednesday, Park and Stride,
Bike Skills Training, Walking School Buses and Bus
Orientation sessions.
Active School Travel project officers work with selected
school communities for a year to integrate these initiatives
into a sustainable School Travel Plan. This travel plan is
then incorporated into the school’s operational plan.
ƒƒ implementing the Green Heart CitySmart
campaign for Brisbane with an emphasis on
increasing sustainable modes of travel
Active School Travel is non-competitive and can provide
enjoyment for children by encouraging exercise, road
sense and safety.
ƒƒ increasing education and awareness about
TDM issues and alternative travel options
Road sense – Children who walk or ride to school with an
adult learn pedestrian and road skills. When they begin to
walk or ride on their own, they are better equipped to deal
with traffic.
ƒƒ implementing individualised marketing
programs to support major public
transport initiatives and target travel
behaviour in the patronage catchment
ƒƒ support Queensland Transport in implementing
the Travel Smart Program within Brisbane
ƒƒ support a flexible approach to sustainable
transport for those who may not require frequent
use of a car through car sharing schemes and car
clubs
ƒƒ continue a ‘Walk/Ride to Work’
initiative for Council officers
ƒƒ expanding Council’s walk/ride to work
commitment to other workplace travel
plans and school travel plans
ƒƒ continue to encourage and promote work from
home practices and varied start times/finishes
in industry and educational institutions.
Safety – By walking or riding to school as part of a group
supervised by adults, children are seen safely into the
school grounds.
Socialising – Children who walk or ride in a group are given
the chance to make new friends.
Reduced traffic congestion – Every journey made on foot
or a bicycle or public transport helps reduce the amount of
traffic around schools.
Easy breathing – Short car trips contribute significantly
to poor air quality. In Australia, cars contribute 51% of all
greenhouse emissions.
In 2007, the Active School Travel program achieved an
average 11.3% reduction in sole-family vehicular trips to/
from participating schools. Council is expanding its Active
School Travel program so more schools can experience
the benefits.
Transport Plan for Brisbane 2008 – 2026
28
Strategic Objective 3
COORDINATED TRANSPORT & LAND USE
OUTCOME
Transport and land uses are
managed to create a preferred urban
form that increases accessibility
and connectivity and supports
sustainable travel behaviour.
This strategy aims to better coordinate land use and
transport in Brisbane. This requires increasing access
to, and connectivity between, a high quality transport
network, Brisbane’s diverse residential communities,
employment areas and the city’s major centres (refer
to Map 5).
The outcome will be more diverse, compact
communities that are accessible to everyone
regardless of age or level of mobility. To encourage
sustainable travel behaviour, transport and land use
planning will be managed to support movement,
whether by foot, bicycle, public transport or car to
permit quick and efficient travel.
Transport investment supports Brisbane City Plan
2000 by delivering infrastructure according to the
preferred sequence of growth. Council will ensure the
following:
ƒƒ road projects reinforce the road hierarchy
and freight strategy and will be developed in
accordance with the principles of environmentally
sustainable development (ESD)
ƒƒ new public transport initiatives provide
major centres with high quality linkages
to residents, the CBD and each other
ƒƒ Local Plans and Neighbourhood Plans will
provide detailed plans for transport connections
for all modes
ƒƒ intensive traffic generating uses, particularly
industrial activities accessed by Higher Mass
Limit vehicles, are located as close as possible
to the major transport network to ensure
capacity for efficient heavy vehicle access
ƒƒ safe and accessible public transport interchanges
are fully integrated in the centres
ƒƒ transport policy is coordinated with other urban
management policy initiatives such as the Brisbane
Open Space Strategy and the development of
Brisbane’s ‘Greenways’ to ensure Brisbane’s natural
assets are protected through ESD principles
ƒƒ as an increasing range of activities cluster
in centres, public transport services are
enhanced to support their further growth
ƒƒ Brisbane City Plan 2000 reviews clearly articulate
transport’s role and considers any changes in
transport needs
ƒƒ major economic growth areas, particularly the
Australia Trade Coast and Western Gateway,
are provided with appropriate transport access
and are buffered from sensitive land uses
ƒƒ new developments contribute a fair share of
infrastructure charges
ƒƒ increased consolidated development and mixed
29
use is achieved in the city’s major transport
corridors to reinforce and support investment
in transport infrastructure and services
Brisbane City Council
ƒƒ identify the potential for Transit Oriented
Development (TODs) in conjunction with the
findings of the Neighbourhood Planning process
and amendments to the Brisbane City Plan 2000.
MAP 5: BRISBANE’S MAJOR CENTRES
Transport Plan for Brisbane 2008 – 2026
30
Land use planning reinforces significant investment
in transport infrastructure and services by providing
opportunities for best practice urban design, higher
density housing development and mixed use around
public transport nodes and corridors. Increased
residential capacity around transport infrastructure
can help make public transport services work more
efficiently. This will be pursued in line with the
community’s responses to Neighbourhood Planning
to achieve a high level of access for all residents.
But increased residential capacity alone is not
enough. Effective levels of residential development
and a good mix of complementary land uses need
to be part of smart development across Council. This
means ensuring that people can live and work where
they choose with goods and services being easily
accessed. This applies not only close to the CBD but
has to be achieved throughout Brisbane’s suburbs
including new master planned communities, such as
the Rochedale Urban Community.
Public transport also has the potential to be more
effective if other mixed services and amenities such
as employment, childcare and convenience shopping
are co-located.
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Brisbane City Council
Emphasis will be placed
on seeking a balance
with the existing
neighbourhood character.
Emphasis will be placed on seeking a balance with
the existing neighbourhood character. Council will
undertake the following:
ƒƒ create ‘signature’ projects around
transport nodes that involve intensified
development and create a mixed land use
environment with high quality design
ƒƒ identify and pursue opportunities for greater
residential capacity and diversity near transport
nodes through Brisbane City Plan 2000
provisions and development incentives
ƒƒ increase local walking and cycling trips
by supporting the Suburban Centre
Improvement Program (SCIPs).
Signature projects are an effective way to
demonstrate the benefits of coordinating land use,
public transport investment and good pedestrian /
cycle access. The success of such projects has the
potential to accelerate further `smart growth’ projects.
Milton and Albion railway stations provide good
opportunities to produce integrated, progressive
land use changes under Brisbane City Plan 2000.
Developments on these sites create the potential to
produce more efficient and diverse inner city suburbs
with excellent transport access and services.
More effective land use outcomes will be achieved
through a number of ways available under Brisbane
City Plan 2000. This includes exploring development
incentives for private developers to increase
residential capacity, diversity and land use mix in
major public transport corridors and around key
transport nodes.
Supporting inner city living and urban renewal
opportunities involves enhancing public transport
services and infrastructure. This includes supporting
the development of an integrated, mixed-use transit
precinct near the Bowen Hills railway station. The
intent is to create a major commercial and business
node with the potential to support a large workforce
and resident population.
As additional opportunities for urban renewal emerge
in the inner city suburbs, Council will ensure all modes
of transport are appropriately planned via the project
master planning and development approval process.
There will also be opportunities for the
redevelopment of industrial and institutional
brownfield sites outside of Urban Renewal suburbs.
Council will participate and, where possible, facilitate
the assembly and redevelopment of brownfield sites
in public transport corridors.
Planned transport initiatives, like upgraded walk and
cycle facilities, will improve linkages between major
city centre attractions as identified in the City Centre
Master Plan. These are important for residents who
choose to walk, cycle or take public transport.
Council will support development in outer suburbs
and emerging communities that demonstrate good
integrated land use and transport design by:
ƒƒ ensuring local road networks that support the
road hierarchy and give residents safe, connected
and attractive pedestrian and cycle access
ƒƒ providing new public transport services to
emerging communities early in their development
ƒƒ addressing increased land use mix
and accessibility as an integral part
of the neighbourhood planning and
development design process
ƒƒ promoting alternative forms of transport.
Greater regional policy and planning coordination
and consistency in South East Queensland will
require all levels of government and stakeholders
to continue to work more cooperatively. Better
working relationships and coordination are required
to manage urban sprawl, increasing commuter travel
demand and to manage transport infrastructure
impacts on South East Queensland communities and
the natural environment.
Council will continue to participate in the
development of a South East Queensland Integrated
Regional Transport Plan, and:
ƒƒ participate in other regional planning processes
and maintain active involvement in the Council of
Mayors and Regional Coordination Committee
ƒƒ develop processes to involve the private sector
in identifying innovative transport and landuse solutions and providing infrastructure
ƒƒ promote a consistent approach to infrastructure
charging across South East Queensland
ƒƒ take an active regional planning role as facilitator
and manager through development approval and
local planning processes, particularly in better
coordination with adjacent local governments.
Transport Plan for Brisbane 2008 – 2026
32
Strategic Objective 4
A SAFE & EFFICIENT ROAD NETWORK
ƒƒ use road space effectively
OUTCOME
People and goods can move safely on
the road network by the most efficient
modes and routes, and the impact
of traffic on neighbourhoods and the
environment is minimised.
Council aims to achieve a `balanced plan’ with major
increases in non-motorised and public transport
travel. However, even with these increases, the
existing road network will not be able to support
future travel demands generated by continued
growth in Brisbane and surrounding areas.
Investment in the road network must be strategic and
support the balanced outcomes of the Transport Plan
for Brisbane 2008–2026. The future road network has
been planned to:
ƒƒ reinforce the road hierarchy, Freight Strategy,
Neighbourhood Planning outcomes, including
CityShape 2026 and development in accordance
with environmentally sustainable principles
and preferred City Plan land use outcomes
ƒƒ ensure upgrades support the most efficient
movement of people and goods
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Brisbane City Council
ƒƒ increase safety and reduce `rat-running’
on local streets.
Council’s functional road hierarchy to 2026 (refer
to Map 6) identifies the different functions roads
serve in the movement of people and goods,
including pedestrian, bicycle and public transport
modes. The road hierarchy is also an important
element in supporting preferred land use and urban
form throughout the city. Future upgrades to the
road network will be consistent with the functions
identified in the road hierarchy. The hierarchy includes
the following:
ƒƒ Intra-state road network (including the AusLink
network) – provides connections for long
distance travel between metropolitan areas
and access to key activity and employment
areas and principal terminals of non road-based
modes (rail, sea and air ports). Essentially this
network connects the Brisbane CBD, which
provides Queensland’s capital city and head
office functions, with regional centres. It also
allows regional manufacturing and export
industries to access the Australia Trade Coast.
ƒƒ Regional – the regional road network provides
a continuous principal road network which
contributes to economic and metropolitan
development. They also connect to the
intra-state network.
MAP 6: ROAD HIERARCHY
Transport Plan for Brisbane 2008 – 2026
34
ƒƒ Regional Radial – provides connections within
the metropolitan area between the inner city,
major residential communities and surrounding
local authorities and connects to the intra-state
road network and reduces pressure from shorter
distance trips. These could also have a significant
public transport line-haul or freight function.
ƒƒ Regional Ring – provides for movement in
the metropolitan area that is not focused
on the CBD such as connections between
surrounding local authorities and significant
employment areas. These roads are likely
to have a significant freight function.
ƒƒ City Distributor – provides connections
between communities and major centres. They
also connect major land uses to the Regional
network. These could also have a public transport
priority function and a freight function.
Streets are used for many functions besides providing
vehicle access. All streets have an open space
function that residents use for other activities like
walking, cycling and socialising with neighbours.
Council recognises residents closely relate their local
street with where they live and their sense of place
and supports this open space function by providing
embellishments such as shade trees.
A high quality orbital road network will remove
unnecessary through-traffic from major centres,
residential areas and lower order roads. As the
Brisbane metropolitan area expands and regional
roads such as the Pacific Motorway and Bruce
Highway are upgraded, increased pressure will be
transferred onto Brisbane’s orbital road network.
Brisbane’s current orbital road network is not fully
developed. Further planning by the Queensland
Government and Brisbane City Council is underway.
Brisbane’s existing network is essentially a series of
radial corridors focused on the CBD. The deficiencies
in Brisbane’s orbital road network include:
ƒƒ informal cross-city routes (e.g. in
Brisbane’s western suburbs)
ƒƒ no river crossings east of the CBD between
the Story Bridge and Gateway Bridge.
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Brisbane City Council
Northern Link is in an advanced
planning stage with construction
to commence by 2010.
Map 7 shows how TransApex projects fill in the
network deficiencies.
The Clem Jones Tunnel (north-south bypass) is
being delivered as the first stage of TransApex.
The Queensland Government is also progressing
on Airport Link. The Hale Street Link has also
commenced. This river crossing connects Hale Street
to the Merivale and Cordelia Street couplet at West
End.
Northern Link is also in an advanced planning stage
with construction to commence by 2010.
Other major road projects which are critical to achieve
a high quality, orbital road network for the city
and which are primarily a Federal and Queensland
Government responsibility include the following:
ƒƒ 20km upgrade of the Gateway Motorway from
Nudgee Road to Wynnum Road including a six
lane deviation through the old and new airport
sites and duplicating the Gateway Bridge
ƒƒ upgrading the Ipswich Motorway
ƒƒ improving traffic capacity, safety and residential
amenity along the Kessels Road/Mt GravattCapalaba Road corridor (Brisbane Urban Corridor)
ƒƒ completing the Western Brisbane Transport
Network Investigation. The bypass options have
been excluded from further investigation in
the study.
Council will also look for corridor improvements to
speed up travel time for the bus network to give
positive encouragement for people to take up public
transport usage where possible.
MAP 7: TRANSAPEX
Transport Plan for Brisbane 2008 – 2026
36
TRANSAPEX
The TransApex plan is a system of roads primarily tunnels - designed to form an inner
city ring road system for Brisbane and increase
the number of river crossings. It also creates an
inner-city connection linking Hale Street to the
West End/South Brisbane Precinct.
TransApex fills in some critical missing gaps
in the arterial network. At the present time,
some 43% of vehicles travelling through the
CBD do not want or need to travel this route.
TransApex is designed to free up the pressure
on the CBD and divert traffic around the city
centre. This outcome is consistent with the
objectives of the City Centre Master Plan
approved by Council in 2005.
The pre-feasibility study on the five legs of
TransApex was undertaken in 2004 and three
legs have advanced to full feasibility – Clem
Jones Tunnel, Airport Link and Hale Street Link.
Full feasibility on a fourth link, the Northern Link,
has commenced. Council will again review the
timing for the East-West Link in 2011 when traffic
demand will be re-examined.
37
Brisbane City Council
Council will target key bottlenecks where chronic
traffic congestion is undermining the level of service
on arterial routes. Bottlenecks will be removed
where the benefits will be improvements to public
transport, improved vehicle movement across the city
or improved safety.
Congestion bottlenecks increase:
ƒƒ ‘rat-running’ through residential areas
ƒƒ delays for motorists
ƒƒ costs and inefficiencies for business
ƒƒ air pollution
ƒƒ variability in arrival time of public transport,
thereby reducing passenger confidence in
the system.
There are approximately 40 open-level rail crossings
throughout Brisbane that can cause significant delays
to traffic. All open level crossings will be reviewed
to determine need for removal. These are high
cost projects and Council would need substantial
Queensland Government funding to proceed with
these projects.
Connecting new growth areas ensures new
communities are appropriately serviced and
protects residential and other sensitive areas from
traffic intrusion.
Residential growth will occur mostly in activity
centres, growth corridors and other infill in
established suburbs as is proposed in the CityShape
Implementation Strategy as well as Brisbane’s outer
suburbs in emerging communities and in surrounding
local government areas.
Neighbourhood Plans are being developed by
Council to guide the design of adequate road
networks to support efficient growth in these areas.
Infrastructure charges will be calculated to ensure
future development fairly pays for impact on
transport infrastructure.
Economic growth will occur in major centres and key
industrial areas such as the Australia Trade Coast.
Projects to support this growth include:
ƒƒ Gateway Northern Deviation
ƒƒ Brisbane Airport Northern Access Road
ƒƒ Gateway Bridge Duplication
ƒƒ Kingsford Smith Drive/Eagle Farm Road upgrade
ƒƒ Airport Link
ƒƒ Port of Brisbane Motorway – Stage 2.
Efficient use of the existing road network as well as
creating priority upgrades to improve the efficiency is
critical. Intelligent Transport Systems (ITS) will be used
to provide real-time information on travel conditions
to enable people to make informed decisions on the
route and mode of transport that suits them best.
Council will also extend clearways and carry out
minor capital works at intersections to improve road
capacity and safety. It will also examine the removal
of right-hand turns at some locations to improve
network flow.
Other Council initiatives include the following:
ƒƒ with the Queensland Government, continue to
develop the Brisbane Metropolitan Transport
Management Centre (BMTMC) to keep
roads operating at maximum capacity during
peak hour, including incident management
through the Council’s Traffic Response
Unit and real-time information systems
ƒƒ installing Variable Incident Management Signs
to inform motorists of changes to road and
traffic conditions at strategic city entry points
ƒƒ implementing peak period clearways
on many major roads
Transport Plan for Brisbane 2008 – 2026
38
ƒƒ investigating the implementation of bus priority
schemes on main corridors to overcome
bottlenecks (this will not include the removal of
general traffic lanes with the creation of
additional capacity)
ƒƒ using smart technology (i.e. internet) and satellite
navigation systems to provide real-time
congestion maps and advice on the most efficient
route/mode of transport
ƒƒ establishment of a single Queensland
Government/Brisbane City Council traffic
management system.
Safer, quieter local streets remove conflicts between
`rat-runners’ and a local environment designed for
low speed, property access and pedestrian and
bicycle activity.
In some local streets, traffic management devices are
required to keep speeds down. Council’s ongoing
Street Trees and Shadeways programs also contribute
to making local streets safer, quieter and more
attractive, as well as linking open space corridors.
connections to the strategic road network. Many of
these projects have been identified in Local Plans
and Council’s charges for infrastructure across the
network. They will be examined to achieve
bus-running efficiency.
Before projects are committed, detailed
investigations, impact assessment and community
consultation is required.
In particular the following investigations are required:
Local Area Traffic Management (LATM) schemes,
planned with extensive community involvement, have
identified measures for improving the local street
network as well as pedestrian and cycling links in local
districts. These include the following:
ƒƒ working closely with the Queensland
Government to review and prioritise the
removal of open level crossings and key
bottlenecks due to the cost and sensitivity of
implementing these in existing urban areas
ƒƒ implementing road treatments at local area entry
points to reinforce local low-speed environments
ƒƒ coordination with Queensland Transport and
the Department of Main Roads to ensure
timely investigation and commitment to
upgrading the Queensland Government
controlled road network where appropriate.
ƒƒ continuing safety improvements at or near schools,
local intersections and along district access roads
ƒƒ actively addressing these issues as part of
Neighbourhood Planning
ƒƒ continuing to partner with primary schools in
school safety programs.
Most major road projects are outside the middle ring
of the city and aligned to the emerging communities
to ensure these growth areas have adequate
39
Infrastructure Charges will
be calculated to ensure
future development
fairly pays for impact on
transport infrastructure.
Brisbane City Council
The major projects planned for the next 20 years
are listed in Table 2 and shown in Map 8. Analysis
has also identified transport corridors where further
investigation is required. These corridors are listed
in Table 3 and shown on Map 8. Corridor and
Neighbourhood Plans will be aligned to achieve an
integrated planning outcome.
Table 2: Major Road Projects
Map
Indicative
Reference Construction Timing
1.
Beams Road
2.
Beckett Road
3.
Beenleigh Road
4.
Blunder Road
5.
Boundary Road
6.
Bracken Ridge Road – Hoyland Street
7.
Bridgeman Road
8.
Creek Road – Newnham Road
9.
Wynnum Road / Manly Road / Greencamp Road /
Rickett Road
10.
Hamilton Road Intersection Upgrades
11.
Illaweena Street
12.
Ipswich Road (Old Cleveland Road to Stanley Street)
13.
Johnson Road
14.
Kingsford Smith Drive – Eagle Farm Road
15.
Murphy Road – Handford Road
16.
Padstow and Warrigal Intersection Upgrade
17.
Lindum Road / Robinson Road / Telegraph Road
Railway Crossings
18.
Progress Road / Inala Avenue
19.
Scrub Road
20.
Sherwood Road (Rocklea)
21.
Stanley Street to Old Cleveland Road
22.
Telegraph Road
23.
Tilley Road corridor
24.
TransApex Projects (Clem Jones Tunnel construction,
Airport Link, HSL Northern Link Feasibility)
25.
Wolston Road
26.
Wynnum Road (Shaftson Avenue to Hawthorne Road)
2008–2012
2012–2016
2016–2026
Continued grade separation of railway level crossings
across Brisbane1
1
Subject to funding agreement with the Queensland Government.
INDICATES TIMING
Transport Plan for Brisbane 2008 – 2026
40
Table 3: Corridors for Further Investigation
Map
Indicative
Reference Investigation Timing
27.
Calam Road / Pinelands Road / Mains Road
28.
Indooroopilly Centre / Oxley / Darra
29.
Enoggera Road / Kelvin Grove Road / Beckett Road /
South Pine Road
30.
Stanley Street / Cavendish Road / Greenslopes / Holland Park
31.
Kangaroo Point / Woolloongabba
32.
Logan Road (Upper Mount Gravatt to Stones Corner)
33.
Moggill / Bellbowrie / Kenmore
34.
Bulimba / Murarrie / Hemmant
35.
Milton Road / Coronation Drive / Hale Street / Northern Link /
Western Busway/ Auchenflower / Toowong / UQ / Eleanor
Schonell Bridge
36.
Clem Jones Tunnel / Airport Link / Story Bridge / Northern Busway /
Gympie Road / Sandgate Road
37.
Old Cleveland Road / Eastern Busway
38.
Paddington / Bardon / Latrobe Terrace
39.
Tarragindi / Salisbury
40.
Waterworks Road / Musgrave Road
41.
West End / New Farm / Spring Hill
42.
Meadowlands Road / New Cleveland Road
2008–2012
2012–2016
INDICATES TIMING
Corridor planning will examine a range of measures
including creating new infrastructure for bus priority
such as queue jumps, signal priority and indented
bus bays. This is in preference to the use of bus lanes
where no additional road space is being created.
Out of this planning, projects are subject to detailed
investigation, cost benefit analysis and funding
availability. The road projects will be reviewed at
least every five years to assess the changing needs
of the city.
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Brisbane City Council
MAP 8: TRANSPORT INVESTMENT STRATEGY
Legend
Major Project
(refer to Table 2)
Corridors for further investigation
(refer to Table 3)
Corridor Catchments
Far Western Brisbane suburbs not
shown due to scaling restrictions
Transport Plan for Brisbane 2008 – 2026
42
Strategic Objective 5
DELIVERING THE GOODS ON TIME
TO THE RIGHT PLACE
OUTCOME
Freight moves efficiently and safely
within Brisbane while the livability of
residential areas is protected.
Efficient freight transport is critical to Brisbane’s
economy. The transport network must support key
industrial areas such as the Australia Trade Coast
and the Brisbane–Ipswich corridor. These are major
employment and economic generators.
The freight strategy has been developed to
balance the needs of industry, the environment and
residents. Recognising that about 90% of South
East Queensland’s freight movement is by road,
this strategy is being pursued under the key policy
themes of road capacity, economic efficiency, road
safety, residential livability and asset management.
Correspondingly, it is directly supported by the
outcome and actions sought under Strategic
Objective 4 – Safe and efficient road network.
Keeping road freight moving in traffic congestion
is a key concern for the freight industry as it delays
delivery and increases costs. Projected growth in the
43
Brisbane City Council
economy and the export market indicates that the
volume of road freight will double in the next 10 to
15 years. When combined with the increased level of
road congestion, the total economic cost of freight
is likely to increase exponentially. A Strategic Freight
Hierarchy (Map 9) provides the blueprint for freight
movement within the city. It includes:
Principal Routes (Freightways) – Limited access,
grade separated, high speed, primarily for inter-state,
intra-regional and longer distance urban movements
Primary Routes – Generally multi-lane, divided,
medium-low speed, for urban and local movements
Secondary Routes – Dual or multi-lane, medium-low
speed, for urban and local movements
Tertiary Routes – Dual or multi-lane, medium-low
speed, serving predominantly local and access trips.
Freight movement will be improved by the following:
ƒƒ developing the Clem Jones Tunnel to divert heavy
vehicles away from the CBD, Kangaroo Point and
Fortitude Valley
ƒƒ the development of other TransApex projects
particularly Airport Link and Northern Link
ƒƒ maintaining dialogue with the freight industry
MAP 9: FUTURE FREIGHT HIERARCHY
Transport Plan for Brisbane 2008 – 2026
44
ƒƒ encouraging responsible driver behaviour
through education and recognition
ƒƒ supporting the lowest possible tolls for heavy
vehicles on the Gateway Bridge and Logan
Motorway as principal freight routes
ƒƒ support the state and federal governments
to act on the Planning Study of the Brisbane
Urban Corridor (part of the National Highway)
ƒƒ seeking the designation of the Centenary
Highway, Western Freeway, Northern Link,
Inner City Bypass, Airport Link corridor as
part of the AusLink national network.
Managing freight movement in local areas addresses
potential conflicts between local residential roads and
heavy industrial transport movements. This will be
achieved through the development of:
ƒƒ Neighbourhood Plans and Local Area Transport
Plans
ƒƒ Development Approval conditions
ƒƒ special policies and guidelines such as truck
bans in some local areas, in consultation
with the community and freight industry.
These actions are directly supported by Strategic
Objective 3 - Land use outcomes and actions.
Minimising freight movement impacts on surrounding
communities will be particularly important around
major new industrial growth areas in the BrisbaneIpswich corridor and Australia Trade Coast area. The
cost efficiencies and other economic factors may
encourage the relocation of industry from inner city to
the Australia Trade Coast to:
ƒƒ minimise conflicts between industrial uses and
surrounding residents
ƒƒ manage the transition of older industrial areas
near the CBD to more appropriate land uses
ƒƒ support Brisbane City Plan 2000 in re-designating
industrial or residential uses in conflict with the
desired environmental outcomes for industrial
areas.
Council also seeks to ensure the freight hierarchy
supports freight movements from intermodal facilities
and that expansion is not compromised by conflict
with surrounding land use.
45
Brisbane City Council
Keeping road freight moving
in traffic congestion is a key
concern for the freight industry
as it delays delivery and
increases costs.
Consideration will be made for:
ƒƒ expanding facilities at Fisherman Island
ƒƒ developing intermodal freight terminals at
suitable locations, including Acacia Ridge
ƒƒ taking into account the need for new facilities
at industrial areas identified through the
planning process.
Although most freight can be moved anywhere
in Brisbane without special provisions, there is a
need to plan for moving certain kinds of freight and
specifically identify routes for:
ƒƒ dangerous goods
ƒƒ longer `B-double’ and similar large scale vehicles
ƒƒ over-dimensional and overweight goods.
To ensure future growth is adequately planned for,
Council will develop an asset management strategy
for over-mass limit vehicles.
Council will collaborate with the Queensland
Government to implement the South East
Queensland Regional Freight Strategy.
Rail freight is an essential and expanding part of
the freight network. Given the increasing demand
for capacity on the rail network, freight operations
are likely to be affected by community pressure to
minimise impacts on urban areas adjacent to freight
rail corridors. Priority for passenger transport on some
rail lines will also affect operations.
Future planning for the freight network will need
to acknowledge these pressures and work toward
balancing demand and capacity.
Strategic Objective 6
MORE CLEAN & GREEN
PERSONAL TRANSPORT
OUTCOME
Clean and green personal transport
is safe and attractive and provides a
genuine alternative to driving.
Council recognises that walking and cycling are
activities that are affordable, healthy, sustainable and
accessible for most of the community. From 2008/09
Council will implement a $100 million, four year
program to improve Active Transport Infrastructure.
The 2026 walking and cycling week day mode share
targets of 12% and 5% respectively directly support
Council’s Air Quality Strategy, Sustainable Energy and
Greenhouse Action Plan, Clean Air Campaign, Sport
and Recreation Strategy, Moving Brisbane and Future
Brisbane and the South East Queensland Regional
Plan and reflect Council and Queensland Government
investment in walking and cycling
Creating a safe and convenient pedestrian and cycle
network will require better facilities and connected
infrastructure. Brisbane has more than 10,850km
of formed and unformed footpaths and more than
760km of on and off-road bikeways.
The Walking and Cycling Plan 2005-2010 identifies
a further 265km of off-road paths and 885km of onroad bikeways required to complete Brisbane’s cycle
network (Map 10). Special emphasis will be placed on
journey-to-work opportunities.
There is great potential for increased cycling around
the CBD and inner suburbs. Council has commenced
the implementation of a bike hire scheme similar to
those in European cities.
Council’s Greenway initiative improves the walking
and cycling experience by providing shade and
safety along shared cyclist and pedestrian pathways.
Separate cyclist and pedestrian facilities will continue
to be constructed on high-use pathways such as the
Bicentennial Bikeway from Toowong to QUT. Other
initiatives include the following:
ƒƒ developing and maintaining quality paths and
crossing points
ƒƒ installation of directional signage along major
pedestrian and bicycle routes
ƒƒ enhancing on and off-road infrastructure to create
the detailed bikeway network as identified in the
Bicycle Brisbane Plan
Transport Plan for Brisbane 2008 – 2026
46
ƒƒ implementing the RiverWalk Strategy to
create a connected pedestrian and cycle
network along the Brisbane River
ƒƒ continuing to partner with Queensland Transport
and the federal government to deliver large
scale travel behaviour change projects
ƒƒ incorporating dedicated bicycle and pedestrian
facilities on any future bridge (such as the Hale
Street Link) similar to the Eleanor Schonell Bridge
from The University of Queensland to Dutton Park
ƒƒ producing citywide Brisbane Bicycle Maps
ƒƒ implement the City Centre Master Plan to
create a more pedestrian and cyclist friendly
environment throughout the CBD
ƒƒ publishing and promoting codes of behaviour for
shared facilities, access and safety information,
providing convenient access to the detailed
Bikeway Network Plan and Implementation
Strategy online
ƒƒ auditing end-of-trip pedestrian and bicycle
facilities at Council premises to establish a
minimum standard
ƒƒ improving cyclist and pedestrian access and safety
on selected road corridors and known points
of conflict
ƒƒ installing overhead lighting at known trouble spots
and innovative lighting treatments such as
reflective edge lines and solar `cats eyes’ along
cycle paths
ƒƒ implementing the Neighbourhood Shadeways
initiative to provide a better environment
for active travel on local roads
ƒƒ expanding Brisbane’s nature-based walking trail
network
ƒƒ providing appropriate infrastructure for trips
to recreational facilities and other attractions
ƒƒ partnering with the Queensland Government
and private sector to provide facilities such
as the King George Square Cycle Centre.
Council will encourage residents to walk and cycle
more often through education programs to promote
active transport. Initiatives include the following:
ƒƒ assisting with travel plans for workplaces,
schools and households to outline
sustainable options (supported by Strategic
Objective 2 – Managed Travel Demand)
ƒƒ producing Getting About corridor maps
highlighting pedestrian and cyclist routes, public
transport facilities and community facilities
ƒƒ producing an inner city bicyle map for tourists
and visitors
ƒƒ continuing to work with Queensland Transport’s
Road Safety Program to develop safer
pedestrian and cyclist routes to schools, major
centres and public transport interchanges.
Council’s Greenway initiative
will improve the walking
and cycling experience by
providing shade and safety
along shared cyclist and
pedestrian pathways.
Wherever possible, Council will ensure that
pedestrian and cyclist planning opportunities are
integrated with transport initiatives early in project
and policy development. Initiatives include the
following:
ƒƒ providing secure bike racks at major transport and
shopping modes
ƒƒ providing shared bicycle/High Occupancy
Vehicles (HOV) facilities and shared bus/
bicycle facilities on new bus/HOV projects
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Brisbane City Council
MAP 10: STRATEGIC BIKEWAY NETWORK
Transport Plan for Brisbane 2008 – 2026
48
ƒƒ dedicated bicycle and pedestrian
facilities along busway corridors
ƒƒ improving pedestrian and cyclist facilities during
the development or refurbishment of major
transport interchanges including improved maps,
bicycle parking facilities and secure enclosures
ƒƒ continuing the capital program of installing
bicycle enclosures at selected bus
interchanges and CityCat terminals
ƒƒ continuing the capital program of installing
bicycle racks at bus stops and trip generators
ƒƒ where practical, providing for cyclists
on carriageways during construction,
reconstruction, re-line marking or with new
development of Brisbane’s road network
ƒƒ continuing to integrate amenity for pedestrians
and cyclists into future road upgrades
ƒƒ coordinating with open space initiatives
such as the Open Space Strategy and
Bushland Acquisition Program to enable
the development of the Greenway network
and Neighbourhood Shadeways.
Integrating cycling and walking into the planning
process helps improve facilities and networks. This
will involve the following:
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Brisbane City Council
ƒƒ strengthening City Plan requirements for
access to large mixed use commercial and
special purpose centres and end-of-trip
facilities for new commercial developments
ƒƒ requiring contributions for cycle and
pedestrian facilities in accordance
with Local and Neighbourhood Plans
and the Bicycle Brisbane Plan
ƒƒ using the Neighbourhood Planning process
to consult with local communities on bicycle
and pedestrian improvement projects.
Supporting other transport modes that are healthy
and environmentally sustainable will also be
important.
Human-powered vehicles such as scooters, roller
blades/skates, tricycles and skateboards are already
permitted on Brisbane’s pathway system and lowerorder roads. Motor-powered personal transport
generating less than 200 watts may be used on local
streets, shared, separated and cycle-only paths by
riders over 16 years of age wearing a helmet. Council
Greenways will be wider, even-surfaced pathways
to cater for people with disabilities and for a range
of the latest technology, low-emission micro-electric
vehicles and motorised scooters, thus encouraging
their use as alternative transport modes.
TRANSPORT PLAN
IMPLEMENTATION
FUNDING THE PLAN
The Transport Plan for Brisbane 2008–2026
identifies funding needs of $67 billion over 18
years. This includes indicative capital, operating
and maintenance costs that are Council,
Queensland Government, and Federal Government
responsibilities. Table 4 shows the proposed
allocation of public sector expenditure by mode in
Brisbane.
Table 4: Government transport expenditure
by mode ($m)
Total
(2008 to
2026)
%
Average
Annual
Public transport and
cycling infrastructure
23,911
35%
1,328
Public transport
operations
8,714
13%
484
Public transport &
cycling sub-total
32,625
48%
1,812
Major roads
24,721
37%
1,373
Road maintenance
10,067
15%
559
Roads sub-total
34,788
52%
1,932
TOTAL
67,413
3,744
All figures are expressed in 2008 dollars.
Transport Plan for Brisbane 2008 – 2026
50
It should be stressed that all costings are
preliminary estimates and have not been subject
to detailed cost estimation. This update to the
Transport Plan reflects changes in construction
costs and also acknowledges that cost estimates
in the Transport Plan 2002–2016 may have been
substantially under estimated.
It is possible to fund the Transport Plan for Brisbane
2008–2026 from existing funding sources if:
There are significant environmental,
social and economic implications
if the Transport Plan for Brisbane
2008–2026 is not implemented.
ƒƒ Council and Queensland Government maintain
the very high level of annual spending on transport
that has occurred over the past four budgets
ƒƒ TransApex Projects are delivered and
financed predominantly by road tolls
Council has considered and agreed to reject
congestion charges, cordon tolling or a parking levy.
ƒƒ new infrastructure charges are factored
into Council’s revenue base.
IMPLEMENTING THE PLAN
There are significant environmental, social and
economic implications if the Transport Plan for
Brisbane 2008–2026 is not implemented. The
competing priorities for existing government funding
mean Council and the Queensland Government will
need to fund transport through new options. These
options may include:
ƒƒ partnering with the private sector
ƒƒ innovative funding solutions
ƒƒ gaining a greater share of the Federal
Government’s transport related revenue.
New funding options include the following:
ƒƒ lobbying for additional Federal Government
funding to address the deficiencies in national
highways and need for major intermodal
infrastructure
ƒƒ seeking funding for major private benefit
infrastructure from the beneficiaries
ƒƒ continuing with Private-Public Partnership
(PPP) for major road and public transport
infrastructure tied to government payment
stream and access charges for commuters
as has been applied with the NSBT
ƒƒ increasing Council’s transport funding supported
by infrastructure charges on development.
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Brisbane City Council
The Transport Plan for Brisbane 2008–2026 is a
practical policy document rather than a binding
legislative instrument. Its implementation will
be achieved through providing soundly based,
timely guidance on actions to best address future
transport problems. A successful plan relies on the
full support of public sector agencies involved in
transport delivery and the ability to demonstrate
real progress towards an improved transport system.
Implementation arrangements include the following:
ƒƒ coordination and liaison involving all levels
of government, the private sector and
community to ensure accelerated investment
places Brisbane in a position to cope
with growth, without loss of livability
ƒƒ gaining community support through ongoing
community consultation during the planning
and design phase of projects identified by
the Transport Plan for Brisbane 2008–2026
ƒƒ the monitoring of progress towards achieving
planning goals annually through a series of
indicators to measure progress and focus
on new initiatives and emerging issues.
The review will focus on the progress of the plan and
identify which actions are meeting with success and
which actions are not proving so effective. In this
way Council can focus on things that are working to
achieve objectives. It will also incorporate information
from public consultation undertaken in local planning
processes, the Your City Your Say community
response process and targeted consultation with
transport interest groups.
The progress of the Transport Plan for Brisbane
2008–2026 will be charted by identifying clear
milestones in coordination with performance
monitoring and reporting. It will be critical to
demonstrate progress in delivering a long-term
agenda.
There will be a comprehensive review of the Transport
Plan for Brisbane 2008–2026 at least every five
years using the latest available data and projections.
Council will work with the Queensland Government
to maintain up-to-date data and modelling tools to
ensure new initiatives are soundly based and effective
in achieving outcomes.
Transport Plan for Brisbane 2008 – 2026
52
GLOSSARY OF TERMS
Accessibility
The opportunity to travel to a destination within a
reasonable amount of time and with a reasonable amount of
money and effort.
Geographical Information System (GIS)
A system capable of assembling, storing, manipulating and
displaying geographically referenced information, i.e. data
identified according to their locations.
B-double vehicles
A freight term meaning a heavy truck pulling an additional
trailer.
Greenways
Continuous open space corridors enabling people to move
around Brisbane without using cars. Greenways will also
provide habitat and corridors for movement of wildlife and
enhance riverside vegetation.
Bicycle Brisbane maps
Brochures detailing on and off-road cycling routes, facilities
and safety advice.
Bottlenecks
Locations, predominantly intersections, where traffic
congestion occurs and undermines the efficiency of the
road network.
Brisbane City Plan 2000
The planning scheme for Brisbane is a statement of
Council’s intentions for the future development of the city.
Brisbane metropolitan area
Brisbane and the surrounding area extending to Caboolture
in the north, Beenleigh in the south, Ipswich to the west and
Redland Shire in the east.
Busway
A busway provides a high level of service characterised by
bus stations and dedicated right of way for buses.
Central Business District (CBD)
The zone of extensive commercial and other activity at the
centre of Brisbane.
Clearway
A continuous length of roadway along which vehicle
standing is restricted, special enforcement provisions may
apply, and which is delineated by a CLEARWAY sign at the
beginning and end of the clearway zone.
Council cab
A door-to-door book-ahead community taxi scheme. This
catchment-based service is available to residents aged
over 60, people with disabilities and pension concession or
seniors card holders.
Demand Responsive Transport (DRT)
Transport services that complement fixed-route/scheduled
public transport and are booked ahead of a desired
departure time. These services provide more affordable
anywhere-to-anywhere services for those without a car and
reduce the need for multiple car ownership.
Freight hierarchy
The classification of roads into principal, primary, secondary
or tertiary routes to manage truck movements and to reduce
the impact of heavy vehicle traffic on sensitive areas.
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Brisbane City Council
High Occupancy Vehicle (HOV)
A passenger vehicle carrying more than one occupant
(generally three or more occupants), taxis and motorbikes.
Infrastructure Charges Plan (ICP)
Outlines charges and conditions on developers towards parks
and recreation facilities, water supply, sewerage headworks,
transport infrastructure and waterways management.
Integrated ticketing
One ticket that can be used on multiple public transport
modes.
Intelligent Transport Systems (ITS)
Technology that provides the basis for advanced traffic
management systems, advanced public transport, traveller
information systems and safety systems.
Linehaul services
Radial bus services to and from Brisbane’s CBD.
Local Area Traffic Management (LATM)
Integrated traffic control devices that physically change the
road environment to reduce the incidence of speeding and
non-local through traffic in local streets.
Mobility
Reflects the community’s travel needs and behaviours.
Non-linehaul services
Community bus services that do not travel to or from
Brisbane’s CBD and instead operate in the suburbs and travel
between major centres and other suburban destinations.
Orbital road network
Part of the overall road system that allows people to travel
around, rather than through, a city centre.
Park and ride
Sites dedicated to parking facilities, ideally anchoring major
public transport services along busways or rail lines.
Primary public transport route
Linehaul public transport route providing high frequency
services to centres and key destinations. Includes all rail lines.
Public transport interchange
Major public transport stops where mode and service changes
occur and travel in different directions can be undertaken.
Quality urban corridors
Whole of corridor planning approach that integrates land
use and transport investment in high capacity corridors to
improve urban design, public transport priority, density and
mixed use outcomes.
Radial road network
Part of the overall road system that directs people to the CBD.
Real Time Advanced Priority and Information Delivery
(RAPID)
A system giving bus priority at traffic signals and real-time
bus arrival information to passengers through display
messages at bus stops and along specific routes.
RiverWalk Strategy
A Brisbane City Council initiative to develop a pedestrian
and cycle network along and near the Brisbane River central
reaches, to maximise public access to the river and connect
places of work, education, play and living while maintaining
privacy, visual attractiveness and riverside lifestyle for
adjacent residents.
Road hierarchy
The classification of roads into major and minor routes
(six classifications) to safely and efficiently manage the
movement of people and goods while maintaining the
livability of urban areas.
Screenlines
Lines drawn along natural or human made boundaries,
such as the Brisbane River and the South East Freeway,
where the number of transport crossings by road or
rail are limited and the capacity and number of people
travelling can be established.
Secondary public transport route
Typically feeder network to primary corridors and servicing
cross-town movements.
‘Smart’ depots and terminals
Depots and terminals that are technologically linked to
public transport modes, enabling real-time management of
the operations and demand-responsive scheduling.
South East Queensland (SEQ)
The geographical region comprising the local government
areas of Beaudesert, Boonah, Brisbane, Caboolture,
Caloundra, Esk, Gatton, Gold Coast, Ipswich, Kilcoy, Laidley,
Logan, Maroochy, Noosa, Pine Rivers, Redcliffe, Redland
and Toowoomba.
Sustainable transport
An environmentally sustainable transport system allows
people to access work, undertake business, recreate and
get the goods and services we need in a way that benefits
people while minimising the impact on the environment.
T2 lanes
Dedicated High Occupancy Vehicle (HOV)
public transport priority lanes that are restricted
to vehicles with two or more occupants.
T3 lanes
Dedicated High Occupancy Vehicle (HOV) public transport
priority lanes that are restricted to vehicles with three or
more occupants.
Tidal flow scheme
Generally, a dedicated lane within a road corridor providing
public transport priority. In the morning, priority is given in
the direction of peak flow of traffic. In the evening, this lane
is reversed to allow priority out in the opposite direction.
TransLink information service
An information service providing public transport users, via
the telephone and internet, with detailed information on
timetables, routes, fares, connections, special events and
other service provider information.
TransLink
Coordination and marketing body developed to integrate
public transport services, fares and ticketing throughout
South East Queensland.
Travel blending
The use of a combination of travel options to reach a
destination, or combining a number of activities into one trip.
Travel Demand Management (TDM)
The pro-active approach to reducing the growth in the
number of unnecessary car trips and using the existing
transport network to best advantage.
Travel plan
A package of measures that are aimed at improving road
safety and reducing car use when travelling to and from a
particular destination, such as school and work.
Trip
A one-way journey by an individual using one or many
transport modes.
Variable Incident Management Signs
Located along key transport corridors of Brisbane, these
real-time information signs display warning and delay
information to enable motorists to take evasive action and
choose an alternative route.
Transport Plan for Brisbane 2008 – 2026
54
notes
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Brisbane City Council
Transport Plan for Brisbane 2008 – 2026
56
Brisbane City Council
Information
GPO Box 1434
Brisbane Qld 4001
Printed on recycled paper
F2008-00190
© Brisbane City Council 2008
For more information
visit www.brisbane.qld.gov.au
or call (07) 3403 8888