caitr presentation
TRANSCRIPT
The Spatial Distribution of Travel to Work by
Sustainable Transport Modes in Australian Cities
George Karanfilovski – ACT Government/Unimelb Alumni
Dr John Stone – University of Melbourne
Agenda
1. Author
2. Supervisor
3. Introduction
4. Methodology
5. Analysis
6. Conclusion
7. Questions
Author
• Goce (George) Karanfilovski is a 2013 Urban Planning graduate from the Faculty of Architecture, Building and Planning at the University of Melbourne.
• George has undertaken a range of planning, transport and research roles with the: – Department of Planning and Community Development, – Department of Infrastructure and Regional Development for the
Australian Federal Government; – City of Greater Dandenong.
• George’s major research interests centre on the relationship between people, transport systems and the built environment.
• George will be shortly commencing a year-long graduate program with the ACT Government based out in the Environment and Planning Directorate in Canberra.
Supervisor
• John Stone is a Lecturer in the Urban Planning Program in the Faculty of Architecture, Building and Planning at the University of Melbourne and a Research Fellow at the Swinburne Institute for Social Research.
• His research explores the political, institutional and technical factors that support change to more sustainable urban transport.
Introduction
Background and context
Transport problems are a significant cause of discontent for Australian cities…
• Social, environmental and economics costs (Mees & Groenhart, 2012).
• Increasing community pressure for provision for sustainable transport (ITLS, 2013).
• Infrastructure first approach not working (Mees & Groenhart, 2012).
Background and context (cont.)
Therefore its important to monitor and analyse the latest trends in transport travel behaviour:
• This will help policy decision makers to understand the impacts of current policies;
• Help to guide future planning for infrastructure and services; and
• Compliments research already out there.
An example of analysing transport behaviour is through the JTW data from the ABS Census.
Research aim
To investigate the performance and spatial distribution of the principal sustainable modes of transport in Australia’s capital cities.
The spatial distribution of these trips is analysed through Destination-Zone data including the Central Business District (CBD), adjacent inner-city locations (the CBD ‘Frame’ where applicable) and dispersed suburban locations across the wider SD.
Hypothesis
The modal share growth in sustainable transport was driven, in part, by a disproportionate concentration of new jobs in the Inner Ring of Statistical Local Area’s (SLA’s) for which these sustainable modes offer attractive travel alternatives to private transport i.e. fixed rail lines.
Previous research
• An analysis of 2001 and 2006 Census JTW data by Stone and Mees (2011) found that the concentration of new employment in inner-city locations was less intense than expected.
• This analysis also found that the proportion of work trips by public transport to destinations in the inner zones fell slightly between 2001 and 2006 in all cities except Sydney and Canberra.
Methodology
Research design
• Use ABS TableBuilderPro for 2006 + 2011 ABS Census
• Use 2001 Census data from Stone + Mees (2011) research
• Will re-analyse the Stone and Mees(2011) research through the use of 3 Destination Zones – CBD (1)– CBD ‘Frame’ (2)*– Remainder of the SD
(3) *Only for Sydney, Melbourne, Brisbane and Perth
Will use SD rather than the new GCCSA boundaries
Scope and area of research
Data collection and analysis
Australian Bureau of Statistics• Counting Employed Persons, Place of Work database
– Method of Travel to Work (JTW)– Employment
TableBuilder Pro• Ability to:
– Create custom regions– Include and exclude data
Limitations
• ABS data reliability• Difference between 2001 ABS Basic Community Profile data and
2006 + 2011 TableBuilder Pro datasets
Analysis
Sydney
0
20
40
60
80
Sydney SD
Sydney SD 2001 Sydney SD 2006 Sydney SD 2011
0
20
40
60
80
Sydney CBD
Sydney CBD 2001 Sydney CBD 2006 Sydney CBD 2011
0
20
40
60
Sydney CBD Frame
Sydney CBD Frame 2001 Sydney CBD Frame 2006 Sydney CBD Frame 2011
0
20
40
60
80
100
Remainder Sydney SD
Remainder Sydney SD 2001 Remainder Sydney SD 2006 Remainder Sydney SD 2011
Melbourne
0
20
40
60
80
100
Melbourne SD
Melbourne SD 2001 Melbourne SD 2006 Melbourne SD 2011
0
20
40
60
80
Melbourne CBD
Melbourne CBD 2001 Melbourne CBD 2006 Melbourne CBD 2011
0
20
40
60
80
Melbourne CBD Frame
Melbourne CBD Frame 2001 Melbourne CBD Frame 2006
Melbourne CBD Frame 2011
0
20
40
60
80
100
Remainder Melbourne SD
Remainder Melbourne SD 2001 Remainder Melbourne SD 2006
Remainder Melbourne SD 2011
Brisbane
0
20
40
60
80
100
Brisbane SD
Brisbane SD 2001 Brisbane SD 2006 Brisbane SD 2011
0
20
40
60
80
Brisbane CBD
Brisbane CBD 2001 Brisbane CBD 2006 Brisbane CBD 2011
0
20
40
60
80
Brisbane CBD Frame
Brisbane CBD Frame 2001 Brisbane CBD Frame 2006 Brisbane CBD Frame 2011
0
20
40
60
80
100
Remainder Brisbane SD
Remainder Brisbane SD 2001 Remainder Brisbane SD 2006 Remainder Brisbane SD 2011
Perth
0
20
40
60
80
100
Perth SD
Perth SD 2001 Perth SD 2006 Perth SD 2011
0
20
40
60
80
Perth CBD
Perth CBD 2001 Perth CBD 2006 Perth CBD 2011
0
20
40
60
80
Perth CBD Frame
Perth CBD Frame 2001 Perth CBD Frame 2006 Perth CBD Frame 2011
0
20
40
60
80
100
Remainder Perth SD
Remainder Perth SD 2001 Remainder Perth SD 2006 Remainder Perth SD 2011
Adelaide
0
20
40
60
80
100
Adelaide SD
Adelaide SD 2001 Adelaide SD 2006 Adelaide SD 2011
0
20
40
60
80
Adelaide CBD
Adelaide CBD 2001 Adelaide CBD 2006 Adelaide CBD 2011
0
20
40
60
80
100
Remainder Adelaide SD
Remainder Adelaide SD 2001 Remainder Adelaide SD 2006 Remainder Adelaide SD 2011
Canberra
0
20
40
60
80
100
Canberra SD
Canberra SD 2001 Canberra SD 2006 Canberra SD 2011
0
20
40
60
80
100
Canberra CBD
Canberra CBD 2001 Canberra CBD 2006 Canberra CBD 2011
0
20
40
60
80
100
Remainder Canberra SD
Remainder Canberra SD 2001 Remainder Canberra SD 2006 Remainder Canberra SD 2011
Hobart
0
20
40
60
80
100
Hobart SD
Hobart SD 2001 Hobart SD 2006 Hobart SD 2011
0
20
40
60
80
Hobart CBD
Hobart CBD 2001 Hobart CBD 2006 Hobart CBD 2011
0
20
40
60
80
100
Remainder Hobart SD
Remainder Hobart SD 2001 Remainder Hobart SD 2006 Remainder Hobart SD 2011
Conclusion
Overall trends
• The share of work trips to the CBD and CBD ‘Frame’ has increased for each of the capital cities analysed between 2006 and 2011, excluding the CBB ‘Frames’ of Brisbane and Perth;
• The majority of this growth was attributed to public transport, with private car trips to the inner city areas decreasing; and
• The majority of JTW trips beyond the inner city areas was still undertaken by private transport, with minor increases and major declines in cycling and walking rates.
What should be done?
To tackle these unsustainable transport patterns, there are a range of recommendations and a suite of policies that should be considered to improve the efficiency and effectiveness of public and active transport operations for Australia’s capital cities...
Suburban employment clusters
Suburban employment clusters that are supported by a safe, reliable and efficient Public and Active Transport network, including but not limited to:
• increased service provision;
• appropriate railway and bus stop designs;
• appropriate cycling and walking infrastructure; and
• embracing Intelligent Transport Systems (ITS).
Principles for transport in urban life
Adopting the Institute for Transportation and Development Policy’s eight Principles for Transport in Urban Life
Principle
Walk Develop neighbourhoods that promote walking
Cycle Prioritize cycle networks
Connect Create dense networks of streets and paths
Transport Support high quality public transport
Mix Plan for mixed use
Densify Match density and transit capacity
Compact Create compact regions with short commutes
Shift Increase mobility by regulating parking and road use
Public transport network planning
Gustav Nielsen’s Public Transport Network Planning Principles through direct network structures and convenient transfers, including:
1. Simple and direct network structures;
2. Plan a hierarchy of lines into a network;
3. Plan for speed, consistency and reliability;
4. Coordinate convenient transfers; and
5. Provide clear, ubiquitous and consistent information and marking.
Car disincentive measures
Car disincentive measures, including a reduction in speed zones, parking supply and subsides, along with congestion pricing measures.
