A recent paper on travel in Sydney illustrates how dependent the CBD is on public transport and, in turn, how dependent public transport is on CBD commuting.
The paper analyses the journey to work in Sydney using data from the 2006 Census. It was undertaken by Blake Xu and Frank Milthorpe of the NSW Bureau of Transport Statistics.
Although the great majority of travel in Australia’s capitals is now undertaken for non-work purposes and is dominated by the car, the journey to work nevertheless remains an important travel purpose.
This is partly because it generates the largest peak in demand and partly because it is the one travel purpose where public transport’s mode share still remains relatively high.
The first chart shows that, as is the case with other capitals, public transport dominates commutes to the CBD in Sydney. It captures 75% of all journeys by Sydney CBD workers, whereas the car only gets 20%. That’s a bit higher than the other capitals but it’s an expected result.
However what might surprise is that outside the CBD, public transport’s share is quite small. Only 13% of people who work elsewhere in metropolitan Sydney use public transport to get to work, while 80% drive.
When the CBD and the rest of the metropolitan area are taken together, the mode split for commuting for all of Sydney is 22% for public transport and 71% for car. Despite its high public transport share, the CBD has a small effect on the Sydney-wide average because it only has a small proportion of all jobs in Sydney – it accounts for just 14% of total work journeys.
Public transport patronage grew strongly in Sydney in absolute terms over 1981-06, but car use grew even faster. Transit’s share of work journeys fell from 25% to 22% over the period.
These numbers tell us that public transport is extremely important for the functioning of the CBD. Delivering large numbers of workers to the Sydney CBD in peak hour simply wouldn’t be possible without it. Read the rest of this entry »
The accompanying chart, from a new paper, Are we reaching peak travel? By Adam Millard-Ball and Lee Schipper of Stanford University, shows the change in per capita distance driven over the period from 1970 to 2007/08 (before the GFC in September 2008) in eight developed countries, including Australia.
It can be seen that the rate of growth in per capita car travel has been slowing for some time in Australia and has actually declined in recent years. As we’ve gotten richer we’ve driven less.
What explains this phenomenon? As with most things, it probably doesn’t come down to one dominant explanation. It’s more likely the coincidence of a number of factors (although some will be more important than others).
Higher petrol prices are one likely explanation because they started rising at a higher rate than the CPI about 10 years ago. However as I’ve discussed here, they didn’t rise any faster than average earnings over this period. Further, the flattening in car travel preceded the very large increase in the price of petrol from 2008.
Another likely explanation is increasing traffic congestion and greater restrictions on parking. Travellers may still drive for much the same time per day on average but lower speeds mean they can’t travel as far. Higher parking charges discourage car use and encourage use of alternative modes, at least for those like CBD workers who don’t have much choice about where they work.
While the declining rate of freeway construction in many cities contributes to traffic congestion, the converse is that greater investment in public transport has made it a more attractive alternative to driving for some types of trip.
This would be the case in the CBD where public transport is most competitive against cars. The rapid (absolute) growth in jobs in many central cities over the last 15 years would have helped shift more commuters onto public transport. Growth in population in the inner city could also have contributed somewhat to this phenomenon.
Vastly cheaper air travel has virtually wiped out the long distance drive. Thanks to Tiger Airways and their kind, there is now a generation of students that haven’t experienced the dubious delights of driving the Hume Highway. An increasing proportion of people don’t drive as much for the simple reason they spend a couple of weeks each year out of the country, either holidaying or on business. Their place is taken by incoming tourists who have a higher propensity to use public transport.
Also implicated in the decline is a range of what can loosely be termed ‘demographic’ factors. Read the rest of this entry »
Many readers will have seen this now-ubiquitous chart before – it’s from Melbourne 2030 and has been republished countless times. It shows the proportion of metropolitan jobs accessible within 40 minutes travelling time from different parts of Melbourne by car and by public transport.
I’ve never been happy with this chart because its simplicity is deceptive – I don’t accept the implicit premise that public transport should be judged on the same basis as cars. I’ll come to that shortly, but first there are some technical shortcomings that need to be addressed.
One is that the chart doesn’t say how the data range intervals are determined – are they equal counts? Are they based on a ‘natural break’ in the way the data is distributed? It’s not possible to be confident that they portray the situation with either public transport or cars in as objective a way as possible.
Another shortcoming is that a mere three categories is very limiting. If you live in Sunbury (say), the chart says you can drive to between 3% and 25% of metropolitan jobs within 40 minutes. That’s an enormous range – a factor of more than eight between the lowest and highest values. It’s essentially a useless piece of information. And the maps give a misleading impression of how many Melburnians live in areas with the poorest accessibility. There are very large areas on the fringe that have a tiny population e.g. there is a 9 km wide greenbelt between Melton and Caroline Springs. Much of the outer north east is a catchment area.
Yet even with these technical flaws, there is some intriguing information. For example, the majority of the population can access no more than 2% of metropolitan jobs within 40 minutes travel by public transport. Read the rest of this entry »
In an interesting article on Crikey, Guy Rundle riffs off the Borders bankruptcy to ask if technological change will inevitably destroy local strip shopping centres:
The whole centrality of the shop is changing. It is no longer a necessary place, and so the high street no longer acts as the spatial core of a community. At some point a whole series of mainstream shops will succumb to insufficient, intermittent demand. Everyone will want to know they are there, but no-one will use them enough.
Whether Borders succumbed to poor management, competition from e-commerce, the dead hand of the parallel importing restrictions, or the fall-off in consumer spending, there’s no question that the nature of shopping is changing profoundly.
For example, I bought my first lot of ten novels from Amazon back in 1994 and have purchased many more books from various on-line retailers since. Whenever I have the option, I now download e-books to read on my e-reader in preference to hard copies.
I started home-banking in 1994 and now visit the bank maybe four times a year max (I hate being paid by cheque!). My wife and I have bought so much stuff on eBay we have Turquoise Star status. The household increasingly downloads movies via T-Box rather than hire DVDs and all our music is purchased through iTunes. We book our travel on-line and even negotiated the purchase of a car over the net.
Guy Rundle foresees that these sorts of changes will extend to the local supermarket and beyond, driven by improvements in on-line ordering and home delivery. I expect that once the public has confidence the problems with e-commerce – like affordable and secure home delivery and safe payment systems – have been overcome, many people will surely choose to use their time for higher value activities than routine consumer shopping.
Mr Rundle fears that if the boring but essential services like supermarkets are lost to the high street, then specialist stores like bookshops that rely on passing trade from ‘anchor tenants’ will also go under. He says:
The wider question, in terms of future life, is how we will sustain any form of public spatial life at all – as the last shared, necessary space dissolves
I don’t think the high street is in any imminent danger. It’s likely to change but I doubt it will die. Not all the changes will necessarily be bad. Read the rest of this entry »
The Age breathlessly headlines the Government’s proposals for the redevelopment of Fishermans Bend as Premier Ted Baillieu’s “inner city housing revolution”. Planning Minister Matthew Guy says the area will evolve as ”Australia’s first inner-city growth corridor”.
Whoa there! I think it might be time for a relaxing cup of tea and a lie down. Let’s put these claims in perspective.
According to Mr Guy, the area under consideration is 200 Ha. That’s quite a bit smaller than the 41,000 Ha expansion of the Urban Growth Boundary approved last year.
Mr Guy also says the area is going to be developed over a 20-30 year time frame. If its total capacity is the 10,000 to 15,000 dwellings estimated by the Chief Executive of the Property Council, Jennifer Cunich, that’s at most 750 additional dwellings per year on average, and as few as 333 per year.
Just to put that in context, 42,509 dwellings were approved in the metropolitan area in the 12 months ending on 30 September 2010. Ms Cunich is quoted as saying even that’s less than we need – she says there’s a shortfall of 6,000 homes per year across the State.
While the redevelopment of Fishermans Bend is important, the claim that it’s a ‘revolution’ is hyperbole.
Likewise, the Minister’s claim that Fishermans Bend will be a ‘growth area’ – a term usually used to refer to massive outer suburban release areas – is more than a trifle exaggerated. Consider that 17,000 new dwellings were approved in Melbourne’s (outer) Growth Area municipalities in the year ending September Qtr 2010.