Climate Change Management

Plan for SEQ 2012 - 2031

Productive
CONNECTED
Prosperous
SUSTAINABLE
Climate Resilient

PHASE 3
Individual Research Report- Transport
Submission Ends: 6
th
September 2012


Transport Individual Research Report



Climate Change Management Plan for SEQ
2012 2023

Prepared by: PPL Consultants

In consultation with the South East Queensland
Regional Coordination Committee.

P.P.L Consultants 2012


The PPL Consultants name, logo, and the
vision statement are all subject to copyright
protection.

3097ENV Strategic Planning Studio
Griffith University, Gold Coast Campus

This document was written and published by
PPL Consultants in 2012, in response to the
School of Environment (3097ENV Strategic
Planning Studio) brief. The data presented at
that time was valid and PPL Consultants will not
be responsible for any misconstrued or incorrect
representations of the information contained in
this document.


Tower 1, Suite 1406
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CONSULTANCY TEAM:
Daniel Mulherin 2758181


Title Page References (clockwise from bottom left):
YHA Australia 2012
Gecko Gold Coast and Hinterland Environment Council 2011
Lamington National Park 2012
Tourism Australia 2012
CQ Compost 2012
Biosecurity Plant Health Australia 2012
Tourism Australia 2012c
Individual Research Report Transport



Contents
List of Figures .................................................................................................................................. 3
List of Abbreviations ....................................................................................................................... 3
1.0 Introduction .............................................................................................................................. 1
2.0 Transport Overview .................................................................................................................. 2
3.0 Key Transport Issues in SEQ ...................................................................................................... 3
3.1 Current Transport issues ..................................................................................................................................... 4
3.1.1 Private Vehicle dependence ........................................................................................................................ 4
3.1.2 Inefficiency ................................................................................................................................................... 4
3.1.3 Vulnerability to weather events .................................................................................................................. 5
3.2 Projected Transport issues .................................................................................................................................. 5
3.2.1 Climate Change ............................................................................................................................................ 5
3.2.2 Population Growth ....................................................................................................................................... 5
4.0 SEQ Transport Goals and objectives ......................................................................................... 6
5.0 SEQ Transport Best Practices .................................................................................................... 8
5.1 Case Study: Wildlife corridors, Banff, Canada ..................................................................................................... 8
5.1.1 Overview ...................................................................................................................................................... 8
5.1.2 Strategy ........................................................................................................................................................ 8
5.2 Case study: Shift to sustainable vehicles, Texas .................................................................................................. 9
5.2.1 Overview ...................................................................................................................................................... 9
5.2.2 Strategy ........................................................................................................................................................ 9
5.3 Case Study: Vehicle efficiency and regional road delivery challenges, Wales .................................................. 10
5.3.1 Overview .................................................................................................................................................... 10
5.3.2 Strategy ...................................................................................................................................................... 10
5.4 Case Study: Road drainage for climate change adaptation, Sweden ................................................................ 11
5.4.1 Overview .................................................................................................................................................... 11
5.4.2 Strategy ...................................................................................................................................................... 11
5.5 Case Study: Transport policy for prevention of social exclusion, Republic of Ireland....................................... 12
5.5.1 Overview .................................................................................................................................................... 12
5.5.2 Strategy ...................................................................................................................................................... 12
6.0 Conclusion ............................................................................................................................... 13
7.0 References .............................................................................................................................. 14
Appendix 1: Draft- Identified Wildlife Corridors ........................................................................... 17



Transport Individual Research Report



List of Figures
Figure 1: SEQ Location Map .......................................................................................................................... 1
Figure 2: SEQ Transport ................................................................................................................................ 2
Figure 3: Urban and rural product linkages, Rocklea Markets ..................................................................... 2
Figure 4: Urban and rural passenger linkages, Brisbane Busway ................................................................. 2
Figure 5: Light Rail, Gold Coast ..................................................................................................................... 3
Figure 6: Road Flooding, Brisbane ................................................................................................................ 3
Figure 7: Australian household GHG Emissions ............................................................................................ 4
Figure 8: Travel Time comparison 1996-2006 .............................................................................................. 4
Figure 9: SEQ Flooding 2011 ......................................................................................................................... 5
Figure 10: Projected changes in average annual climatic conditions in 2030 and 2070 (relative to 1990)
for SEQ .......................................................................................................................................................... 5
Figure 11: Brisbane Congestion .................................................................................................................... 5
Figure 12: Underpass Wildlife Corridor, Banff .............................................................................................. 8
Figure 13: Overpass Wildlife Corridor, Banff ................................................................................................ 8
Figure 14: Peterbilt Model 320 refuse (garbage) truck ................................................................................ 9
Figure 15: Peterbilt Model 836 hybrid delivery truck ................................................................................... 9
Figure 16: Wynnstay fleet, Wales ............................................................................................................... 10
Figure 17: Cab roof air deflector ................................................................................................................. 10
Figure 18: Poor roadside drainage, Sweden ............................................................................................... 11
Figure 19: Retrofitted roadside drainage .................................................................................................... 11

List of Abbreviations
ABC Australian Broadcasting Commission
CSIRO Commonwealth Scientific and Industrial Research Organisation
BOM Bureau of Meteorology
SEQ South East Queensland
SEQRP South East Queensland Regional Plan
Regional Landscape Regional Landscape and Rural Production Area
GHG Greenhouse Gases
DTMR Department of Transport and Main Roads
DIP Department of Infrastructure and Planning

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1.0 Introduction
PPL Consultants have been assigned to develop a Climate Change Management Plan 2012 2032 for the
South East Queensland (SEQ) region with regard to the Regional Landscape and Rural Production Area
(Regional Landscape). The SEQ region is located along the east coast of Queensland, covering
approximately 22,000 square kilometres and comprising eleven regional and city councils (Department
of Infrastructure and Planning (DIP) 2009) (Figure 1). This report classifies Regional Landscape is as
nonurban areas and comprises; agricultural, open space, rural and semi-rural land use. Regional
Landscapes are described by the Department of Environment and Resource Management as
...historically or culturally significant landscapes that form part of the heritage of the area... (2009, p.
28).
The purpose of this individual research report is to: establish a research frontier for the key issue area of
transport. Firstly this report identifies the current and projected issues with regard to climate change
and rapid population growth based on the environmental assessment performed in PPLs Phase 2
Background Study. This research report then determines primary goals and objectives applicable to
future sustainability and adaptation management. Lastly this report compiles case studies, research and
critical analysis to identify best practices to be considered further in the Phase 5 Strategic Framework.

Figure 1: SEQ Location Map
Source: Modified from Rubicon Investment Solutions 2012


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2.0 Transport Overview
Transport infrastructure in SEQ consists of
two major highways; one focussed on the
eastern corridor and one travelling west
through Toowoomba and Dalby (Figure 2).
Internally, highways are fed by an intricate
network of collector roads, while external
travel consists mainly of Brisbane and
Coolangatta international airports and
domestic airports in Toowoomba, Ipswich
and Maroochydore. There is limited
passenger train transport between Varsity
and Gympie and freight from selected rural
areas such as Dalby and Warwick through
Toowoomba.
Transport linkages focus mainly on social
and economic movement between the
major hubs of Brisbane, Sunshine Coast
and Gold Coast (Figure 2). These linkages
are grouped in 2 categories; people
movement (Figure 3) and product
movement (Figure 4). Existing and future
regional transport must consider this
movement to, within and from the region.
Figure 3: Urban and rural product linkages, Rocklea Markets
Source: ABC 2012
Figure 4: Urban and rural passenger linkages, Brisbane Busway
Source: Informa Australia 2011
Figure 2: SEQ Transport
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3.0 Key Transport Issues in SEQ
The major threats facing transport in SEQ are climate change and population growth as these will
magnify existing, and introduce new, issues. PPLs Phase 2 Background Study identified current and
projected issues of regional transport. Table 1 identifies current strengths and weaknesses of the
transport system as well as projected threats and opportunities. The major current and projected issues
are also discussed in sections 3.1 and 3.2 in further detail.
Table 1: SEQ Environmental Assessment for Transport


Strengths
- Existing bicycle, walking and active transport
options
- Some existing motorways, airports, ports
- Existing road and rail links between regional and
city centres
- Established SEQ Busway, Translink, Queensland
Rail partnerships
- Existing social links through business, sea change,
tree change and recreational movement
Weaknesses
- Limited funding to improve current infrastructure
- Cost of constant repair and maintenance
- Complexity of government and policy
partnerships
- Low density, lack of mixed land use
- Private vehicle dependence contributes more
noise and air pollution (GHG emissions),
congestion, inefficiency
- Urban sprawl, lack of mixed land use causing
fragmented landscape
Opportunities
- Global shift to supply TOD and land use transport
practices in response to oil prices
- Global pressures for efficient, environmentally
friendly transport technologies eg, MRT, LRT
(Figure 6), hybrid cars, nature corridors in
response to GHG emissions
- Ability to transfer knowledge and skills
globally/locally
- Global increase in acceptance of modal shifts for
reduced car dependence
- Increasing pressure to change commuter
preferences towards public transport opposed to
private vehicle
Threats
- Peak oil prices increasing cost of supplying and
maintaining transport infrastructure
- Climate Change impacting agricultural and
tourism sectors and increasing transport needs
- Increased severity and frequency of natural
weather events (Figure 6) (potentially causing
disaster segregation, disruption, transport issues
and transport infrastructure damage)
- Population growth increasing urban sprawl and
transport issues
Figure 5: Light Rail, Gold Coast
Source: Skyscraperlife 2012
Figure 6: Road Flooding, Brisbane
Source: Fox News 2011
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3.1 Current Transport issues
3.1.1 Private Vehicle dependence
In 2006; 83% of all trips made were by private
vehicles (Department of Transport and Main Roads
(DTMR) 2011). Research shows this dependence
impacts both the urban footprint and regional
landscape as it is inefficient for movement, causes
congestion, increases pollution and fragments the
landscape (Khan et al 2007; Woodcock et al 2007;
Woodcock et al 2009)(Figure 7). Research also
recommends policy approaches to shorten
commuter travel, manage land uses and encourage
active travel modes (Dulal, Brodnig, & Onoriose-
Green, 2011; Cervero & Kockelman,1997;
Messenger & Ewing, 1996); however in the regional
landscape these approaches are far less effective
(De Vos et al 2012).
3.1.2 Inefficiency
There is inefficiency in travel times and energy use
in SEQ travel behaviour and networks. Inefficiency is
a result of congestion, outdated transport modes,
management issues and private vehicle dependence.
The 2009 Travel Time Survey of SEQ showed 65% of
car routes recorded decreased speeds compared to
2008 (DTMR 2010) and between 1996 and 2006
travel time increased substantially in some regional
areas (Figure 8). Energy efficiency of private
vehicles is poor with fuel consumption and
Greenhouse Gas (GHG) emissions increasing by up
to 30% in stop/start traffic (RACQ 2011).
There is a lack of interstate rail or mass product
transport options in SEQ further magnifying energy
and travel time inefficiency for regional transport.
Passenger travel to regional landscape destinations
typically start in congested areas; and freight
movement from the regional landscape has
congested areas, such as Brisbane and the Gold
Coast, as a destination or drop off point.
Figure 7: Australian household GHG Emissions
Source ibuyeco 2011
Figure 8: Travel Time comparison 1996-2006
Source: Geoimage 2010
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3.1.3 Vulnerability to weather events
Extreme weather events such as storms and floods
(Figure 9) cause major issues to transportation and
connectivity of regional areas with road closures,
rail closures, loss in productivity, loss in demand
and repairs. Regional transport is most susceptible
to weather events through the agriculture and
tourism sectors which heavily impacts demand.
Decreases and increases in the regional landscapes
production and popularity as a tourism destination
has repercussions within the transport sector.
3.2 Projected Transport issues
3.2.1 Climate Change
SEQ is highly susceptible to many effects of climate
change such as sea level rise, loss of biodiversity,
water security and severity and frequency of
extreme weather events (Intergovernmental Panel
on Climate Change 2007)(Figure 10). These are
major issues for the production, safety and viability
of SEQs regional landscape. In particular these
impacts will be felt in the transport sector through
both production and destination areas. Current
issues of inefficiency and susceptibility to weather
events will be magnified by climate change. Severe
weather and floods will potentially isolate the
regional landscape if vulnerability is not mitigated.
3.2.2 Population Growth
Population forecasting estimates a 50.5% increase
in SEQ region by 2031, to a total of 4.59 million
people (Queensland Treasury 2011) requiring
drastic changes to accommodate increased
movement of people and products to, within, and
from, the region. This population growth has the
potential to magnify existing transport issues of
energy and travel time inefficiency as well as private
vehicle dependence (Figure 11). The projected
population will also put additional pressures on
transport during emergency relief.
Figure 9: SEQ Flooding 2011
Source: The Weekly Times 2012
Figure 10: Projected changes in average annual climatic
conditions in 2030 and 2070 (relative to 1990) for SEQ
Source: CSIRO and BOM, 2007
Figure 11: Brisbane Congestion
Source: Courier Mail 2012
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4.0 SEQ Transport Goals and objectives
The SEQ Regional Plan (DIP 2009) and partner document Connecting SEQ (DTMR 2011) identify good
goals for current regional and rural transport issues with considerations of integration, efficiency,
investment and land-use management (DTMR 2011). In response to projected issues of climate change
and population growth however; The Phase 2 Background Study noted that current principles (goals)
and policies (objectives) are insufficient both in scope and implementation.
This report states the vision for SEQ Regional Transport and formulates goals and objectives with
consideration of the impacts of climate change and population growth.
VISION FOR SEQ REGIONAL TRANSPORT
A sustainable transport system and options that are climate change resilient and meet future demands
of population growth. Transport promotes efficient movement for people and products to, within, and
from the region which enhances SEQs position as a major national and international freight, tourism
and production centre.

Goal 1
Promote sustainable transport.
Objectives
1.1-Reduce regional landscape
fragmentation
1.2-Identify locations of environmental
significance along major roads by 2018 to
be preserved by 2032.
1.3-Reduce GHG emissions by 25% (from
1999 levels) by 2032
1.4-Reduce private vehicle dependence by
25% from 83% to 57% by 2032
1.5-Invest in environmentally friendly
transport technology.
Strategies..
Wildlife corridors*...
Land use management
Subsidise public transport.
Increase vehicle tax
Congestion tax..
Modal shift to sustainable vehicles*.
Source sustainable energy for rail
Regulations on vehicle efficiency.
Community information campaigns..
(Objectives)
1.1, 1.2, 1.5
1.1, 1.2
1.3, 1.4
1.3, 1.4
1.3, 1.4
1.3, 1.5
1.3, 1.5
1.3, 1.5
1.2, 1.4

Goal 2
Increase the resilience of transport infrastructure to climate change.
Objectives
2.1-Improve disaster management plans for
flood drought and severe weather
emergencies (evaluate every 5 years)
2.2-Build transport infrastructure resilient to
1 in 500 year floods.
2.3-Incorporate initial sea level rise of 1.5m
into transport construction from 2016
(evaluated biannually)
Strategies.
Map flood relief paths
Relocate transport corridors..
Identify/repair vulnerable roads...
Improve drainage*...
Increase thickness of road surface
Land use management..
Wildlife corridors*.
Vegetation buffers...
(Objectives)
2.1, 2.2
2.1, 2.2, 2.3
2.1, 2.2, 2.3
2.2, 2.3
2.2, 2.3
2.1, 2.2, 2.3
2.2, 2.3
2.2, 2.3

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Goal 3
Improve efficiency of people movement and accommodate population growth
Objectives
3.1-Upgrade rail networks to allow connection
with Sydney and Melbourne for passenger
movement
3.2-Improve multi modal interstate linkages
by 2032.
3.3-Improve tourism linkages and regional
destination transport services
3.4-Integrate regional community
consultation
Strategies.
Bullet trains
National spatial strategy..
Coordinate transport network
Government level coordination*..
Mass Rapid Transit
Scenic/tourism routes
Regional access strategy..
Rural Bus service
Community information campaigns.
(Objectives)
3.1
3.1, 3.2
3.2, 3.3, 3.4
3.1, 3.2, 3.4
3.1, 3.2, 3.3
3.3
3.3, 3.4
3.4
3.4










Goal 4
Increase efficiency of product movement and accommodate growth of agriculture sector
Objectives
4.1-Invest in Western and Southern corridor
rail services
4.2-Limit impacts of freight services
4.3-Coordinate services to and from
production areas
4.4-Upgrade rail networks to accommodate
additional freight capacity
Strategies
Regulate multi-modal freight..
Incentives for energy efficiency...
Mass transit options..
Land use management...
Source sustainable energy for rail...
Regulations on vehicle efficiency....

(Objectives)
4.2, 4.3, 4.4
4.2
4.1,4.4
4.1, 4.2, 4.3
4.1, 4.2
4.2, 4.4

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5.0 SEQ Transport Best Practices

5.1 Case Study: Wildlife corridors, Banff, Canada
5.1.1 Overview
Since the 1970s animal collisions and habitat fragmentation as a result of the Trans-Canada Highway has
been a major issue for Parks Canada. Increased traffic through the 1980s prompted action to reduce
incidents and impacts of the highway (McGuire 2011). Of particular concern were collisions between
large mammals and vehicles which endangered both the animals and the safety of travellers on the road
(Parks Canada 2012).
5.1.2 Strategy
The strategy for alleviating this issue was the installation of a 2.4m fence around the 2 lane highway
(which stopped large mammals and other wildlife from entering the highway) as well as wildlife corridor
underpasses for safe wildlife movement (Figure 12). Due to population growth in the 1990s the highway
was then upgraded to 4 lanes and additional wildlife corridors added consisting of both under and
overpasses (Figure 13). In 1996 a monitoring and research program was implemented to monitor and
evaluate the impact of the highway and wildlife corridors. Parks Canada contributed $1m to this
research initiative which provided information currently applied to 18 additional corridors being built in
Banff National Park (Parks Canada 2012).
Wildlife corridors are a good way of alleviating issues of fragmentation and negative externalities of
habitat destruction and environmental impact due to road and railways. Since 1996 monitoring of 37
corridors has shown over 200,000 uses of the corridors for safe movement of animals around the
highway. There have also been notable reductions in crashes although these gains are difficult to gauge
in monetary values for the region the benefits of this approach are prevalent (Parks Canada 2012).







In SEQ there are many important environmental corridors and linkages which must be maintained and
preserved and wildlife corridors provide an aesthetic and effective solution to this challenge.
Identified linkages are shown in Appendix 1
Figure 12: Underpass Wildlife Corridor, Banff
Source: Designer Observer 2011
Figure 13: Overpass Wildlife Corridor, Banff
Source: Initial Public Offering 2009
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5.2 Case study: Shift to sustainable vehicles, Texas
5.2.1 Overview
Texas faces high population increases as well as rising oil prices and declining air quality. As a result
research is being undertaken into cleaner transportation and reduced impact of freight movement. This
is a region strongly dependent on road networks and hybrid technology seems to fill a niche for goods
distribution with reduced environmental and social impact (Anderson & Harrison 2011). A hybrid truck
cost benefit analysis was undertaken to determine the viability of a shift to more sustainable vehicles
5.2.2 Strategy
3 types of hybrid trucks were evaluated two delivery trucks and one garbage truck in urban, suburban
and regional settings. Cost and benefit analysis considered current and projected fuel prices, estimated
mileage, fuel efficiency as well as benefits to society through reduced emissions. This study considered
different monetary values of government incentives and business partnerships to determine the rates
and viability of adopting hybrid technology (Anderson & Harrison 2011).
Only the garbage truck system payed for itself within 7 years; however, this same system did not pay for
itself in a regional setting, even over 10 years, unless there were high increases in fuel prices (Anderson
& Harrison 2011).
Government incentives made one of the delivery trucks a viable option; though this required a large
monetary gain of US$32000 and high fuel price increases. These incentives were also vital to the
adoption of hybrid technology with very low adoption rates in circumstances with no government
incentives (Anderson & Harrison 2011).








In SEQ this push to hybrid technology could be a viable option; however, involves the balance of
government incentives, high fuel prices, technology advancements and company acceptance for
successful adoption. This strategy would also heavily rely on a road system which faces issues of
climate change vulnerability, inefficiency and growing demands of population growth.
Figure 15: Peterbilt Model 836 hybrid delivery truck
Source Anderson & Harris 2011
Figure 14: Peterbilt Model 320 refuse (garbage) truck
Source Anderson & Harris 2011
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5.3 Case Study: Vehicle efficiency and regional road delivery challenges, Wales
5.3.1 Overview
Wynnstay Feeds supplies nutrition products for livestock in Wales and distributes 200,000 tonnes of
compound feed from 6 locations and operates its own fleet of 47 vehicles and 37 trailers (Figure 16).
Several issues face the efficiency of regional deliveries; size of vehicles, restrictions of access, timed
deliveries, weather, fuel consumption, steep grades, narrow roads and empty return of trucks. (Welsh
Assembly Government 2011).
5.3.2 Strategy
Wynnstay implemented the following efficiency improvement measures for its fleet. The main approach
is altering vehicles and trailer specifications and operations to make them particular to the purpose of
individual trips. These included
Installing air deflectors- improving fuel efficiency by 2.4%, saving Wynnstay 26,215 per annum
Installing alloy wheels- increases payload weight an estimated 120 tonnes per vehicle per year
Vehicle sizes are dictated by farm entrances and buildings
Vehicles have the ability to carry multiple separate orders
Fitting automated gearboxes
Back loading to utilises empty trucks upon return trips
Night and evening deliveries
Night loading (Welsh Assembly Government 2011)
All of the practices implemented increased efficiency and it was found that 85% of fuel savings from
aerodynamics was from simply installing cab roof deflectors (Welsh Assembly Government 2011) (Figure
17). This case study represents the simple changes that can be made to existing vehicles to drastically
improve efficiency.






In SEQ this approach could be introduced; however, this would rely on either policies making these
modifications statutory; taxing non compliant vehicles or providing incentives for these practices to
be adopted.
Figure 17: Wynnstay fleet, Wales
Source: Martin Pritchard 2011
Figure 16: Cab roof air deflector
Source: Isuzu 2012
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5.4 Case Study: Road drainage for climate change adaptation, Sweden
5.4.1 Overview
Roads in Sweden are frequently damaged by climatic conditions, particularly heavy rain in most cases
corresponding to 100-150 year flows (Kalantari & Folkeson 2011). Between 1994 and 2001, there were
200 damage and restoration incidents on Swedish State roads as a result of weather events and 75%
were from high velocity and high water level damage (flooding) (Vagverket in Kalantari & Folkeson 2011).
This case study analyses
5.4.2 Strategy
The process undertaken in Sweden to drainage adaptation measures is heavily reliant on site specific
characteristics, soil composition etc (Roadex 2012). As a result Sweden approaches to improving
drainage were grouped in 2 categories
Institutional adaptation
Incentives and awareness of climate
change impacts on drainage systems for
transport administrators and stakeholders
Adaptation measures included in existing
funding programs of transportation
Current road drainage system evaluation
and action plan development
Technical adaptation
Road construction adapted to climate
change predictions
Calculation of extreme flows and intensive
rain events
Addition and retrofitting to increase
discharge capacity
increase drainage structure dimensions
Levels of implementation in each task are based on a 3 step decision process Sweden now adopts for
future drainage adaptation projects (Roadex 2012).
1. Risk mapping of roads vulnerable to high water flows
2. GIS based methodology for presenting maps of sensitive spots on roads and scaling quality
3. Systematic work and adaptation based on location specific characteristics




































In SEQ drainage through vulnerable areas could alleviate climate change impacts such as severe
weather events and flooding. Methods must consider the 3 step process as well as institutional and
technical adaptation measures.
Figure 19: Retrofitted roadside drainage
Source: Roadex 2012
Figure 18: Poor roadside drainage, Sweden
Source: Roadex 2012
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5.5 Case Study: Transport policy for prevention of social exclusion, Republic of Ireland
5.5.1 Overview
Social exclusion is an area that transport policy of Republic of Ireland aims to alleviate. This case study
addresses the different frameworks being implemented, in particular transport policies that aim to
provide connectivity and opportunities for regional areas.
5.5.2 Strategy
This case study identifies a lack of integration between government levels and transport policies causes
social equity issues (McDonagh 2006) and develops 9 best practice recommendations to address these.
The policies linking transport and regional development in Ireland are essentially those of:
The National Development Plan 20002006 (Department of Finance, 1999) allocating expenditure on
transport infrastructure (including regional roads).
A Strategy for Rural Development in IrelandWhite Paper on Rural Development (Department of
Agriculture and Food, 1999) which provides for balanced regional development and investment in
services and infrastructure.
The National Spatial Strategy (NSS) 20022020 (Department of Environment and Local Government, 2002)
which examines wider settlement and transport issues
The Rural Transport Initiative (RTI) which provides funding for community-led regional transport projects
(McDonagh 2006)
These policies aim to address the impacts of all proposals on regional communities and maintain
viability, quality of life and development between regions. There is a notable lack of integration between
policies, government levels and contrasting approaches. This is a failed attempt at policy management
of transport in a regional landscape however provides 9 important best practice recommendations*.
1. There must be a multi-faceted approach that is area based and has community support.
2. There is a need for integration between government departments and policies.
3. A National Spatial Strategy presents opportunities to improve access, mobility and linkages within and
between regions.
4. There is an increased role for Community Transport Initiatives that are backed by Government funding,
support and training.
5. Communities require practical solutions and innovative approaches not broad policy guidelines.
6. There is a strong need for partnerships and communication between government and regional dwellers.
There was a noted issue of imposing solutions without consideration of needs and input of regional
dwellers themselves.
7. Building more roads, while useful for alleviating some issues, is not a cure all for regional transport issues.
8. Transport networks require constant revision as linkages between regional areas vary
9. Government policy should subsidise public transport routes that are not commercially viable; as these are
often the routes with isolated, small populations which would benefit from services.
(*McDonagh 2006)
In SEQ policy development incorporating these 9 recommendations could alleviate social imbalances
in the transport sector as well as meet demands of population growth. These provide a
comprehensive approach which should be adopted across a range of policy implementation.
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6.0 Conclusion
This Phase 3 Individual Research Report has been prepared in accordance with the requirements of the
Phase 3 brief. This report establishes a research frontier by analysing current transport issues as well as
assessing future concerns of climate change and rapid population growth. In response, principal goals
and objectives applicable to future sustainability and adaptable management have been assembled,
under an overarching Vision For SEQ Regional Transport.
A list of primary strategies was compiled identifying possible actions for SEQ. These drew direct
correlation to the goals and objectives proposed. Lastly 5 case studies were critically analysed which
represented evaluations and implementations of international best practices.
In phases 4 and 5 PPL Consultants will finalise the strategies for implementation under the Climate
Change Management Plan 2012 2032. This will provide SEQ with a comprehensive strategy for
developing a prosperous, productive, sustainable, climate resilient and connected region.

VISION FOR SEQ REGIONAL TRANSPORT
A sustainable transport system and options that are climate change resilient and meet future demands
of population growth. Transport promotes efficient movement for people and products to, within, and
from the region which enhances SEQs position as a major national and international freight, tourism
and production centre.

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7.0 References
ABC 2012, Urban and rural product linkages, Rocklea Markets, Image (online), Available:
http://www.abc.net.au/news/2011-01-17/trucks-get-loaded-with-produce-at-brisbane-
markets/1908496> (5 September 2012).
Anderson, G., & Harrison, R. 2011, Hybrid Distribution Trucks: Costs and Benefits, University of Texas,
Austin.
Anderson, G., & Harrison, R. 2011, Peterbilt Model 320 hybrid refuse (garbage) truck, Image, Hybrid
Distribution Trucks: Costs and Benefits, University of Texas, Austin.
Anderson, G., & Harrison, R. 2011, Peterbilt Model 836 hybrid delivery truck, Image, Hybrid Distribution
Trucks: Costs and Benefits, University of Texas, Austin.
Cervero, R., & Kockelman, K. 1997. Travel demand and the 3Ds: density, diversity, and design,
Transportation Research, Vol 2, pp. 199-219.
Courier Mail 2012, Brisbane Congestion, Image (online), Available:
<http://www.couriermail.com.au/news/queensland/brisbane-traffic-congestion-tax-slammed-
by-campbell-newman/story-e6freoof-1225787698565> (20 August 2012).
CSIRO & BOM (Bureau of Meteorology) 2007. Climate change in Australia: technical report 2007. CSIRO
Marine and Atmospheric Research and the Bureau of Meteorology, Aspendale and Melbourne.
De Vos, J., Derudder, B., Van Acker, V., & Witlox, F. 2012. Reducing car use: changing attitudes or
relocating? The influence of residential dissonance on travel behaviour, Journal of Transport
Geography, Ghent University, Belgium, Vol 22, pp. 19.
Department of Environment and Resource Management 2009, South East Queensland Natural Resource
Management Plan 20092031, The State of Queensland, Brisbane.
Department of Infrastructure and Planning (DIP) 2009, South East Queensland Regional Plan 20092031,
The State of Queensland, Brisbane.
Department of Main Roads and Transport (DTMR) 2010, 2009 Travel Time Survey, The State of
Queensland, Brisbane.
Department of Transport and Main Roads (DTMR) 2011, Connecting SEQ 2031 An Integrated Regional
Transport Plan for South East Queensland, The State of Queensland, Brisbane.
Design Observer 2011, Underpass Wildlife Corridor, Banff, Image (online), Available:
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Appendix 1: Draft- Identified Wildlife Corridors
Source: National Wildlife Corridors Plan Advisory Group 2012
(online) Available: http://www.environment.gov.au/biodiversity/wildlife-corridors/publications/pubs/draft-
wildlife-corridors-plan.pdf
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Climate Change Management Plan
for SEQ 2012 - 2032

Prepared by