I came across this report written about Canberra’s Planning history, and I thought that it would be helpful in getting a clearer idea about what Canberra is lacking in regards to its transport system.
The problem analysis states that Canberra’s Urban Planning History and low levels of density are resulting in high CO2 emissions per capita from passenger motor vehicle use, and growing
rates of congestion. Another problem is that because Canberra is a car-based city, there is a very low use of public transport compared to other Australian capital cities.
Internationally, Canberra is recognised for its planning heritage. It has tried to plan ahead to meet changing social needs of the future.
An important point that I found in this article was that Walter Burley-Griffen’s design included the provision of trams operating in Canberra’s suburbs and central area. These provisions started fading, however when the city began to be constructed in an era where cars had become the predominant form of transport. In the 1960s and 70s, the Y-Plan established inter-town public
transport corridors - The Y-Plan was predicated on a system of main roads and peripheral parkways for traffic movement, with corridors reserved for future rapid public transport along the spines of the urban form. The aim of the plan was that people would work near where they live, and have safe, convenient and quick access to make the city more productive.
Canberra’s planning over the years has continued to recognise the role of these corridors to support an effective public transport system, however, development patterns and trends have not only failed to reinforce the role of the transport corridors for the provision of effective public transport, but appropriated the corridors primarily for travel by private motor vehicles. And as a result, Canberra remains dependant on cars.
This makes it very clear that one large flaw in the city’s current planning system is that it lacks a rapid transport system.
The only public transport system that exists in Canberra, is a road-based bus network.
Due to Canberra’s urban form, the current bus network is designed around service coverage,
such as public transport routes within 400 metres of 90 per cent of residents.
The bus system travel times take more than twice the travel time for a private vehicle.
Another problem is that, for the most part, the city also shares the roads with private vehicles, which also contributes to slower travel times.
Canberra has low population densities dispersed over a large area. The low density city form makes it difficult and expensive for the public transport system to serve a wide range of needs. Effectively, Canberra has a high per capita public transport service that is spread thinly over a large area thereby contributing to low frequency of services and high costs across many routes.
As a result of Canberra’s low density planning, the city still affords it the scope for successful adaptation. For Canberra to become a more sustainable city, people need to have the opportunity to choose a more sustainable lifestyle, which can be promoted by less reliance on private motor vehicles. The implementation of light rail would allow for land use planning to move closer to the original intentions of the National Capital Plan. This approach could allow for more mixed use land development around transit corridors and town centres/employment nodes, and an increase in residential density without compromising amenity and accessibility. It would facilitate the creation of a city where people can reduce their carbon footprint and reap the improved lifestyle benefits.
In order to try and remedy the problem, the report proposes Integrating Land Use and Transport Planning. Canberra needs to become more compact. The key steps put forward to achieve this were intensifying development within the current urban area. It is this second strategy that offers the capital the greatest benefit in meeting the challenges:
- from better affordability for the government in service provision, and for Canberrans who could take advantage of better housing choice located closer to affordable transport
- from climate change in being able to reduce the high mean trip lengths that Canberrans travel between work, home and recreation
The road based system needs to be supplemented by effective rapid public transport to support this urban intensification. Intensification particularly along transit routes greatly increases transport accessibility, as more people live within walking or cycling distance of a light rail station. Other land use benefits of a light rail system supported by urban intensification along transit routes would include:
- The ACT’s unique leasehold system – which unlike any other part of Australia would facilitate land value capture along the rapid transit corridors
- Social element - social inclusion through better transport accessibility and urban consolidation.
More information and statistics are available in the article itself, but I have summarised key points which are useful to my investigation and design. After reding this report, it is clear to me that a light rail system combined with integrated transport and land use planning would represent significant progress in achieving social, economic and environmental goals in line with the Canberra Plan. The rail system would be an efficient method of transport that can be implemented above ground in high density areas, and on ground level in areas where more space is available.
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