Demographics and transport choices of new households on Melbourne’s urban fringe

The growth areas on Melbourne‘s urban fringe are expected to accommodate almost half of the city‘s 600,000 new households over the next 20 years. The growth areas often appear in the literature on transport disadvantage as areas of mortgage stress and social disadvantage, where high levels of car use and ownership are ―forced‖ by long distances and poor access to public transport.This paper finds that residents of the new housing estates in Melbourne‘s growth areas do not fit this description. Households on residential estates in four urban-fringe local government areas are profiled using data from the real-estate company Oliver Hume, and their characteristics compared to growth-area households overall. The paper then examines the car ownership and journey to work of households on these new estates, and asks whether proximity to public transport is a factor in their choice of location

Tourism planning and community consultation in metropolitan Melbourne

© 2002 Christina InbakaranThis thesis explores consultation in relation to tourism plans and tourism aspects plans. It examines the extent to which councils involve the community in plan formulation, and the main methods used for the purpose. Community consultation and participation have been investigated by a number of authors. It is a topic that originated in the 1960s and its importance has grown enormously over the years. It has now become a pre-requisite for many projects. In the area of planning, consultation and participation are terms that are used almost synonymously. In this thesis the terms consultation and participation are both used to indicate the involvement of the community. This study evaluates the actual extent of community participation, from an assessment of the approaches of councils, to the points on the Shand-Arnberg Participation Continuum that the consultation methods reach. The study has a number of revelations regarding the people involved in the consultation process, cost and time factors, and the extent to which the community is actually involved in the tourism plans that are formulated. The literature on the subject has indicated that this process has a tendency to exclude the ethnic communities, low income and other minority groups. The trend so far has been to involve the middle class and the articulate groups that dominate a community. However, major findings of this study include that consultation is neither related to the demographic characteristics of society, nor the income of councils. The findings of this research have implications for both, the councils and the general public, and the way tourism developments are planned

Differences in transport and land use in thirteen comparable Australian, American, Canadian and European cities between 1995/6 to 2005/6 and their implications for more sustainable transport

This paper summarises the findings of thirteen comparable North American, Australian and European cities in relation to a range of transport and land use-related indicators and their changes between 1995/96 and 2005/06. The trend comparison helps to highlight the influence of existing land use and transport policies in different cities and an examination of land use and transport vision documents in the thirteen cities shows where they are heading and the likely effectiveness of their policies. Overall, the data show that there have been some improvements in urban transport in terms of growth in public transport and reductions in car use in the decade considered, but there are also some negative trends. Generally the data show that whilst public transport has been holding its own or improving in many cities, much more needs to be done for it to compete better with the car. The paper will highlight some overall general recommendations in relation to urban transport and land use in order to move more consistently towards sustainable transport

Active Transport - Comparative analysis Melbourne

The State of Australian Cities (SOAC) national conferences have been held biennially since 2003 to support interdisciplinary policy-related urban research. This paper was presented at SOAC 6, held in Sydney from 26-29 November 2013. SOAC 6was the largest conference to date, with over 180 papers published in collected proceedings. All papers presented at the SOAC 2013 have been subject to a double blind refereeing process and have been reviewed by at least two referees. In particular, the review process assessed each paper in terms of its policy relevance and the contribution to the conceptual or empirical understanding of Australian cities

Income and journey to work patterns – investigations for Melbourne 1996, 2001 and 2006

There have been a number of recent studies examining journey to work patterns in Melbourne based on ABS Census statistics (VicRoads 2009, Dept of Transport 2008, Mees, Sorupia and Stone 2007). These studies analyse, in particular, mode share and travel volumes by origin and destination and are a useful primary data source that assist transport planning and other similar activities. Journeys to and from work make up about a quarter of the ~11.5m trips made by Melburnians each weekday, and are mostly made in the AM and PM peaks. They are a substantial part of the load placed on a city’s transport system, and a leading contributor to peak-hour congestion and overcrowding (about 45% of non-walking trips in the AM peak are to work1). This study compares Census journey-to-work data with income data. It provides a new addition to the research in this field by making this comparison at the Census unit record level and then, for reasons of confidentiality, presenting the results by labour force region (LFR). Results were produced for 1996, 2001 and 2006. The analysis is part of a wider joint project between the Victorian Department of Transport (DOT), the Australian Bureau of Statistics (ABS), and VicRoads called the ABS Experimental Journey to Work Income and Expenditure Tables. By providing a direct link between income and journey to work data at the unit record level, the results of this study will assist provide more depth to our understanding of the Melbourne travel market. This paper examines the relationships between origin, destination, mode of journey to work, and a worker’s income. A more detailed analysis of the Inner LFR is provided in §4: this LFR stands out from the others because of given its relatively high income levels and public transport mode share. When considering changes over time, we concentrate on the differences between the 1996 and 2006 Censuses, mentioning the 2001 statistics only if they suggest the 1996–2006 trend is much stronger in one than the other. Abstract extracteded from introduction