Many residents have reported feeling unsafe crossing Dornoch Terrace, and complain that heavy vehicles are using it as a shortcut to access Montague Road.

Council will be going out to public consultation with a concept plan proposing a range of changes to the corridor. This includes a shared zone and zebra crossings at the intersection with Hardgrave Rd and Ganges St. BCC hasn't published the concept design yet, but I will update this page to include the relevant images when that happens.

The main goals of the project are to:
- Slow down all road users
- Discourage through-traffic (particularly heavy vehicles) from using the corridor
- Improve safety and connectivity for pedestrians and cyclists
- Improve visibility for cars turning in and out of side-streets and driveways

I’ll be holding a public meeting about the future of Dornoch Terrace from 3:30 to 5:30pm on Saturday, 14 September at St Francis Church Hall, 47 Dornoch Terrace. 

Please spread the word and invite anyone who’s interested.

A key focus of the meeting will be to discuss our vision for the corridor and how we balance different needs and purposes of this key connector. Dornoch Terrace serves a range of different purposes that we need to rank and prioritise in order to decide how best to redesign it...

- a connector for people travelling locally within Highgate Hill for short journeys under 2km (a local link)
- a connector for people travelling to or from this part of Highgate Hill to other parts of the Kurilpa Peninsula, with journeys of 2km to 4km
- a connector for freight/goods being transported to or from this part of Highgate Hill to other parts of the Kurilpa Peninsula
- a connector for people travelling through Highgate Hill to access Montague Rd and other parts of West End, or from West End to other parts of Brisbane (a commuter through-corridor)
- a connector for freight/goods being transported through Highgate Hill (a freight through-corridor)
- a bus corridor
- a popular cycling route for recreational cyclists
- a public space where neighbours can meet and connect
- a destination in its own right, including for businesses, churches, community hubs, parks and residences
- a wildlife corridor

All of these different kinds of roles need to be balanced carefully. My view is that right now, too much emphasis is placed on Dornoch Terrace's role as a transport through-corridor for commuters and goods, to the detriment of some of its other purposes.

If you can't make the meeting but would like to provide feedback on what you see as the main issues along Dornoch Terrace, you can email thegabba.ward@bcc.qld.gov.au.

In a city like Brisbane, whether we’re talking about improving public transport services, or improving paths and intersections to make walking and riding safer and easier, there are basically two approaches you can take.

Approach 1: You can repurpose existing road space to prioritise active transport and public transport.

Approach 2: You can take land that’s being used for other purposes (e.g. trees, houses) in order to create new bike paths, bus lanes etc.

Right now, this is perhaps the biggest difference between the Greens and the two major parties when it comes to the roll-out of new sustainable transport infrastructure.

Every political party says they want to improve public transport, but we have different ideas of how to do it.

Both the Labor-dominated State Government and the Liberal-dominated Brisbane City Council tend to prefer Approach 2, and will occasionally do a little bit of Approach 1. In contrast, the Greens strongly prefer Approach 1.

Examples of Approach 1 would be converting a lane of general traffic into a dedicated bus lane, or removing a row of street parking to create room for separated bike lanes or shady trees that encourage walking.

Whereas Approach 2 might mean cutting down street trees to make room for bus stops, routing commuter bike paths along creek corridors and parks (thus cannibalising green space), or even acquiring a corridor of private property to build a new bus lane or busway.

Although not perfect, components of the Woolloongabba Bikeway Project (such as the northern end of Annerley Rd between Stephens Rd and Stanley St) fit more closely into the Approach 1 category. To create space for bike lanes, I supported the council removing dozens of street parking bays, and narrowing general traffic lanes.

Whereas for Stage 1A of the Kangaroo Point Bikeway Project, the council (against my advice) chose to remove established trees and push the bike path through the park alongside Lower River Terrace, rather than removing street parking.

Approach 1 is generally a lot quicker and cheaper. Approach 2 is often so expensive and difficult that project proposals don’t get past the drawing board stage.

Residents who are wondering why governments are so slow to improve public and active transport need to understand this distinction.

What’s particularly important to recognise is that not only is Approach 1 cheaper and faster, it’s also a much more effective way to actually shift people out of their cars and into other modes of transport.

If you have a three-lane road corridor that’s badly congested, and you spend a lot of money buying up houses and shops along the road so you have enough room for a bus lane, you’ve successfully made it possible to run a high-frequency bus route along the corridor that won’t get held up by general traffic. But you now have a road corridor that’s upwards of 30 metres wide (which carves up the neighbourhood and is a major barrier to pedestrians) and you haven’t necessarily reduced the number of cars on the road. You’ve also spent millions and millions of taxpayer dollars transforming houses and small businesses into bitumen.

But if you just convert one of the three existing lanes into a bus lane (maybe just a peak-hour bus lane that’s an off-peak T3 transit lane) you are reducing car capacity and creating a much stronger incentive for people to shift to public transport.

The ramifications of this distinction are particularly significant for Brisbane public transport planning. Labor and Liberal politicians are continually squabbling and blaming one another for the lack of progress on various ‘essential’ public transport projects, such as the extension of the northern busway from Kedron to Bracken Ridge, the eastern busway out to Capalaba, or new river crossings to reduce bottlenecks into the CBD.

But Gympie Road north of Kedron is already three lanes in each direction. If we had the political will to convert one of those existing traffic lanes into a bus lane, we wouldn’t need to spend millions of dollars building a whole new busway. The same is true for Coronation Drive and quite a few other key corridors, and perhaps one day even for the Riverside Expressway and the Captain Chook Bridge.

This might seem like a difficult message to sell politically, but at the end of the day, a dedicated bus lane can carry thousands more passengers per hour than a general traffic lane, and will save a lot of money in the long-run. Right now, our problem is that Labor and Liberal politicians are still preoccupied with the flawed notion that they can’t take away space from cars, and within local and state government departments, the traffic engineers still carry more influence than the public transport planners.

Delivering new bus, bike and pedestrian infrastructure doesn’t have to be anywhere near as expensive as the major parties and some public servants think. It can be done quickly and cheaply, with minimal disruption from construction work, tree removals or private land acquisition. You just have to be willing to take space away from cars.

Do you live within the bright red zone within this map? If so, a new Resident Parking Permit Scheme has been proposed for your area. Read below for more details...

In response to concerns about insufficient street parking in West End and Highgate Hill, I’ve asked Brisbane City Council to consult with residents about introducing a ‘Resident Parking Permit Scheme’ throughout the southern end of the 4101 peninsula (the northern and eastern parts of West End and Highgate Hill are already covered by permit schemes).

A Resident Parking Permit Scheme usually means that some parts of a street are designated as unlimited parking for everyone, while in other parts of the street you can only park there for two hours (2P) unless your car has a resident permit or a visitor’s permit (in which case you can park there as long as you want).

Last year, BCC sent letters to residents asking if you are ‘In favour’ or ‘Not in favour’ of having a Resident Parking Permit Scheme in your street. The response rate to this survey letter was quite low, so BCC has sent out the same survey again, asking anyone who didn't reply the first time to complete it and send it back by the end of March 2018.

For BCC to go ahead with the parking changes, they need at least 60% of responding households to be ‘In favour’ of the introduction of a resident parking scheme in their street. If there is not enough support on your street, the likely outcome is that other neighbouring streets will have resident permit schemes introduced, but the current parking rules on your street will remain unchanged.

I’m not convinced that Brisbane City Council’s simple ‘Yes or No’ approach to feedback will gather enough information to create a new parking scheme that adequately balances the parking needs of residents, local businesses and visitors to the suburb. So my office will be undertaking a more thorough consultation process with local residents and businesses, including an online survey and public meetings.  (If you live within the small existing permit area around Rogers St and Raven St, you can still fill out the survey as this will be a good opportunity to re-evaluate the current parking rules)

Click here for the online survey

Click here for the local business and organisation survey 

Click these links to RSVP to one or more of the public meetings

Brisbane City Council’s Transport, Planning and Strategy branch, overseen by the Chair of Infrastructure, Councillor Amanda Cooper, will get the final say on the specific parking rules which are implemented, however my views and recommendations as local councillor will be treated as highly influential. Having a lot of survey data to back up my position will increase my capacity to advocate on your behalf, so please encourage your neighbours to fill the survey out too.

REMINDER. If you support changes to parking rules in your street, make sure to:

1. Check the ‘In favour’ box on the Brisbane City Council form, fill in your details and return it via the instructions on the form. Please do not return it to my office.

2. Log on to www.jonathansri.com/4101parkingsurvey and complete the quick survey if you haven't already done so.

If you are generally supportive of a Resident Parking Permit Scheme, but have specific concerns or requests regarding the rules on your street, I encourage you to mark ‘In favour’ on the council form and express your specific concerns via our survey: www.jonathansri.com/4101parkingsurvey

If you live in the southern half of West End and haven't received any consultation letters from council about this issue, please call my office ASAP on 3403 2165 or email thegabba.ward@bcc.qld.gov.au.

HOW THE PERMITS WORK

There are two types of permits:

• Resident permits, which are permanently attached to the front windscreen of a particular vehicle that’s registered to an address within the permit zone (in the future, council’s plan is that windscreen stickers won’t be necessary and resident permit will be connected to your vehicle registration number via the council database)

• Visitor permits, which are made of cardboard and can be placed on the dashboard of any visiting vehicle

Currently, council charges an annual fee of $10 per resident permit per year. It’s possible that this fee might increase or decrease in the future. It’s also possible that resident permit fees may be abolished altogether, but this seems unlikely.

A permit allows you to park as long as you want in the 'Resident Permits excepted' areas on your own street, and usually one or two adjacent streets. It's not a general resident permit for the entire area.

The BCC has told me that each household will be eligible for a single visitor permit even if you don’t have any of your own vehicles registered at your address.

HOW MANY PERMITS PER HOUSEHOLD?

The most difficult question in introducing this Resident Parking Permit Scheme is deciding how many permits each household should be allowed. If every household is allowed to park as many cars on the street as they want, the whole point of the scheme will be defeated. The BCC has stated that each household should be limited to two permits - one resident and one visitor. Households that need to park multiple vehicles on the street will still be able to do so, but would have to park in the areas that remain signed as ‘Unlimited’ parking.

Some Benefits

DISCOURAGES COMMUTERS FROM TREATING YOUR STREET AS AN ALL-DAY PARK-AND-RIDE

There are many streets in West End and Highgate Hill where people drive in from other parts of the city, park all day and catch public transport into the CBD. This increases local traffic congestion and competition for parking.

Introducing a default 2P or 4P limit unless the vehicle has a permit will discourage this pattern of parking, and should help encourage more commuters to switch to public transport.

MAKES IT EASIER FOR RESIDENTS AND SHORT-TERM VISITORS TO FIND PARKING

Discouraging commuters from parking all day on residential streets will free up more street parking for residents and short-term visitors. The permit system won’t guarantee a parking spot for residents, but it will increase turnover and reduce competition. Residents will have a greater level of certainty that parking will be available on their street. Each resident permit will be connected to a specific address, and will allow residents to park on their own street or on one or two neighbouring streets.

The introduction of this scheme is also a good time to push for more disability parking bays and loading zones near businesses. Under BCC rules, a vehicle with a disability permit can park as long as they want in any unmetered area, so signing a bay as '1/2P' or '4P' means someone with a disability permit can park there all day.

Some concerns and downsides

THE COST

Currently, Council charges $10 per permit per year. This means you’re paying for a permit to park on your own street, but there’s still no guarantee you’ll be able to find a parking spot. However, the evidence from other suburbs with such schemes is that they definitely make it easier for residents to find parking spots, so while it might seem strange to have to pay when there’s no guarantee of a space, having a paid permit system certainly makes it easier than the current free-for-all, where residents don’t get priority.

In the context of all the other costs associated with vehicle ownership and rego, $10 a year is pretty negligible.

MISUSE OF VISITOR PERMITS

Some households sell their visitor permits to motorists who live in other parts of the city so they can drive into the inner-city and park all day for free. The council objects to this practice, but has a hard time stopping it. This is one of the reasons the council is reluctant to issue multiple visitor permits per household. This isn’t a huge problem, and it’s not really an argument against introducing a permit scheme, but it’s something to keep in mind.

CONFUSING SIGNAGE AND BLANKET RULES?

In some parts of the city (e.g. Woolloongabba), there are designated ‘Traffic Areas’ which apply blanket default parking rules to the whole area. Traffic Areas are very different to the Resident Parking Permit Area proposed for 4101. A common criticism of the Traffic Areas is that there are only a few big signs at the entrance to the area, rather than detailed signs explaining the parking rules on every street. This means new residents, visitors and people from other parts of the city sometimes get caught out because they don’t realise they’re parking in an area that has a strict time limit.

However, for Resident Parking Permit Areas, every street is individually signed to clearly indicate what the rules are on that particular street. It’s also important to remember that when a new resident parking scheme is introduced, the council parking inspectors usually issue warnings rather than fines for the first few months, while people get used to the new system. I will be putting the pressure on council to ensure that when the scheme is introduced, every single street is clearly and accurately signed so that newcomers and visitors know what the parking rules are and won’t be fined unfairly.

PROVING YOU’RE A RESIDENT CAN SOMETIMES BE TRICKY FOR RENTERS

This isn’t as big a problem as it is for other government services, because the council is reasonably flexible when it comes to proving where you live, and primarily looks at your vehicle’s registration address. For tenants who move a lot, or anyone who is worried they’ll have trouble proving that they’re entitled to a resident parking permit, feel free to get in touch with the Gabba Ward office directly and we’ll help you prove your current address.

NON-RESIDENTS ARE UNJUSTLY EXCLUDED

The most persuasive argument against resident parking permit zones is that they can embody some of the worst aspects of parochialism and self-interested NIMBYism. Increasingly, people on lower incomes are finding it harder to afford to live in the inner-city. This means they often have to commute from the outer suburbs for work and to access community services, while inner-city suburbs like West End are becoming more exclusive and dominated by wealthier residents. So is it right for comparatively privileged inner-city residents to have priority access to free street parking in suburbs like West End while poorer residents from the outer burbs have to pay for it?

Inner-city residents have more public transport and active transport alternatives, and therefore are arguably less entitled to demand access to on-street parking than residents who live further out and have fewer alternatives to driving. Streets are publicly owned land, and technically speaking, local residents have no greater claim over a particular street than people who live in other parts of the city.

In practical terms though, not everyone in the inner-city is wealthy. Not everyone in the inner-city has access to off-street parking (particularly in the old tin and timber character neighbourhoods, where some homes were designed without driveways). Many older residents have limited mobility and rely on their adult children for support (for a range of reasons these visiting carers often need to be able to park as close as possible to the front door). There are several valid reasons for offering local residents some priority parking zones on their own street. The challenge is to strike a balance so that there are still enough parking spots that non-residents can use when they commute into our suburbs.

The recent use of die-ins and other temporary blockades to raise concerns about pedestrian and cycling safety has raised legitimate questions about whether this is a constructive and useful tactic.

There’s no denying that temporary blockades frustrate motorists and potentially polarise the community. But their value must be understood in the context of a broader, multi-faceted campaign for change. Blockades are one important tool in a big diverse toolkit, and they can be valuable and effective alongside other forms of advocacy.

Right now in Brisbane, we have an abundance of community groups and non-profit organisations pushing hard to make our city more walkable and less car-centric. We’ve had dozens of petitions, letter-writing campaigns and submissions, with little to no impact. Advocates have also organised all kinds of community-building activities to legitimise and normalise cycling, and demonstrate that a bike-friendly city is possible and worthwhile. Various groups have hosted a range of workshops and policy forums where we create the space for nuanced, evidence-based conversations (usually, very few people come).

While these various tactics have all played a useful role in shifting mindsets and achieving small wins, the pace of change has been far too slow. The proportion of funding and resources dedicated to pedestrian safety and bike lanes remains tiny compared to the amount of money that is wasted on widening roads. Maintaining a seat at the table through diplomacy and compromise sounds nice, but you might actually be sitting at the kids’ table, arguing over crumbs while the rest of the cake is sliced up elsewhere.

In Amsterdam in the 1970s, residents upended vehicles and permanently blockaded major roads to call for safer streets 

When you consider the growing problem of traffic congestion, the health system costs of so many accidents, the billions of dollars which are wasted each year on ineffective road projects, and the desperate urgency to reduce fossil fuel emissions in order to minimise the negative impacts of climate change, it’s clear that we need some radical changes. Not only has tangible change been too slow, but on some indicators we’re actually moving backwards. Active and public transport rates have stagnated in Brisbane, and for some demographics, they’ve decreased significantly.

Over the last ten years, the multi-pronged push for pedestrian and bike safety improvements in Brisbane has been characterised by an absence of civil disobedience. It has also been characterised by a lack of significant and tangible positive outcomes. Brisbane City Council and the Queensland Government have grudgingly funded a few valuable projects, but much of the city remains hostile and unsafe for both pedestrians and bikes.

People are dying on our roads. Thousands more are being hospitalised. If preventable accidents were occurring at this rate in a private workplace, the business would be shut down. But the high rate of casualties on our roads has been accepted and normalised due to the lack of political pressure for change.

I hear a lot of road safety advocates talk about the wonderful infrastructure and pedestrian-friendly road culture in cities like Amsterdam, which are designed to prioritise pedestrians and bikes. Too often, those advocates forget or are unaware of the widespread and controversial civil disobedience actions that Dutch citizens organised throughout the 1970s in order to help make this happen. Civil disobedience wasn’t the only part of the campaign, but it was an essential and crucial element. To challenge the growing car-centric mindset in the Netherlands, residents blockaded roads, held up traffic and pissed off a lot of people. Without this activism, the pressure from car manufacturers, motorist lobby groups, oil companies, road construction companies, mega-mall developers etc would have led to Amsterdam becoming just like every other car-centric capital city. But the Dutch fought back, and it worked.

Controversial tactics like blockades create the space for conversation. They draw a huge amount of attention to an issue, both from the general public, and from key decision-makers. But their true value lies not in the immediate media coverage, but in the subsequent discussions they provoke. Some of these discussions are hostile and antagonistic, but many are constructive and valuable.

Civil disobedience also creates the negotiating space for other ‘moderate’ groups to articulate stronger demands. When politicians are confronted by disruptive, controversial protests, they will publicly dismiss the protestors as vocal fringe extremists, but will then simultaneously seek to appease and build stronger relationships with the very community groups whose petitions they previously ignored.

The fact that residents are so frustrated that they’ve taken to protesting about pedestrian crossings and bike lanes is not a good look for a city council. After the immediate news story is forgotten, the lasting memory in the collective subconscious is that people are unhappy with the council’s approach to road safety and transport planning. The desire to counteract that negative perception helps shift policy priorities and accelerates change.

A few people have suggested to me that rather than blockades, we should instead focus on actions that disrupt meetings in City Hall or Parliament House. While I think protests of that kind do have positive value, they generally get less media coverage and do not make as big an impact on the collective consciousness as protests that actively disrupt roads or commercial precincts. From what I've seen during my time as a city councillor, it's actually pretty easy for politicians to ignore a bunch of protestors who disrupt their meetings. It's much harder for politicians to ignore the broader sense of public discontent that civil disobedience actions on roads or in shopping malls can create.

While other cities around the world are actively embracing walkable neighbourhoods and safe bike infrastructure, Brisbane has fallen behind. The problem is not that our city is uniquely car-dependent, or that the influence of the motorist lobby is particularly strong. It’s that without the pointy-end, antagonistic protests, there’s not enough political pressure for anything more than minor incremental gains. And we can’t afford to wait another twenty or thirty years for the political establishment’s current bias towards cars to die out.

There probably won’t be a direct and immediate political response to the kinds of actions we’re organising. But a year or so from now, when political parties are deciding their policy platform and funding priorities for the next Brisbane City Council election campaign, the memory of these protest actions will subtly but significantly influence those big decisions.

If blockades were the only tactic used in advocating for change, I would agree that the division and hostility they cause might not justify the positive impacts. But as part of a multi-faceted strategy, they are effective and necessary.

The risk-averse advocacy groups who condemn and distance themselves from these kinds of controversial actions would do well to remember that the cities they point to – particularly in Europe and South America – as examples of good urban transport planning have had decades of controversial direct action in order to get to where they are today.

Divisive tactics will inevitably put off some people. But Brisbane cycling and pedestrian safety advocates have spent the last decade asking politely and carefully avoiding any action that might annoy or aggravate motorists, even as more and more of our friends end up in hospital. It hasn’t worked. We need to shake things up. Our lives depend on it.

Further reading: https://www.theguardian.com/cities/2015/may/05/amsterdam-bicycle-capital-world-transport-cycling-kindermoord

Council has released further info about what it's referring to as the 'Kangaroo Point Bikeway Project'. I think the title is a bit misleading, because the project actually falls within the suburb of South Brisbane, and focuses on Lower River Terrace, Dock St and Little Dock St, which is the link between the Veloway bikeway (which runs along the Pacific Motorway) and the Goodwill Bridge. I tend to refer to it as the 'Dock St Bike Link'.

You can find the basic details and give feedback via the council website.

I'm pleased to see this project going ahead and have been pushing for it for some time. We were particularly concerned about conflicts between bikes and cars, and also bikes and pedestrians. A lot of people would probably agree that in particular, the current design of the pathways leading up to the Goodwill Bridge is suboptimal.

I'm very supportive of most aspects of the draft concept design. In particular, I'm quite excited about the 'shared street' proposal for Little Dock St, which will clearly signal to cars that they need to share the road and be more conscious of pedestrians and bikes.

However, I think there are two key missed opportunities in this preliminary design that need to be reconsidered.

1. The lack of pedestrian and bicycle priority at the Lower River Terrace crossing coming off the Veloway.

2. The loss of public green space at the intersection of Dock St and Vulture St.

Pedestrians and bikes should take priority over cars

As shown on the right-hand side of the second page of the prelim design (pictured above), the proposed crossing from the Veloway 1 Bikeway over Lower River Terrace still gives priority to cars ahead of bikes. I understand this decision was made because council didn't believe it was possible to design a safe crossing point that gives priority to bikes, but I simply don't buy that. If the concern is that cars turning onto Lower River Terrace wouldn't stop or slow down in time to give way to bikes, it should be possible to narrow the road corridor with chicanes or install additional speed bumps to slow down motor vehicles.

We already have examples in Brisbane where bikes are given priority over cars along key cycling routes. One such example is the crossing at Albion near the intersection of Somerset St and McDonald Rd (see below). Although not 100% perfect in its design, this intersection gives priority to bikes and pedestrians on a 50km/h road in an area where heavy vehicles are common. If a car fails to give way to a pedestrian or bike at this kind of intersection, the driver would be responsible for the accident in the same way as if they had run a red light or hit someone at a zebra crossing.

The Dock St bike link in South Brisbane is one of the most popular commuter cycling routes in the country. Many more bikes pass through this spot than cars, and given that we are trying to encourage more people to ride rather than drive, it makes a lot of sense to give bikes (and pedestrians) priority over cars when crossing Lower River Terrace. As part of this project, council could also look at lowering the speed limit on Lower River Terrace to 20 or 30km/h, with further garden bed build-outs/chicanes. Lower River Terrace is not a key connector road - if we need to slow down motorists in order to make pedestrians and cyclists safer, so be it.

It's important to recognise that based on council's current draft plans, even if motorists technically continue to have right of way at this intersection, many cyclists will not necessarily realise this and will tend to ride as though they do in fact have priority. By designing a crossing with a raised platform that slows cars down and gives cyclists a flat run, but still technically assigning priority to cars, the council may inadvertently be making the crossing more confusing and thus more dangerous.

We should sacrifice road space rather than green space

The intersection of Dock St, Vulture St and Stanley St is a problematic spot for pedestrians and bikes and will be undergoing a major redesign as part of the neighbouring Woolloongabba bikeway project. The northern side of this intersection (Dock St and Vulture) clearly needs an expanded pedestrian island (shown in yellow in the below image) to accommodate the volume of pedestrians and bikes travelling between the Goodwill Bridge and the Mater precinct.

Unfortunately, to create space for this pedestrian island, BCC is proposing to substantially reduce the size of the small park on the corner. Although it doesn't look especially impressive, this little park is used by local workers (particularly from Griffith film school across the road) as a shady spot to eat lunch. The park is also a welcome patch of green at an intersection that otherwise feels very built-up and dominated by concrete and bitumen. This plan would essentially bring the roadway closer to the established trees in the park and reduce the size of this green space.

A better alternative would be for council to remove one of the general traffic lanes heading straight out of Dock St, so that Dock only has 1 left-turn slip lane and 1 lane for vehicles turning right or going straight ahead. Rather than reducing public parkland to make room for pedestrians, council should be reducing the amount of space we allocate to cars. Many of the vehicles travelling straight out of Dock St are commuters rat-running via Lower River Terrace and Ellis St to get to Somerville House or the hospitals. This also increases the time it takes for local residents of Dock St to get through the intersection and out of this precinct. This is not a shortcut that council should be encouraging. Reducing Dock St down to one lane would also reduce the amount of time pedestrians require to cross here, which should also help improve the overall efficiency of the intersection.

In a neighbourhood with such high volumes of pedestrians and cyclists, and which is well-serviced by a range of public transport options, it simply does not make sense to rank the needs of a minority of motorists ahead of the majority of active transport and public transport commuters.

I'm broadly supportive of the Dock St bike link. The shared street approach on Little Dock St is a great step forward, and one of the first of its kind in Brisbane, and the designers should be applauded for thinking outside the box. But the two issues I've outlined here are quite concerning, and need to be reconsidered in the final designs.

I'll be providing these comments to the council. You can also give your feedback by emailing the project team on bikewayprojects@brisbane.qld.gov.au.

Neighbourhood plans and urban renewal strategies are major catalysts for change. Usually, such documents include a lot of positive elements that the vast majority of residents and local businesses support, such as more trees and garden beds, better pedestrian connectivity, and sometimes much larger infrastructure projects. The trade-off is that new neighbourhood plans almost always permit higher density development within parts of the plan area.

I don’t have a general objection to development and densification. But it’s crucial that population growth is accompanied by timely infrastructure investment and social services. Unfortunately, Brisbane’s current neighbourhood planning framework doesn’t guarantee the delivery of public infrastructure, so you end up with higher density development, but no other major improvements (Some of the main reasons for insufficient local infrastructure are explained at www.jonathansri.com/infrastructure-shortfalls/).

What’s in Scope?

The practical scope of BCC’s neighbourhood plans is quite narrow. A neighbourhood plan can change built form rules (e.g. height limits, boundary setbacks) and zoning for different uses (residential, industrial, mixed use etc), however other elements that require funding from council, such as ‘completing a riverside footpath’ or ‘building a new pedestrian bridge’ are usually only aspirational or advisory. A new neighbourhood plan is not accompanied by strict deadlines and a specific budget allocation for local infrastructure.

Many crucial urban renewal ingredients are also out of scope of a neighbourhood plan, even though the cost to council is quite low. For example, lowering speed limits can increase pedestrian safety and encourage local commerce. However speed limits are controlled by a different section of council, and even where a neighbourhood plan might state that a particular precinct will become a ‘pedestrian-friendly area’ or an ‘activated street’ there’s no guarantee that lower speeds will actually be introduced.

In partnership with the State Government, BCC could introduce rules specifying that a certain proportion of new commercial floorspace can only be leased out to Brisbane-based small businesses and non-profit organisations. You could also include requirements that a certain percentage of new apartments are social housing or affordable community housing, to be rented out to people on lower incomes.

But all this is out of scope for the BCC’s neighbourhood planning process.

The proof is in the outcomes

The South Brisbane Riverside Neighbourhood Plan (the ‘SBRNP’) shows how the practical outcomes of an urban renewal process don’t always live up to the positive propaganda.

Introduced in 2011 (several months after the January floods), the SBRNP rezoned much of the West End floodplain for higher density development. This applied not only to old industrial sites, but to existing medium-density residential properties. The trade-off was that council would improve public parks and intersections, and install a new CityCat terminal near Victoria St in West End to service the growing population.

Seven years later, West End’s density has increased substantially, with many apartment developments approved that are even taller than the height limits set out in the new SBRNP. But there’s still no new ferry terminal or public transport infrastructure for the Montague Road side of the peninsula, and the neighbourhood has seen no significant improvement to pedestrian safety or public green space. (I’ve written more about the broken promise ferry terminal at www.jonathansri.com/victoriastferry)

Pushing for Up-front Investment

When a new neighbourhood plan is being drafted, residents must insist that infrastructure should be funded and delivered up front before any sites are rezoned for higher density development.

It’s also important to recognise that increasing height limits to encourage private development does not necessarily improve affordability for lower-income families. Affordability is improved by increasing the supply of public housing and affordable community housing, not privately owned apartments.

When council tells a community that a neighbourhood planning process will deliver new infrastructure and a better public realm, residents should point to suburbs like West End and ask where and when the money for new public transport, public parks, pedestrian upgrades and communities will be spent.

The hard truth is that if council isn’t willing to spend the money on public infrastructure, the many potential benefits of densification and ‘urban renewal’ will largely go unrealised.

Right now in Brisbane, investment in local infrastructure and services like pedestrian crossings, parks, flood mitigation and public transport isn’t keeping pace with population growth. There are a number of interrelated reasons for this that would take a long time to unpack, but the top three are:

1.    Developers aren’t contributing enough money to cover the cost of infrastructure in the inner-city.

2.    There is no requirement for money which is collected from development in a certain neighbourhood to be spent in that local area – instead it goes into general revenue.

3.    Too much money is spent on costly and ineffective road-widening projects, leaving very little for other kinds of infrastructure.

After months of unanswered questions, Brisbane City Council finally got back to me with more detail about how they’re proposing to address safety issues at the intersection of Montague Rd and Victoria St near the ALDI crossing. Frankly, their plans are a little bit underwhelming.