After multiple unsuccessful enquiries and eventually resorting to submitting formal document requests, we’ve finally secured copies of the feasibility studies that partially informed the bridge landing options that BCC has put out for public consultation.

We remain of the view that BCC ought to have provided more information about the possible bridge options right at the outset of their consultation process, to facilitate higher-quality, better-informed public feedback.

We still haven’t had time to read all of these documents in detail. They show that BCC and the private consultants considered a much wider range of possible bridge landing options, most of which were deemed less suitable for various reasons.

Importantly, the two more recent reports were drafted by private consultants for council, but it seems council officers working on the bridge projects also considered other factors and arrived at their own position. The six location options that BCC ultimately put out to public consultation suggest they agreed with the private consultants in some respects and disagreed on others. I actually think this is a positive sign in that it shows public servants (who are experts in their fields) were also thinking for themselves rather than just doing whatever the private consultants recommended.

In some respects, the documents are quite technical, and easily capable of being misinterpreted if you rush through them. In publishing them here, I want to encourage residents who read them not to cherry-pick or rely too heavily upon individual statements (such as the very rough preliminary cost estimates) and to consider them holistically.

After an initial look at these reports, one of my main concerns is that the feasibility analysis of various bridge options still gives a lot of weight to proximity to existing bus service routes, even though bus routes are comparatively easy to reconfigure.

When planning a bridge project costing in the range of $150 million, it makes sense to place a lot of emphasis on topography, and on the current locations of more expensive infrastructure that’s harder to relocate (such as train stations and riverwalks). But given that these bridges are likely to remain in place for decades to come, it’s short-sighted to decide the best place to land a bridge based on something as changeable as the locations of existing bus stops or bus routes.

Other important stuff to keep in mind when reading these reports:

• The earlier documents were produced prior to BCC’s 2020 round of public consultation, after which council confirmed very clearly that the proposed Toowong and St Lucia bridges would not carry buses
• The 2020 and 2019 reports were produced for council by private consultancies, and none of the 3 reports have been published by BCC, so they should not be misinterpreted as being indicative of council’s current position on the bridges (they certainly don’t reflect my views)
• Some of the analysis regarding key destinations and nearby land uses is already out of date due to new development, as are the assumptions about how far a less-confident rider might be able and willing to travel (considering the recent proliferation of ebikes and escooters)
• two of the documents are still labelled 'Draft' but there are no 'final' versions of these documents. Apparently this is reasonably common within government projects. Documents that might be politically sensitive or require further development are left as 'drafts' so that they can leave certain questions open-ended. In this case, one of the key questions regarding bridge alignments is which alignments have public support, so I can see why the alignment study is still sitting in draft mode. It's possible (but perhaps unlikely) that once the public consultation period ends, BCC might even ask GHD to update their alignment study to take account of the public feedback received

Image from 2020 'West End Green Bridges Alignment Study' showing wider range of options considered

Personally I don’t think too much weight should be given to the recommendations and analysis in these documents. These kinds of studies exemplify a common (and, I would argue, flawed) approach at all levels of government, where political decision-making is outsourced not to the general public through deliberative and direct democracy processes, but to private consultants who apply their own values to what are essentially political decisions.

The options analyses in these documents, where different bridges are assigned scores to help rank their suitability, are highly subjective processes. Consultants seek to quantify some of the qualitative impacts and benefits of various options, but such exercises are always tainted by the values of the company in question.

For example, while one consultancy might see the creation of a concrete plaza leading up to a proposed bridge as a positive contribution to the public realm (and something which benefits the community), other consultants might see the proliferation of concrete and loss of actual green space as a detriment. Such questions are subjective and political. To pretend that they are politically neutral decisions that can be outsourced to ‘experts’ is to undermine the basic premise of democracy. So instead of treating such reports and analyses as definitive, we should recognise that they are merely the perspective of one particular company that has been paid to look closely at an issue or project.

Ultimately, it’s better if the community as a whole gets to make such decisions, but we still need access to enough detailed information to inform our decision-making.

If you have questions about the reports, it's probably best to email them directly to [email protected], but you can CC in my office at [email protected] just so we’re in the loop…

Documents available for download via these links:

West End Green Bridges Alignment Study (2020) (draft) prepared by private consultants GHD

New Green Bridges for Brisbane – West End to Toowong & West End to St Lucia Pre-feasibility Assessment (2019) prepared by private consultants Arup

Bridges for Brisbane - Prefeasibility and Needs Assessment (August 2018) (draft) prepared by Transport Planning and Operations, Brisbane Infrastructure

The Cross River Rail Project will deliver a much-needed new train station at Woolloongabba, and an upgraded train station at Boggo Road, Dutton Park.

The State Government is currently drafting Development Schemes which will dictate how the land above and around these train stations can be developed. Unfortunately, it looks like there will be very little scope for meaningful public input into the future of the Gabba and Boggo Rd stations.

So our office is supporting the community to get on the front foot and demand more control over how these sites are developed before decisions are made behind closed doors and the development schemes are released.

The Gabba Station development is not just a train station. This is a 5+ hectare site with huge potential to meet a range of community needs.

Below, you can find info about the alternative visions we’ve produced for the Gabba Station, what we think the government is currently planning for both stations, and how you can make your voice heard most effectively. Please enter your contact details at the bottom of the page to sign up for updates about the growing campaign for a better future for this site.

Alternative Visions for the Gabba Station

Our recent newsletter features two alternative visions for how the Cross River Rail Gabba Train Station site could be redeveloped. These images are not detailed proposals. Rather than purporting to be finalised concept designs, they are simply intended to show what’s possible. Some elements may not be feasible in the proposed context, or not quite what the community really needs. But we’ve produced these drawings to share a wider range of ideas and prompt deeper discussions about how both the Gabba and Boggo Road sites could be redeveloped.

So far, images and videos released by the State Government have shown very little detail about the future of the Gabba site, so I’m hoping these visions will inspire residents to produce your own visions for how this massive 5-hectare publicly owned site can best meet the community’s needs. I don’t accept the proposition that these station sites should be sold off to the private sector and simply developed as privately owned offices and high-density private apartment towers.

Both visions include space for an Aboriginal cultural centre, a 50-metre public swimming pool, a large skate park, playgrounds, sports courts, dog off-leash areas and a wide range of community facilities.

Naturally, we envisage that all buildings would be designed to be as sustainable as possible, with an emphasis on sourcing construction materials locally, and using materials like cross-laminated timber to reduce reliance on concrete and steel. All buildings would incorporate stormwater collection, greywater recycling, on-site organic waste composting, water-smart and energy-smart fixtures and appliances, and solar panels on underutilised roof and awning spaces.

Download: Gabba Station Alternative Visions (pdf)

The Mixed-Use Vision features a couple of office blocks and medium-density and higher-density apartment blocks, containing several hundred dwellings. We believe the government should retain ownership of all dwellings on the site and rent them out as public housing, with rent set at 25% of a household’s income. We envisage that these apartments could be rented not just to high-needs low-income residents, but also to middle-income and higher-income households, creating a diverse community of residents of different backgrounds and financial positions who all live in similar-style housing and have access to the same public facilities. Office space could be made freely available to government departments and non-profit organisations like Murri Watch, or rented out to the private sector as a source of revenue.

The Mixed-Use Vision shows a pedestrian overpass to the Gabba Stadium, which has also been proposed by the State Government. However unlike State Government concept designs, we envisage that such an overpass could also span Stanley Street, connecting cyclists and pedestrians to and from the Logan Road precinct and south-east active transport corridors. This serves a broader range of uses, whereas an overpass to the Gabba Stadium would be of comparatively little value on the many days of the year where large events aren’t hosted at the stadium.

The Blue-Green Vision does not include any residential apartments, but offers more space for sport and recreation, with a full-sized athletics track, as well as larger parks, community gardens and market stall spaces for artisans and farmers markets. The Blue-Green Vision also includes space for natural lagoons and densely vegetated bushland reserves, cooling the city, reducing stormwater flooding, and providing more habitat for native wildlife.

The Blue-Green Vision proposes to work with the sloping nature of the site, nestling a large underground music venue into the corner of Leopard St and the Vulture St motorway slip lane, with parkland over the music venue roof that connects to the existing corridor of native trees around the motorway. This would dramatically improve connectivity for native wildlife moving between central Woolloongabba and Maiwar (the Brisbane River).

If you have further questions about some of the other ideas and elements depicted in these alternative visions, email us at [email protected] and we can add more detail to this explanation. You might also like to share your own thoughts on social media, and post about which elements of the vision you do or don’t like.

What’s currently proposed for the Gabba Station site?

The State Government has provided no clear detail about its plans for the Gabba Station development. As this is public land, the government should be focussed on delivering public housing, community facilities and public green space. However, based on what has already happened to other components of the Cross River Rail project – such as the Albert St station in the CBD – and the commentary so far in government publications, we are concerned that the government is planning to sell off development rights to the private sector to crowd the entire site with highrises.

Priority Development Area Designation

In Woolloongabba, the government has designated a massive area of 21 hectares as a Cross River Rail Priority Development Area, incorporating the Gabba Stadium, the former GoPrint site and other parcels of state-owned land around the motorway. A ‘Priority Development Area’ (PDA) designation is the same mechanism which was used for the Queen’s Wharf Mega-Casino and for the Toondah Harbour development proposal in the Redlands. It allows the State Government to ignore existing height limits and other requirements in the City Plan, and takes away all legal objection rights that residents or other stakeholders might otherwise have.

The new Woolloongabba Priority Development Area

Crucially, under the PDA framework, the State Government is not obliged to contribute towards the cost of local infrastructure beyond the boundaries of the declared site. This means that private developers who partner with the government can introduce much higher population densities than anticipated under the neighbourhood plan, but are under no obligation to help pay for new pedestrian crossings, bike lanes, libraries etc. to support the growing population.

PDA designations have been widely criticised for undemocratically cutting out local residents from having any input into future development plans. They are a mechanism to fast-track development and privatise public assets.

As part of the PDA process, the government will have to release a ‘Development Scheme’ outlining the parameters of how the site can be developed. This document essentially serves as a mini-Neighbourhood Plan, outlining development height limits, site coverage requirements etc. The government says the Development Scheme for the Woolloongabba PDA will be introduced in 2021, after the state election. This means residents won’t know what’s proposed when they go to vote in October this year, and may not know what the various parties and candidates support and stand for.

What’s likely in the new Development Scheme?

In guessing at what the government might do, we can look at the Interim Land Use Plan released by the government in April 2020 when the PDA was declared. The ILUP sets out some development parameters for ‘Precinct 1,’ of the PDA, which is the area closest to the Gabba Stadium, and includes Woolloongabba Place Park. We can also look at the previous (now out-of-date) development scheme for the site from 2011.

On page 28 of the old development scheme, the State Government allows buildings of up to 30 storeys.

Following the plan in the old development scheme, the new Interim Land Use Plan allows buildings of up to 20 storeys within Precinct 1. ‘Precinct 1’ is adjacent to heritage buildings and furthest from the train station entrance itself, so ordinarily you might expect that buildings within this part of the PDA would be shorter and less dense than building closer to the centre of the site.

So this suggests a high likelihood that in the new development scheme, the government will propose multiple highrise towers on the main GoPrint site which are 30 storeys or even taller.

This is clearly reinforced in the illustrative visualisations released by the State Government in March 2020, which also show 12 very tall highrise towers on the site.

While there has been no mention from the government whatsoever of public housing on the Gabba Station, the Cross River Rail website makes it very clear that ‘commercial, retail and residential development’ is anticipated.

So it seems clear that unless there is very strong community pushback and a clear public demand for a different way forward, this entire site will be developed and sold off as privately owned highrise towers, with very little public green space or community facilities, and no public housing.

Why are you opposed to high-density development? It’s a train station after all

In urban planning circles, there is now strong support for concentrating higher-density development around public transport nodes like train stations. When residents have close access to public transport, they are less likely to rely on private cars, which has a wide range of positive flow-on benefits. So-called ‘transport oriented developments’ are certainly preferable to the outer-suburban sprawl developments that have been so disastrously common around south-east Queensland.

However, it’s important to strike the right balance. Residents of high-density development also need access to public green space and community facilities, particularly because they have so little private space of their own. If we are to reduce car-dependence, we need to reduce the need for apartment residents to drive regularly to outer-suburban parks, sports fields and other public facilities that might not be located along a train line.

In evaluating the best way to develop the Gabba and Boggo Rd train station sites, it’s important to consider the broader neighbourhood and citywide contexts, and all the other needs that the redevelopment of public land should strive to meet.

Around the Gabba, all privately owned sites to the north of Vulture St and to the south of Stanley St have already been zoned for high-density development of up to 20 storeys. Further development is proposed to the south-east along Logan Rd, to the west in South Brisbane, and to the north in Kangaroo Point. And yet, the provision of public green space and community facilities like public pools, libraries, halls, and creative spaces is not keeping pace with private development.

As shown by the orange and dark red areas on this BCC City Plan Zoning Map, much of the land surrounding the Gabba is already zoned for high-density development, while very little is zoned green for public parkland...

There is already a chronic shortage of public parkland in particular, and acquiring private land to create new parks would be prohibitively expensive. As more sites develop, the pressure on existing green spaces will increase further. The Desired Standards of Service in Brisbane City Council’s City Plan identify that for every 1000 residents, there should be 1.4 hectares of public parkland in the immediate local area. Woolloongabba already falls far short of this target.

If the Gabba station is developed with a large amount of high-density housing, this would place further strain on public parks and facilities, whereas if it is developed with more parkland and public facilities, this will provide a net benefit to residents of existing and future high-density developments surrounding the train station site.

At a time when inner-city land is in such short supply, selling off public assets for private development is a short-sighted strategy.

Considered in their broader context, it might make sense for the publicly owned Gabba and Boggo Rd station sites to be delivered with a higher proportion of public green space, thus supporting and encouraging high-density living on the private development sites around the edge of each station.

Residents of high-density development around other inner-city train stations also need access to green space. So by providing new parks and facilities at the Gabba and Boggo Rd stations, we can create opportunities for residents around stations like Albert St and South Brisbane to hop on a train and easily access sports fields close to home, rather than having to travel further afield. This in turn increases the attractiveness of high-density inner-city living, and helps our city resist the pressure for more and more outer-suburban sprawl.

What about the Boggo Road Precinct?

The Boggo Road precinct, which includes the State Heritage-listed gaol and the Ecosciences building, is a crucial node of the inner-south side, adjoining Dutton Park State School, the new Dutton Park High School, the PA Hospital, UQ St Lucia (via the Green Bridge) and serving as a major interchange for busways and train lines.

Most of this precinct is State Government-owned land, however there is currently no up-to-date, publicly available holistic vision for how the Boggo Rd precinct should evolve.

The Cross River Rail station development should of course consider the surrounding context, and be planned alongside proposals for the revitalisation of the gaol, future expansions to Dutton Park State School etc. The lack of a holistic plan for the entire precinct is deeply concerning.

BCC’s Dutton Park-Fairfield Neighbourhood Plan articulates some general aspirations, but this neighbourhood plan does not include anywhere near enough public green space or community facilities, lacks detail about the Boggo Road precinct itself, is likely to be overridden by State Government planning mechanisms, and is already out of date (e.g. it does not include consideration of the new Dutton Park high school etc.).

BCC has also recently produced a draft ‘Boggo Road Precinct Renewal Strategy’ which has no legal effect or associated funding, and is largely silent as to how all this State-owned land should be developed and activated, focussing instead on connections to and through the precinct.

At this stage, the only detail that’s been publicly released by the State Government is a 2-minute video overview of the project. The government has emphasised that this video is not a finalised concept plan. The video appears to show large new buildings to the north and east of the Ecosciences precinct, but doesn’t specify what these buildings will be used for, and is silent as to whether they’ll remain in public ownership or will be sold off to the private sector.

Screenshot from the State Government's video of the Boggo Rd CRR precinct showing proposed large buildings in white

The government has also confirmed that the long-awaited footbridge linking Boggo Rd to the PA hospital will be delivered as part of this project, creating a new east-west pedestrian and cycling link between Dutton Park and Ipswich Rd. But there’s no detail whatsoever about how much public green space will be delivered.

To facilitate construction of the upgraded station, the State Government has resumed Outlook Park (which had an area of 1500m2), promising to offset its loss with a new public park of equal quality and size. In November 2017, our State MP Jackie Trad also announced that the 3700m2 triangle of state-owned land between Boggo Rd and the existing Boggo Rd Busway Station would either be used for the new high school or for green space. So if the State Government does the right thing and sticks to previous public statements, the Boggo Road Station redevelopment should include well over 5000m2 of public green space, in addition to concreted public squares and plazas.

Previous government commitments suggest there should be at least 5000m2 of new parkland within the Boggo Rd precinct

I believe the redevelopment of the Boggo Rd Station site must be planned holistically as part of redevelopment proposals for the gaol itself, and other surrounding sites. Neither Brisbane City Council nor the State Government have provided enough clarity about future plans for this area, or given residents any meaningful say as to how all this publicly owned land should or shouldn’t be utilised.

While the area of the Boggo Road Station development site itself is not as large as the Gabba Station, it’s important to understand that the government also owns significant parcels of land around the PA Hospital and train lines. When you consider the possibility of building over parts of the train line in future, and incorporating the storage sheds and carparks along the train line and busway into the Boggo Rd precinct, we’re talking about a total area of 160 000m2 of state-owned land. This is clearly a huge opportunity that local residents should have input into, rather than leaving all the decisions up to politicians and private developers.

Once COVID-19 restrictions ease, we aim to organise further public meetings and events regarding the Boggo Rd site, so that we can push for outcomes that meet the community’s needs and pressure the State Government to stick to its previous commitments regarding the provision of public parkland.

How can we get better outcomes?

Back in the 1980s, property developers were actively lobbying for high-density highrise development along the South Brisbane riverfront between Grey St and the water’s edge. Developers deployed sustainability and affordability arguments for concentrating denser housing near the CBD in order to justify privatising public land and cramming in taller towers along the river.

Fortunately, building upon the momentum of Expo 88, a broad-based community campaign applied enough pressure for a different vision for this precinct to crystallise. Instead of cramming in as many apartments as possible, political leaders agreed to preserve much of South Bank for public parkland and community facilities. Today, South Bank is a destination that locals and visitors travel great distances to enjoy.

To prevent the privatisation and over-development of the Gabba and Boggo Rd Cross River Rail train station sites, and push for positive development outcomes that are in the wider public interest, we will need a similar kind of community campaign that applies pressure on politicians and government departments through a range of channels.

The first step is to raise awareness and broaden the parameters of debate, so that thousands of residents across Brissie’s inner-south side are excited about the alternative possibilities for these sites and are directly contacting MPs to ask them what they support, particularly in the lead-up to the 2020 October state election.

If you want to get involved with this community campaign, please enter your details and sign up for updates.

It would also help if you can write to key government decision-makers as soon as possible to ask them specific questions and share what you think is important.

Please email the following people:

- Queensland Premier, Annastacia Palaszczuk - [email protected]

- State MP for South Brisbane, Jackie Trad - [email protected]  

In your emails, tell them a bit about who you are and why you care about these sites, and ask them the following questions:

Roughly how many apartments do you think there should be on each site?

How many hectares of new public green space do you think each site include?

What maximum building height limits are appropriate for both the Gabba and Boggo Rd sites?

Do you support selling off private development rights, or will you fight to retain full public ownership of both sites?

Please also email:

- Minister for Housing and Public Works, Mick De Brenni - [email protected] - ask him how much public housing will be delivered on the Gabba Station site

- Lord Mayor Adrian Schrinner - [email protected] - ask him where he intends to deliver new public parkland in Woolloongabba and Dutton Park to cater for new high-density development

Other steps you can take:

• Talk to friends and family and post up on social media about what kind of development you’d like to see on these two train station sites
• Contact other elected State MPs and other state election candidates to ask them whether they support including more green space and public facilities above and around these train stations, or whether they support the State Government’s current plans to sell off the sites for private highrise development
• Get together with a group of friends or a community group you’re involved in, produce your own alternative vision for either the Boggo Rd or Gabba train station sites, and share it with our office and the wider community

Please sign up for updates and encourage your friends to do so too!

Brisbane City Council’s annual budget looks a little different for the 2020/21 financial year, but in many respects, it embodies the same trends and values as previous council budgets.

The budget includes a disproportionate amount of money spent on intersection-widening and road-widening projects which will discourage active transport and encourage more people to drive. On the other hand, the budget includes very little funding for the arts, community services and public facilities like libraries. They’ve also cut funding to the very popular kerbside rubbish collection service for two years.

Council revenue has reduced noticeably as a result of offering rates discounts, free parking and a range of fee waivers related to the COVID-19 shutdown.

Looking ahead, BCC is continuing to offer property developers significant discounts on infrastructure charges, with the supposed goal of encouraging private development. However this represents a false economy, as it means council won’t have enough money to pay for the public infrastructure needed to cater for further private development and growth (further info on infrastructure shortfalls at this link).

Council continues to under-invest in local active transport infrastructure such as pedestrian crossings, traffic calming and separated bike lanes. Across the entire city, council is only installing traffic calming (i.e. speed bumps or build-outs) on SIX streets this financial year (details on page 148 of the budget under ‘Local Area Traffic Management’). There are dozens of locations in each one of council’s 26 wards which currently require traffic calming, so the fact that BCC is installing traffic calming on just six streets this year is deeply concerning.

Happily, the budget does include a significant allocation towards construction of the Kangaroo Point footbridge, which council is aiming to complete by the end of 2023. Five years ago, the LNP backed away from funding this project, so I’m very pleased we’ve been able to turn that around and secure funding for this important active transport project. Funding has also been allocated for early-stage design and options analysis work for the West End-Toowong footbridge.

I’m also grateful that the council has adopted Greens proposals to introduce a compost bin rebate scheme, where residents can get a refund of up to $70 on the cost of purchasing a new or second-hand compost bin or worm farm. Unfortunately the current process for actually applying for the rebate is much more complicated than it needs to be, and I’ve already asked BCC if they can streamline this.

A huge chunk of council’s budget continues to be spent on general waste collection and management. The costs of waste collection and management are split across a few different budget items, but on average, council spends roughly $200 million every year collecting and managing household waste.

While I was opposed to the decision to cut funding to the kerbside collection program without warning, I think that overall, waste management represents one of the low-hanging fruits in terms of opportunities to reduce council spending. If BCC supported more waste reduction schemes (such as encouraging composting and discouraging single-use packaging) we could drastically reduce the costs of waste management in this city, which would free up a lot more money for pedestrian crossings, community projects and new public parks.

Overall, BCC’s budget continues to follow an unsustainable neoliberal paradigm. Instead of making big corporate property investors and land speculators pay their fair share (such as by introducing a vacancy levy on empty homes and shops), council continues to cut corners and under-invest in essential public services and facilities. Service and infrastructure delivery costs are inflated drastically as a result of outsourcing to private for-profit contractors, while more and more council public servants are casualised or placed on short-term contracts.

Below you can find a breakdown of some of the specific projects that have been funded within the Gabba Ward for the coming financial year. Other local projects will be funded out of generic budget items that haven’t yet been specifically allocated. For example, a lot of money has been allocated towards bikeway improvements, but council hasn’t yet decided which specific projects to prioritise (I am pushing for bike lanes along Vulture St).

Council has also listed several proposals, such as a signalised pedestrian crossing over River Terrace, Kangaroo Point in the vicinity of Bell St, which will be dependent on federal government funding. Normally, council funds some road safety projects using state or federal government grants, but with this year’s federal budget delayed, BCC is still waiting to hear whether funding for such projects will come through.

If you have further questions about any of the below projects, feel free to get in touch with my office. If we don’t know the answer, we’ll try to track down someone who does.

Footpath reconstruction

Shafston Avenue, Kangaroo Point - $72 000

Melbourne St, South Brisbane - $398 000

Road resurfacing

Park Rd, Dutton Park - $244 000

Princess St, Kangaroo Point - $172 000

Boundary St, South Brisbane - $245 000 (partial – not the whole corridor)

Cordelia St, South Brisbane - $491 000

Gloucester St, South Brisbane - $164 000 (partial – not the whole corridor)

Beesley St, West End - $125 000

Buchanan St, West End - $122 000

Hardgrave Rd, West End - $583 000

Montague Rd, West End - $372 000 (partial – not the whole corridor)

Raven St, West End - $61 000 (timing will probably depend on progress of the QLD Ballet development project)

Scott St, West End - $60 000

Ipswich Rd, Woolloongabba - $453 000

Stormwater Drainage Construction and Rehabilitation

Dudley St, Highgate Hill - $168 000

Mollison St, South Brisbane - $1 649 000 (drainage work for West Village)

Ipswich Rd, Woolloongabba - $179 000

(There’s also $431 000 allocated for major drainage work around Logan Rd and Toohey St, Woolloongabba. This area is now outside the Gabba Ward, but I’ve been advocating for this investment for several years so I’m glad it’s finally happening)

Intersection Upgrades

Traffic lights for Victoria St and Montague Rd, West End - $7 869 000 (they’ve already spent a couple of million on this in the 2019/20 financial year – commentary regarding the high cost at this link)

River Terrace and Main St, Kangaroo Point - $6 535 000 (I do not support this project in its current form, and consider it a poor use of ratepayer money)

Boardwalks, Bridges and Culverts

Major restoration works for Story Bridge, Kangaroo Point - $13 831 000

Stage 2 of Restoration/slab work for Eleanor Schonell Green Bridge, Dutton Park - $166 000

Cultural Centre Boardwalk Restoration - $1 338 000

Other Public Space Works

Kangaroo Point Cliffs Park – Repairing old wooden bridge (on the path along the bottom of the cliffs), new/restored safety anchor points for rock-climbing - $237 000

‘Main St Park’, Kangaroo Point (this is council’s name for the park beside St Mary’s Church that used to be a TAFE) – installation of irrigation system - $81 000

Sealing and upgrade of carpark in Dutton Park along TJ Doyle Memorial Drive - $180 000

River wall reconstruction near Dock St, South Brisbane - $222 000.

Local infrastructure ‘Suburban Enhancement Fund’ budget - $565 000

As well as all of the above projects, we have a local public space improvements budget that we can allocate towards minor park and footpath upgrades around the Gabba Ward. Council only allows us to use this budget for permanent, physical infrastructure, and not for events, community projects or temporary facilities.

This is the budget that I’ve used to deliver facilities like the Musgrave Park basketball half-court, and the very small skate plaza in Davies Park (yes, I would have liked to make the skate plaza bigger too, but council wouldn’t let us install a larger skate facility so close to land that’s zoned for future residential development).

We are always open to suggestions for minor projects that could be funded out of this budget, and will be running a community voting process later in the year to allocate this funding after further conversations with council about what projects are feasible and likely to be supported by the LNP. Some of the projects we’re currently considering include:

• a wheelchair-accessible pathway link from Riverside Drive up to the Davies Park ring road
• a larger skate park somewhere along the riverfront (finding sites that are far enough away from residential properties is proving challenging)
• paying artists to paint more public murals on existing toilet blocks and council walls
• new native garden beds and bushland reserve plantings in existing council parks

We are also still waiting for council to install a new public toilet block along Riverside Drive, just north of the Merivale St rail bridge (this project was allocated funding out of last year’s Suburban Enhancement Fund budget), and to confirm a proposal for a second toilet block at the north-west end of Musgrave Park (keep an eye on email newsletters if you’d like updates about these projects).

West End Riverside Land Remediation

Previously, council allocated upwards of $15 million towards remediating heavily contaminated parkland adjoining a former industrial site along Riverside Drive near Hockings St, West End. This project has now been postponed for a couple more years, as BCC is negotiating with the State Government and a private developer to remediate adjoining blocks of government-owned and privately-owned land at the same time.

Money for this remediation project is now earmarked in the forward estimates for the 2022/23 and 2023/4 financial years, but as this project depends on negotiation with other stakeholders, it’s hard to say for sure exactly when it will happen.

I’ve spent the past four years listening to the community to better understand what kinds of improvements local residents and small businesses want to see happen around the suburbs of South Brisbane, Highgate Hill, West End, Woolloongabba, Dutton Park and Kangaroo Point.

My vision for the Gabba Ward is continually evolving in response to community feedback, so please let me know what you think of it by emailing [email protected].

It’s difficult to comprehensively list all the changes I’d like to see happen in our neighbourhood, particularly the community projects and social and cultural transformations that should happen alongside the delivery of physical infrastructure and government services. Alongside the so-called 'hard infrastructure,' I believe there should be far more council funding and support for community services, sporting groups, and the arts.

The priorities featured below tend to focus on the projects that I think Brisbane City Council and the State Government can realistically deliver in the next few years, but with an appreciation of the need to also plan ahead for long-term challenges.

Rather than vague statements, I've done my best to clearly outline my current position on a range of local issues so residents know exactly where I stand. It won’t be possible to deliver all of this in just a few years, but this is what we’re working towards... If there’s anything you’d like clarified, please get in touch.

Rethinking Development in the Inner-City

We support heavy restrictions on for-profit development within the low-lying flood-prone parts of the Gabba Ward.  We support well-designed mixed-used, medium-density development that’s accompanied by adequate infrastructure and services. We support more trees and green space being delivered within new developments. Currently, developers are only required to allocate 10% of site area for deep planting. The LNP publicly committed over a year ago to increase the requirement to 15% but haven’t yet implemented this. We believe all new high-density developments should set aside a minimum 20% of the site area for deep-planted trees.

Streets for People – Reimagining Transport in Brisbane

Our citywide philosophy for reimagining transport in Brisbane can be found at this link. Broadly speaking, we want more pedestrian crossings, wider, shadier footpaths, lower speed limits on residential streets (with more traffic calming where necessary) and separated bike lanes on main transport corridors. Check out the link, and view more details about specific transport commitments below.

Free Off-Peak Public Transport for Everyone

To reduce congestion and improve accessibility and connectivity, we’re calling for free off-peak public transport. We can make buses and CityCats free during weekdays and weeknights in the off-peak period, as well as free all weekend. More details available at this link.

Free Cross-River Ferries and Kangaroo Point CityCat

In addition to calling for all bus, CityCat and ferry services to become free for everyone during off-peak periods, we support making all existing cross-river ferry services free, 24/7. We also support reviewing the CityCat timetable and network to introduce a CityCat service to the Holman Street ferry terminal at Kangaroo Point.

Two New CityGlider Routes

We are calling for two new CityGlider routes, one running east-west from West End to Bulimba, and the other running north-south from Annerley to Fortitude Valley (through Kangaroo Point and Woolloongabba). More details at this link.

Full Bus Network Review

We are calling for a full network review of Brisbane bus routes, with a strong focus on increasing the frequency and reliability of services running through the inner-south side, particularly the 192, 196, 198 and 234 bus routes.

New footbridges

We’re calling for new footbridges from West End to Toowong and Kangaroo Point to the CBD. Other parties have expressed cautious support for these projects, but have not committed to allocating funding for them. We believe these bridges should carry pedestrians, cyclists and escooters, but not buses.

We are also open to supporting the proposal for a footbridge between West End and UQ St Lucia, but believe further detailed research, transport modelling and a cost benefit analysis should be conducted (in addition to more robust community consultation) before any project funding is allocated. A detailed write-up about my position on the footbridges is available at this link.

As part of the Kangaroo Point footbridge project, we believe council needs to deliver a wheelchair accessible Story Bridge underpass. The current underpass between Thornton St and Deakin St has multiple sets of steps and so is not wheelchair accessible. Depending on detailed design and engineering investigations, it may be more cost-effective and less disruptive to create a second, new underpass connecting from slightly further north along Deakin St directly to Scott St.

New ‘Kurilpa West’ Citycat Terminal

Recent and anticipated population growth for the western side of the Kurilpa Peninsula (particularly along Montague Rd) means that new high-capacity public transport services will be needed to move people in and out of West End.

We support a new CityCat terminal being delivered along Riverside Drive. The South Brisbane Riverside Neighbourhood Plan identifies Victoria St as a possible location for a new terminal, however it may be more appropriate to locate the terminal slightly further north near Beesley St to facilitate better access to and from Davies Park.

I do not believe that proposals for a new footbridge and CityCat terminal are mutually exclusive. The two projects meet different transport needs and are complementary. Both will be necessary in order to help inner-city residents transition away from car-dependency.

Convert Flood-Prone Industrial Sites to Public Parkland in 4101

We support acquiring the large blocks of land along the northern end of Montague Rd which are currently used for industrial purposes, and converting these into public parkland and sporting facilities. Sites including Hanson Concrete, Parmalat and I-O Glass are all highly vulnerable to flooding, and are not appropriate for high-density residential or commercial development.

To cater for the green space needs of West End’s rapidly growing population, and to mitigate the negative impacts of flooding, these sites should be restored as public parkland.

This large new riverside park could include dog off-leash areas, a full-size skate park and BMX track, a sports field, a large children’s playground, vegetated nature reserves and outdoor event spaces.

Completing the Kangaroo Point Riverwalk

Completing the missing links of the riverside footpath between Dockside and Mowbray Park is essential to reduce traffic congestion and improve connectivity for the Kangaroo Point Peninsula. There are only a few missing links between existing pathways that have already been completed, and we believe council should allocate the funding to build these sections immediately, rather than waiting years for private developers to do it. The riverwalk should be designed with extra-wide footpaths and clearly delineated separation between pedestrians, slower-moving cyclists, and faster-moving bikes and escooter riders. You can read more about the riverwalk via this link at the section titled ‘Completing the Riverwalk’.

Restore Boggo Road Gaol as a Visual and Performing Arts Hub

Boggo Road Gaol is ideally located along the busway and train lines, and in close proximity to UQ St Lucia, Dutton Park State School and the future Dutton Park State High. This historic site should not be privatised and sold off to developers, but should be restored as a publicly funded music and arts hub, with workshop spaces, studios, rehearsal rooms, exhibition spaces and theatres. Boggo Road could become the south-side sister of the New Farm Powerhouse, celebrating history while providing affordable spaces for artists, innovators and hackers. A heritage museum component and a strong emphasis on history tours and storytelling would allow this precinct to serve as a hub for local history groups and knowledge-keeping.

Separated Bike Lanes along Vulture Street

Vulture St is a key east-west connector across the Gabba Ward, but riding between West End and Woolloongabba is currently quite dangerous. Existing narrow footpaths can no longer safely accommodate rising numbers of cyclists and escooter riders, so it is imperative that council creates safe, separated bike lanes running along Vulture St from Montague Rd, West End to Christie St, South Brisbane. This would provide a direct connection to the Goodwill Bridge and to the new Woolloongabba Bikeway along Stanley Street.

Safer separated bike lanes are also needed along other main roads such as Montague Rd and Gladstone Rd, however we currently consider Vulture St to be the highest priority.

Convert roadway into parkland at southern end of Boundary St

Regardless of whether a new footbridge is delivered between St Lucia and West End, we have an amazing opportunity to create more useable public green space at the southern end of Boundary St by combining under-utilised roadway with the neighbouring block of State-owned land at the corner of Dudley Street. Boundary St could end at the intersection with Glenfield St, and the roadway could be ripped up to create a riverside public park with an area of over 3300m2.

Aboriginal Cultural Centre in Musgrave Park

Local Aboriginal community groups have been advocating for decades to establish a purpose-built cultural centre in Musgrave Park. This project should be designed, led and controlled by First Nations peoples, with funding from all levels of government. Council should play a supporting role in delivering this project, facilitating conversations and providing access to resources and support staff to empower Aboriginal community leaders to deliver this project.

Redevelop Kurilpa Hall and Library as a Multipurpose Community Facility

We support converting the carpark of Kurilpa Library and the adjoining Kurilpa Hall site into a multistorey multipurpose community hub that caters for the community’s changing needs. We believe a redevelopment of this site should respect the heritage and integrity of the historic Kurilpa Library building. A redeveloped community facility would include space for the Australian Pensioners and Superannuants League organisation that currently manages the existing Kurilpa Hall, as well as a wide range of other community groups and projects.

An expanded library would include dedicated meeting rooms, fully accessible toilets and a wider range of resources. Depending on further community consultation, it could be possible to design a dedicated theatre space or concert hall within the facility, but such elements would require careful design and extensive sound-proofing to avoid negative impacts on neighbours. We are calling for multiple rounds of detailed community consultation and an inclusive participatory design process before any changes are made to the existing facility.

Composting and Sustainable Waste Management

The Greens are calling for free green bins for every household, in order to divert organic waste from general landfill. We are also calling for the green bin service to be adapted so it can accept food waste too. Organic waste can be composted and reused for gardens. The gases from composting organic matter can be captured as a source of energy.

We also support establishing more community composting hubs particularly within the inner-city, and are calling for more council funding and support to train apartment block residents how to manage community composting hubs on their own apartment block sites, while also establishing more hubs in public parks alongside community gardens.

Vacancy Levy

We are calling for a vacancy levy on all homes, shops and vacant lots that are left empty for more than six months without a valid reason. A vacancy levy would reduce homelessness, place downward pressure on residential and commercial rents, and help bring life back to struggling shopping precincts. More details about this policy can be found at this link.

Default 40km/h Speed Limit

We support a default speed limit of 40km/h on all streets in the Gabba Ward, with the exception of some sections of Ipswich Rd, Main St, and Shaftson Avenue. I believe that even busy roads like Dornoch Terrace, Montague Rd, Gladstone Rd, River Terrace, Cordelia St, Merivale St, Vulture St and Stanley St should all eventually be reduced to a limit of 40km/h, but that this transition should happen gradually alongside other changes to road design and transport services.

New Pedestrian Crossings

The Greens have called for council to create 250 new pedestrian crossings around the city each year. We have recently secured funding for new traffic lights at the intersection of Victoria St and Montague Rd (near the West End Aldi) and work will be starting soon.

Traffic lights will also be installed along Gladstone Rd near TJ Doyle Memorial Drive to connect the new Dutton Park State High School to the Dutton Park green space.

Looking ahead, we believe that within the Gabba Ward, the highest priority locations for new crossings are:

• Boundary St near Brighton Rd
• Dornoch Terrace-Hampstead Rd intersection – possibly lights, depending on detailed investigation)
• Gloucester St-Stephens Rd intersection
• Leopard St, Kangaroo Point – zebra crossing near Lockerbie St
• Montague Rd – traffic lights near Donkin St
• Montague Rd – traffic lights at/near Ferry Rd
• Multiple locations along Dornoch Terrace - unsignalised zebra crossings
• River Terrace, Kangaroo Point – traffic lights near Bell St, and a new zebra crossing north of Paton St
• Vulture St near Exeter St, West End
• Vulture St near Thomas St and Bunyapa Park
• Wellington Rd – traffic lights near Mowbray Terrace and Toohey St

Safety Upgrades for Existing Pedestrian Crossings

Many pedestrian crossings throughout our city need major safety improvements. We believe the highest priorities for safety upgrades to existing crossing points are:

• Converting the intersection of Hardgrave Rd and Vulture St into a four-way scramble crossing (like the Boundary St-Vulture St intersection)
• Redesigning the zebra crossing on Gladstone Rd near Park Rd West as traffic lights
• Zebra crossing on Park Rd near Merton Rd
• Intersection of Dornoch Terrace, Hardgrave Rd and Ganges St
• Zebra crossing on Hawthorne St near Gibbon St
• Orleigh St near the West End ferry terminal
• Zebra crossing on Montague near Brereton St

If the community is opposed to installing traffic signals, often the best way to improve pedestrian safety at a zebra crossing is to lower speed limits and narrow the road width on the approaches to the crossing by building out the footpaths and/or installing separated bike lanes.

New Public Parks at Gabba Station and Boggo Road

Woolloongabba is under-served by public parkland, but inner-city land is extremely expensive. In the short-term, the most cost-effective and practical pathway to creating new public green space catering for rapid population growth in the 4102 postcode is to ensure that large public parks are included on the publicly owned sites which are being redeveloped for train stations as part of the Cross River Rail project.

Rather than selling off the land above the train station for private highrise development, the State Government should retain ownership and control over these sites and deliver large new green spaces and community facilities. You can read a more detailed vision for the redevelopment of the Gabba Cross River Rail station site at this link.

New Public Park for Highgate Hill/South Brisbane

We support covering over the exposed train line immediately to the north of Gloucester St to create a new public park with an area of 1.1 hectares. This would provide much-needed additional recreational green space for residents living between Annerley Road and Gladstone Rd while also providing additional wildlife habitat and reducing noise pollution and air pollution from the train line. More details at this link.

New Park for Kangaroo Point Peninsula

A new park should be created for the northern end of Kangaroo Point in the vicinity of Lambert St to cater for the rapid population growth in this vicinity. A new riverside park could include a dog off-leash area and other recreational facilities, and could connect to the completed riverwalk leading north to Dockside.

Finding land for this park would involve acquiring privately owned land that would otherwise be redeveloped as highrise, while also narrowing the bitumen roadway and reclaiming road reserve as green space.

Hampstead Common and Implementing the West End Green Space Strategy

The West End Green Space Strategy identifies a long list of opportunities to create additional green spaces throughout the Kurilpa Peninsula, predominantly by converting existing road reserve back into shaded boulevards and pocket parks. We support this strategy, including narrowing Hampstead Road and extending the existing community orchard along the footpaths leading down from the top of Highgate Hill.

Although some of these projects sound costly, they are essential if we are to preserve a high quality of life for current and future Gabba Ward residents. We can afford to deliver all of this if we make property developers pay their share, generate additional revenue from a vacancy levy, stop outsourcing core council services to private contractors who add in fat profit margins, and reduce spending on ineffective and sustainable road-widening projects.

Repurpose Space Under the Story Bridge for Community Purposes

There's a lot of under-utilised space beneath the Story Bridge at Kangaroo Point that can be converted for other uses. Some of this space which is currently used for council carparking could double-up as space for weekend farmers' markets and artisan markets. Some space could also be used for community concerts and movie nights, exercise equipment and perhaps even sporting facilities like cricket nets or basketball hoops. Obviously any redesign of this space should be subject to detailed community consultation, and should remain mindful of the need for off-street parking in the area. I believe council should put funding into a detailed community planning process to give residents and local small businesses control and decision-making power over the long-term future of this space.

Close Grey St to Through-Traffic and Create a New Public Park in South Brisbane

As part of the Brisbane Metro project, BCC and the State Government will be working together to redevelop the Cultural Centre Station and the adjoining Melbourne St-Grey St intersection. I'm calling for serious consideration of the possibility of closing off Grey St to through-traffic, so we can create 5000m2 of additional public green space between QPAC and the South Brisbane train station. This would have a range of positive flow-on impacts, including:
- improved traffic flow at the Peel St-Grey St and Grey St-Vulture St intersections
- giving higher-speed commuter cyclists a safer alternative to riding along the South Bank riverfront
- helping Grey St flourish as a low-speed active transport-focussed environment

You can find out a lot more detail about this proposal at this link.

As mentioned above, our vision for the Gabba Ward is based upon the feedback we receive from residents. If you disagree with some of it, let us know! If there are other projects or ideas that you think should be included in this vision, please write to us! This is an ever-evolving list that will change in response to the needs and priorities of local residents.

At the end of the day, it's not just up to me to articulate what I think should be the future of our community. All of us should get a say and all of us should meaningful control over how our city changes and evolves.

This week, I'm calling for the introduction of two new CityGlider routes to fill gaps in Brisbane’s public transport network.

Getting from one suburb to another by bus or train is often a lot harder than getting in and out of the CBD, and we need to improve inter-suburban connectivity so that people can make the shift away from depending on private vehicle transport.

These route proposals are not final or definitive. We’re putting them out there to seek feedback and crowdsource residents’ insights to create the best possible route alignments. Where should the stops go? Exactly where should the services terminate? And are these the best streets for high-frequency buses to be using?

The Green CityGlider route is focussed on cross-suburb travel, connecting people from predominantly residential areas like East Brisbane and Hawthorne to employment and service hubs like the major hospitals in South Brisbane/Woolloongabba.

It would run from the intersection of Vulture St and Montague Rd in West End, and turn around at the Bulimba roundabout where Oxford St meets Hawthorne Rd and Riding Rd.

The Green CityGlider connects to two train stations – South Bank and the future Cross River Rail Gabba station – as well as a couple of key busway hubs, including future Brisbane Metro stops at Mater Hill and South Bank.

It connects to several big schools, including West End State School, Brisbane State High, Somerville House and St Laurence’s College, Lourdes Hill College and Bulimba State School, giving students and staff a reliable all-weather public transport alternative to driving.

Crucially, it provides a direct connection between West End’s high-density areas along Montague Rd, through the Boundary St commercial precinct to South Brisbane and Woolloongabba, without having to go in and out of the Cultural Centre bottleneck.

The north-south Orange CityGlider would fill one of the biggest gaps in inner-city Brisbane’s transport network, connecting Kangaroo Point, Annerley and Woolloongabba to major destinations in Fortitude Valley and Bowen Hills. It also picks up quite a few school catchments along Ipswich Rd and Main St which currently generate a huge amount of peak-hour traffic.

We suggest the Orange CityGlider could run from Cracknell Rd, Annerley to Campbell St, Bowen Hills.

Both of these routes could be augmented by introducing dedicated peak-hour bus lanes through key choke spots, so that catching the bus is always quick and reliable. They would run at high frequency, so that you could turn up to the stop at any time of the day or night and be confident of getting a ride. They intersect at the Gabba Station and Stadium, reinforcing this as a transport node so that people can easily change services and head to different parts of south/east Brisbane without having to go all the way into the Cultural Centre to transfer.

Cross-suburb connections like these also improve network resilience, as these high-frequency routes can still flow reliably, even if a car crash or flooding causes a traffic jam on one of the main roads leading directly in and out of the city.

Alongside our call for free off-peak public transport for everyone, a change like this would greatly improve connectivity and mobility, particularly for lower-income residents who don’t have access to private vehicles.

For those who are wondering about funding, we’ve estimated that these new routes would each cost around $5 million per year to run. But we know that other services such as the Blue CityGlider actually earn the council more than that in ticket revenue because they are so popular. Thinking bigger-picture, it is actually cheaper and more efficient for people to move around the city via public and active transport than by private vehicles.

Each year, council spends hundreds of millions of dollars maintaining and widening roads, as does the State Government. Getting more people out of their cars and onto public transport is great for the environment, and would also save a lot of money in the long-term, because a single bus needs much less road space and causes a lot less wear and tear on the road than dozens and dozens of cars.

If you want to support the push for these new CityGlider routes, you could also email the Minister for Transport and Main Roads via [email protected] and the Lord Mayor at [email protected] 

31 March 2021

Amy MacMahon and I have just sent off our joint submission to BCC regarding proposed locations for the West End bridges. You can read our submission via this link. Our submission focussed heavily on the potential impacts to public space and immediately surrounding communities, as this was the main issue of concern that residents were raising with us.

February 2021

Since 2016, the Greens have been advocating for new footbridges between Kangaroo Point and the CBD, and West End and Toowong. We’ve also expressed interest in a footbridge between West End and St Lucia, but have said that we consider the Toowong bridge and a new CityCat stop for the western side of West End are both higher priorities than a St Lucia bridge.

Brisbane City Council has now confirmed funding and gone out to tender for the Kangaroo Point bridge, and is seeking feedback from residents about possible locations for the Toowong and St Lucia bridges.

BCC Consultation Process

BCC has announced three possible locations for the Toowong-West End bridge, and three possible locations for the St Lucia-West End bridge, with their ‘official’ public consultation period closing at the end of March 2021. Crucially, BCC is only asking residents which of the three nominated locations they prefer, as opposed to whether both bridges have general public support.

Council info about the proposed bridge options is available via these links:

Toowong-West End Bridge 

St Lucia-West End Bridge

Elected Greens Representatives' Consultation Process

We believe the BCC consultation process has some significant gaps and deficiencies. These include insufficient protections against someone filling out the anonymous online survey multiple times on different devices, and concerns that the questions council has posed don’t distinguish between opposition to particular locations, versus general opposition to all bridge proposals, thus diminishing the quality of the feedback.

So as well as a public forum on Saturday, 27 February, and other forms of on-the-ground community outreach, we’re running an online poll to guide what position we take as elected representatives. The more responses the poll receives, the more weight the outcome will carry and the more influential it will be on our decision-making.

Please click on this link to vote in our poll. We ask participants to provide contact details and create a voting account to help guard against fraudulent duplicate votes.

Our polls show the results in real-time, and include optional preferential voting, which means participants can rank multiple bridge landing locations and clarify whether they’d prefer ‘no bridge’ over one of the particular options BCC has proposed.

My rough ‘options analysis’ as of February 2021

All of the bridge landing options BCC has proposed arguably have some negative impacts. I haven’t yet formed a final view on which options I officially support, and will wait to see the results of our poll, but I’ve been hearing a lot of feedback from residents which is inevitably shaping my views.

The council has published some estimates on its website for how many people are likely to use each bridge location, but I don’t think these trip estimates are reliable or worth paying much attention to, because the numbers for the St Lucia bridge assume the Toowong bridge doesn’t exist, and vice versa. The council’s trip estimate modelling is heavily skewed by proximity to existing public transport stops. The transport modelling algorithms estimate higher trip volumes for bridge landings that are close to existing bus and ferry stops.

But I think that rather than basing the bridge location decision on proximity to existing public transport services, it would be preferable to pick the best bridge location in terms of active transport routes, and then add nearby public transport stops if necessary.

As such, I'm more interested in how many local residents think they are likely to use a particular bridge, as opposed to how many people Brisbane City Council modelling says are likely to use a bridge.

For the Toowong bridge, at this stage I’m leaning towards supporting Option A, because:

• It will have a smoother incline, without the need for a big curling ramp at the end
• There’s an opportunity to link it to a larger new green space on the former ABC site at Toowong
• It will likely have less impact on river navigation and recreational river uses than a bridge that’s closer to the bend in the river
• It will offer a more direct connection between Riverside Drive, West End and the bicentennial bikeway in Toowong

For the St Lucia bridge, it’s a harder call to make and I’m genuinely still undecided.

Option A seems likely to have the biggest impact on existing public parkland, landing in the middle of both Orleigh Park and Guyatt Park, and arguably duplicating an existing cross-river link already provided by the Citycat terminals.

Option B is much less likely to directly impact existing residential homes or established trees, but lands partway along Ryan St, and does not directly connect to key public and active transport corridors.

Option C (the Boundary St-Keith St alignment) is the most direct route between UQ St Lucia and the commercial centre of West End. It also offers the added benefit of a more direct connection for residents riding to and from Fairfield, Annerley and the PA Hospital to the heart of West End (via the existing Eleanor Schonell bridge). However the current design proposed by BCC for Option C also involves acquiring three residential homes, could remove quite a few large trees, and would result in quite a long component of the bridge stretching overland almost as far as Paradise Street, arguably reducing neighbourhood amenity.

I’ve sought more information from council about whether it’s possible to land a lower-impact bridge at the southern end of Boundary St without removing established trees or residential homes, and will publish answers on this page if/when I receive them.

Thinking strategically

A few residents have asked me whether it’s possible to get the funding for one or both West End footbridges diverted to other more urgently needed local infrastructure or services. My analysis of the current political landscape is that this would be quite difficult. The LNP administration are emotionally invested in fulfilling their public commitment for ‘five new green bridges,’ and the Lord Mayor has already shown his reluctance to divert funding elsewhere.

Last year, BCC undertook public consultation on the proposal for one of the five green bridges to be built between Bellbowrie and Wacol. Apparently the majority of residents in those suburbs who provided feedback said they didn’t want the green bridge, and preferred the money to be spent on other local infrastructure. But even though both Bellbowrie and Wacol are represented by LNP Councillors, the LNP Lord Mayor still declined to support this approach. The Bellbowrie green bridge proposal was scrapped, and the council is now looking for another location along the river for its fifth green bridge. Meanwhile the suburbs of Bellbowrie and Wacol missed out on any investment.

So if local residents of Brisbane’s inner-south and inner-west oppose bridges from St Lucia and Toowong to West End, there’s certainly no guarantee that the money which would’ve been spent on those bridges will be reinvested in other local projects.

Addendum: As of early March 2021, we have just managed to get hold of some of the formal reports that were produced internally for council, including the 2020 Draft Alignment Study produced by GHD Consultants. You can find these documents at this link.

Here, again, is the link to the online poll. Please click through and cast your vote on your preferred bridge locations.

PREVIOUSLY:

February, 2020

I've been advocating for better active transport connections for the inner-south side since before I became a city councillor. Providing direct connections for pedestrians and cyclists helps reduce traffic congestion and car-dependency, and ends up saving council money in the long-term by reducing the costs of building and maintaining roads.

I'm very supportive of a Kangaroo Point-CBD footbridge, and I'm pleased the council has agreed to my requests to fund the construction of this bridge as a high priority.

I've also been advocating for a West End-Toowong footbridge, but before starting any work, I’d like to see council develop a business case for it (which they’ve said they will do), and I think the entire business case and feasibility study should be released to the public.

I would still need a bit more convincing before supporting a West End-St Lucia bridge, as I’m not yet sure that the benefits justify the costs.

As explained below, I don’t support any of the inner-city bridges carrying conventional buses. I will of course keep an open mind about emerging technologies and changing transport needs, such as the rise of self-driving demand-responsive minibuses, but until I’m presented with strong evidence to the contrary, I don’t think bus bridges are a good idea.

I think it’s extremely important that any green space losses associated with the bridges are offset by the creation of new public parks in West End and Kangaroo Point, above and beyond the parkland already identified as necessary in council’s existing planning documents.

Importantly, if trees need to be removed, the project team should have to take responsibility for finding appropriate locations and planting replacement trees nearby. It’s not enough to just pay an offset levy into the general tree planting budget without actually finding space for where the replacement trees can go.

Naturally, I think it’s very important that the bridges have roofs to protect pedestrians and cyclists from sun and rain, as well as other sustainable design features such as rainwater capture and solar panels if appropriate. More generally, I think we should explore opportunities to design these bridges as useable public spaces as opposed to just transport thoroughfares.

22 November, 2019: 
Last week we received a briefing from council officers about the three new green bridges proposed for the Gabba Ward. They were able to give us a lot more detail about the Kangaroo Point-to-CBD footbridge, which is much further advanced than the other two in terms of planning.

From the information we were provided, it seems like the proposed footbridges from West End to Toowoong and West End to St Lucia have barely gotten any further than the drawing board.

Here’s what we know so far. I’ll add more detail to this page as more information becomes available and in response to other questions we receive from residents.

The LNP have estimated a total projected budget of $825 million for all five bridges (keeping in mind that the bike bridge over Breakfast Creek will be very cheap, and the Bellbowrie bus bridge will cost a lot more than the other bridges). The LNP have allocated $550 million in council’s own budget forward estimates, which they say will cover approximately 2/3 of the cost of delivering these bridges. They’re hoping to get funding from State and Federal Governments to cover the other 1/3 of the cost.

I’ve listed some of the main details about the Kangaroo Point bridge first, followed by the other two inner-city bridges. There’s a lot more info about the KP bridge (including a report on the key findings from the business case) at this link. I’ve included my own commentary and advice to residents in italics.

Kangaroo Point to CBD Green Bridge

How much will it cost and how long will it take?

Estimated total budget is $190 million. Once detailed designs, consultation, government approvals and contract tenders are all finalised, the actual construction process would be expected to take 18 to 24 months.

Where will it land (and why)?

BCC is proposing to connect the bridge from near the Alice St-Edward St roundabout, to the end of Scott St at Kangaroo Point

The riverbank near the intersection of Alice St and Edward St is quite low, which makes this bridge more challenging because you have to make it high enough for boats to pass underneath safely (they are aiming for a similar height to other bridges like Goodwill and Captain Chook). One of the main reasons Scott St is preferred over Thornton St is that the slope of the bridge would be more gradual, whereas if you go from Alice to Thornton, it will end up a lot steeper. The key findings report has a bit more detail about alignment options.

Apparently a lot of different options and factors have been considered in terms of CBD-side landing points. The Alice-Edward location probably works out a lot cheaper than negotiating with private landowners further to the north along the CBD riverfront. It also delivers a better connection to the Botanic Gardens.

It seems like council is now leaning pretty heavily towards landing the bridge at Scott St, and will only reconsider this location if there’s really really strong opposition for some reason during the consultation and the public calls for it to land at Thornton St instead. I see no reason not to trust the council planners and independent consultants who’ve concluded that on balance, Scott St makes the better landing point.

What about the Story Bridge Underpass and Connections to the Bridge?

The current Story Bridge pedestrian underpass between Thornton St and Deakin St is not wheelchair accessible and needs a significant (and expensive) upgrade to remove the steps and make it more useable for wheelchairs, prams and bikes. If the bridge lands at Scott St, BCC will be weighing up the pros and cons of upgrading the Thornton St underpass, or creating a new wheelchair accessible underpass from Main St to Deakin St (north of Darragh St).

An underpass connection is being treated as an essential element of the bridge project itself, but feedback from residents about how best to do it will probably have some influence over council decision-making.

I think it is particularly important for residents to give really strong feedback that at the same time as the footbridge is built and the underpass is improved, council also completes the missing sections of Riverwalk on the eastern side of Kangaroo Point.

A key benefit of this footbridge is connecting active transport commuters from the eastern suburbs through Kangaroo Point and directly into the CBD. Completing the riverwalk so that high volumes of bikes don’t have to mix with cars along Thorn St and Lambert St is a crucial part of this.


What’s happening to the Thornton St Ferry Terminal?

Council officers have told me that changes to the ferry network or the Thornton St ferry terminal are out of scope for the bridge project. However it’s possible that the Thornton St terminal might have to close down temporarily during part of the construction period.

When designing the bridge and evaluating design options, the project team has been proceeding on the assumption that a ferry terminal will be retained at Thornton St. It is of course possible that down the track, after the bridge is completed, council’s transport planners might look at ferry usage data and conclude that the stop is no longer needed or should be relocated

Will the bridge carry buses too, or just pedestrians and bikes?

It’s a definite no to buses on the Kangaroo Point to CBD green bridge. If you look at a map of where the bridge is proposed and how that might link to existing major road corridors, you’ll probably see why.

Will we lose trees and public green space?

Yes, quite possibly. Council will want to minimise the landing footprints of the bridge, and footbridges don’t have to take up anywhere near as much space on land as bus or car bridges. But there will still be some impacts on public parkland.

I think it’s really important for residents to provide strong feedback to council that you don’t want to lose green space as a result of this project. It’s possible for council to allocate a small proportion of the project budget towards buying more land elsewhere in Kangaroo Point to create a new public park that offsets the loss of trees and green space caused by the bridge.

This bridge project represents an amazing opportunity to get a new public park within the Kangaroo Point peninsula, which will help cater for our rapidly growing population, but it’s important for residents to raise this need really strongly as often as possible

West End to Toowong and St Lucia Footbridges

How much will they cost and how long will they take?

Council says they haven’t yet conducted detailed costings for these two bridges. They are at such an early stage in planning these bridges, that unless there’s a big shift in political priorities and they allocate more resources to delivering these bridges faster, they probably won’t start construction for at least 5 years, and won’t be finished until 2027 at the earliest.

If you extrapolate from the fact that out of a total $825 million estimate, they’re anticipating:

• $190 million for the Kangaroo Point bridge, which is a longer and more technically complex project
• maybe $20-$40 million for the Breakfast Creek bike link
• and upwards of $280 million for the Bellbowrie to Moggill green bridge

that probably means around $280-$300 million for the two West End bridges (so roughly $150 million each). St Lucia to West End will probably be slightly cheaper than other footbridges as it’s a shorter stretch of river to cross.

Where will they land?

Council’s consultation documents show notional landings for the bridges from Archer St, Toowong to near Forbes St, West End, and from Boundary St, West End to Keith St, St Lucia. The officers have said repeatedly that these are just general indicative landing points rather than precise locations. It sounds like BCC hasn’t settled on exact landing points for these bridges yet, so there’s definitely time to advocate for different locations.

A couple of residents have asked whether the Toowong Bridge would be better off landing on the former ABC site rather than going through or over residential properties on Archer St. I’ll be asking more information about this, but from what I’ve learned so far, it sounds like the benefit of landing it slightly to the south of the ABC site is that it can connect more directly to the Toowong train station and shopping centre via the pedestrian link next to 29 Archer St. I will of course continue to advocate for the former ABC site to be brought back into public ownership for use as parkland and community facilities.

There are a lot of issues that have to be worked through in evaluating the exact locations of both proposed footbridges, in terms of avoiding local heritage sites like the Cranbrook Place Aboriginal  Sorry Site at Orleigh Park, minimising the loss of established trees, and ensuring optimal active transport connections to existing bikeways and pedestrian corridors.

As with the Kangaroo Point footbridge, it’s crucial that residents provide strong feedback to council that you don’t want to lose green space as a result of these projects. We should be insisting that council deliver new public parks in West End to offset any green space that’s lost as a result of these bridge landings. I’m asking all residents to email [email protected] and demand that if the bridges do go ahead, you want a new public park in West End to compensate for the lost riverside green space.

Will the bridges carry buses?

The LNP have not yet firmly and explicitly ruled out the possibility of the bridges carrying buses, but I think this is extremely unlikely, and at this stage I don’t support either bridge carrying buses (although I’m keeping an open mind).

This next map helps show why I don’t think there’s a strong case for a bus bridge from Boundary St to UQ.

Footbridges will likely be around 6 metres wide, whereas a bus bridge that also carries bikes and pedestrians would have to be at least 12 metres wide. Designing the Toowong and St Lucia bridges to carry buses (as well as the necessary road connections) would probably add $50 million to $100 million to the cost of each bridge, so to justify that much additional cost, as well as the ongoing costs of running additional bus services, council needs to be really sure that bus services would be well-utilised.

If a bridge were built that also carries buses, most residents who live in the blue shaded area would probably still find it more convenient (and cheaper) to walk over the bridge to get to UQ, even if there are frequent buses.

Residents who live within the red circle will probably find that existing CityCat services are just as convenient to get to uni as walking a longer distance to get to a connecting bus stop.

And residents who live within the purple circles already have access to high-frequency bus services to uni that are reasonably reliable, via the busway and existing Eleanor Schonell Green Bridge, so while buses running down Boundary St might be slightly more direct, the fact that those services would be running through the low-speed cultural and commercial heart of Boundary St probably makes them a less attractive proposition.

So bus services running between West End and St Lucia are really only going to be useful for residents in the central part of West End, or for students and staff heading from UQ into West End. Anyone living further away in other parts of the city is going to find it quicker to catch a bus that runs along the existing dedicated busway, and most people living closer to the bridge will prefer to walk over for free, rather than catching a bus.

Personally I’m very sceptical that there will be enough demand to justify the high cost of running services and building a bus bridge.

Thinking about the broader public transport network as a whole, the case for buses on both the Toowong and St Lucia bridges is pretty weak, because all of West End’s main road corridors are so heavily congested. Montague Rd, Boundary St, Hardgrave Rd and Vulture St are all quite busy roads, which means bus services running along Coronation Drive and the dedicated busways are always likely to be quicker and more reliable than buses coming through West End.

I know there are quite a few residents living up on Highgate Hill who say they would use an east-west bus route running over the river to Toowong and Auchenflower, but compared to other routes and possible uses of public money, I don’t think this is likely to be a high priority. The feedback I’ve been hearing so far from residents living closer to Forbes St and Riverside Drive is that they definitely don’t want a West End-Toowong bridge to carry buses.

Is this consultation genuine?

One of the frustrating things about council consultation processes like this one is that you’re never sure how much weight they are giving to the resident feedback they receive. It sometimes feels like your comments just go into a void and no-one ever reads them.

Apart from the short timeframes, I think there are two fundamental problems with this kind of council consultation:

1. Residents can’t easily see or hear what other residents and stakeholders are saying. Already, I’ve had a resident tell me that “Everyone they’ve spoken to” is opposed to one of the bridges, while another resident said “All of us down here love this bridge.” It would foster greater understanding within the community if council facilitated open discussions where everyone had an opportunity to easily engage with one another’s feedback if they wished, as opposed to all of us just giving closed feedback. That way, residents who might not personally see value in a particular project proposal might understand how it benefits a different demographic of residents.
2. Not enough information has been provided to allow us to form an informed view. People can give more meaningful feedback on a project when they have access to more information about current and future commuter demand, traffic volumes, population trends, secondary impacts etc. In the case of the Toowong and St Lucia bridges, council hasn’t done a huge amount of detailed research into design options, but they would still have plenty of traffic data, as well as info about how many students UQ is aiming to accommodate in the future, how many people are expected to move into Toowong and West End etc.

By failing to provide this basic information in an easily accessible format, council fosters distrust (because residents feel like council is hiding something), polarises the electorate, and diminishes the quality of feedback it’s receiving from residents.

Having said that, I think council is genuinely interested in what residents have to say about how important these projects are, and what elements and features should be prioritised. Institutional stakeholders like the University of Queensland are pushing strongly for a bridge directly to the campus, so if residents are expressing alternative views, that can help balance out the conversation.

Unlike private development projects, where the LNP-dominated council doesn’t really care very much at all what residents think, the council is more receptive to input on public projects. The mayor doesn’t want to spend lots of money on projects that are unpopular and will lose votes. So if an element of a project receives a lot of negative feedback at the early stages (before they lock in designs and go out to tender), it’s definitely possible to get council to make changes.

If council receives really strong support for a particular bridge, but can’t secure funding for the project from the state or federal government, BCC is likely to push ahead with the project and fund the whole thing itself. Whereas if public support for a bridge is not quite as strong, and the council can’t get funding from a higher level of government, they might just delay the project and deprioritise it. So providing positive feedback about the elements you do like is just as important as providing criticisms about what needs to change.

I encourage residents to provide as much feedback as you can during the council’s consultation process. If there are other questions you’d like answered, let me know and I’ll add them to this document.

Council has confirmed funding for the installation of traffic lights at the intersection of Montague Rd and Victoria St, West End. This is a huge win that I've spent several years advocating for. All the protests, petitions and speeches in council are finally paying off.

As explained in older posts, the slope of the road and the volume of vehicles moving through this intersection means that it's very difficult for council to make this intersection safe for pedestrians to cross without traffic lights and a full re-design.

We understand the redesigned intersection is proposed to include dedicated left and right-turn lanes from Victoria St (western side) into Montague Rd, and a dedicated right-hand turn lane from Montague Rd into Victoria St (west).

BCC has said that the redesigned intersection will include dedicated bike lanes along Montague Rd, but has not confirmed whether these will include any kind of physical separation.

Here's the draft concept design they've produced. You can find more info about the project and email feedback to council via this link.

Prioritising Pedestrians

One of the big questions for the design of this intersection is how much time and priority will be given to pedestrians over cars. For example, the Vulture-Montague intersection has a suboptimal design outcome for pedestrians (with a pedestrian crossing only the south-west side of the intersection) in order to optimise motor vehicle flow.

How long will pedestrians have to wait to cross the road at Victoria St?

How long will the lights stay green for?

These are key questions that council's project team will currently be considering, weighing up the need to reduce wait-times for pedestrians with the desire to maintain traffic flow. You can provide your feedback by emailing [email protected] (you can also CC my office in at [email protected] to keep me in the loop).

Personally, I think that given the high volume of pedestrians who cross in this area, greater priority should be given to pedestrians, so that you don't have to wait as long for the lights to change.

Prioritising Buses

Buses continue to be held up in general traffic along Montague Road, and so I've asked council to explore whether dedicated bus lanes or a 'bus jump' can be included through the intersection. This would allow buses to sneak ahead of queued traffic and reduce travel times for bus passengers. The limited width of the road corridor will be a key limiting factor here, and based on the draft concept design, it seems council is pretty reluctant to try this approach.

Cost

This intersection redesign is incredibly expensive and will be a long, slow project. Just over $4 million has been allocated in this financial year's budget, and the rest of the money will be allocated next year once the project is underway.

The table in the image below shows a comparison of the cost breakdown of the recent Vulture St-Montague Rd intersection upgrade (total cost $5.2 million), and the anticipated costs of the Victoria St-Montague Rd project (upwards of $10.4 million). Initially, council said the project would cost $11 million, but that figure has been reduced slightly in response to my most recent questions to council. It appears that costs for redesigning the Victoria St intersection are significantly higher due to the need to relocate above-ground services like power poles, as well as underground services like drains, sewerage pipes and phone cables. As discussed in more detail below, this project shows how difficult it is to deliver essential infrastructure in constrained inner-city environments once private development on neighbouring sites has already occurred. It would have been much better if council had had the foresight to require traffic lights to be installed at the time the ALDI Supermarket was first approved.

Previously... (first posted on 18 June)

I learned something last week that has reinforced for me the need to completely rethink the way council plans for and delivers local infrastructure. In the annual council budget, I was very pleased to see that my advocacy has paid off with $4.4 million allocated to installing traffic lights at the intersection of Victoria St and Montague Rd. But we learned during the subsequent budget estimates session that the total estimated cost of upgrading this intersection is a whopping $11 million, and that this will be a two-year project with the rest of the money allocated in the following financial year. Even a budget of $4.4 million seemed surprisingly large just to install traffic lights, and the total projected cost of $11 million clearly raises a lot of issues.

Infrastructure Charges

I’ve written previously about why infrastructure isn’t keeping pace with rapid development. At the moment, council collects about $10 100 in infrastructure charges for 1 and 2 bedroom dwellings, and just over $14 100 for dwellings with 3+ bedrooms. So if a developer builds a large new apartment block with two hundred 1- and 2-bedroom apartments, council receives just over $2 million towards “Transport, community purposes and stormwater” infrastructure (that includes land for new parks, community facilities etc). These figures are capped by the State Government on a statewide basis, so even if a particular council wanted to increase infrastructure charges, current state government rules prohibit this.

A common criticism, which I still agree with to some extent, is that council collects money from developments in rapidly growing suburbs like West End or Woolloongabba, but then spends some of it in other parts of the city (mostly on road-widening projects).

But if you take the $5 million cost of installing lights at the Vulture St-Montague Rd intersection in 2018, plus the $11 million cost of the Victoria St-Montague Rd intersection, that’s the equivalent of infrastructure charges from more than 1580 new 1- and 2-bedroom apartments. Over the last few years, we’ve also had several million dollars spent in the Gabba Ward on park acquisitions and upgrades, new bikeways, new stormwater drainage infrastructure etc.

Nowhere in Brisbane is getting enough investment

So the problem is not necessarily that council is spending less on new local infrastructure than it is collecting via developer infrastructure charges. The problem is that infrastructure charges are not high enough to begin with. So the delivery of most new infrastructure to cater for new development is actually being paid for out of other sources - mostly general rates revenue and increasing public debt, but also grants and targeted funding programs from other levels of government, such as the federal government’s Black Spot Program.

This means that for me as an individual councillor, rather than squabbling with other councillors about how much investment their ward is getting vs how much investment my ward is getting, I’m focussing on how we can reduce produce costs and increase revenue across the whole city.

Reducing costs or rethinking projects?

What does it mean for our city when a single set of traffic lights can cost $11 million? How does spending on transport infrastructure compare to other possible projects in terms of value-for-money? For example, rather than upgrading a road to connect a residential neighbourhood to a commercial precinct with shops and services, could we put that money towards setting up some of those services closer to where people live? In inner-city areas where active and public transport is the priority, does the high cost of continuing to accommodate cars in the network justify the benefits?

I definitely think there are opportunities to reduce the cost of projects like the $11 million intersection upgrade at the Victoria St-Montague Rd intersection, but it involves tricky trade-offs. For example, if more of the construction work happens during the day rather than overnight, that would reduce labour costs, but mean more traffic disruption.

It would perhaps also be cheaper for council to deliver these projects in-house rather than outsourcing to private contractors who add in their own profit margins.

And perhaps most significantly, we could design these intersection upgrades for lower traffic speeds. The higher the speed limit is along a corridor, the wider the vehicle lanes are required to be. This means more expense is incurred in widening intersections to increase the lane width.

But the hard truth is that any kind of infrastructure project in a constrained inner-city environment is always going be particularly expensive. Whether it’s a park upgrade or new traffic lights or a new bike lane, finding space is harder (and thus more expensive) in denser neighbourhoods, and there are more flow-on impacts to other stakeholders.

So we might have to come to terms with the fact that any kind of significant road upgrade that’s focussed on maintaining traffic flow is going to be an inefficient use of money. There are many ways to design roads and intersections, and I’m increasingly leaning towards supporting simpler, slower transport corridors that feel more like shared zones or like the older narrower streets of European cities. Rather than pushing for complicated signalised intersections, should we be pushing for drastic reductions in the speed environment so that pedestrians can freely and safely cross a road wherever they want, safe in the knowledge that cars will slow down and give way to them?

Council will soon be releasing a draft concept design of the Victoria St intersection redesign. It will probably show an enlarged intersection where lanes have been added and the corridor has been widened so as to accommodate motor vehicle traffic flow. The $11 million price tag reflects the fact that council designers are trying to improve pedestrian safety without significantly reducing access and travel times for motorists. But maybe we need to rethink that approach.

When more and more residents are travelling via active and public transport, perhaps we should stop designing intersections to prioritise and accommodate cars. Perhaps we should be saying: "Sorry, we can't afford to widen this corridor to make room for you, so you'll just have to wait a bit longer while the pedestrians cross the road." This would mean cars might have to wait longer to turn into and out of Victoria St. It might mean that cars would have to give way to the bus when it's pulling in and out of the intersection. But it would encourage active and public transport in a neighbourhood where the road network simply can't handle more and more cars...

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 [email protected].

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.