Goal 4: Improve the long term resilience of Tasmania’s economy Hobart’s high car dependency means the city and its economy remains highly susceptible to future fuel price rises. Provision of space for cars (roads and parking) and decentralisation of activity is also a drag on the economy. Hobart’s economy needs more diverse and intense employment opportunities which rely on access to a large educated workforce. HLR improves access to education and the CBD from the northern corridor. The HSLR corridor could stimulate the growth and diversification of the Hobart CBD and northern corridor and make the Hobart economy more sustainable. The corridor also represents an opportunity to improve public transport, reduce Hobart’s car dependency and hence the city’s susceptibility to future fuel price rises.
Tax on second car Applying a tax to the purchase of a second car for each person/household. This would make ownership of a second car more expensive which would: Reduce congestion in the arterials and activity centres including the Hobart CBD and along the corridor. Increase public transport usage. Reduce greenhouse gas emissions. It is important that any potential policies on taxes for a second car be designed to ensure that people from lower socio economic backgrounds are not affected by this (say if public transport were not a viable alternative). This option has not been investigated Taxi legislation reform The role of taxis in the transport network and supporting legislation could be reviewed to improve service and reduce costs This may: Increase transportation options (both in quantity and price) for all areas of Hobart and therefore improve access to the Hobart CBD for Hobartians, particularly the elderly Improve the social equity and the quality of life of Hobartians, particularly the elderly (Infrastructure Australia Strategic Priority 7) The Tasmanian Government could investigate the viability of this option.
Governance Greater cooperation between the State Government and local councils Fostering greater cooperation and communication between the State and local Government in land use planning Greater Hobart lacks a unified governance body or strategic context, and consists of several independent Local Government areas, each with their own objectives and priorities. This together with a historic lack of clear State Government direction has contributed to a sprawling polycentric city that lacks coherent or integrated planning at a whole-of-city level. Greater communication between the local councils and the State Government will ensure greater alignment between the objectives of the State Government and local Governments particularly around land use planning. This will ensure the smooth implementation of Southern Tasmania Regional Land Use Strategy 2010-2035 (and other initiatives as they arise) which will curb urban sprawl, encourage denser developments and hence decrease car dependency in Hobart. The Southern Tasmanian Regional Land Use Strategy 2010 -2035 was jointly developed by the Southern Tasmanian councils and the Tasmanian Government. The parties will continue to work together to implement the Strategy including working to ensure that Planning Schemes reflect the Strategy. The State Government will continue to support the Strategy through the work being undertaken in relation to passenger transport planning, including the development of Transit Corridor Plans. The Draft H.30 Hobart Capital City Plan 2011-2040 has been developed jointly by State and Local Government. Continuing cooperation between the Hobart City Council, State Government and UTAS Continuing cooperation and communication between UTAS, Hobart City Council (HCC) and the Tasmanian Government. Continuing cooperation between these three parties will support UTAS' development of teaching, research and residential facilities in the CBD, which will increase the scale and invigorate the CBD, increase its scale and diversity, attract investment and improve the economic performance of the region. The Tasmanian Government, HCC and UTAS will continue to work together to support the development of UTAS' teaching, research and residential facilities in the CBD. This has included cooperation aimed at improving passenger transport options (including active transport and public transport links) for students and staff of the University.
Streamline the development approval processes in the corridor Making it easier and quicker for developers to gain planning approval along the corridor – as long as the developments are compliant i.e. dense, well designed development. Streamlining the development approval process for certain types of development would encourage developers to become more active along the corridor which would: Facilitate the development of our cities (IASP5) by increasing dense infill development Increase public transport usage by diverting development and residents towards key public transport corridors Reduce overall car dependency and greenhouse gas emissions by diverting some development away from green-field car dependent sites. The Tasmanian Government could investigate the viability of this option. Creating a parking policy accord Developing a uniform approach to parking across all LGAs to ensure LGAs are not offering cheap (free) abundant parking in competition with other LGAs. A uniform approach to parking will remove the current competition between LGAs to offer free and abundant parking. This will make car transportation relatively less attractive and therefore : Increase public transport usage, thereby creating more demand and the likelihood of more services, which will in turn improve transport access and options. Reduce greenhouse gas emissions Reduce road congestion. The Tasmanian Government could investigate the viability of this option in concert with local government. Operations Marketing – public transport usage Creating and engaging in marketing campaigns to encourage people to use public transport. This initiative is designed to increase demand for public transport. The Tasmanian Government is promoting the ‘Turn Up and Go’ initiative where a maximum wait time is specified on the main road corridor between Hobart and Glenorchy.
Improve bus frequency Improving the frequency of bus services throughout Hobart. This will reduce wait times and therefore improve the attractiveness of public transport and also improve access to services and the Hobart CBD. The Tasmanian Government could investigate the viability of this option. Public transport pricing Variable fares on bus services depending on whether travel is occurring in peak or outside peak periods. This is particularly applicable to well underutilised weekday inter peak periods. Discounted travel costs in off peak periods may encourage bus usage during off peak periods where capacity is available on services. This will lower the cost of transportation for some commuters and therefore improve the accessibility of services (particularly important for the elderly and people from lower socio economic backgrounds). The Tasmanian Government could investigate the viability of this option in concert with Metro and other operators. Marketing – housing choice Creating and engaging in marketing campaigns to encourage people, particularly elderly people, to live in denser areas with easy access to essential services. This initiative is designed to address the demand side of denser development. It will also discourage demand for residential development in outer fringe areas where the cost of transportation is high and access to important services and the Hobart CBD is relatively weaker. It does not address supply side issues. The Tasmanian Government could investigate the viability of this option.
Hobart Light Rail Develop a light rail from the Hobart CBD to the northern suburbs of Hobart along the disused rail corridor. The light rail would be developed in stages: Stage 1: Hobart to MONA Stage 2: MONA to Brighton (or Bridgewater) and extension from Hobart to North Hobart. The proposed light rail is designed to: Improve the economic performance of Hobart and Tasmania by reducing the cost of transportation. Improve the quality of public transport from the northern suburbs to the Hobart CBD and therefore improve social equity by improving access to the CBD, particularly for elderly residents and people from lower socio economic backgrounds. Reduce the environmental impact of transportation in Hobart by offering a more sustainable form of transportation. Assist with increasing the scale and diversity of the CBD by improving transportation links to the Hobart CBD and therefore making the Hobart CBD a more attractive location for businesses, research institutions etc. to locate. Catalyse denser development (and the development of housing stock that is suitable for the elderly and also suitable for the promotion of social inclusion) along the corridor. Improve the resilience of Hobart in the long term by reducing the city’s car dependence and hence vulnerability to oil price shocks. Provide a zero emission mass transit alternative capable of easily accommodating future transport demand increases. Investigation of the feasibility of providing light rail services on the rail corridor: Hobart Northern Suburbs Light Rail Business Case (ACIL-Tasman) 2011 Hobart Northern Suburbs Light Rail Business Case Peer Review (AECOM) 2012 Stage 1 Light Rail Business Case Hobart – Glenorchy (ACIL-Tasman) 2013. Hobart Light Rail - Strategic Assessment (PWC) 2014 Wider Economic Benefits/Funding and Financing Options Identification (PWC) 2014 Preliminary Planning (PWC) 2014
Derwent River ferry service Developing an expanded ferry service on the Derwent River utilising three routes between Waterman’s Dock and the following areas: Bellerive Village Lindisfarne Montagu Bay Howrah Point An expanded ferry service on the Derwent River is likely to achieve the goals/objectives: By offering another transportation option to access the Hobart CBD which may also increase activity in the Hobart CBD. By offering a potential alternative to car transportation which would decrease the environmental impact of car transportation. In 2009, the Tasmanian Government commissioned AECOM to undertake a high level estimation of infrastructure and service delivery costs associated with establishing an expanded commuter ferry service on the Derwent River. The study found that the commercial viability of a potential ferry service (based around the routes, infrastructure and vessels adopted in this study) is questionable and would require significant subsidy from government to operate. The Government has recently obtained consultant advice on current stakeholder views regarding new ferry services. The report of this work recommends that further analysis be undertaken to estimate the demand for such services. Cycling priority Developing cycling priority infrastructure along the current cycling trail (which runs adjacent to the rail corridor). This could involve the development of crossing signals or actuated signals to improve safety and convenience. Improved cycling infrastructure may improve the viability of cycling as a transportation option and encourage modal shifts from car transportation (and other forms of transportation) towards cycling. This may result in reduced environmental impact of transportation. The Tasmanian Government could investigate the viability of this option. Heritage railway A heritage train operator could be given access to lease the corridor. Allowing the operation of a heritage train service in the short term could assist to maintain the track bed and protect the corridor for future transport projects which can address the identified problems. The main goals and objectives would not be met by this option. Whilst recognising that this options does not directly address the identified problems, the Government could investigate this option further if there were perceived to be benefits. Government involvement in the operation of any heritage rail should be limited to negotiating a lease that protects the government’s long term interests (maintenance of the track bed).
Operations Simplified bus network (whole metropolitan region) High Medium/High Medium Medium/High High Introduce express bus services MONA to Hobart(3 stops) Medium High Medium Medium/High Medium/High Improve bus frequency on key corridors High High High High High Variable public transport pricing Low/Medium Medium High High Medium Marketing – housing choice Low/Medium Medium High Medium Medium Marketing – public transport usage Low/Medium Medium High Low/Medium Medium Capital Transit Corridor Plan - Glenorchy to Hobart CBD (Main Road) High High Medium High High Transit Corridor Plan – other transit corridors Medium/High High Medium Medium/High Medium/High Bus Way (Hobart CBD to MONA) Medium Low/Medium Low Medium Low/Medium Bus fleet replacement Low Low High Low/Medium Low/Medium Hobart Light Rail High Low Low Medium/High Medium Brooker Highway upgrades Low Low Low Medium Low Derwent River ferry service Low/Medium Low Medium Low/Medium Low/Medium Cycling priority Low Medium Low Low Low Heritage railway Low Unknown Low Low Low