River City Blueprint Forum Background Paper

River City Blueprint Forum - Background Paper
4-5 June 2010

The River City Blueprint is a joint initiative of the Brisbane City Council and Queensland Government.
This Background Paper is not Brisbane City Council or Queensland Government policy. It has been prepared as
background for participants attending the River City Blueprint Forum.
For further information on this document please contact the River City Blueprint project team on:
Phone: 07 3403 8888
Email: rivercityblueprint@brisbane.qld.gov.au
Web: River City Blueprint page on Brisbane City Council website
(http://www.brisbane.qld.gov.au/rivercityblueprint)
Version Control – Version 1.1 (for web upload)
This document has had minor formatting changes to enable improved document accessibility for web distribution.
Contents
1 Executive Summary........................................................................................................................................2
2 Context.............................................................................................................................................................3
3 Study Area .......................................................................................................................................................4
4 River City Blueprint ........................................................................................................................................6
4.1 Background Research..............................................................................................................................6
4.2 Planning Scenarios ..................................................................................................................................9
4.3 Key Strategic Issues...............................................................................................................................13
5 Sustainable City ............................................................................................................................................14
5.1 Introduction.............................................................................................................................................14
5.2 A Sustainable River City.........................................................................................................................14
5.3 Methodology...........................................................................................................................................19
5.4 Summary of Research Outcomes ..........................................................................................................22
5.5 Shortlist of targets ..................................................................................................................................25
6 Liveable City ..................................................................................................................................................28
6.1 Background Research............................................................................................................................28
6.2 Planning Framework Overview ..............................................................................................................35
7 Inclusive City .................................................................................................................................................39
7.2 Community Attitudes ..............................................................................................................................48
8 Prosperous City ............................................................................................................................................50
8.2 Economic Outlook ..................................................................................................................................51
8.3 Brisbane’s Drivers of Economic Growth.................................................................................................54
8.4 Key economic issues for Brisbane .........................................................................................................55
9 Connected City..............................................................................................................................................58
10 Next Steps......................................................................................................................................................70
River City Blueprint – Strategic Directions Paper, River City Blueprint Forum 4th/5th June 2010
Not Brisbane City Council or Queensland Government Policy
1 Executive Summary
The purpose of this report is to provide the background facts and figures on the growth of the inner city. This
information is to inform participants so that they can engage in discussion on the strategic directions and options
that will be presented to the River City Blueprint Forum (4-5 June 2010).
Brisbane City Council is leading the preparation of the River City Blueprint in partnership with the Queensland
Government.
The River City Blueprint is intended to be an overarching integrated plan for the state capital, broadening and
deepening the thinking around planning for the living, working and lifestyle needs of the inner city. The primary
objective is to provide clear strategic direction and coordination of planning and infrastructure projects across all
levels of government
The initial phases of the project established the baseline data, analysed current and future planning scenarios
and identified the strategic planning issues facing the inner city for the next 50 years.
As part of the initial phases numerous research reports were completed that addressed transport, economics,
social, demographics and land use planning scenarios.
This research has been undertaken using collaborative processes that have engaged officers from Brisbane City
Council and the Queensland Government. The Urban Futures Brisbane Board has also played a critical role in
guiding and reviewing the methodology and outcomes.
The studies provided the background information to build planning scenarios that could be analysed to determine
the strategic issues facing the inner city. The scenarios included:
 River City Now (2009) – the current state of the city;

 River City Planned (2009-2031) – the planned state of the inner city taking into account approved policy
and infrastructure projects; and
 River City Plausible (2031+) – the plausible state of the city taking into account proposed policy and
infrastructure projects and population/employment forecasts.
It was concluded that the key strategic issues facing the inner city of Brisbane include:
 Defining a sustainable city structure;

 Shifting the development trend (height/density) from river-oriented to transit-oriented;
 Providing development capacity to meet employment targets and facilitating the growth of knowledge
industries connected to education and health research precincts;
 Providing housing and lifestyle affordability options that reverse the demographic trend of significantly
smaller proportion of couples with children living in the inner city;
 Providing transport modes and interchanges best suited to connecting people along the river corridor
(east-west) and transit corridor (north-south) that does not impact on urban amenity and the
attractiveness of the place to work, live and play; and
 Providing urban amenity (scale, character, quality and quantity of public space) and other community
facilities to cater for users of the inner city and to provide an attractive place to work, live and play.
These issues have been addressed through further research and community engagement to develop the
proposed strategic directions and options for the inner city of Brisbane that will be discussed at the River City
Blueprint Forum (4-5 June 2010).
After the Forum, Brisbane City Council and the Queensland Government will review the feedback and report
back on what you said. Your feedback and the outcomes of the Forum will form part of a consultation report and
help shape the draft River City Blueprint to be released later this year.
River City Blueprint – Strategic Directions Paper, River City Blueprint Forum 4th/5th June 2010 2
2 Context
The River City Blueprint is intended to be an overarching integrated plan for the state capital, broadening and
deepening the thinking around planning for the living, working and lifestyle needs of the inner city.
The primary objective is to provide clear strategic direction and coordination of planning and infrastructure
projects across all levels of government
The goal and key themes of the River City Blueprint are:
 Sustainable City Framework

 Connected City: Pedestrian, Cycling, Public Transport and Vehicular Strategy
 Prosperous City: Economic, Innovation and Creativity Strategy
 Liveable City: Residential Communities and Urban Amenity Strategy
 Inclusive City: Social and Cultural Strategy
 Implementation Action Plan
Graphic 1 Structure of the River City Blueprint – Plausible City Scenario
The development of the River City Blueprint is divided into eight phases comprising:
 Phase 1 – Project inception (June-December 2009)

 Phase 2 – Refine scope, data collection, review and analysis (June 2009-March 2010)
 Phase 3 – Strategic direction, option development and feasibility (April-May 2010)
 Phase 4 – Preparing the draft River City Blueprint (June-August 2010)
 Phase 5 – Exhibition of the draft River City Blueprint (September-November 2010)
 Phase 6 – Analysis of submissions and issues arising (December 2010-Feb 2011)
 Phase 7 – Preparing the final River City Blueprint (March-April 2011)
 Phase 8 – Launching the River City Blueprint (May 2011)
The preparation of strategic policy settings and directions for the inner city in response to the critical issues and
research derived in the previous phase is the main priority of the current phase – Phase 3 Strategic direction,
option development and feasibility.
As part of the initial phases numerous research reports were completed that addressed transport, economics,
social, demographics and land use planning scenarios.
3 Study Area
The River City Blueprint aims to provide an overarching plan for the inner city. The blueprint initially covered an
area broadly within a 5km radius from the Central Business District (CBD) as shown in Figure 1. This area was
identified given its role as:
 Capital city for the State;

 CBD (Principal Activity Centre) and the strong linkages to other employment generating uses
surrounding the CBD otherwise known as the city frame;
 Level of investment and planning being undertaken by State and local government and the private
sector; and
 Relationship of the area with other significant parts of the city like the Australia TradeCoast/Airport/Port of
Brisbane precincts.
Figure 1 River City Blueprint Study Area
Preliminary investigation area (ie land within 5km of the GPO)
Core study area (ie the inner area of focus determined through a review of
destinations, public transport and road corridors, physical boundaries and
projected employment and residential growth, aligned to statistical boundaries for
analysis).
Area of influence to core (ie the area that has a close relationship to the core study
area as it supports the inner city).
The broad definition of the study area was sufficient to scope the project; however a more detailed study area is
required for the future phases of the project. The broad definition was refined to:
 More clearly identify the study area in spatial terms;

 Enable easy comparison of future studies and analysis;
 Potentially allow for elements to be given statutory effect in the future; and
 Enable stakeholders to identify with the study area.
The definition of a specific study area is a complex issue that can be viewed from a range of perspectives. The
capital city has local, city, regional, state, national and international functions and networks that can drive a desire
to increase the size of the study area.
The methodology used to create a specific definition included a multi-criteria analysis of the inner city to
determine a Core and Frame Study Area for the River City Blueprint. The criteria included:
 Destination and drivers;

 Edges and boundaries;
 Corridors;
 Policy foci and projected population density; and
 Project employment.
The Core Study Area identifies that part of the inner city where the predominant existing/planned activities and
proximity mean that it has a primary connection to the city centre.
Technically, the core was the area with greatest overlay of the criteria. This area is within the 5km radius and
includes places such as the City Centre, Toowong, St Lucia, Milton, Paddington, Kelvin Grove, Albion, West End,
Woolloongabba, New Farm, Bowen Hills and Bulimba. The boundary is aligned to census collector district
boundaries to enable analysis.
The methodology for identifying the study area recognised the tensions between the local and regional functions
by introducing a Frame Study Area.
The Frame Study Area identifies that part of the inner city where the predominant existing/planned activities
serve a local function but the proximity of the area means that there is a connection to the core study area. This
boundary is organic and includes places such as Indooroopilly, Ashgrove, Bardon and Hamilton.
4 River City Blueprint
4.1 Background Research
4.1.1 Opportunities and Constraints Analysis
The research approach has primarily focused on those issues and impacts that have a spatial or built form quality
with regard to the current physical form of the City.
This analysis is set at a ‘strategic level’ and does not attempt to identify every opportunity or constraint, but
rather, only those that are believed to be pivotal in influencing the continued growth and development of the inner
city.
The analysis utilised a simple ‘integrated overlay’ approach having regard to the spatial delineation of both
constraints and opportunities. A range of geographic information system (GIS) data sets were firstly identified
having regard to their significance in shaping the continued growth and development of the inner city.
These attributes were categorised as either an opportunity or constraint. Constraints were further reviewed and
clustered having regard to their relative impact on (and the limitations they pose for) development. The mapped
constraints included floodable land, cultural heritage, park, sport and recreation, industry, and steeply sloping
land (>15 percent) while opportunities included transport accessibility, land availability, market interest and land
use.
GIS analysis created an integrated constraints map for the study area whilst a similar process was again
employed regarding those opportunities that exist.
The resulting integrated constraints and opportunity mapping outputs were then reviewed, spatially analysed and
synthesised (having regard to overlapping issues) in order to arrive at a consolidated spatial outcome.
4.1.2 Key Insights Mapping

The key insight mapping output (Figure 2.0) endeavours to identify those inner city locations best positioned to
accommodate development in consideration of those factors that may constrain urban growth. Although a range
of indicators can be used to gauge the potential of a locality to sustain urban growth and development, the
analysis has revealed that those pre-eminent opportunity areas within the inner city are uniformly characterised
by inherent access to multiple modes of quality public transport that has a high level of transit frequency. Any
additional development will be further investigated as part of this process and future neighbourhood plans.
Further insights are as follows:
1. The core of the inner city represents the greatest concentration of intensive high–density development
that reinforces the importance of the city centre as the political, economic and administrative heart of the State
and South East Queensland. The core supports a vital mix of uses where principal business and administration
functions are complemented by extensive retailing, entertainment, education, community and cultural facilities
and a rapidly increasing resident population. The locality offers unparalleled vehicular and pedestrian
accessibility and is at the heart of the city’s integrated public transport network.
2. The South Brisbane locality is characterised by a high degree of public transport accessibility, acting as
a confluence for rail, bus and ferry services, community facilities and open space. The area benefits immensely
from its proximity to and emerging synergies with the CBD, and is further characterised by an established and
increasing mix of land use activities (including more intense forms of residential development). A range of private,
public and vacant land holdings can be found within the locality that are capable of being assembled for
development purposes and South Brisbane as a whole has been subject to a wave of development application
activity.
3. The inner western corridor benefits from a high degree of public transport accessibility (both rail and
bus) providing high speed linkages to the city centre and beyond. The broad locality supports a mix of uses and a
structured network of activity centres can be clearly identified. These centres include Indooroopilly, Toowong and
(to a lesser extent) Milton. Their immediate surrounds typically support comparatively more intense and mixed
land use activities whilst there exists a presence of higher density residential development.
4. A ‘wedge’ of opportunity has been identified, radiating outwards from the city centre towards the south
encompassing such established suburbs as Woolloongabba, Dutton Park, Buranda, Stones Corner, Fairfield and
Annerley. The opportunities within the ‘wedge’ are primarily a product of the locality’s marked access to a range
of public transport services (including rail and both the eastern and south eastern busway) and the immediacy of
key road infrastructure. The urban fabric within the ‘wedge’ supports an eclectic mix of land uses and a number of
discrete centres (and major community facilities including the Princess Alexandra and Mater Hospitals) that
provide focal points for activity. More intense forms of residential activity should be investigated throughout the
locality and, interestingly, the suburbs of Greenslopes and Annerley have provided a focus for development
application activity. This area in particular may benefit from further planning to explore opportunities.
5. The north west corridor of opportunity has been delineated in a way that emanates from the city centre
spanning north and capturing the suburbs of Kelvin Grove, Newmarket and Alderley. The corridor gains from
access to a range of public transport opportunities (including both rail and high frequency bus services) that
provide strong linkages with the city centre. A number of discrete centres of activity can be found within the
corridor and there exists a land use pattern that is supportive of more intense forms of residential development
beyond that typically associated with more traditional low density areas which needs to be further investigated.
6. The Lutwyche corridor is dominated by the key arterial that is Lutwyche Road. The corridor is serviced
by rapid bus services (primarily via the inner northern bus way) and includes important retail destinations and
social community facilities such as Lutwyche Shopping Centre and the Royal Brisbane Hospital. Tracts of
residential land to the east and west of Lutwyche Road are currently experiencing transition (to more intense
forms of urban development) with single detached dwellings no longer dominant. The Royal Brisbane Hospital
and RNA Showgrounds exert a major influence on the locality and a number of sizeable freehold and government
owned land parcels can be found within the study area.
7. The Mayne Rail Yards complex (and surrounds) in Bowen Hills represents a significant publicly owned
land holding and potentially provides a catalytic opportunity for urban development. The locality is highly
accessible and there exists an ability to establish linkages with adjoining sites and other large areas of single land
ownership such as those held by RNA, Brisbane City Council and Queensland Newspapers. It is however
understood that the land provides an important operational function and its current use by Queensland Rail is
vital to the function of the transit system.
8. The Hamilton Portside locality is punctuated by a number of large private, public and vacant land
holdings that are capable of being assembled for development purposes. Notably, Portside and the Doomben
and Eagle Farm Race courses heavily influence the locality. More intense forms of residential activity are
supported throughout the locality and a ribbon of mixed use activity can be found along Racecourse Road.
9. The proximity of the inner city to the Australia TradeCoast / Brisbane Airport area is recognised as
being of significance given its role as the region’s emerging second largest employer to the CBD. The
relationships between the two areas will present opportunities which benefit each other.
10. Indooroopilly is recognised as a key employment node on the fringe of the study area which presents
an opportunity to consolidate and intensify land use activities.
Figure 2 Key Insights Diagram
4.2 Planning Scenarios
4.2.1 Definitions
A series of planning scenarios have been created to simply describe the complex relationship between the
existing plans/projects and forecasts and also to allow assessment of the anticipated outcomes for the inner city.
This approach allows a preferred scenario to be constructed that can then be discussed with the community,
stakeholders, decision makers and elected representatives.
As part of the background research phase the following scenarios were created and evaluated:
 River City Now (2009) – the current state of the city;

 River City Planned (2009-2031) – the planned state of the inner city taking into account approved policy
and infrastructure projects; and
 River City Plausible (2031+) – the plausible state of the city taking into account proposed policy and
infrastructure projects and population/employment forecasts.
The key insights are outlined in the following sections.
4.2.2 Development Trends

Dense development in the city centre has historically run east/west along the river corridor and flood plain from
Toowong through West End, through the CBD and Spring Hill to Fortitude Valley, Newstead. This pattern is
being reinforced by planned development of South Brisbane and North Shore Hamilton, and by ongoing
intensification of existing denser areas such as Fortitude Valley.
Planned future densification is to occur in a north/south axial direction from Bowen Hills to Woolloongabba, away
from the river to follow major public transport initiatives.
Key insights are:
 Study area comprises land (73 percent), roads (20 percent) and river (7 percent);
 Predominantly residential (59 percent) land uses;
 Employment land uses are low (18 percent);
 Overall residential density is low at 13.28 dw/ha ‘now’ increasing to 21 dw/ha in ‘plausible’;
 Houses in Demolition Control Precinct cover 50 percent of the study area;
 The river corridor most intensively developed part of the city in ‘now’ and ‘plausible’;
 Planned and plausible scenarios identify opportunities along north/south axis;
 The scale, character and quality of open space and other community facilities along this plausible new
(North/South) axis to cater for their future populations;
 The mode of public transport best suited to connecting people through the east/west and north/south
corridors;
 The impact of new areas of densification upon existing centres outside the core area means growth of
existing centres may stagnate; and
 Development could be considered to be shifting from being ‘river-oriented’ to being ‘transit-oriented’
Figure 3 Height & Density / Figure 4.0: Demographic Change
4.2.3 Demographic Change

Age profile analysis suggests that families have sought to live in areas on the fringe of the study area and that
singles and two person households with no children make up the majority of residents within the study area core.
Key insights are:
 Families tend to live outside the inner city;

 Students, young working and elderly, lone person and couples without children households occupy the
inner city;
 High proportion of residents born overseas (45 percent);
 Number of flats, units and apartments accounts for two-thirds of all dwellings;
 Half of all dwellings are rented;
 The intensification of development within the north-south corridor may result in unexpected demographic
changes as a consequence of this intensification;
 The potential for families to be accommodated with the study area core may diminish as higher density
living is introduced along transit corridors; and
 Development trends may reinforce the trend that the inner city is not a place for families.
4.2.4 Places of Work

Areas of projected employment growth align with areas of projected density increase. In turn, both employment
and residential land uses will be competing for land in the same areas of the city. The implications of this conflict
must be further investigated.
Key insights are:
 Now scenario includes 323,290 jobs;

 Plausible scenario forecasts an additional 224,153 jobs by 2031;
 Will future planning policy need to place a significant emphasis on ‘mixed use’ outcomes?;
 Places of ‘refuge’ will need to be provided for future employment areas (eg consider the importance of
New York’s Central Park to the function of that city); and
 The Australia TradeCoast represents the area of greatest projected employment growth outside the
Brisbane CBD, yet its connectivity to the CBD appears limited.
Figure 4 Places of Work / Figure 6.0: Health, Knowledge Precincts and Community Infrastructure
4.2.5 Health, Knowledge Precincts and Community Infrastructure

It is evident that planned future growth areas are each located around a major research precinct. This is
exemplified when considering:
 Bowen Hills / RNA to Royal Brisbane Hospital and UQ Health;

 Woolloongabba / Buranda to Princess Alexandra Hospital and PAH/ Boggo Road Health and Sciences
Precincts; and
 Auchenflower / Toowong / Milton to Wesley Hospital and Wesley Research.
The city centre also comprises significant non-CBD located knowledge and cultural precincts such as QUT
Gardens Point and South Bank Cultural Precinct / Griffith University.
Key insights are:
 The potential to create a widely understood knowledge economy (New World City) with the need to make
Knowledge Precincts integral with growth areas and accessible / inclusive to all people;
 The recognition that the South Brisbane Riverside growth area could by river links form an integrated
precinct with Auchenflower / Toowong / Milton with the Wesley as a health and wellness centre;
 Jobs growth will occur in knowledge industries and therefore opportunity exists to allocate around
clusters;
 Community infrastructure is not clustered in the planned and plausible city around the north / south axis;
and
 Plan needs to focus on delivery of community infrastructure and human services covering local, city and
regional needs.
4.2.6 Public Open Space System

While the traditional east/west growth ‘corridor’ is generally well served by public open space predominantly due
to the riverfronts, the planned north/south growth corridor contrasts by its lack of parkland.
Key insights are:
 While densification in the city centre provides access to a wide range of existing amenities, it is important
that parkland of comparable scale is provided (e.g. New Farm Park, Botanic Gardens, Roma Street
Parkland) for both recreational amenity and subtropical character;
 There may be an opportunity to connect the different existing parks into a network that facilitates non-
vehicular conflicting movement around the entire city centre by foot and cycle;
 Will good streets and small scale spaces and plazas be sufficient to provide urban amenity for the areas
away from the Brisbane River, or will large scale space be required elsewhere?;
 Perceived and actual shortfall in open space, ‘now’ provides 3.28 ha / 1000 residents;
 Assets providing urban amenity focused around the river corridor; and
 Planned and plausible city require interconnected open space systems in the north south axis.
Figure 5 Public Open Space System / Figure 8.0: Options for Future River Connectivity
4.2.7 City Centre Connectivity

Despite recent CBD river linkages, the remainder of the city centre has only two other links - Story Bridge and
Eleanor Schonell Bridge – and thus cannot be said to be well - connected.
Key issues are:
 Where, if any, are priorities for future river links and what movement modes should they facilitate
(pedestrian, cycle, public transport, vehicular).
 Potential candidates are:
 Wesley Hospital to Davies Park West End;
 CBD East to Kangaroo Point;
 Kangaroo Point to New Farm; and
 New Farm to Hawthorne / Bulimba.
 Legible, coherent and safe links required;
 Prioritising fine grain and small scale movements, as substitute for car over short distances required that
will also boost public life through people in public realm;
 Despite recent CBD river linkages, the only river linkages outside the CBD are the Story and Eleanor
Schonell Bridges; and
4.2.8 Public Transport Integration

Planned and likely densification appears to be occurring more rapidly than public transport connectivity through
the city centre, with decisions still to be made on types of transport systems (e.g. heavy rail, metro rail, light rail)
that are appropriate and on their corridor locations.
Key insights are:
 Inner city transport demand is forecast to increase to 2.4 million trips/day by 2031 (up from 900,000
trips/day in 2006);
 Capacity is an issue as planned development appears to be occurring more rapidly than public transport
connectivity through the city centre;
 It is vital to determine the optimum type(s) of public transport modes that provide the most efficient and
attractive method of connectivity. The mode(s) may be different from those presently envisaged;
 The integration of movement between modes (e.g. rail, bus, ferry, other) with pedestrian / cycle routes is
likely to prove the difference between an adequate and an exceptional movement network; and
 The best alignments and locations (above or below ground) are yet to be determined for much of the
plausible infrastructure.
Figure 6 Public Transport Integration / Figure 10.0: Road Infrastructure
4.2.9 Road Infrastructure

The primary focus of plausible road infrastructure is to move traffic into and out of the study area core. This may
mean greater amenity is created in areas which will have less traffic as a result, whilst amenity in areas where
traffic is increased may be affected.
Key issues are:
 Planned and particularly plausible road infrastructure appears to promote a more efficient traffic system
and seems to provide an ‘underground’ ring road for the city; and
 Planned and plausible road infrastructure appears to support the Australia TradeCoast connections to
the city’s other areas of employment and services, although Kingsford Smith Drive remains a significant
gap in the network.
4.3 Key Strategic Issues

The key strategic issues to be addressed by the Draft Structure Plan include:
 Defining a sustainable city structure;

 Shifting the development trend (height/density) from river-oriented to transit-oriented;
 Providing development capacity to meet employment targets and facilitating the growth of knowledge
industries connected to education and health research precincts;
 Providing housing and lifestyle affordability options that reverse the demographic trend of significantly
smaller proportion of couples with children living in the inner city;
 Providing transport modes and interchanges best suited to connecting people along the river corridor
(east-west) and transit corridor (north-south) that does not impact on urban amenity and the
attractiveness of the place to work, live and play; and
 Providing urban amenity (scale, character, quality and quantity of public space) and other community
facilities to cater for users of the inner city and to provide an attractive place to work, live and play.
5 Sustainable City
5.1 Introduction
The Sustainable City Framework, including targets and evaluation processes, is being developed to support the
River City Blueprint. It will set the strategic direction for the Blueprint towards the desired sustainability outcomes.
The Sustainable City Framework has five components (Figure 7). This section sets out the Vision, Principles and
the methodology used to develop the Sustainable City Framework. It also documents the outcomes of research
on the policy framework, including national/International goals and agreements and Goals and Targets.
The Sustainable City Framework has been informed by research and workshop exercises and will be further
refined through the outcomes of modelling, additional research and the River City Blueprint Forum.
As a capital city Brisbane has multiple roles to fulfil. The River City Blueprint will help the community, Brisbane
City Council and the Queensland Government to shape answers to the following questions for Brisbane:
 How will we live?

 How will we move around the city and surrounds?
 Where will we work? And at what?
 How and where will we play?
 What condition will the environment be in?
 What standard of living will we have? How will it differ from today?
 How equitable will our standard of living be?
Figure 7 Components of the Sustainable City Framework
5.2 A Sustainable River City

‘ Cities are realising that sustainability forms an effective, long term planning framework which can
simultaneously raise the standard of living, provide equality to city residents, drive the economy, create a more
liveable city and prepare the city for a range of possible futures.’
(The Natural Edge Project, Urban Sustainability Literature Review, Smart Cities Masterplan, 2008).
5.2.1 Sustainable City Framework

The Sustainable City Framework will define sustainability targets for the River City Blueprint. The targets can be
used to both influence and measure decision making. They represent a culmination of relevant targets set by the
State Government and Council. Where necessary the targets are also augmented by international best practice.
As illustrated Figure 8, the Sustainable City Framework integrates, and links to other strategies and establishes
targets for assessment. The framework also provides a standard measure for testing various land use and
infrastructure scenarios, providing an analysis of the links between decisions we take now and future outcomes.
Figure 8 The links between the Sustainable City Framework and the River City Blueprint Strategies
There are five components that make up the Sustainable City Framework for the River City Blueprint. These are:
 National and international goals and agreements

 Vision and principles
 Goals/ targets
 Shifts/ actions
 Evaluation criteria
An overview of these components is provided below. The Targets, Shifts and Evaluation are discussed in further
detail in later sections.
5.2.1.1 National and International goals and agreements

National and international goals and agreements have been established by the Federal Government and
international treaties. In some cases they are binding, whilst others provide guidance or processes for cities on
sustainability.
5.2.1.2 Vision and principles

The vision and principles have been established by BCC in consultation with the Queensland Government and
community and are reflective of overarching strategic directions and local planning strategies within the study
area.
...active and healthy communities, drive a strong economy, sustain a clean and green environment, create a city
of cultural vibrancy and provide an enduring legacy of liveability for future generations. (Living in Brisbane 2026,
our shared vision)
5.2.1.3 Targets
The Queensland Government and BCC have many policy targets, many of which relate to sustainability. These
targets have been further reviewed and refined through workshops, research and reviews of international case
studies. The Framework also involves the application of high-level Strategic Impact Modelling to identify
sustainability short-falls.
5.2.1.4 Shifts
One of the most important outcomes of the sustainability framework is the identification and evaluation of
potential shifts. These shifts may involve policy, governance, technology, urban form, housing typologies, lifestyle
choices and community attitudes. Consideration of the implications of these shifts on our future scenarios needs
to be included to ensure we are not planning for a future that falls short of existing sustainability targets, and
community expectations.
Shifts are fundamental responses required to meet the identified goals and targets that will be developed in
response to the outcomes of the strategic impact modelling, and with reference to case studies, will be further
identified as part of our work.
5.2.1.5 Evaluation criteria

Evaluation criteria will be used to reflect on the shifts identified. This process will occur after the strategic impacts
modelling is complete, and consider the rationale, and implications of each of the shifts.
5.2.2 Scenarios
Three key scenarios of a future Brisbane have been developed to inform development of the River City Blueprint
(River City Blueprint, Background Research and Scoping Final Report, Urbis, 2010). These scenarios provide an
analysis of the likely outcomes of policy and decisions up to 2031. The scenarios will also provide a vehicle for
testing whether the current policy directions will deliver the goals and targets defined in the Sustainable City
Framework.
The scenarios are ‘River City Now’, ‘River City Planned’ and ‘River City Plausible’.
 ‘River City Now’ models current planning frameworks and policies and existing infrastructure.
 ‘River City Planned’ models Brisbane in 2031 taking account of existing planned, approved and funded
projects.
 River City Plausible models Brisbane in 2031 taking account of proposed or indicative projects.
The scenarios are described below.
5.2.2.1 River City Now

The ‘Now’ scenario effectively provides a snapshot of the current situation.
Snapshot River City now

Population 246,217
Jobs 323,290
Dwellings (total) 105,783 @13.28 dwellings per hectare
Key Projects Existing road infrastructure including CLEM7 and Go Between Bridge, existing public and active transport
(Bus, BUZ, Rail, Ferry) Sub regional Cycle Network, Kurilpa Foot Bridge, Kelvin Grove Urban Village
Source: Background Research and Final Scoping Report (Urbis, 2010)
Figure 9 River City Now
5.2.2.2 River City Planned

The ‘Planned’ Scenario projects the probable city form taking into account current planning frameworks and
approved and funded infrastructure projects, as listed below.
Snapshot River City Planned

Dwellings - 121,034 (based on the Priority Infrastructure Plan)
Key Policy Brisbane City Plan 2000
Neighbourhood Planning
All existing Local Plans in Brisbane City Plan
City West
ULDA Areas
Woolloongabba
Bowen Hills; and
Northshore Hamilton
Key Projects Airport Link
Northern Busway
Eastern Busway (Buranda to Main Ave)
Bus Rapid Transit (West End to Newstead)
New City Cat Terminals
East-West Link
Bikeways – City Cycle
Princess Alexandra Hospital Expansion
Queensland Children’s Hospital
QUT Science and Technology Precinct
Southbank TAFE Education Precinct
The Edge, South Bank
Boggo Road Urban Village
Figure 10 River City Planned
5.2.2.3 River City Plausible

The ‘Plausible’ Scenario projects a likely city form taking into strategic planning directions and proposed but not
necessarily funded or committed infrastructure projects. The scope of the scenario is described below.
Snapshot River City Plausible

Projected Population - 5 316,808
Projected Jobs - 6 547,443

Projected Dwellings -7 170,241 @ 21.36 dwellings per hectare
Key Policy Brisbane City Council Local Plans
Toowong Auchenflower Renewal Strategy
Kangaroo Point South Renewal Strategy
Newstead and Teneriffe Waterfront Neighbourhood Plan
Fortitude Valley Neighbourhood Plan
Lutwyche Road Corridor Renewal Strategy
Eastern Corridor Renewal Strategy 2009
South Brisbane Riverside Renewal Strategy
Milton Rail Neighbourhood Plan
Bulimba District Neighbourhood Plan
Indooroopilly Centre Neighbourhood Plan
Racecourse Road Neighbourhood Plan
Key Projects TransApex (East West Link, Northern Link)
Cross River Rail
Western Busway
Eastern Busway (Main Ave to Capalaba)
New City Cat Terminals
Veloways
Brisbane Metro
City Centre Master Plan (Laneways, Small Scale Spaces)
Source: Background Research and Final Scoping Report (Urbis, 2010)
5 Source: PIFU (Medium Services)
6 Source: Employment by Place of Work, Early Convergence (5th Run) National Institute of Economic and Industry Research (NIEIR)
7 Source: Brisbane Urban Growth Model(High Growth Series)
Figure 11 River City Plausible
5.3 Methodology
5.3.1 Overview
Brisbane City Council (BCC) adopted a six-step process and program for the development of the Sustainable
City Framework that involves analysis, modelling and detailed stakeholder and community consultation. This is
depicted in Figure 12 and each the steps are discussed below.
Figure 12 Development of the Sustainable City Framework
The following sections provide a brief overview of the methodology.
5.3.2 Step 1:Transect Study
Brisbane City Council and the Queensland Government have an extensive range of performance targets relevant
to the inner-5km area of Brisbane. A key task in the development of the Sustainable City Framework has been
the identification of targets that are directly relevant to activities and decisions within the study area, and can be
readily measured. This has been done via a process of identifying and refining a list of targets with stakeholders.
Brisbane City Council undertook and documented a Transect Study to identify all goals and targets that may
have relevance to the Study Area. The resultant Transect Document identified 84 relevant goals and targets from
eight Brisbane City Council Policies and Plans, and 11 Queensland Government policies and plans. These
included:
 Brisbane City Council, Our Shared Vision Living in Brisbane 2026 Summary
 Brisbane City Council, Program 1 City Smart, Brisbane City Council
 Brisbane City Council, Brisbane’s Watersmart City Strategy
 Brisbane City Council, Transport Plan for Brisbane 2008-2026
 Brisbane City Council, Clean Air Strategy for Brisbane
 Brisbane City Council, Towards Zero Waste
 Brisbane City Council, Two Million Tree Project
 Brisbane City Council, CS5 Carbon Neutral Policy
 Department of Environment and Resource Management, South East Queensland
 Regional Natural Resource Management Plan 2009 – 2031
 Department of Infrastructure and Planning, Sustainable Housing
 Department of Infrastructure and Planning, SEQ Regional Plan 2009-2031
 Department of Premier & Cabinet, Towards Q2: Tomorrows Queensland
 Environmental Protection Agency, Climate Smart 2050
 Queensland Government, SEQ State of the Region Report 2008
 South East Queensland Healthy Waterways Partnership, South East Queensland
 Healthy Waterways Strategy 2007-2012
5.3.3 Step 2:Transect Workshop

A facilitated workshop provided a forum for project stakeholders from BCC and State Government agencies to
discuss and refine sustainability targets that were identified in the Transect Study. The workshop was attended
by a range of Brisbane City Council and Queensland Government representatives and included representatives
from 13 agencies.
5.3.4 Step 3: Framework/Modelling

The methodology for the framework/modelling phase is depicted in Figure 13.
Figure 13 Methodology for Framework/ Modelling Phase
5.3.4.1 Evaluate and Interpret Policy Guidance
Policy Review
To ensure that the applicable guidance and direction from Local, State, National and International Policy and
guidance has been considered throughout the development of the Sustainable City Framework, the following
policy and guidance documents have been reviewed or sought out.
Level Title
International Brundtland Commission Report, 1987
Agenda 21 and Local Agenda 21

'ICLEI-Local Governments for Sustainability'
Local Action 21
Compact Cities Programme
The Melbourne Principles
Cities for Climate Protection
National State of the Cities Report
Capital Cities Plans
State South East Queensland Regional Plan
South East Queensland State of the Region Report
Towards Q2
Sustainable Planning Act
Local Living in Brisbane 2026
Brisbane City Council Corporate Plan 2007-2011
This process complements the work undertaken as part of the Transect Study, maintaining a broader focus on
sustainability processes for cities, rather than the detail of targets and goals.
Theme mapping between the River City Blueprint Themes (strategies) and key State Government and Brisbane
City Council Policies was undertaken (Figure 16). This is intended to reinforce the relationships between the
strategies, the Sustainable City Framework and these policy documents.
Case Studies
A series of case studies was examined to identify themes and frameworks applied in other cities. While each city
has unique strategic challenges and advantages, as informed by constraints and opportunities, the over-arching
structures for assessing the sustainability of future plans have degrees of similarity. Therefore, identifying key
learnings from the approach of other cities is useful in refining the targets and goals for the River City Blueprint.
The following cities' sustainability strategies and plans were examined to identify commonalities and experiences,
in particular, where shifts have been implemented, how they have been implemented, and the nature of their
outcome:
 Adelaide
 Melbourne
 New York
 Sydney
 Auckland
 Vancouver
River City Blueprint Charette (Step 5 of BCC Methodology)

5.3.4.2 Vision and Principles
Preliminary Vision and Principles for the Blueprint are based on the vision outlined in existing planning
frameworks. These are being refined for the study area via the various studies and consultations underway.
5.3.4.3 Targets
As described previously, a short-list of targets relevant to the study area was identified in the Transect Workshop.
Further research and analysis has been undertaken to refine that list to 10 targets that, if achieved, would
exemplify sustainable development in the Blueprint area.
5.3.4.4 Strategic Impacts Modelling
Strategic Impacts Modelling will be used to evaluate at a high level whether the identified Targets are likely to be
achieved within the current planning and policy framework. The modelling will be based on the Planned and
Plausible scenarios as described earlier and will draw on global experience and urban modelling processes to
project a future scenario relevant to each of the targets.
The modelling is currently underway and will be informed by the results of the Blueprint.
5.3.4.5 Shifts
“Shifts” are defined as substantive policy changes that are required to deliver a specific outcome. Shifts will be
identified in this project when the strategic impact modelling identifies that a target is unlikely to be achieved via
the current planning and policy framework.
Shifts will be evaluated via the Strategic Impact Modelling to determine their feasibility and scope to deliver the
desired target.
5.4 Summary of Research Outcomes

5.4.1 Learnings from Case Studies
Leading sustainable cities display multiple facets of leadership. Ultimately it is the combination of bold and brave
visions and initiatives which can guide their constituents.
The overarching similarity between the plans examined was that effective plans and strategies were articulated
visions that could be understood within logical analysis frameworks. In some cases, such as Sydney and
Vancouver, multiple documents were issued to meet various stakeholders’ requirements. Notably, glossy
engaging documents were issued to clearly communicate the vision and associated initiatives along with detailed
technical documents demonstrating varying degrees of modelling.
The boldness and extent of proposed changes varied between the cities, depending on whether a plan or
strategy had been issued. Some, such as New York, have issued a plan which emphasises the practical
implementation and details hundreds of initiatives which in concert will result in direct and indirect sustainability
outcomes. Others, such as the City of Sydney, have issued a strategy which has selected and emphasised key
initiatives, such as the implementation of localised energy generation, or the City of Auckland with congestion
charging. The objective of the document is to illustrate a sustainable future through holistic thinking.
The presentation of sustainability frameworks differed between cities. However, ultimately the key indicators were
represented within all the frameworks. Notably, most of the cities addressed equity and social issues spatially
rather than measuring them through direct metrics. Most city sustainability documents examined built a base on
the challenges and opportunities and integrated these with policy platforms. This was further iterated by 30+
reference which concluded that implementation was more critical to sustainability outcomes than the framework.
A key difference across the frameworks was the degree of complexity in the number of targets, indicators and
initiatives identified. Some, such as the City of Vancouver, articulated seven sustainability design principles for
the city. The complexity is related the ability for the community to engage directly with the sustainability vision
and outcomes articulated.
Embedding sustainability is both a process and an outcome, which was reflected in the difference between many
of the documents. Some were more focused on the outcomes, such as New York, whereas others outlined
further detail associated with the decision-making frameworks and modelling. For example, the sustainability
strategies from the United Kingdom, which are bound by a European Union Directive to comply with the
Sustainability Appraisal Framework, extensively detailed the process and outcome.
The key learnings from case studies can be summarised as:
 Get the basics of the framework right, and focus on the implementation mechanisms;
 Keep a short number of targets;
 Provide transparency in the process and outcomes; and
 Be bold and take leadership
5.4.2 Selecting Targets
Targets are at the core of the development of the Sustainable City Framework. They form the basis against which
future scenarios can be tested, to determine whether and what shifts might be required.
The Transect Study identified 84 established targets from Brisbane City Council and Queensland Government
Policy documents. These were further refined and prioritised through the Transect Workshop and ongoing
research, analysis and stakeholder and community consultation. Our analysis identified that 35%of targets are
influenced by activities in the study area and can be measured within the study area.
Figure 15 summarises the currently proposed shortlist of targets. It is expected that these may evolve further
depending on discussions to be held during the River City Forum.
We note that there are some issues that are not directly represented in the selected targets. For example, climate
change adaptation was explicitly noted through the Transect Workshop process but is not currently represented
in the short-list. Investigations are currently underway into using existing established state and local targets to
address the issue of climate change adaptation. For example, the Background Research and Scoping Study
Report suggested appropriate targets could be found in the South East Queensland Regional Plan and Toward
Q2, namely that development:
 Facilitates reduced greenhouse gas emissions through the alignment of development density with
transport corridors; and
 Plans for flood immunity and resilience to potential climate change.
The range of targets was reviewed and a short-list produced. This short-list of targets is available in Section 5.6
Shortlist of Targets.
5.4.3 Strategic Impacts Modelling

As outlined in the methodology, Strategic Impacts Modelling will be undertaken for the indicators identified in
Figure 15 to assess whether the future scenarios are likely to achieve the selected sustainability targets. Where
modelling shows that the targets will not be met through delivery of the plausible or planned scenarios, shifts may
be recommended to achieve the target.
The basis of the Strategic Impacts Model is informed by trend analysis and will help to inform answers to the
following questions:
 How good or bad is the current situation?

 Do trends show that it is getting better or worse?
 How far is the current situation from any established thresholds or targets?
 Are the problems reversible or irreversible, permanent or temporary?
 How difficult would it be to offset or remedy any damage?
 Have there been significant cumulative or synergistic effects over time?
 Are there expected to be such effects in the future?
Any uncertainty in the modelling will be managed through the use of data informing expert opinion, rather than
the creation of fictitious precision. It is important to acknowledge that the modelling outcomes are high level, and
are being used to inform the view of whether or not specified targets will be met in future, and therefore, absolute
values will not be determined as part of this process. There is an opportunity for neighbourhood plans to explore
ways of achieving these targets in precincts across the city.
5.4.4 Shifts
‘Shifts’ can be defined as the progression that would be required to move from the current status (normally
business as usual) to a position where goals and targets will be met. Shifts would only be required where a gap,
deficiency or lag between the scenario outcome and the policy/goal/ target is identified, through strategic impact
modelling or other forms of analysis.
An example of a big shift in Brisbane is the Target 140 program which delivered substantial and previously
unheard of changes in urban water consumption in Brisbane. International examples of shifts include the
introduction of Bus Rapid Transit (BRT) in Curitiba and Bogota, which saw dramatic transformations from car
dependence to public transport patronage. In Curitiba this change was delivered via small projects over three
decades with a clear vision providing the ‘glue’ for individual projects and decisions.
A range of implementation mechanisms will be required to enable the shifts to occur. These implementation
mechanisms often overlap or are related, sometimes driving others. They are summarised below.
 Policy can be a key driver for the implementation of shifts, however policy is dependent on supporting
processes, acceptance and evaluation mechanisms.
 Governance structures are a key force in driving shifts, and implementing change and require
consideration.
 Some of the shifts will be dependent on technology. This includes the emergence of new technologies,
or simply adopting technology that delivers efficiency gains. This may also include the subsidisation of
technologies to bring about more rapid ‘shifts’, which links back to governance, policy and economics.
 Economics-driven shifts may be dependent upon local, national and world markets. Often these will be
at the heart of change, however the rate of change can vary from incremental to overnight.
 Community attitudes and expectations are key to the implementation and acceptance of shifts.
Viewed as positive or negative impacts on the community’s way of life, potential barriers will need to be
understood and overcome through expectation management, and gradual acceptance of the changes
that need to occur.
 Education processes to encourage behaviour change
 Land use and urban design are at the heart of the delivery of many shifts. This encompasses how we
live, move, work, play, and interact.
Once identified, the Shifts will be evaluated to determine whether they will achieve the targets in the study area.
This will include assessing the implications for implementation, including cost, political goodwill, community
acceptance, social equity, timeframes and flow on effects. Each big shift identified will be evaluated against a
framework similar to the following, to determine a hierarchy of appropriate recommendations. When the potential
impact is deemed to be high, but the ease of implementation is low, this will inform the timeframes for
implementation. The future scenarios will be remodelled taking into account the likely implementation of Big Shift
to verify that the targets are likely to be met in the nominated time frame.
Figure 14 Prioritisation tool for determining five shifts
Evaluation of the Shifts will involve consideration of the following aspects:
 Could these work for Brisbane?

 What would we need to change?
 Can we adapt? (do we have the capacity? What would we need to get the capacity?)
 Do we want to adapt?
 What is the cost/ outcome if we don’t?
 Which strategy does it link to?
 What targets/s does it deliver on?
 Does it catalyse other shifts or changes? Are other shifts or changes required before this one can
happen?
 Ease of implementation?
 Timeframe for implementation? (degree of readiness and willingness measure)
5.5 Shortlist of targets
Figure 15 Current Shortlist of Targets
Descriptor Selected Source Proposed Strategies Sustain- Rationale

target Indicators ability
Carbon Brisbane to be Our Shared Brisbane Liveable, Environment Carbon emissions are generated
Neutral by carbon neutral by Vision Living emissions, Connected, by changes in land-use and the
2026 2026 (with 50% in Brisbane Electricity fuel Prosperous consumption of non-renewable
from reduction) 2026 mix, Population, energy sources. Indicators that
Density, Vehicle are generally used to inform the
ownership, trajectory of increases in carbon
Building emissions are related to
approvals, emissions in the community are
Dwelling type related to population size,
vehicle ownership, residential
densities and disposable income.
Additionally, industrial and
commercial emissions can be
determined from the number of
employees across different
industry sectors.
Compact To achieve a South East Density, Liveable, Social, Population density is identified
Urban Form more compact Queensland Brisbane Urban Connected, economic as a key strategic and
development Regional Growth (BUG) Prosperous, sustainability challenge for South
within the Urban Plan 2009 – data, inclusive East Queensland. Cities which
Footprint, within 2032 Population, are planned around densities of
and around Land-use, 30 dwellings or jobs per hectare
regional activity Household size, have increased sustainability
centres and Households outcomes associated with social
public transport interaction, increased
nodes and pedestrianisation, increased
corridors health, decreased energy
consumption. The growth
corridors will be specifically
studied.
Housing Housing Target Employment, Prosperous, Social, Housing affordability was
affordability spending to pending Projected inclusive, economic reflected as an important
represent 30 per revision – employment, liveable indicator of sustainability within
cent of gross outcome of Average the River City Blueprint area by
household Charette salaries, stakeholders to maintain equity
income Average house and diversity. The levels of
price, Average housing affordability will be
rental price determined by assessing the
median income for core workers
and comparing this to the
average rent or residential
purchase price within the study
area.
Improved air Improve air Clean Air Air quality, liveable Environment Air quality can be affected by
quality quality compared Strategy for Employment behaviour and activities external
to 2009 baseline Brisbane/ figures, to the study area, thus
pending Population influencing the performance
against this measure within the
study area. Population external
to the study area and industrial
activity are identified as the key
drivers to potential changes in
this target.
Active and Increase Transport Extent of Connected, Social Accessible transport network is
public contribution of Plan for network, inclusive often a function of population
transport cycling (to 5 per Brisbane Bikeway density. However, not all the
cent) and walking 2008 – 2026 expenditure inner 5-km region falls along
(to 12 per cent) (combined over time, public transport nodes and
to 24-hour mode target) Journey to work transport corridors and therefore
share by 2026 (cycling), this target is also important
Public transport Population independently. Accessibility is a
to account for 58 Peak transport function of both available and
per cent of peak mode share, interconnected connected
public transport Journey to work cycling and walking
by 2026 in the infrastructure. The length of
inner city available active transport
infrastructure will be used as a
key measure, along with actual
use.
Public transport is related to
many of the other targets, but is
also being assessed and
measured independently. It was
reinforced through the Transect
Workshop and further
stakeholder discussions as a key
element of sustainability which
requires independent analysis.
Use of public transport is a
function of available extent and
reliability of infrastructure and
accessibility.
Public and Brisbane will Our Shared Park sport and Connected, Social Public space design is critical for
Green have a city-wide Vision Living rec land use, liveable Brisbane, given the extreme
Space network of major in Brisbane Open space climate. Again, in assessing how
urban parks 2026 audit, Tree the scenarios measure against
which will be cover public space will be a function of
used by 60 per the availability of land to be used
cent of the for sport and recreation purposes
population more and the number of people who
than once a are utilising that land.
week
Water By 2016, the Healthy Healthy Liveable Environment Whilst there are significant
Quality ecosystem health Waterways Waterways influences on this measure that
of Brisbane’s report card report card for will occur external to the study
waterways, the for Lower Lower Brisbane area, there are many
River and Brisbane Catchment, plus opportunities where water quality
Moreton Bay will Catchment + more specific outcomes will be affected by
be maintained measures under decisions, land use, built
and improved discussion with environment design and
from the 2009 BCC retrofitting actions within the
baseline study area.
Urban Targets from Pending – e.g. natural Liveable Environment Targets for the whole of Brisbane
Biodiversity City-wide and SEQ regional habitat and South East Queensland are
SEQ plans Plan and protected in the currently being revised to reflect
require revision BCC study area, tree appropriate measures. This
to reflect the cover target links strongly with the
urban nature of public and green space target.
the Blueprint
area.
Vibrant Number of Pending e.g. number of Liveable, Social, This target is currently being built
Precincts precincts active frontages, inclusive, economic up to reflect the desirable places,
delivering diversity of connected, spaces, and activities that would
‘vibrancy’ uses, hours of prosperous result from a sustainable city.
operation of
precinct
River City Relevant Relevant Relevant indicators in the SEQ State of the Relevant
Blueprint dimensions indicators SEQ regional plan (2009) Region report (2008) indicators
themes in the State from living from Toward
of the Cities in Brisbane Q2
reports 2026
Inner city Brisbane LGA Brisbane LGA South East Queensland region South East Queensland Queensland
region wide
Prosperous Productivity Smart, Desired regional outcome (DRO) DRO 1 Sustainability – Strong
city – economic prosperous city 1: The region grows and changes population growth, ecological - Creating a
output/ growth – Healthy in a sustainable manner— footprint, ecosystem services diverse economy
Economy generating prosperity, maintaining DRO 9 Economic powered by
– productivity/
and enhancing quality of life, development – labour force bright ideas
innovation – Outstanding
minimising the use of resources, and unemployment,
– service/ city profile
providing high levels of employment and economic
knowledge Subtropical environmental protection, reducing diversification, research and
industries designed city greenhouse gas emissions and innovative
Liveability – Effective becoming resilient to natural commercialisation,
– living growth hazards including the projected household income, export of
affordability management effects of climate change and oil goods and services
– Well supply vulnerability.
Social Inclusion
and equity designed and DRO 9: Plan for employment to
responsive support a strong, resilient and
– economic
built diversified economy that grows
resources environment prosperity in the region by using
– Housing its competitive advantages to
deliver exports, investment and
sustainable and accessible jobs.
Connected Productivity Subtropical DRO 8: A compact urban structure DRO 12 Integrated transport
city – congestion/ designed city/ of well-planned communities, – vehicle km travelled,
transport accessible supported by a network of journey to work, mode share,
connected city accessible and convenient centres public transport patronage,
Liveability
– Green and and transit corridors linking car availability, vehicle
– accessibility residential areas to employment occupancy, road congestion,
active transport
(to services etc locations establishes the context freight movements
by PT) for achieving a consolidated urban
Social Inclusion settlement pattern.
and equity DRO 12: A connected and
– Accessibility accessible region based on an
(to services etc integrated transport system that is
by PT) planned and managed to support
more compact urban growth and
efficient travel; connect people,
places, goods and services; and
promote public transport use,
walking and cycling.
Inclusive Social Inclusion Friendly, safe DRO 6: Cohesive, inclusive and DRO 6 Strong communities Smart
city and equity city/ Vibrant, healthy communities have a – addressing disadvantage, – Delivering
– Employment creative strong sense of identity and place, social capital, health status, world-class
city/active and access to a full range of healthy lifestyles, housing education and
– Education
healthy city services and facilities that meet affordability, police services training
– Disability diverse community needs.
– active and and crime rates, education Healthy
healthy DRO 7: Aboriginal and Torres benchmarks, vocational
– Making
communities Strait Islander peoples are actively training and education, –
Queenslanders
– better public involved in community planning knowledge of cultural
Australia's
health and decision-making processes, heritage,
healthiest people
and Aboriginal traditional owners DRO 7 engaging Aboriginal
– connected Fair
are engaged in business about and Torres Strait Islander
and engaged
their country. peoples – Supporting
communities
safe and caring
– inclusive, – indigenous equity
communities
caring
communities
– learning and
informed
communities
– safe
communities
Liveable city Sustainability Clean, green DRO 2: A healthy and resilient DRO 1 Sustainability – Green
– water city natural environment is protected, quality of life - Protecting our
– clean air maintained and restored to DRO 2 natural environment lifestyle and
– energy
sustainably support the region’s – emissions to water, air environment
– climate – food in the
rich biodiversity and ecosystem quality, greenhouse gas
change city
services including clean air and emissions, climate change
– air pollution – sustainable water, outdoor lifestyles and other trends,
water use community needs that critically
– waste DRO 3 regional landscape –
– healthy river underpin economic and social
Liveability landscape heritage, outdoor
and bay development.
– health recreation opportunity,
– towards zero DRO 3: Key environmental, outdoor recreation
– amenity waste economic, social and cultural participation, scenic amenity
– housing – cleaner values of the regional landscape
DRO 8 Urban Development
sustainable are identified and secured to meet
– urban structure, urban
energy use community needs and achieve
form, housing mix,
ecological sustainability.
– green and DRO 10 Infrastructure –
biodiverse city DRO 10: Plan, coordinate and
electricity demand, electricity
deliver regional infrastructure and
generation, use of energy
services in a timely manner to
from renewable resources,
support the regional settlement
waste disposal
pattern and desired community
outcomes. DRO 11 Water management
– residential potable water
DRO 11: Water in the region is
use, water usage
managed on a sustainable and
total water cycle basis to provide
sufficient quantity and quality of
water for human uses and to
protect ecosystem health.
6 Liveable City
6.1.1 Population and demographic projections
South East Queensland is the fastest growing region in the country and that trend is expected to continue.
At the regional level, the population of South East Queensland is forecast to increase by 2 million people to 4.4
million by 2031 (SEQRP 2031). Citywide the population is expected to increase from 991,000 to 1,270,000
people (additional 279,000 people) by 2031.
In 2006, the inner 5km of Brisbane included 231,526 people and 105,783 dwellings (ABS, 2006 Census). The
Planning Information and Forecasting Unit (PIFU, Queensland Treasury) estimates that the 2009 population of
the study area was 246,217 people or approximately 25 percent of the Brisbane Local Government Area.
Figure 16 Projected population change (Persons) by DISTRICTS and STUDY AREA, 2006 and 2031
CHANGE by 0-4 % 0-4 5 to 14 % 5 -14 15-24 %15-24 25-64 %25-64 65-84 %65-84 85 & %85 & Total % total
DISTRICTS 2006-2031 over over persons persons
NORTH CENTRAL 727 82.05 1184 109.33 3756 49.15 9308 40.80 1943 82.09 289 62.02 17207 48.80
NORTH 493 19.08 2347 59.03 2679 35.72 9988 40.01 2982 78.89 335 42.95 18824 43.19
WEST -207 -14.38 173 7.99 364 9.05 -1252 -9.29 1591 99.31 207 71.88 876 3.81
NORTH WEST 317 19.29 770 26.39 418 2.62 3153 13.56 2216 63.13 580 103.39 7454 15.58
SOUTH CENTRAL 447 79.54 725 63.37 1251 37.15 6895 68.85 1082 73.71 225 103.69 10625 63.34963
SOUTH 118 10.05 590 31.22 511 15.55 1850 16.55 1193 69.93 226 64.20 4488 22.92
SOUTH EAST 245 12.69 1236 43.38 1405 20.63 3176 13.33 2266 65.06 259 36.48 8587 21.68
EAST -253 -17.66 116 4.92 96 3.41 544 4.45 1901 129.06 141 50.72 2545 12.36998
Total change in Study 1887 16.19 7141 38.85 10480 20.39 33662 23.75 15174 78.26 2262 61.94 70606 28.68
Area 2031
Brisbane City Council’s BUG Model calculates dwelling capacity on the basis of specific land use policy settings,
site development constraints and take-up rates as they relate to individual sites. The BUG Model has calculated
the capacity of the study area to be approximately 75, 000 additional dwellings to 2031 based on City Plan
(including neighbourhood plans and renewal strategies) and proposed development areas under the River City
Blueprint. The BUG modelling supersedes the PIFU projected population data.
The demographic analysis of the existing population (PIFU and ID Profile) highlights the following key findings as
important for the study area:
 The age structure is distinctly different from that of the broader metropolitan area as it has a significantly
larger proportion of young working-age adults and a significantly smaller proportion of children and
teenagers;
 Inner Brisbane has a high proportion of residents born overseas (45 percent);
 Households are predominantly couples without children and lone-person households. The proportion of
couple families in inner Brisbane with children is only around one third that of Brisbane as a whole;
 The number of flats, units and apartments doubled in the 10 years to 2006 and represents nearly two
thirds of all dwellings;
 Renting is by far the most common dwelling tenure type, accounting for half of all dwellings. Rents are
also significantly higher than in the rest of the City; and
 In the five years to 2006, inner Brisbane gained a net population increase of over 37,000 people from
migration and of this net gain, more than half was in the 15-29 years age category.
PIFU has also completed demographic projections for the population to 2031 (Figure 16). Based on this work the
community will comprise:
 5-14 age group significantly increases by 10,480 children (38.84% increase)

 65-85 age group significantly increases by 15,174 people (78% increase)
The implications of the population and demographic projections for the study area are clear. A ‘business as
usual’ approach to land use policy will see an increase in the number and proportion of smaller units in the inner
city to satisfy population growth and will further reduce the diversity of household type in the study area. This
approach risks creating a city where families live outside the inner city and couples without children and lone
person households live in the inner city.
6.1.2 Housing type and density

Over the next 20 years it is forecast that the housing type in the inner city will continue to shift to the attached
dwelling housing type. Approximately two in three dwellings are currently attached, however by 2031, almost
four in five dwellings will be attached in the inner city. This will mean that a house in Brisbane’s inner city will be
a rare housing type, although it will continue to dominate the urban structure because of the expansive footprint
they occupy. It is also likely that these houses will be timber and tin as almost half of the current housing stock in
the study area is protected by the Demolition Control Precinct.
Dwellings are currently accommodated in the 65 percent of the inner city that allows residential development (59
percent residential classification and 6 percent mixed use). In accordance with observations, the overwhelming
majority of the residential land use is low density to low-medium density (94 percent) while medium and high
density use is small and scattered (6 percent).
Yet, the decrease in the number of detached dwellings and the significant increase in the number of attached
dwellings in the study area demonstrate the significant impact of urban consolidation and infill housing policies.
Based on the forecasts however, it is obvious that such policies will not translate into significant increases in
housing density. Dwelling density on the basis growth projections is shown spatially in Figures 17 and 18. The
areas with the greatest dwelling densities include Teneriffe, Kangaroo Point, Spring Hill and parts of
Auchenflower (Coronation Drive) and Toowong. However, Figure 17 clearly demonstrates that density is not
related to height as parts of Teneriffe have the same density (greater than 51 dwellings/hectare) as Kangaroo
Point.
The inner 5km of the city currently have a gross density of 13 dwellings per hectare that will increase to 21
dwellings per hectare in 2031. This confirms that the study area is low in density. In comparison, all other
Australian capital cities have a greater density than Brisbane while other cities such as Paris, Singapore and
Barcelona have significantly greater densities (P. Newman, Urban Density, 1995).
Figure 18 demonstrates that existing and future policy settings are further intensifying the river plain with limited
dwelling density being achieved in transit corridors and centres away from the river (with the exception of Old
Cleveland Road). As a result, residential densities for housing near transit corridors must be identified in the
River City Blueprint to ensure that the areas of opportunity are planned using transit oriented development
principles.
The demographic data for the study area also identifies that the inner city has significantly fewer children and
families while accommodating higher levels of lone-person households and couples without children. The
homogenous residential apartment types and the cost of housing are perpetuating this trend. Housing type and
affordability therefore needs to be re-evaluated if the age and household demographics are to be diversified.
Figure 17 High Growth Scenario Dwelling Density 2006 (BUG)
Figure 18 High Growth Scenario Dwelling Density 2031 (BUG)
6.1.3 Public space and urban amenity
Urban amenity is broadly defined as being the functional qualities, services and aesthetics of an area that attracts
residents, employees and users. In the inner city it is considered that these aspects include parks, sporting
fields, squares, vibrant streets, river, character of the area, vegetation and could be extended to include
walkability and connectivity with other places of high urban amenity.
Public space is one element of urban amenity and it is one of the main issues raised when additional residential
dwellings are proposed in inner city Brisbane.
Public space is defined as publically accessible areas including parks, sporting fields, bushland, creeks and
waterways, the Brisbane River, gardens, attractive and safe streets, plazas, and entrances to shopping centres,
community gardens, bikeways and paths, spaces around libraries and art galleries, and link between these
elements.
The issues with public space can be divided into two elements, being quantity and quality.
Green and open space planning for urban consolidation – a review of the literature and best practice (Byrne and
Sipe, 2009) provides an historic overview of parks planning and interactions between greenspace and density.
The research suggests that we should not assume that just because people live in higher density environments
that they will necessarily use neighbourhood public spaces and other green areas more frequently. In actual fact,
people in these environments will seek out leisure-based travel like countryside trips, or other places for leisure
and recreational experiences. The research points out that there are three important factors to consider when
planning for increased density and public space use:
 Different types of people who live in higher density built environments will have different public space
needs;
 The integration of existing public spaces into denser built environments – many parks, for example, will
have historically been designed for different people than the residents that consolidation brings;
 The character of the built environment affects how people use urban public spaces – urban design must
ensure that public spaces are easy to get to, safe and of a high quality.
The preferred approach to the supply and distribution of public space therefore needs to consider the needs and
characteristics of people living in higher density urban environments. The people that live in higher density
housing in the inner city of Brisbane are differentiated by age, income, household composition and culture and
therefore there is no ‘typical resident’. This impacts on parks in the following ways – older people are less likely
to use parks than younger people; families may access small parks with younger children and sport parks for
older children; adolescents and young singles may require spaces for active recreation such as skateboard
parks, sports ovals and tennis courts, swimming pools and even rock climbing walls, and places to socialise.
Needs assessment based on the demographics therefore provides greater insights to the size and type of spaces
required rather than a planning standards based approach.
Figure 19 Comparisons of open space provision (Ha/1,000 persons) (City of Sydney Open Space &
Recreation Needs Study 2007)
Population Land Area (Ha) Total Park Park Area as Ha of Parkland

Area (Ha) Percentage of per 1000
Land Area residents
Brisbane City (inner 5km)* 231,526 5,975 760 12.7% 3.28
City of Sydney 158,742** 2,615 377 14.3% 2.36
Leichhardt 48,705** 1,003 84 8.3% 1.72
Ashfield 39,494** 830 65 7.8% 1.64
Strathfield 28,206** 1,309 107 7.6% 3.79
North Sydney 54,970** 1,050 142 13.5% 2.58
Melbourne City 65,000** 3,650 480 13.1% 7.38
Seattle*** 572,475 21,723 2,443 11.2% 4.20
San Francisco*** 744,230 12,094 2,336 19.3% 3.10
New York*** 8,104,079 78,558 14,977 19.1% 1.80
* Brisbane Area Classifications for Parkland and Sport & Recreation
** Source: City of Sydney Estimates 2006
*** Source: Trust for Public Land – City Park Facts
The inner city of Brisbane currently has 3.28 hectares of park per 1000 residents (Figure 19). This figure
includes land in the public estate as park but not all open space such as waterways, bikeways and paths etc.
The quality of the parks in the inner city varies and not all provide opportunities for recreation. The quantity of
parks and open space in the inner city is dependent on the historical subdivision pattern where land was set
aside, and contemporary planning decisions that have led to the development of new spaces like Newstead River
Park and South Bank. Brisbane compares relatively well with other cities nationally and internationally.
Open space provision and infrastructure charging is guided by the Brisbane City Council Desired Standards of
Service (DSS) for each Park Classification (Park Type). The DSS for higher density locations is outlined in
Figure 20. These standards limit the amount that Council can charge new developments for the parks system in
the city.
Figure 20 Desired Standards of Service for Parkland in Higher Density Locations (Brisbane City Council)
Park Type Purpose Description Standards for Higher density locations,

centres and corridors
Informal Use To provide a setting for Park that is developed and used for Local – 0.3ha / 1000 people within 400m of
Park (Local, informal recreational informal, unstructured recreational and dwellings, min size 0.2-0.5 ha
District, Metro and social activities social activities, such as walking, District – 0.4ha / 1000 people within 2km of
and Urban picnicking, playing and skating. dwellings, min size 5.0 ha
Common) Informal Use Parks are usually
Metro – 0.4 ha / 1000 people across Brisbane, min
multipurpose and contain a range of
size 5.0 ha
infrastructure.
Urban Common – 0.02 ha / 1000 people within
800m of dwellings, min size 0.3 ha
Total Informal Use Park / 1000 people - 1.12 ha
Sport Park To provide a setting for Park that is developed and used for District – 0.5ha / 1000 people within 2km of
(District and formal, structured sport formal, structured sport activities such dwellings, min size 1.0-6.0 ha
Metro) activities as team competitions, physical skill Metro – 0.5 ha / 1000 people across Brisbane, min
development and training. size 14 ha
Sport Parks can be single or
multipurpose and contain indoor or
outdoor facilities designed and
managed for one or more sport
activities
plus ancillary facilities. Sport Parks
generally have a lease or license
arrangement over part or all of their
area.
Total Sport Park / 1000 people - 1.00 ha

Total Public Parks / 1000 people - 2.12 ha
Across the Brisbane Local Government Area, the following benchmark for the provision of Local Public Park
Infrastructure allows comparison of Local Public Park Infrastructure over larger areas of the city. The value of the
benchmark is largely to allow Local Public Park Infrastructure comparison with other local governments, regions
of the city and between Wards. The benchmark does not recognise past settlement patterns and should not be
utilised at a localised level to guide park planning (other than to consider historical provision of park). The
benchmark for the provision of Local Public Park infrastructure is:
Provide parks for residents at the rate of 40 hectares for every 10,000 residents, comprising:
 20 hectares for every 10,000 residents in the form of Informal Use Parks (all sub-types), Corridor Link
Park (multipurpose and pedestrian/cycle subtypes only), Natural Area Park (informal recreation node
only) and
 20 hectares for every 10,000 residents of sport park (general sport only)
 Provide parks for workers in industrial estates at the rate of 10 hectare for every 10,000 employees.
These parks should be centrally located to the catchment and co-located with other worker facilities such
as snack bars, kiosks and toilets.
The green space system (parks and sport parks) for the inner 5km of the city is shown in Figure 21. The figure
shows parks (dark green) are primarily provided around the river and creeks and the 400m walkable catchment
(light green) covers the majority of study area. Nevertheless, there are areas of the inner city where the green
space is too little and too hard to find.
Figure 21 Green space network analysis and 400m walkable catchments
While it is acknowledged that the quantity of public space will need to increase as additional dwellings are
constructed in the inner city, it is considered that the desired standards of service and benchmarks, while useful,
have limited application when investigating open space provision in older areas due to historical settlement
patterns. For example, an additional 75,000 dwellings in the inner city would require an additional 286ha of open
space to meet the DSS. The standards are also deficient as they are based on the amount that can reasonably
be charged for the open space network through the development process. Provision of space beyond these
standards or to rectify historical undersupply therefore needs to be funded from alternative revenue sources, for
example South Bank, Newstead River Park, and Kangaroo Point Park where ex-government land was reused for
public purposes.
The quality of public space, or its design, function and facilities, is a critical factor affecting its use by people.
Issues affecting public space use include safety, cultural differences, aesthetics, accessibility, time, attitudes,
preferences and ability. The needs-based assessment considers the socio-demographic and bio-physical
characteristics of areas for which public spaces are needed, or where facilities will be upgraded. As noted earlier
the demographic trends for the inner city are:
teenagers;
This demographic profile, combined with the higher density mixed-use urban environment of the inner city,
means that public space needs to go beyond parks and sporting fields to include public space as public realm,
streets, squares, malls and green space. The destinations, experiences, facilities and good quality design on
offer in a broad range of places will combine to provide a high quality public space network for residents,
employees and visitors.
A well connected public space system provides greater opportunity to access active and passive recreational
opportunities. With the exception of the Brisbane River and other creek corridors the public space system in
Brisbane lacks a coherent, legible network of connections (Figure 21).
Gehl suggested that the key considerations for public space should be:
 Quality – visiting public space is a voluntary activity and therefore the ‘quality’ of the space attracts
people
 Diversity of uses – public spaces create unique possibilities for a wide range of activities which cannot
take place elsewhere
 Core flavour – public space ‘flavour’ is often defined by its landmarks. For Brisbane, the river is the
central landmark both connecting and separating precincts and public spaces. The river could have a far
stronger presence as a unifying element and identifier.
 Streets as public space – streets are generally wide enough for pedestrians and footpath dining but
frequently suffer from heavy traffic.
 Destinations in pedestrian network – like pearls on a necklace, public space provides points of activity
and concentrated public life along corridors
 Inner city recreation – Brisbane’s public space palette needs to include spaces within easy reach of main
thoroughfares where people can take a break from the urban pulse and chill out
 Access to green areas – all people should live within 400m / 5min walk from some form of green
recreation area, without having to make complex detours through hostile traffic environments to get there
 Green pocket parks – can help increase access to green areas, particular where larger parks cannot be
established. These spaces should be within easy reach and located near thoroughfares and
complement the existing formal parks and green spaces.
 Green connections – to form coherent green paths through the city, existing green areas can be linked
with green corridors that provide recreational and exercise possibilities along the way
6.1.4 City identity and urban design

Brisbane is unique with its subtropical climate and character, its meandering river and tributaries that create quiet
residential suburbs that are loved by their residents, its parklands and hills surrounding the inner city and its
Queenslander house. These are the attributes that Brisbane people love.
The growth of the inner city and provision of development and infrastructure have improved the functioning and
quality of life in the city, but at the same time have also impacted on the quality of the urban fabric. During the
70s and 80s the removal of significant heritage buildings and construction of freeways impacted on the aesthetics
of the city and river. More recently large scale infrastructure has changed the appearance and function of
communities in the inner city. This change has led to improvements in some places for example Woolloongabba
streetscape works and urban common around the ventilation stack.
Other international cities like Vancouver and Singapore have successfully transformed and retained their image
and identity.
The strategic directions in the Blueprint include proposals that will significantly transform the shape and
appearance of the inner city over the next 20 to 50 years; for example, the metro and river crossings, and
southern commercial node centred on Woolloongabba and Buranda (Park Road).
The critical challenge will be to ensure that exemplary design is integrated into all plans and projects to retain the
city’s subtropical character, sense of place and liveability at the citywide and local levels.
6.2 Planning Framework Overview

6.2.1 Visions
Both the Queensland State Government and Brisbane City Council have broad visions and targets that address
current and future challenges and underpin policy and service delivery. In terms of the Liveable City: Residential
Communities and Urban Amenity Strategy the following goals are relevant to the inner city of Brisbane.
Figure 22 Vision outcomes relevant to the Liveable City
Toward Q2 – Tomorrow’s Queensland (Queensland Government)

Green Environment - Protecting our lifestyle and Target 1: Cut Queenslanders’ carbon footprint by one third with reduced
environment car and electricity use
Target 2: Protect 50% more land for nature conservation and public
recreation
Living in Brisbane 2026 – Our Shared Vision (Brisbane City Council)

Clean, green city Our targets for 2026:
 to restore 40% of mainland Brisbane to natural habitat
 to reduce Greenhouse gas emissions by 50%
 to reuse 100% of wastewater
Well-designed subtropical city Our targets for 2026:

 to increase the number of street trees from 470,000 in 2006 to
610,000
 for both Brisbane and Brisbane City Council to be carbon neutral
 for all households to be fitted with 5a water-saving devices
 our energy use per year to be the lowest in Australia
6.2.2 Regional Planning Framework

The South East Queensland (SEQ) Regional Plan 2009-2031 is the pre-eminent plan for the region and takes
precedence over all other policy and statutory planning instruments. The purpose of the plan is to manage
regional growth and change in the most sustainable way to protect and enhance quality of life in the region. In
terms of growth and protecting the liveability of the region, the plan has a focus on accommodating new
residential development and providing public space.
Under the SEQ Regional Plan, Brisbane is required to provide 156,000 additional dwellings by 2031, of which at
least 138,000 are to be provided in infill locations.
Desired Regional Outcome 8, Compact Settlement provides the strategic intent for the residential, public space
and design elements in the inner city of Brisbane that must be addressed by the River City Blueprint.
In the inner city, the plan promotes infill development and renewal of under-used areas around urban activity
centres that have existing facilities, services and amenities and along public transport corridors and nodes where
the public transport system can best service the additional population. Higher density mixed use that balances
the residential, employment and service function is supported around Brisbane’s CBD and surrounding frame
area (including Fortitude Valley, Spring Hill, Milton, Albion, Newstead, Woolloongabba, Bowen Hills, South
Brisbane and West End).
Precincts suitable for development in accordance with transit oriented development principles include areas
within a comfortable 10 min walk of a transit node. The City Centre is specifically nominated in the transit
oriented development precinct typology given is excellent transit connections and existing high density and mixed
use built form. Recommended residential densities in the study area range from 40-120 dwellings per hectare
(net) or greater.
Housing options to meet the diverse needs of the community are also to be provided through a range and mix of
dwelling types and sizes.
Green space that is integrated into the urban structure, is high quality and caters to community and
environmental needs is identified as an important element in developing and existing communities like the inner
city. Aside from quantity issues, the quality, function, experience and connectivity of urban green spaces should
also be considered.
The SEQ Regional Plan also recognises that design excellence and innovation must be achieved in all buildings
and infrastructure and they should reflect the subtropical climate and reinforce local character.
The South East Queensland Infrastructure Plan and Program (SEQIPP) supports the SEQ Regional Plan and
sets out the infrastructure requirements and delivery program.
6.2.3 Local Planning Framework

The SEQ Regional Plan requires all local planning documents to achieve the strategic intent of the regional plan.
The Brisbane City Plan 2000 provides the regulatory framework for land use planning within the city. The City
Plan is divided into the Strategic Plan, Assessment Tables, Local Plans, Codes and Infrastructure Charges
Plans. The City Plan is currently being revised to align with the strategic intent of the Draft CityShape, SEQ
Regional Plan and the Sustainable Planning Act 2009.
The Strategic Plan establishes a network of mixed-use employment / residential centres supported by residential
areas with a range of densities and ancillary facilities and services.
The Local Plans override the general provisions and create specific outcomes that relate to the unique
opportunities and challenges of a place. The more recent Local Plans have aligned with the outcomes the SEQ
Regional Plan given the age of the Strategic Plan.
Neighbourhood Planning and Urban Renewal Brisbane (URB) undertake precinct based land use and
infrastructure planning, policy and project work within the study area. They are responsible for preparing the non-
statutory Renewal Strategies and statutory Local Plans. URB is currently active in Newstead, Fortitude Valley,
Milton, Auchenflower/Towong, South Brisbane Riverside, Kangaroo Point South and Eastern Corridor (Buranda-
Coorparoo), while Neighbourhood Planning is active in Lutwyche Corridor and Bulimba. Recently completed
Local Plans cover the City Centre, Albion and Woolloongabba Centre. Older Local Plans cover areas including
Spring Hill, Latrobe and Given Terraces, West End Woolloongabba, New Farm and Bowen Hills.
The Codes regulate the amount of the development allowed on a site and the provision of service and facilities
like car parking and landscape open space. Specific Codes exist for all mixed use Multi-Purpose Centres and
Residential Area Classifications.
The City Plan also protects timber and tin homes that were constructed prior to 1946 and are included in a
Demolition Control Precinct. Given the historical development pattern of the city, approximately fifty percent of
the study area is included in a Demolition Control Precinct.
6.2.4 Urban Development Areas

The Urban Land Development Authority (ULDA) was established by the Queensland Government to help make
housing more affordable and to deliver a range of housing options for the changing needs of the community.
Their role is to plan, carry out and coordinate the development of land in selected urban areas.
The Authority is active in three areas within the study area, specifically Bowen Hills, Hamilton Northshore and
Woolloongabba (Go-Print). Development schemes are approved for Bowen Hills and Hamilton Northshore.
The Woolloongabba Urban Development Area was gazetted in April 2010.
It is important to note that the Urban Development Areas are not included in the Brisbane City Plan 2000.
6.2.5 Community Attitudes

The Your Bright Ideas stand provided an opportunity for the community and stakeholders to familiarise
themselves with the project and have they say on the issues and long term solutions. The activity engaged with
over 1600 people over a three month period.
In terms of the liveable city strategy, open space was the most frequent issue raised, which was only second
behind transport for the whole project. Other issues discussed are outlined in the word picture in Figure 23.
Figure 23 Your Bright Idea Stand key issues raised by community

The Liveable City: Residential Communities and Urban Amenity Strategy must address the following key
strategic issues facing the inner city:
 Amount of land available for residential development and proportion that can feasibly be provided in the
inner city subject to infrastructure provision, diversity and affordability to assist in achieving the dwelling
target set under the SEQ Regional Plan 2009-2031;
 Increased residential densities that are sensitive to place and character by developing a new compact
medium density building typology that can transition from high density nodes and corridors to established
communities;
 Determining appropriate ratios of residential in mixed use areas;
 Define city identity and character and the relationship with Queenslander Timber and Tin houses built
prior to 1946 and covered by a Demolition Control Precinct;
 Ensure that a diversity of housing type and affordability is provided so that families are not excluded from
the study area, but also recognise that the demographics include higher levels of people in their 20s and
over 65;
 The perceived and actual shortfall of public space in the study area needs to be addressed by
broadening the definition of public space to include parks, sport and recreation, streets, squares, malls
and waterways; auditing spaces in terms of size, activities, facilities and management; improving the
quantity and quality of space according the needs of the people; investigating opportunities to better use
existing assets, and connecting public spaces. Currently the study area includes 3.28 hectares of
parkland per 1000 residents but the forecast dwelling capacity is an additional 75,000;
 Investigate opportunities to better utilise other Council and State owned assets and the left over space in
2
the city. For example, roads account for 16,174,938 m or 20 percent of the land in the inner city which
could be used as sub-tropical boulevards to form a green web;
 Identifying the role of the Brisbane River and tributaries as a unifying element and identifier; and
 Ensure that exemplary design is integrated into all plans and projects to retain the city’s subtropical
character, sense of place and liveability at the citywide and local levels. Investigate sensitive ways to
achieve infrastructure outcomes without further fragmenting the city or affecting the established urban
character of the inner city communities.
7 Inclusive City
7.1.1 Scoping Report
The Social and Cultural Strategy Scoping Report identified the following issues and challenges to be considered
by the River City Blueprint Inclusive City Strategy:
 Identification and support of Human Service Hubs: Identify human service clusters and hubs and
investigate strategies for consolidation;
 Gentrification: Identify strategies to balance the trend of gentrification in the inner city to maintain
population and income diversity and community organisations;
 Implementation: Ensure the focus is on implementation, as there has been a substantial amount of
planning without implementation strategies to support the delivery of social outcomes;
 Multiple layers of need: The plan provides social infrastructure at a neighbourhood, metropolitan and
State wide level, balancing the needs and the impacts of the capital City function with the neighbourhood
requirements will be a continuing challenge; and
 Consultation: Ensure that consultation with the not-for-profit sector particularly is backed by a
commitment towards implementation.
7.1.2 Population and demographic projections

South East Queensland is the fastest growing region in the country and that trend is expected to continue.
The population of South East Queensland is forecast to increase by 2 million people to 4.4 million by 2031
(SEQRP 2031). Brisbane’s population is expected to increase from 991,000 to 1,270,000 by 2031 (additional
279,000 people) (PIFU 2008).
In 2006, the River City Blueprint study area consisted of 231,526 people and 105,783 dwellings (ABS, 2006).
The Planning Information and Forecasting Unit (PIFU, Queensland Treasury) estimated that the 2009 population
of the study area would be 246,217 people or approximately 25 percent of the Brisbane Local Government Area.
Figure 24 below shows the PIFU population forecasts for the River City Blueprint plan area by region and age
group.
Figure 24 Projected population change (Persons) by DISTRICTS and STUDY AREA, 2006 and 2031
CHANGE by 0-4 % 0-4 5 to 14 % 5 -14 15-24 %15-24 25-64 %25-64 65-84 %65-84 85 & %85 & Total % total
DISTRICTS 2006-2031 over over persons persons
NORTH CENTRAL 727 82.05 1184 109.33 3756 49.15 9308 40.80 1943 82.09 289 62.02 17207 48.80
NORTH 493 19.08 2347 59.03 2679 35.72 9988 40.01 2982 78.89 335 42.95 18824 43.19
WEST -207 -14.38 173 7.99 364 9.05 -1252 -9.29 1591 99.31 207 71.88 876 3.81
NORTH WEST 317 19.29 770 26.39 418 2.62 3153 13.56 2216 63.13 580 103.39 7454 15.58
SOUTH CENTRAL 447 79.54 725 63.37 1251 37.15 6895 68.85 1082 73.71 225 103.69 10625 63.34963
SOUTH 118 10.05 590 31.22 511 15.55 1850 16.55 1193 69.93 226 64.20 4488 22.92
SOUTH EAST 245 12.69 1236 43.38 1405 20.63 3176 13.33 2266 65.06 259 36.48 8587 21.68
EAST -253 -17.66 116 4.92 96 3.41 544 4.45 1901 129.06 141 50.72 2545 12.36998
Total change in Study 1887 16.19 7141 38.85 10480 20.39 33662 23.75 15174 78.26 2262 61.94 70606 28.68
Area 2031
Figure 25 SLAs with highest percentage of growth, 2006-2031
SLA Population Population Change Change

2006 2031 number percentage
West End 6,590 13,947 7,357 111.64
Bowen Hills 1,652 8,407 6,755 408.90

Fortitude Valley 5,673 11,122 5,449 96.05
Newstead 5,113 10,520 5,407 105.75
Albion 2,521 6,424 3,903 154.82

Woolloongabba 4,059 7,385 3,326 81.94
Indooroopilly 11,209 13,980 2,771 24.72
South Brisbane 4,427 7,158 2,731 61.69

Windsor 6,385 8,420 2,035 31.87
City Remainder 4,658 6,646 1,988 42.68
Study Area 246,217 316,823 70,606 28.68

Brisbane LGA 991,260 1,220,543 229,283 23.13
Brisbane City Council’s BUG Model calculates dwelling capacity on the basis of specific land use policy settings,
site development constraints and take-up rates as they relate to individual sites. The BUG Model has calculated
the capacity of the study area to be approximately 75, 000 additional dwellings to 2031 based on City Plan
(including neighbourhood plans and renewal strategies) and proposed development areas under the River City
Blueprint. It should be noted that these projections supersede the PIFU population projections that do not include
the most up to date plans.
7.1.2.1 Measuring Disadvantage

The Disadvantage, Need and Risk Ranking (DNR) produced by the Department of Communities and the ABS
Socio-Economic Index of Areas (SEIFA) were reviewed in order to establish areas of disadvantage within the
study area.
For the purposes of the Inclusive City Strategy, the SEIFA and DNR data was analysed at the Statistical Local
Area (SLA) level to show areas of disadvantage and need which also correspond to the location of support
service clusters.
The SLAs in the study are grouped into SEIFA quintiles with Quintile1 being the most disadvantaged to Quintile 5
being the most advantaged. These have been displayed in Figure 26. Five of the 41 SLAs were found to fall in
the lower quintiles, however no SLAs fell within Quintile 1. This demonstrates that the study area is relatively well
advantaged compared to the rest of the state and only small areas of the study area are disadvantaged.
Figure 26 SLA ‘s by their SEIFA ranking and quintiles
Quintile 2006 Statistical Local Area Name (SLA) Ranking within Queensland
IRSD Rank
2 Dutton Park 958 131
Woolloongabba 968 149
3 West End 999 226
Annerley 1011 251
Bowen Hills 1016 266
Lutwyche 1023 286
4 Highgate Hill 1029 291
South Brisbane 1032 297
Fortitude Valley 1034 300
Greenslopes 1035 307
East Brisbane 1037 311
Spring Hill 1040 318
Fairfield 1044 336
Windsor 1047 346
New Farm 1050 352
Albion 1050 353
Kangaroo Point 1054 360
City – Remainder 1058 376
Kelvin Grove 1060 377
Wooloowin 1060 379
5 Milton 1065 385
Newmarket 1066 386
Coorparoo 1066 386
Red Hill 1070 397
Alderley 1071 402
Yeronga 1076 407
City – Inner 1079 410
Balmoral 1080 412
St Lucia 1082 416
Herston 1083 420
Norman Park 1085 422
Hamilton 1087 426
Toowong 1091 431
Bulimba 1092 433
Wilston 1095 437
Indooroopilly 1096 440
Paddington 1099 444
Hawthorne 1106 450
Bardon 1118 461
Newstead 1132 471
Figure 27 SEIFA Disadvantage Ranking Quintiles: showing SLA’s in Quintiles 2 to 4
The spatial distribution of SLAs by SEIFA IRSD data reveals a north south pattern of Disadvantage. The corridor
stretches from Annerley in the south via Woolloongabba, Dutton Park, West End and Bowen Hills to Lutwyche in
the north.
7.1.2.2 Findings
The demographic analysis of the existing population (PIFU and ID Profile) highlights the following key findings as
important for the study area:
teenagers;
 Renting is by far the most common dwelling tenure type, accounting for half of all dwellings. Rents are
also significantly higher than the rest of the City; and
The projected demographics show the following:
 The spatial pattern of growth in the study area is expected to be concentrated in a North- South corridor
focusing on the following SLAs – Lutwyche, Albion, Bowen Hills, Newstead, Fortitude Valley, the City,
Milton, South Brisbane, West End, Dutton Park and Woolloongabba.
 The number of 65-84 year olds is forecast to increase by 15,174 between 2006 and 2031 from 7.87% of
the population to 10.91% of the population. This is an increase of 78.26% on the current population of
this age group in the plan area.
 The number of school aged children will increase by 7,141 from 18,382 (2006) to 25,523 (2031). This is
an increase of 38.85%. Indications are that the plan area will take about 50% of the growth in 5-14 year
olds Citywide.
 Youth and young adults (15-24yrs) are forecast to increase by 10,480 (20.39%). This population cohort
will decrease from 20.88% of the population at 2006 to 19.53% of the population 2031. According to the
PIFU 2008 median series, this decline will be greater Citywide, showing a decline from 16.5% of the
population to 14% of the population in 2031.
It is important to note that Brisbane’s inner city performs a capital city function for the region and State.
Therefore it is important to consider population forecasts, but also projections of the numbers of people travelling
to the study area to access services and facilities. The National Institute of Economic Industry Research
forecasts show a possible doubling of jobs within the plan area.
The demographic and worker projections for the study area up until 2031 have implications for the study area.
Demographic projects show that:
 Residential and employment growth forecasts present a challenge for the future planning and provision
of social infrastructure in well located areas.
 Care must be taken when interpreting demographic forecasts, due to PIFU’s policy settings being based
on a much higher proportion of detached dwellings than are likely to occur in the Plausible City. A shift in
dwelling types is likely to affect the area’s capacity to cater for families with children and the ageing. A
diverse choice in housing generally correlates with the demographic diversity of an area.
 The transition from detached to attached dwellings, documented in the Liveable Strategy, will present a
challenge for the City to retain families with children.
 Considering the forecast number of families with children and the employment forecast, access to
childcare will become an emerging need within the plan area.
 Youth and young adults will be drawn to the City heart, making the provision of affordable
accommodation around knowledge hubs necessary to accommodate this age cohort.
 The corridor of disadvantage identified in the study area is and will continue to be gentrified as population
growth occurs. The challenge will be to maintain affordable housing options so that low income residents
are not displaced from the advantages that the inner city provides and opportunities associated with
growth. If policies and initiatives are not put in place, the risk is that the issues of disadvantage are simply
moved to different locations in the city where the transport cost is greater for clients.
7.1.3 Social and Affordable Housing Summary

Housing affordability is a key factor in maintaining a socially diverse community. The private market can only go
so far to providing affordable housing. When the market fails in providing housing for those on low incomes,
Governments step in to provide social and affordable housing.
Definitions for social and affordable housing vary. For the purpose of this piece of work, ‘affordable housing’ has
been defined as housing for those on or below the median income, where rent or purchase equates to 30% or
less of gross household income. Social Housing has been defined as housing for those registered on the One
Social Housing list, provided at a percentage of the tenant’s income.
Investment, regulatory and incentive based mechanisms contribute to the provision of social and affordable
housing. Innovative partnerships such as the Brisbane Housing Company, where Government investment is
managed under a business model, can provide efficiencies for Government and generate revenue to further
subsidise social and affordable housing provision. Incentives are commonly established and financed by different
levels of Government to encourage supply by the private market and can be in the form of financial incentives or
non specific built form incentives. Regulatory models are implemented by Governments, by bringing in policies
and regulations making it compulsory for developers to provide a certain amount of social or affordable housing.
Current and future challenges to delivery:
 Sustained commitment from Governments. All the delivery models for social and affordable housing
are Government-led policy responses. Some encourage the provision of social and affordable housing by
the private and not–for-profit sectors; however, they all require commitment to policy from Governments.
 Finance approval can affect the potential to deliver. Projects seeking funding from banks are
assessed under normal investment lending criteria.
 Flat rate incentives that take no account of land values (National Rental Affordability Scheme).
This can lead to projects being pushed to middle and outer ring suburbs to be viable and can have
negative implications for tenants who may be better off closer to particular services.
 Discounted market rent may be become unaffordable. The increase in market rents may lead to
housing stock provided falling outside the parameters of what is affordable because the housing is
provided at a discounted market rate.
 Regulatory tools in particular areas of the City can discourage development in those areas (Urban
Land Development Authority). Where mandatory contributions apply to some areas of the City and not
others it can make those areas and projects less viable and therefore less attractive to the market.
 Social and affordable housing projects are subject to the same fees and costs as commercial providers,
placing an added burden on providers. Brisbane City Council’s Affordable Housing Incentives Scheme
provides assistance in this area, although additional initiatives should be explored.
7.1.4 Determining Future Social Infrastructure Needs

7.1.4.1 Planned
The Brisbane City Council Facilities Network Plan is in development and will identify the current facilities needs
for the City. This is informing the draft Priority Infrastructure Plan. These identified needs are based on the
existing capacity within the planning scheme.
7.1.4.2 Plausible
The Inclusive City Strategy will not provide detailed needs assessment for social infrastructure for the plan area.
Council will undertake a review of the Priority Infrastructure Plan next year and will conduct a detailed needs
assessment of the high growth scenario explore in the River City Blueprint.
As a rough indication of emerging social infrastructure need within the plan area, the PIFU population forecasts
and the Social Infrastructure Guideline from the Department of Infrastructure have been used to get an indication
of facility needs under the plausible scenario.
Figure 28: Community and Social Infrastructure Needs Analysis

2031 RCBP Study Area – 316,000 people Current Provision 2006 Emerging Areas of
Standards of Provision – Social Infrastructure Need
Guideline no. 5
19 Secondary schools 10 State Secondary Schools Green
11 Independent Secondary Schools
8 Catholic Secondary Schools
52 Primary Schools 33 State Primary Schools Green*
8 Independent Primary Schools
23 Catholic Primary Schools
2 Special Schools
11 to 21 Branch Libraries 8 Branch Libraries Orange
32 to 42 Kindergartens 23 Kindergartens Orange
40 to 79 Childcare Centres 98 Childcare Centres Orange*
32 to 53 Community Centres/ Multi-purpose Halls 16 Community Centres/ Multi-purpose Halls Red
6 to 11 performing arts centres and workshop spaces 14 Major performing arts centres and 10 Orange
community performance venues
5 Workshop spaces
The RCB Plan Area has capacity to meet the need (green)
The RCB Plan Area is tracking well to meet the need (orange)
The RCB Plan Area is falling behind in meeting the need (red)
*This rough scan of need is based only on residential need and does not factor in the requirements of visitors, students and workers. This is
why childcare has been highlighted as an emerging need even though the numbers do not show this.
7.1.5 Strategic Community Development Plan

The Strategic Community Development Plan is made up of a Social Policy Report, Human Services Sector
Analysis and Implementation Plan.
7.1.5.1 Social Policy Report

The report studied several cities that rank highly on indices of a successful world city and have explicit social
inclusion strategies. These are Auckland, Barcelona, Vancouver, Melbourne and Sydney. Social inclusion
strategies included targets and indicators and collaborative mechanisms to drive implementation. While many of
these cities are increasing their economic performance, they are regressing in important indicators of social
inclusion, such as the concentration of wealth and poor housing affordability. A social inclusion strategy that
includes targets and indicators allows cities to focus and debate what kind of community they want to become.
Recommended indicators include housing affordability, income, place of birth, age and household structure.
As part of the Social Policy Review, a scan of innovative projects was conducted. The aim was to identify
strategic projects in high density communities that delivered socially inclusive outcomes. These case studies are
collated in Volume 3 of the Social Policy Review. Examples of initiatives include:
 A school in Luton, UK, that has used some of its land to provide affordable housing with income from
development (and other sources) to provide a learning, sport and recreation facility accessible to the
whole community.
 A community-operated service and enterprise hub in Oakland, USA, that is part of a TOD urban renewal
program, providing employment and support services to the area.
 A high rise mixed-use social and private housing, community and recreational tower in Vancouver,
Canada. The facility was provided in a partnership between private, public and community sectors
 Child friendly city initiatives in the UK creating ‘home zones’ that prioritise children, youth and families
using the public realm.
7.1.5.2 Findings
 The inner ring of the City is the State Capital providing employment, social services, education,
recreation and amenity for people across the city including disadvantaged communities and individuals.
Some social services (especially supported accommodation) are stretched and cannot always provide
the services required.
 Services and employment need to remain close to public transport to ensure that they can remain
accessible to people outside the inner ring.
 State Planning Legislation specifies that local governments can only impose infrastructure charges to
purchase land for community purposes. As Brisbane moves toward higher density built form and land
values increase, this limits the effectiveness that infrastructure charges can play in the delivery of social
infrastructure.
 Funding social infrastructure will continue to be a challenge within the plan area.
7.1.5.3 Human Services Sector Analysis

It is acknowledged that the human services sector and non-profit sector plays a vital role in meeting social
inclusion goals and addressing social disadvantage and social exclusion. The Human Services Sector Analysis
has focused on examining a range of opportunities for both the State Government and Brisbane City Council to
support and facilitate human service provision in the River City Blueprint subject area.
Human service organisations provide services in the following priority funding areas - homelessness, community
support and family support. Other service needs, multicultural/CALD, older people and youth justice are less-well
serviced. These figures provide indications of funding priority as it responds to community needs. Services are
funded in accordance with a needs and evidence based framework prioritised by the State and Federal
Government.
Given the demographic projections and analysis, particularly the ageing population, youth transition to
employment and training, and the need for ongoing migration, these areas may warrant future increases in
funding.
Figure 28 Number of service organisations funded by the Department of Communities (prior to State
Government restructure)
There are service concentrations in Brisbane CBD, Fortitude Valley, Spring Hill, New Farm, Milton, South
Brisbane and West End (Figure 29). Human services are clustered in these locations because a) they are
centrally located and accessible for their clients and b) they have been able to find accommodation they can
afford.
Figure 29 Number of organisations and services funded by the Department of Communities by location
(prior to State Government restructure)
7.1.5.4 Findings
 Human service providers need locations where they can maximise access for clients either through
access to affordable transport or physical proximity, while peak bodies require central locations which
provided access to decision makers, other service organisations and government.
 Community objection against high-need clients and services has increased. New residents have
complained about the presence of some services and their clients e.g. Brisbane Youth Service.
 Consideration needs to be given to the impact of growth and urban renewal on disadvantaged groups
within and outside of the study area and their ability to access services.
 Large human service organisations own and develop their assets, presenting opportunities for those
projects to meet social outcomes and strengthen the economic base of the not for profit sector.
 Not-for-profit organisations have difficulties raising capital for investment in property and community
assets
7.2 Community Attitudes

The River City Blueprint team has been conducting community engagement for the past 3 months in key public
locations around Brisbane. The Your Bright Ideas Stands were staffed by facilitators who ran a visioning activity
and shared information with more than 1600 passers-by and a number of booked peer group sessions.
About one third of the comments made by the public on the Your Bright Idea stands were in relation to
‘community’, this broad heading covered aspirations for facilities, programming and place making.
Below is a ‘word cloud’ made from all of the text responses to the ‘community’ topic. Whilst a more in-depth
analysis of this information is currently underway, just from scanning the words below it is possible to see the link
between ‘community’ and places in the City that have traditionally been hubs for facilities, services and
programming such as the Valley and West End. The ‘community’ topic also merges with ‘entertainment’ as
participants expressed a desire for a seamless connection between community facilities and human services
such as childcare, youth and senior facilities and community meeting rooms with commercial, retail and
entertainment uses.
Figure 30 Word Cloud

7.3.1 Families with children and ageing in place
The demographic forecasts show strong growth in school-aged children and seniors over 65. The PIFU
projections are based on assumptions that do not fully account for the shift from detached dwellings to attached
dwellings, therefore this trend may not be as strong as the forecasts indicate.
The demographic forecasts pose the question, ‘what kind of community is envisioned for the plan area in 2031?’
If the vision is for an inclusive inner city catering for the needs of people at different stages of their life, policy will
be required to ensure provision of accessible housing, facilities and services to encourage age diversity within the
inner city.
7.3.2 Social and Affordable Housing

The need for maintaining and increasing social and affordable housing within the plan area has already been
acknowledged by the State Government with the establishment of the Urban Land Development Authority.
Brisbane City Council have taken an incentive approach to encourage the delivery of social and affordable
housing. The Council has no legislative power to mandate provision.
The challenges facing the delivery of social and affordable housing into the future, as land values and rents rise,
are significant. There is no one preferred delivery model, this issue requires a range of responses from all levels
of Government. A range of models including incentives, rebates, design, financing and regulation should be
explored to ensure additional affordable housing is provided in the plan area.
7.3.3 Corridor of Community Services

The Human Services Sector Analysis shows the community service clusters within the plan area. These clusters
also align with the north / south transport corridor and whilst some of the services need to be flexible to move to
where their clients are, others provide a State and City-wide function and need to be accessible to clients on
major transport routes.
As urban renewal occurs along the transport routes, services are facing pressure due to rising rents. The State
Government funding for services includes rental support, however as rents increase more quickly in the most
accessible locations, not all of these services will be able to afford to stay in their current location. Over the long
term it may be cheaper and may deliver better social outcomes to ensure space for community service hubs
along transport corridors. An example is the Green Square development delivered by Brisbane City Council that
will provide floor area for a range of human service organisations.
7.3.4 Governance
Successful international cities pursue planning, policy and programs across the dimensions of economic, social,
cultural, political and environmental arenas. They also instigate inter-governmental and cross-sectoral initiatives
as part of a comprehensive approach.
A key issue within the plan area is that the prime nodes community facility demonstration projects and community
service hubs are under the jurisdiction of the Urban Land Development Authority. The legislative powers of the
ULDA combined with Brisbane City Council’s long term facilities network planning and community development
capacity is a unique opportunity.
7.3.5 Funding for social infrastructure

Social infrastructure is defined as community facilities, services and networks which help individuals, families,
groups and communities meet their social needs, maximise their potential for development, and enhance
community wellbeing.
The provision of social infrastructure involves all levels of government, the private sector and the not for profit
sector. Council’s power to charge for social infrastructure through infrastructure charges is very limited, by what it
can charge for and the amount it can charge through the Priority Infrastructure Plan (PIP). The PIP is currently
being drafted and will include a range of recommendations for social infrastructure provision within the study
area, such as sport, cultural and recreational facilities. Funding these community facilities will continue to be a
challenge for the plan area. Refer to Section 6 to view a basic need analysis of the PIFU population projections
under the Social Infrastructure Planning Guideline 2009.
7.3.6 New World City Cultural Facilities Opportunities

Projects such as the Gallery of Modern Art and The Powerhouse put Brisbane on the international cultural map
and meet the needs of local residents. These projects provide catalyst infrastructure that improves liveability and
attracts investment from the private sector. To continue to move towards being a new world city, Brisbane must
provide the necessary amenity for high density living, State and Council will need to continue to invest in
recreational and cultural infrastructure. It is important that key sites are identified before local planning is
completed to take full advantage of large post industrial sites.
8 Prosperous City
8.1.1 Recent trends
In addition to experiencing dramatic population growth, the South East Queensland region and Brisbane in
particular have experienced significant economic growth. Between 2001 and 2006, the number of jobs in the
South East Queensland (SEQ) Region grew by more than 186,000. Sixty per cent (112,000) of these jobs were
located in metropolitan Brisbane.
The River City Blueprint study area and in particular, the Brisbane CBD represents a major employment activity
centre for the region. In 2006, almost one quarter (24 per cent) of all employment in the South East Queensland
region was located in the River City Blueprint study area. Because of the strong population growth experienced
throughout the region in recent years, much of the regional employment growth has been in population-serving
industries such as retail and construction. In contrast, the River City Blueprint study area has seen substantial
growth in advanced business services (technical and professional services provided to other businesses) and
high value industries, both of which are major exporters of services to other regions and other countries. As
significant exporters, these sectors are the major drivers of economic prosperity for the SEQ region as a whole.
The River City Blueprint Study Area embraces a number of distinct precincts: educational, cultural, retail, health,
legal and business/commercial services. The CBD is the core activity node for regional and nationally prominent
corporate HQs and for a high concentration of financial and professional services within both the study area and
the region. This activity dominates both employment and business activity. The CBD function is supported by a
network of surrounding areas in the inner suburbs including Milton, Toowong, South Brisbane and Fortitude
Valley. These ‘spill-over’ areas are emerging as important commercial office markets in their own right: offering
A-grade commercial accommodation, as well as a wider variety of built form than the CBD. The surrounding
suburbs have a diversity of accommodation types, thus also offering opportunities for smaller creative and
knowledge-intensive businesses which prefer cheaper, non-standard forms of accommodation (eg. conversion of
older buildings). Additionally, the spill-over areas serve as business incubators, providing lower-cost
accommodation for emerging commercial enterprises.
The high costs and lack of availability of commercial accommodation within the Brisbane CBD just prior to the
Global Financial Crisis (GFC) delayed the expansion plans of businesses in the CBD, limited their capacity to
increase employment and deterred new businesses from other regions and cities from locating in Brisbane.
Through the peak periods of 2005-2008, vacancy rates were well below healthy levels, hovering below one per
cent and falling to 0. Since then, the combined economic slowdown caused by the GFC and a number of
substantial additions to the office stock (which were in train prior to the GFC), have raised the vacancy rate to
over 11 per cent, although the supply of premium accommodation remains low at 4.8%. Given the relatively light
impacts of the GFC in Australia and the strong long-term prospects for the Brisbane economy, this vacancy rate
is expected to return to the levels experienced in the earlier boom period over the next 12-18 months.
Other key activity nodes in the Study Area are the specialised precincts representing major research and
educational activities, specifically, the University of Queensland at St. Lucia and the combination of
hospitals/research institutes at Herston. These research precincts have played a major role in the changes to the
River City Blueprint Study Area in recent years. Brisbane has developed competitive advantages in the research
fields which have shaped the profile of much recent specialised investment. Brisbane’s role as a major
supporting centre – for research and development as well as business activity, production, advanced information
technology and a variety of other services – for the mining and resource industry has played a major role in
business growth in recent years.
A key strength for Brisbane has been its emergence as a world class centre for specialised medical and life
science research. Facilities such as the Queensland Institute of Medical Research, Institute for Molecular
Biosciences and Queensland Brain Institute have raised Brisbane’s international profile substantially.
Significantly, Brisbane has attracted a major research investment in the form of contributions to the development
and construction of the Translational Research Institute. A combination of private philanthropic support for the
Translational Research Institute and the wider support from Council and State Government to the development of
a research and knowledge corridor connecting St. Lucia and the CBD will benefit the further growth of Brisbane’s
global competitiveness in research.
Other important functions of the inner city include the cultural and entertainment precincts at South Bank and in
the Valley, both of which attract large numbers of interstate and international tourists. Queen Street Mall is also a
major retail mall with most national and some major international retailers represented. The Mall is a central
gathering point for city workers, students and residents and has one of the highest pedestrian counts of any city
mall.
8.2 Economic Outlook
8.2.1 Economic trends
Throughout the world, cities have emerged as the drivers of national competitiveness and prosperity. In modern
economies, cities represent the highest concentration of economic activity and account for more than three-
quarters of total national economic output. Cities also house most of the nation’s population and provide most of
the jobs. The capacity of cities to do this is underpinned by the ability to utilise infrastructure efficiently and
capture scale economies by achieving a certain critical mass in the generation of goods and services.
As labour costs have increased, the economic structure of advanced economies has shifted in the direction of
high value, knowledge intensive outputs created by a pool of highly skilled workers using advanced technologies.
This shift has changed the location factors for knowledge intensive businesses to seek highly connected
locations which offer easy and cheap access to markets, particularly to global and regional markets. Access to a
talented workforce, communications networks and efficient reliable transport are the major drivers sought by
modern knowledge intensive businesses. The ability of cities and regions to attract businesses and investment,
as well as the ability for local businesses to grow and develop, is linked to a wide variety of factors including
infrastructure, opportunities for clustering and specialisation, and access to world leading research and
technology. At the same time, the human factor in cities is critical to a successful economy as businesses try to
accommodate the lifestyle preferences of the talented workers that they are increasingly reliant on for their
success.
Australian cities are also the engines for national economic growth (Brisbane generates almost half of total State
economic output). While the resource sector also generates a significant share of the State economy, its global
competitiveness is underpinned by the high value services, including administrative, legal, financial and research
and technology services, which are delivered by businesses in Brisbane. Thus the resource sector and the city
are interdependent in contributing to the prosperity achieved for the State economy from resource exports. But
Brisbane’s economy is also highly diversified with a wide range of other business and activities that are
contributing to Brisbane’s success as a global trading economy.
In Australia, knowledge intensive services exports are now the second largest exporting sector after coal. Almost
all knowledge intensive exports are produced in urban areas and their recently acknowledged contribution to
Australia’s exports is an acknowledgement of the rising importance of cities in delivering national prosperity.
Brisbane is Queensland’s largest exporter of knowledge-intensive services. Major exporting sectors from
Brisbane include professional services (architecture, finance, legal, engineering), education services, research,
advanced manufactured products and health services.
The figure below depicts recent trends in industry specialisation in inner Brisbane. The size of the coloured
circles represents the size of each industry in the inner city in terms of employment. The industry specialisation
index is a measure of the growth of importance of each industry within the inner city in comparison with its
importance in Brisbane as a whole over the 2001-2006 period. As can be seen from the figure, the three largest
employing sectors in inner Brisbane are Business Services, Health and Community, and Government. Their
positioning near the top of the chart indicates that they have also been growing faster in inner Brisbane than in
Brisbane as a whole. Other faster growing industries in inner Brisbane include Finance and Insurance, Mining
(this is very small and relates to the location of mining head offices in the city) and Communication Services.
Figure 31 Industry specialisation in the River City Blueprint study area
Industry Specialisation in Inner Brisbane 2001-2006
2.20
Government Administration and
Defence
2.00
Finance and Insurance
Mining
1.80
Communication
Services
1.60
Electricity, Gas and Water
Supply
Industry Specilisation
1.40
Accommodation, Cafes and Business Services (incl
Restaurants Property)
1.20
Cultural and Personal / Other
Health and Community Services
Recreation Services
1.00
Transport Education
and Storage
0.80
Wholesale
Trade Construction
0.60
0.40
Manufacturing Retail Trade
0.20
Agriculture, Forestry and Fishing
0.00
-5.00% 0.00% 5.00% 10.00% 15.00% 20.00% 25.00% 30.00% 35.00%
Share of Growth 2001-2006
Source: Census of Population and Housing 2006, Australian Bureau of Statistics
The increasing importance of the Business Services activities in the city centre, including specialist legal,
financial, IT and technical consultancy services, and the knowledge-workers who make these industries globally
competitive, will play a major role in the successful development of the River City Blueprint Study Area. Highly
skilled and consequently highly mobile, knowledge workers contribute significantly to the prosperity of the local
economy, both directly through their capacity to produce exportable products and services and indirectly through
the cascading effect of their increasing wealth and capacity to purchase goods and services in the local
economy.
Some industry sectors are notable for their high export values. For knowledge-based services, this is correlated
with significant employment of highly skilled workers. Other industries such as Manufacturing employ smaller
numbers of workers relative to their export contribution. The chart below shows estimated export growth for each
industry sector in Brisbane’s Inner City between 2006 and 2031. As can be seen, Business Services accounts for
the largest share of current export value from inner Brisbane and will also account for the largest value of growth,
from just over $3 billion today to over $7 billion by 2031. As expected, manufacturing is indicating a decline
share of growth as more manufacturing activities move out of the inner city area to more appropriate locations.
Government, Finance and Health Services are the next most significant exporting sectors and are expected to
grow. For both Government and Health, exports relate to central administrative services and high level tertiary
services provided to residents throughout Queensland. High population growth in SEQ is a major driver of
growth of Government and Health Services. Decisions by Government to move certain services out of Brisbane
may reduce the levels of employment and export from these areas in future years, but they will still remain the
most important central hubs for these services in the State.
Figure 32 Estimated export value by sector, River City Blueprint study area
Inner Brisbane Exports
7000
6000
5000
Exports ($ millions)
4000
3000
2000
1000
0
Business Services
Personal Services
Construction
Hospitality
Utilities
Mining
Agriculture
Manufacturing
Communication
Finance
Education
Recreational
Wholesale
Government
Transport
Retail
Community
Cultural &
(incl Property)
Health &
2006 2031 Forecast
Source: NIEIR Forecasts of Employment and Economic Activity 2009 edition
Figure 33 Estimated employment, study area, Brisbane City and South East Queensland 2006 and 2031
2,500
2,000
1,500
('000 jobs)
1,000
500
0
River City Blueprint study Brisbane (C) South East Queensland
area
2006 2031
Source: NIEIR Forecasts of Employment and Economic Activity 2009 edition
8.2.2 Employment forecasts
At the SEQ level, the number of jobs is forecast to increase by 815,000 jobs between 2006 and 2031 to reach a
total of 2.2 million by 2031 (NIEIR). Brisbane LGA employment is expected to increase from 699,000 to 1.06
million jobs (an additional 367,000 jobs) between 2006 and 2031. The number of jobs in the River City Blueprint
study area is estimated to increase from 337,000 to 565,000 jobs (an additional 218,000 jobs) between 2006 and
2031 (NIEIR). These additional jobs represent about 62 percent of the forecast citywide jobs growth and are
anticipated to be concentrated in the inner city.
8.3 Brisbane’s Drivers of Economic Growth

Over the past two decades, the drivers of Brisbane’s economic growth have been changing. Initially, rapid
demand for more services, construction and products was driven by the rapidly growing population of South East
Queensland, mainly through interstate migration and more recently through increased overseas migration.
However, the Brisbane economy has also been responsive to other global drivers of demand, including rising
global affluence bringing more tourists, rising global demand for education services, the mining and resource
boom and the rapid expansion of global economic networks and communications systems supporting the
expansion of intangible, knowledge intensive exports. These main growth areas are listed below.
8.3.1 Growth to service a growing regional population

With strong population growth forecast for Brisbane and the rest of the South East Queensland region,
Brisbane’s function as a capital city is expected to continue to offer opportunities for economic growth. Brisbane
offers major service hubs, including hospitals, universities (which also have other functions), government
accommodation and logistics services which make use of the City’s infrastructure to offer domestic and
international services and products. In particular, the River City Blueprint study area includes a large
concentration of education, health, community and government services, with a catchment expected to
experience substantial population growth. This population growth will create opportunities for employment in
these sectors as businesses expand to meet growing demand. Providing excellent health and education services
is also a pre-condition for attracting talented workers out of a global skills pool.
8.3.2 Growth to provide advanced services to the resource sector

While the resources driving the mining and gas booms currently underway in Queensland are not located in
Brisbane itself, the City and particularly the study area hosts a variety of services which are integral to the
functioning of the mining industry. From direct mining support services such as environmental impact
assessments to business management and practice to the specialised manufacturing and technologies required,
Brisbane is ideally positioned to offer the high-value services and products to the mining industry that can be
most efficiently and competitively delivered within a concentrated urban economy. Concentration and proximity
to other businesses and access to the largest possible pool of talented workers are the key locational factors that
require such services to be located within Brisbane. Brisbane’s role as the capital city of Queensland is also
important in this context as the regulatory environment governing the activities of regional industries is primarily
controlled by the State.
8.3.3 Growth in the knowledge economy

Capitalising on Brisbane’s distinct competitive advantage in a selection of fields (including the resource sector),
Brisbane holds a range of facilities, almost entirely accommodated within the River City Blueprint study area,
which are directly linked to research, development and innovation, the cornerstones of the knowledge economy.
In addition to the training capacity of the River City Blueprint’s hospitals and universities, which is integral to the
availability of a high-skilled workforce, the study area also hosts world class research facilities and infrastructure.
If appropriately supported, the research, development and innovation capacity of the city in industries such as
medical research and life sciences could be greatly enhanced, and offer a large number of high value jobs. Initial
steps in developing the city’s research sector in these industries are already underway, with projects such as the
Pharmacy Australia Centre for Excellence completed early 2010, and the Translational Research Institute under
construction in mid-2010 demonstrating significant commitment to growing this sector.
Furthermore, a combination of lifestyle benefits, cutting edge research facilities and tax benefits mean that
Australia is well-positioned to develop as a major centre for research and development. In terms of cost-
competitiveness, Australian cities already outperform the largest cities in the United States, United Kingdom,
Japan and France as a location for research and development facilities.
8.4 Key economic issues for Brisbane
8.4.1 To be competitive, the inner city economy must grow
Economic growth is integral to the continued prosperity of the city. The top performing global cities in the
developed world, with similar populations compared to the forecast population for Brisbane in 2031, typically
employ around 250,000 workers in their CBDs (inner core areas). The ability to compete internationally, attract
investment and generate exports improves as the employment density of the inner city increases. Global
research on urban economies has found significantly higher productivity growth in cities which achieve high
employment densities. High productivity growth drives international competitiveness, higher incomes and a
higher standard of living for residents. It is through the promotion of the inner city economy that Brisbane can
sustain prosperity in future years.
There are a number of key strategic issues which must be addressed to support the prosperity of the River City
into the future. These include:
 Enabling further concentration and expansion of economy activity in the inner city – the continued
growth of CBD-like activities is vital to Brisbane’s long-term success. CBD type accommodation needs to
be expanded beyond the current capacity of the existing CBD. This means that there needs to be
greater accommodation of economic activity within the River City Blueprint study area. Not all of it will be
accommodated suitably within office towers and attention needs to be drawn to the need to allow for a
diversity of requirements and to recognise the emergence of clusters of economic activity. However,
care needs to be taken in how to balance this requirement with residential densification, which has the
tendency to convert economic centres into population serving rather than exporting activities.
 Connection and mobility – the connection between the economic activity nodes within the study area
will be vital to the future of the Inner City. Connections will need to include physical linkages to
productive precincts outside the Inner City, and telecommunications linkages to the rest of the world.
Conversely, the ease of movement within the Inner City, in particular between nodes of economic
activity, must be increased (a 15 minute journey time by foot or by frequent reliable public transport is an
accepted standard).
 Increasing the diversity of the inner city economy – As the main employment node for the region, the
River City Blueprint study area hosts areas with a variety of different characters and function. Preserving
the differing character of employment areas will be vital to the continued prosperity of the region, allowing
for the retention of areas for business incubation, trendy and unconventional commercial environments,
some high value light industry (eg. health related) or cultural, retail and tourist precincts. The economic
strategy must recognise the different business needs that can be met in different parts of the River City
Area.
 Development of export capacity – knowledge exports – As knowledge exports are already identified
as one of the key methods for bringing wealth into the Brisbane economy, the growth of exporting
businesses and their needs must be recognised and supported as a priority. This may mean facilitating
approvals for developments which propose to accommodate these sorts of businesses.
 Good governance – creating a positive environment in which to do business is vital to the long term
support of the Brisbane economy. Engagement and representation of the business community is vital to
creating a climate conducive to long term investment attraction, as is regulatory efficiency. A responsive
planning system will be required to help deliver a built form which integrates the needs of the business
community with those of the residential community.

The South East Queensland Regional Plan 2009-2031 (the Regional Plan) is the pre-eminent plan for the region
and takes precedence over all other policy and statutory planning instruments.
The Regional Plan provides a vision for the region together with a number of strategic directions including
accommodating future residential and employment growth, building a series of strong, identifiable communities
and providing infrastructure and services. Essentially, the Regional Plan promotes a more compact urban form
and in economic terms, encourages employment growth within ‘activity centres’ and specialised employment
precincts.
Desired regional outcome 9 – Employment Location (DRO 9) provides the desired regional policy outcomes from
an economic perspective. Amongst other matters, DRO 9 recognises that to continue economic growth and
development there must be sufficient land for economic use and adequate infrastructure and services. DRO 9
also supports the creation of knowledge centres based on educational, scientific and technological institutions
and supporting communities with high levels of employment self-containment.
8.5.2 Plans and Policies

8.5.2.1 Brisbane Economic Development Plan
The goal of the Brisbane Economic Development Plan is to enhance Brisbane’s capacity to support long term
economic growth. The Plan advances these policies through six strategies: marketing the city, investment and
jobs attraction, infrastructure development, productive precincts, workforce availability and capability and
development of the export market.
8.5.2.2 Brisbane Long Term Infrastructure Plan
First published in 2007, the Brisbane Long Term Infrastructure Plan is Council's policy on long-term infrastructure
planning for the city. The plan outlines Council's strategic approach to infrastructure planning to meet forecast
population and employment growth over the next 20 years. Long-term strategic plans for transport, water, energy,
telecommunications, social and green space infrastructure are addressed in the Plan. Council is currently
working on an update of the Plan through to 2031.
8.5.3 Business Community Attitudes

Research by Brisbane City Council has found that high-value, service exporting businesses require a CBD
location and are prepared to pay the higher costs to locate in the city centre. Some businesses accept a near
central location provided it offers ready access to the CBD. This need is driven by a range of factors – the ability
to access other businesses, the ability to offer a desirable environment to attract staff and access to a range of
specialised services and facilities offered within the CBD, including legal and financial and technical services.
Transport support, both within the CBD and its surrounds, and connection between their sites and other activity
networks were highlighted as major issues for businesses who had been able to locate within the CBD. The
ability to access staff and other businesses from a wider catchment (particularly through connections to the
industrial precincts such as Australia TradeCoast) were key issues for businesses.
In light of the positive economic conditions experienced by many Brisbane businesses in recent years, a large
number were looking to expand to new sites. The same considerations and issues that affected them in their
current sites were key to their consideration of new sites: access to the CBD and public transport were identified
as key considerations.
8.5.4 Key Strategic Issues

Brisbane’s long term prosperity will be achieved by ensuring that the city provides an economic environment
which supports the future growth and expansion of competitive businesses and industries which export to other
markets. Underpinning this is the need to invest in the appropriate infrastructure and maintain the capacity of the
city to provide accessible, well connected locations for businesses to interact with each other and with their
markets and have access to a diverse pool of talented workers. Promoting the emergence and growth of
innovative new businesses and industries is essential to ensure a vibrant and competitive economy.
8.5.4.1 Enabling further concentration and expansion of economic activity in the inner
city
Operating from a globally competitive location is a key success factor for businesses. One simple attribute of
global cities is that they contain inner city economies which have sufficient diversity and size to support a wide
range of activities. To expand the range of activities and increase the size of the inner city economy, the
Brisbane CBD needs to be able to grow. For inner Brisbane businesses to achieve global competitiveness, it is
important that the inner city area:
 Provides sufficient and appropriate accommodation for businesses to continue to grow in places where
they are already concentrated and for future businesses to establish within the CBD and inner fringe
areas
 Provides opportunities for specialist businesses to locate near strategic partners such as research
institutes
 Maximises accessibility at minimal cost and time through efficient private, public and active transport
networks enabling businesses to interact with each other and ensuring workers can access places of
work within a reasonable travel time
 Achieves a ‘seamless economy’ within the inner area, including ubiquitous access to high speed
broadband.
Ultimately, the capacity for the existing CBD is limited by geographic and regulatory barriers. To further develop
the city as a competitive centre, there will need to be room to grow and expand the capacity for commercial
accommodation.
8.5.4.2 Connection and Mobility
There are two scales of connection and mobility which must both be addressed in order to secure the prosperity
of the River City Blueprint study area – the internal and the external.
 Internal connectivity includes the need for connection between nodes and precincts within the study
area, and the ability to move easily and rapidly between them, as well as addressing the perceived
barriers which can inhibit movement.
 External mobility, by contrast, includes similar issues of connectivity, between the River City Blueprint
study area and the greater city and region (particularly connections to productive precincts such as the
Australia TradeCoast). These connections should not be limited to transport connectivity, but must also
include telecommunications – technology such as broadband and fibre-optic line is essential to
supporting the ability of businesses to interact and grow, particularly in knowledge-intensive industries.
8.5.4.3 Diversity of the inner city economy

The economy of the River City Blueprint study area is part of a larger integrated whole, and it serves important
functions within that whole. While the CBD and style of accommodation evident within the CBD suits many firms,
other precincts within the River City Blueprint study area offer different styles of accommodation that are more
desirable to certain knowledge workers. Areas which offer fashionable or unconventional office accommodation
serve as vital hubs for the more creative knowledge industries, such as architecture. In contrast, other areas of
older office stock serve as business incubators, offering cheaper accommodation to allow businesses to grow
and develop without the burden of the high accommodation costs of the CBD.
In addition, there is a range of economic uses in the River City Blueprint study area which form significant parts of
the city economy. Precincts within the inner city host tourist, retail and cultural activities which contribute
significantly to quality of life in the city – a factor that is increasingly important in knowledge industries, where
high-skilled staff are highly mobile.
8.5.4.4 Development of Export Capacity - Knowledge Exports
Growing Brisbane’s capacity, engagement and strengths in knowledge industries will be vital to the long term
prosperity of Brisbane. The capacity of knowledge industries to bring extra wealth into the Brisbane economy will
underwrite much of the growth in value of the Brisbane economy in the future. There is a number of key issues
which need to be recognised and addressed to support development in the knowledge industry:
 Health
 Education
 Mining services
These are industries which have shown a particular tendency to cluster around certain activity centres, such as a
hospital or a university. This clustering allows for substantial increases in productivity, improving the efficiency of
the networks and helping to raise the profile of the city.
Infrastructure and regulatory support for the development of knowledge-exports will incorporate a variety of
aspects; however key amongst these will be increasing the connectivity, as discussed in a previous point. The
role of high-speed internet access in growing businesses and enabling the growth to an exporting business,
rather than simply servicing local markets is substantial.
8.5.4.5 Good Governance
Creating a positive and supportive regulatory environment within which businesses may do business is vital. A
clear program of engagement with and representation for the business community is integral to advancing and
promoting Brisbane as a key destination for investment. The promotion of Brisbane’s strengths is an integral
cornerstone to the development of Brisbane as a business location.
Internally, the River City Blueprint study area needs to operate under an efficient regulatory environment. There
needs to be a responsive planning system which enables the market to deliver upon the needs of businesses
while preserving and advancing an appropriate structure and controls for development and built form within the
city. The regulatory environment must also efficiently deliver the infrastructure required to support economic
growth in a timely fashion – without infrastructure support, growth will not occur.
9 Connected City
9.1.1 Public Transport Task
9.1.1.1 Lord Mayor’s Mass Transit Investigation
Brisbane City Council released the Mass Transit Investigation report in 2007. The report developed and refined
concepts presented in the City Centre Master Plan and proposed the implementation of bus rapid transit (in
preference to light rail) in the inner city on three routes including:
 West End to Newstead (the first CityGlider route between West End and Teneriffe Ferry stations was
successfully launched in mid 2010)
 Hamilton to Woolloongabba (proposed 2016)
 Inner city orbital linking Spring Hill, Roma Street and a proposed bridge at Kangaroo Point from
(proposed 2010)
The report also recommended
 Future extension from Newstead to Bulimba via a green bridge (2026)

 Investigation into future provision of metro rail services through the Central Business District.
9.1.1.2 Integrated Transport and Land Use Inner City Study

The intent of the Integrated Transport and Land use Inner City Study (ITALICS) is to provide a holistic and
integrated analysis of the range of targeted transport and land use studies undertaken by the Queensland
Government and Brisbane City Council for inner city Brisbane.
Existing studies and projects referenced include the Inner City Rail Capacity Study, Bus Access Capacity Inner
City Study, Rail Assessment of Capacity Alternatives, Western Brisbane Transport Network Investigation,
Australia Trade Coast Transport Study, SEQ Principal Cycle Network Plan, Bus Rapid Transit Implementation
Strategy, City Centre Master Plan and the contemporary inner city renewal strategies and neighbourhood plans.
ITALICS provides a coordinated vision for the strategic development of land use and transport infrastructure
planning in inner Brisbane to 2031 with a 50 year horizon for infrastructure provision.
The role of the River City Blueprint Connected City Strategy is to deliver strategic, integrated land use and
transport planning which brings together both Queensland Government and Council transport planning over the
medium and long terms. Integrating these directions will ensure the greatest land use efficiencies are achieved,
whilst ensuring mobility and accessibility for all modes.
Inner city Brisbane network transport task

Inner city transport demand is forecast to increase to 2.4 million trips/day by 2031 (up from 900,000 trip/day in
2006). Even with all currently planned public transport infrastructure in place, rail and bus networks are expected
to reach their capacity well before 2031 (ITALICS). This excludes the Cross River Rail project.
The forecast doubling of business and residential activity in the inner city will see a significant increase in the
need for commercial vehicle activity. Consequently there will continue to be strong demand for inner city road
based trips that are not contestable by public or active transport.
Both the Bus Access Capacity Inner City Study (BACICS) and the Inner City Rail Capacity Study (ICRCS)
estimated that by 2026 demand for inner city access by public transport would increase by approximately 200%
over 2006 levels. The ICRCS identified rail patronage for the 7.00am-9.00am peak period will increase from
44,000 trips in 2006 to 70,000-80,000 trips in 2016 and 105,000-130,000 trips in 2026. The bus network is
forecast to accommodate 97% growth, constrained by increasing congestion on the road network. Despite this,
BACICS identifies a doubling of bus passenger journeys to the city centre from 34,000 in 2004 to 68,000 in 2026.
This change means 1208 buses would be entering the city centre by 2026 (up from 596 at the time of study).
Analysis of the land use scenario identified in ITALICS suggests that by 2031 inner city Brisbane could expect an
overall growth in commuter trips during peak times of around 165% across all of the key development areas.
This coincides with forecast traffic congestion set to increase by approximately 28% by 2026 on Brisbane’s
roads. This is low in comparison to the growth in public transport trips and the travel demand only because the
road network will surpass its effective carrying capacity.
Drivers for change
Inner Brisbane is expected to experience significant intensification of land use activity and development in areas
adjacent to the CBD and along the major mass transit corridors. The land use will comprise of both residential
and economic uses (commercial / retail).
ITALICS identified a high growth (ultimate) scenario in which the inner city accommodated 151,000 dwellings.
Given that the area currently accommodates 24,000 dwellings; this would represent a growth of 127,000
dwellings. If a more realistic development take-up rate of 50% to 2031 is assumed, factoring in existing
dwellings, an additional 63,500 residential dwellings could be achieved in the inner city. The locations where
major change is envisaged under the ITALICS scenarios are Bowen Hills, City, Fortitude Valley, Woolloongabba
and Northshore.
The land use scenarios discussed in ITALICS were based on workshops undertaken by Queensland Government
and attended by Brisbane City Council officers. The scenarios were informed by land use planning under
progress and Brisbane Urban Growth Modelling.
The current River City Blueprint land use options differ from these proposals, however the general level of growth
is consistent, as both the ITALICS work and current ‘plausible city’ scenario respond to the dwelling targets of the
South East Queensland Regional Plan and the NIEIR employment projections. It should be noted that although
the NIEIR projections were used, these have since been refreshed by Council.
Projections of residential and employment growth were undertaken using the Brisbane Urban Growth (BUG)
model and compared with the National Institute of Economic and Industry Research (NIEIR) employment projects
for the study area. The ITALICS further utilised the current Neighbourhood Planning being undertaken by
Brisbane City Council.
Figure 34 ITALICS combined land use recommendation

Increased demand for overall travel to inner Brisbane through growth will result in competition for the limited
supply of road, kerbside and parking space. As the road capacity is limited by number of roads and carrying
capacity, even with all currently planned road and public transport infrastructure it is understood all road entries to
the inner city and the gateways to the middle ring suburbs are expected to be operating below their planned level
of service, most surpassing effective carrying capacity.
9.1.2 Active Transport
9.1.2.1 A People Oriented Vision for Brisbane (Gehl Architects)
A people oriented vision for Brisbane provides a report on various aspects of public realm and human scale
connectivity (walking and cycling) in the River City Blueprint area. Focusing on the city frame area, the report
highlights the challenges to making the city truly connected and a place for people, and the principles,
mechanisms and recommendations which can be utilised to increase connectivity and liveability on the broader
scale, right throughout Queensland.
The report is broken into three sections. The Introduction provides an overview of the methodology, positioning
the Brisbane CBD against other major capital cities across the world. By identifying the typological city
characteristics and the changes to the urban form across time, the distinction between mobility and access is
made. The second section, Towards a More Liveable Brisbane, defines urban patterns, connectivity, legibility, the
human scale, public realm and city cycling and walking. This section provides goals and recommendations for
Brisbane which can be applied throughout Queensland. The final section, Cases, applies the principles, goals
and recommendations to two key corridors. These corridors are Bulimba to the University of Queensland, and
Woolloongabba to South.
Travel Data
The Gehl report used Census 2006 data for the Brisbane inner city ring statistical area. The data provides a
basic breakdown of the mode share within inner Brisbane.
Figure 35 Inner city travel to work mode share (Census 2006)

The Gehl report does a basic yet effective comparison across the modal choice in the inner Brisbane area, noting
that for a city of its size, Brisbane lacks the full range of necessary and available transport choices, particularly in
terms of mass transportation. In places the inner Brisbane distribution network reflects the city’s car-dominated
mode share. The current network is highly radially focused and both road and public transport networks are
congested in peak demand periods.
The report provides examples of capacity data for varying modes across a 3.5 metre wide space in an urban
environment during a one-hour period. The figures reflect the ability to capture significant capacity for the inner
city through cycling, walking and metro-style public transport, particularly in comparison to a private vehicle. The
varying capacity of each of the major modes is outlined below:
Figure 36 Varying capacities of modes of transport

Within the Cases section of the report, public life surveys were undertaken to assist in demonstrating practical
application of the recommendations. The data collected for the public life surveys included activity patterns, flow
distributions throughout the day, age and gender, stationary activities and cycling infrastructure.
Drivers
The significant road infrastructure has divided and isolated large tracts of valuable inner city land as well as the
communities in which they have been built, creating barriers to fine grain connectivity and mobility, and
surprisingly, in some instances barriers to the private vehicle for which the infrastructure was built.
Figure 37 Major road infrastructure and the disconnect it creates in the local areas
Large infrastructure barriers within the inner city decrease mobility for those who cannot access car-based
infrastructure, in particular the young and the elderly. The pedestrian and cycle access routes provided through
and around the infrastructure do not always enable personal mobility, especially where the access points are
unappealing or unsafe, or provide only a highly circuitous route.
Figure 38 Barriers to small scale movement

Increased mobility within the inner city area does not have to be at the expense of communities and the public
realm. The report favours public transport, walkability and high quality public realm as three mutually-dependent
priorities which, when aligned, form accessible cities and provide alternatives to travel by private car.
Figure 39 Barriers within the River City Blueprint area creating disconnected districts
The disconnection of local districts within inner Brisbane is the result of both man-made infrastructure and
naturally occurring topography. Although passable, the barriers constitute a serious hindrance to easy and
flexible movement by foot and bicycle.
The drivers to develop a comprehensive network of pedestrian and cycling networks remain the same drivers for
increased and accessible modes of public transport – inner city residential and employment growth. These same
drivers are also the reason for the provision of quality public realm along active and public transport corridors and
around major public transport nodes. The sustainability of the urban form and accessible urban activities in light
of increased urban employment and residential densities can be achieved through the provision of active
transport and public realm opportunities.
9.1.3 Road transport

9.1.3.1 TransApex and Road Action Program
TransApex is a system of bypasses – predominantly tunnels – which will combine to form an inner city ring road.
The projects will increase the number of general vehicle lanes crossing the river and fill missing links in the
motorway network allowing traffic to bypass the CBD.
TransApex consists of:
 Clem7 – a 6.8km tolled cross-river two-lane twin-tunnel project linking the Pacific Motorway and Ipswich
Rd at Woolloongabba to the Inner City Bypass and Lutwyche Rd at Bowen Hills (with another connection
to Shaftson Ave, Kangaroo Point) (opened early 2010)
 Go Between Bridge – a four lane general traffic toll bridge connecting the Inner City Bypass/ Hale St
and Coronation Drive, Milton to Montague Rd, Merivale and Cordelia Sts at South Brisbane (opening mid
2010). This includes free cycling and pedestrian access.
 Airport Link – tolled tunnel to be delivered by City North Infrastructure connecting Clem7 and the Inner
City Bypass to the airport (expected to open mid 2012)
 Northern Link – a 4.6km tunnel connecting the Western Freeway at Toowong to the Inner City Bypass
at Kelvin Grove (to be delivered by 2014)
 East-West Link – proposed dual two-lane tunnel connecting the Pacific Motorway at Buranda and the
Western Freeway at Toowong (post 2026).
9.1.3.2 Traffic modelling ‘planned’ and ‘plausible’ city scenarios

Brisbane City Council is currently undertaking transport modelling to support the development of initiatives, sub-
initiatives and actions of the River City Blueprint. This modelling will examine impacts of Blueprint land use and
employment options on the operation of road and public transport networks. The modelling will also provide
further details about the impacts on modal choice by bypass road tunnels including northern link, Kingsford Smith
Drive upgrade project and east-west link.

9.2.1.1 South East Queensland Regional Plan
The South East Queensland (SEQ) Regional Plan 2009-2031 is the pre-eminent plan for the region and takes
precedence over all other policy and statutory planning instruments.
The Regional Plan has policies related to the River City Blueprint Connected City Strategy such as:
 DRO 1 – The region grows and changes in a sustainable manner – generating prosperity, maintaining
and enhancing quality of life, minimising the use of resources, providing high levels of environmental
protection, reducing greenhouse gas emissions and becoming resilient to natural hazards including the
projected efforts of climate change and oil vulnerability.
 DRO 8 – A compact urban structure of well-planned communities, supported by a network of accessible
and convenient centres and transit corridors linking residential areas to employment locations establishes
the context for achieving a consolidated urban settlement pattern.
 DRO 10 – Plan, coordinate and deliver regional infrastructure and services in a timely manner to support
the regional settlement pattern and desired community outcomes.
 DRO 12 – A connected and accessible region based on an integrated transport system that is planned
and managed to support more compact urban growth and efficient travel; connect people, places, goods
and services; and promote public transport use, walking and cycling.
9.2.1.2 Integrated Regional Transport Plan

The Integrated Regional Transport Plan 1997 is due to be updated and released in mid-2010, entitled
‘Connecting SEQ2031’. This document will outline an updated regional transport plan to support the SEQ
Regional Plan.
9.2.2 Local Planning Framework

9.2.2.1 Transport Plan for Brisbane 2008-2026
The Transport Plan for Brisbane 2008-2026 sets out the strategic direction for transport planning for Brisbane. It
outlines the critical background information required for an understanding of the transport challenges facing the
city and presents transport options. With a planning horizon of 2026, it summarises and assesses the options to
meet travel demand in the City through reference documents and by coordination with the findings of Council’s
Neighbourhood Planning process.
The Transport Plan for Brisbane sets out strategies to address the following six strategic objectives:
 quality public transport
 manage travel demand
 coordinated transport and land use
 a safe and efficient road network
 delivering the good son time to the right place
 more clean and green personal transport.
The city's economic growth and the lifestyle of its residents depend upon an efficient transport system. As such,
the transport plan reflects Council’s plan to balance investment in public transport, walking and cycling with the
provision of an efficient road network.
In order to respond to congestion on the transport network, the transport plan focuses on 'transport corridors',
which are the major arterial routes through the city.
The plan:
 defines the specific transport projects Council will make in an area

 directs planning work to major road corridors and the roads that feed into them
 considers how to manage travel demand in those corridors, looking at a range of projects to manage
congestion, such as:
 extra road space
 more public transport
 walking and cycling facilities
 improved signal coordination
Each potential project is subject to:
 detailed investigation
 cost benefit analysis
 funding availability
Council delivering a number of projects that support the transport plan:
 $1.2bn Road Action Program

 purchasing 500 new 'rigid equivalent' buses over 4 years
 $100m for walking, cycling and bikeways over 4 years
 CityCycle (bike hire scheme)
 bus Rapid Transit System
 six new CityCats over four years
 new ferry terminals
9.2.2.2 Brisbane City Plan - Strategic Plan

The Brisbane City Plan is accompanied by a set of strategic maps indicating the strategic road network
(identifying higher order roads, their roles and function in the network) and the strategic bikeway network
(including major recreational and commuter routes). These maps are included in the figures below.
Figure 40 Road hierarchy
Figure 41 Bikeway Network
9.2.3 Community Attitudes from the ‘Your Bright Ideas’ stands

The River City Blueprint ‘Your Bright Ideas’ stand enabled the project team to engage with the community about
their ideas for the future 20 - 50 year development of inner Brisbane.
Transport and connectivity was a high priority for many visitors to the stand. While this could be attributed to the
structure of the ‘Your Bright Ideas Stand’ itself, it does represent a clear indication that transport and connectivity
is integral to how people perceive their quality of life.
Participants at the stand were given the opportunity to indicate proposed locations for future transport modes
within the inner city by laying out sections of rope which represented:
 Road (at surface, in tunnel)

 Public transport (busways, railways, metro, light rail)
 Active transport (walking and cycling)
Common transport/transit suggestions included:
 Expansion of roads at motorway standard (in tunnels) but without tolls enabling bypass of the city centre
 Segregated and fully connected active transport networks that cross the city and follow the river and
railway lines
 Increases in employment and residential uses focussed at areas of the city that have (or will have)
access to public and active transport options
 Increases in the provision of high quality public open spaces, community facilities and entertainment
options
 Development of an at-grade light rail system
 Expansion of the busways
 Provision of metro style, high frequency, high quality rail services.
Participants at the stand were also provided with several 3D bridges which could be placed on the map to
indicate proposed river crossings. There was much consistency in where members of the community ‘installed’
bridges across the city. Many people desired only public or active transport connections (to limit through traffic in
their neighbourhood) and others wanted multi-modal bridges (for cars, buses, pedestrians and cyclists). People
who suggested new locations for road based bridges acknowledged that there would be concern in the
community about increasing local traffic, cost of construction (with respect to wide reaches of the river) and
aesthetics. Many participants referenced the success of the Eleanor Schonell Bridge as a fantastic new linkage
for public and active transport. Many of these people still expressed a desire to be able to drive across the
bridge, however acknowledged that this would undermine its success as a public transport alternative.
In many cases, the most popular bridge locations suggested by the community matched locations of existing
cross-river ferry services, or locations proposed as crossing points in current or past government studies.
Locations (in order from upstream to downstream within the study area) included:
 St Lucia to West End

 Toowong to West End
 Milton to West End
 City to Kangaroo Point
 Kangaroo Point to New Farm
 Hawthorne or Norman Park to New Farm
 Newstead to Bulimba
 Hamilton to Bulimba
The word cloud below represents discussions with the community members through the ‘Your Bright Idea’
stands. The ‘wordle’ represents frequency through size, so the larger the font of the word, the more frequent it
was noted in the records of conversations. The diagram does not represent positive or negative connotations,
simply the frequency of the word in the record of conversations.
This diagram includes comments collected about ‘transport’ (rope for public, active and road transport) and
‘bridges’.
Figure 42 Word cloud of transport-related comments by community members at the 'Your Bright Ideas'
public information stand
9.3.1 Ensuring adequate mobility to the Brisbane community experiencing
demographic change and ongoing residential and employment growth
Inner Brisbane, as the Queensland State Capital, and administrative, employment, business and cultural hub of
the region, is experiencing continued and rapid residential growth. The ability of government to respond to such
growth and enable continued mobility by private travel within the inner city is highly limited with regards to space,
finances and urban impacts. Planning to date has sought to expand road capacity across the city and slow traffic
growth on surface roads through the provision of a CBD bypass network (TransApex). Within the inner city, the
provision of high capacity public and active transport will be the strategic enablers to enhancing personal mobility
over the next 20-50 years of projected residential and employment growth
9.3.2 Responding to the identified transport task

The transport task needs to be identified and understood in order to be able to respond appropriately. The
transport modelling that is currently being undertaken will forecast trip generation and mode shares. The forecast
mode shares depend on a number of factors ranging from the attractiveness of one mode to the unattractiveness
of another; for example high frequency public transport services attract patronage but only if use of private car is
unattractive, perhaps because of the unavailability or cost of parking. Similarly, physically attractive footpaths will
attract pedestrians but only if the risk of collision with commuter cyclists is low.
Some key transport issues already understood are:
 the existing road network is reaching capacity at peak times and the cost and loss of amenity of
expanding the infrastructure within the River City Blue print area make this an unattractive option
 the capacity of the existing rail infrastructure is forecast to be reached by 2016
 the capacity for bus access within the City Centre will be reached within a few years if current operating
strategies continue
 the current pedestrian infrastructure is at capacity in many locations in the City Centre
 The safety and amenity of active transport modes is reaching a critical point.
The role and function of each mode needs to be clearly defined through feasibility studies to assist in developing
a city vision for transport in inner Brisbane.
9.3.3 Ensuring future transport investment is targeted to appropriate modes

Once the transport task is identified and the appropriate response is developed, it is important that future
transport investment is targeted towards this planned response. An implementation plan which identifies
potential funding sources and project leaders will help guide transport investment in terms of timing and funding
priorities.
Understanding the needs of different trip purposes presents an opportunity for the River City Blueprint to
influence the evolution of transport provision to promote a safe and efficient inner Brisbane for residents,
commuters and visitors and to meet mode share targets.
9.3.4 Enabling Proximity

Proximity is an overarching urban ideal which seeks to provide amenities within short distances, reduce the
negative impact on local public space by cars, reduce the need for driving and for road infrastructure and thereby
ensure the permeability and walkability needed to create proximity. Proximity is a key principle in major cities
such as New York and London where it is possible to enjoy and access public spaces without the use of a private
vehicle. Increased urban densities can deliver desirable and attractive urban form while continuing to achieve
economic growth. Proximity is also a key determinant of economic innovation.
9.3.5 Accommodating Diversity

Inner Brisbane provides mobility to a diverse demographic. Previous studies indicate that children and the
elderly are less visible in the public realm than in other locations. The challenge for inner Brisbane will be to
develop and grow into an area which feels safe and welcoming to the old and young and that provides these
vulnerable users high mobility to access functions of the inner city.
9.3.6 Providing fine grain connectivity
Prioritising small scale movements by walking and cycling can substitute vehicular traffic on short distances and
boost public life by making people present in the public realm. Achieving fine grain connectivity is however a
challenge. Particular destinations may justify special routes, however they should be linked into the ordinary
street grid to increase permeability. Developing a pedestrian network which promotes walking, not only for
leisure, but also for short commuting trips will assist in creating diverse and attractive public spaces
Planning and delivering a pedestrian network for a sub-tropical climate is another challenge in developing active
transport network. It is critical to ensure the pedestrian network is adequate to the task, including direct and
desirable routes to public transport stop, stations and ferry terminals and other key attractors, and access to key
pedestrian commuter networks. This will require investigations across a number of modes as walking generally
forms a significant part of trips by all modes, particularly public transport. It is important that the particular needs
of public transport users are considered in planning for pedestrians, such as the provision of appropriate, safe
and convenient road crossings close to stops, stations and ferry terminals.
The way buildings interface with the street at ground floor is important to creating a ‘readable’ and human scaled
environment. The creation of ‘active frontages’ (buildings with cafes, shops, doors, windows and other entrances)
in major developments and local centres can increase the intuitiveness of the urban environment and also create
a pleasant, interesting walking environment. Conversely, development with ground floors heavily dominated by
blank concrete walls and/or car parking can deter walking due to uninteresting environments; and the lack of
orientation, social interaction and safety.
9.3.7 Providing human scale and ‘readable’ urban networks and spaces
Acknowledging connectivity is for access and not just mobility is a challenge for residents and planners alike.
Brisbane has a highly developed car-reliant culture and dispersed urban form. The provision of large scale
transport infrastructure has enabled and drastically improved high speed road based travel between distant
locations. However this has often occurred at the expense of local areas where major infrastructure has created
barriers to the intuitiveness and legibility of the local environment. Such infrastructure has created environments
which discourage small-scale movement. In places such as Woolloongabba this has resulted in disconnected
neighbourhoods and complicated traffic solutions which ultimately encourage driving while reducing the viability
of alternatives such as walking, cycling and public transport.
9.3.8 Travel Demand Management

For sustainable development to be achieved the need for a move from the traditional transport planning approach
of matching demand with supply needs to be recognised. Current world’s best practice recognises that travel
demand needs to be a managed practice. A range of tools is available to manage travel demand, ranging from
reducing the need to travel, improving the attractiveness of active and public transport modes and ceasing to
increase capacity for car based travel (in certain locations).
9.3.9 Maximising efficiency of the current and future networks

The growth in demand for travel across the inner city will need careful management in order to match the
appropriate solutions that maximise the usage of existing infrastructure. The focus needs to be placed on
considerations of moving people rather than the traditional approach of moving vehicles and the modelling tools
used need to be suitable for this task. Target mode shares have been derived under the Transport Plan for
Brisbane that envisage a proportional reduction of car use and a corresponding increase of both active and public
transport modes. It should be noted that although the proportion of trips made by car are expected to decrease,
the quantum of trips made is expected to continue to increase and will need to be managed effectively.
Provision needs to be made for the commercial trips needed to service the growing inner Brisbane area, which
can also consider measures such as consolidation as well as facilities time-shared with other uses. The spread of
growth in demand for commuter and distribution trips across the inner city will create gaps in both spatial
coverage and capacity. Current commuter capacity is strained and largely focused on the CBD, confining quality
public transport accessibility to the city centre and key approach corridors, where growth seeks to capture the
benefits of high accessibility.
9.3.10 Providing appropriate and high quality active transport alternatives

Provision of a coherent and safe cycling network remains a challenge. It is noted in the Gehl report that while
Brisbane does recreational cycling well, the current infrastructure is a major deterrent for many from cycling as a
commuting option, in particular women. Many existing cycle routes are either too narrow and/or shared with
pedestrians in ways that prevent cyclists from achieving acceptable commuting speed, or they are along busy
arterial road networks where road space allocation to cyclists is inadequate. Brisbane currently has a disjointed
network of on and off road cycle facilities with many parts struggling to maintain safety under existing demand.
Achieving a coherent commuter network reflective of, and coordinated between, the Principle Cycle Network Plan
and the Brisbane Active Transport Plan remains a challenge to ensure a cohesive network of task appropriate
infrastructure is planned for and delivered.
9.3.11 Providing appropriate and high quality public transport alternatives

The limited range and choice available in public transport, particularly mass transport and an inner Brisbane
distribution network, reflects the city’s traditional reliance on private travel.
While current approaches acknowledge the continuity of road based transport, especially for the city as a whole,
it will be important for the inner city to exploit opportunities to redefine transport choices with new and more
efficient public and active transport modes.
If it proceeds, the cross river rail project will enable increased rail capacity throughout the entire South East
Queensland rail network. New rail services will be provided in the north-south corridor between Fairfield and
Bowen Hills via Woolloongabba and the City, supporting the expansion of intense employment uses. However
the project may also enable a broader shift towards a two-tiered rail network that enables both express suburban
commuter rail services as well as the provision of inner-urban metro-style distribution services.
In order to maximise the use of the rail infrastructure and busway network over time, new and improved bus
feeder services will be needed that enable seamless connections between modes and that provide a broader
range of destination choices.
To ensure effective public transport a high level of service is required. Key issues to continually address include
frequency, coverage, reliability and access. Increased densities and land use mix will enable efficient provision of
services which needs to be supported by priority on transit corridors and intersection and safe, convenient and
attractive pedestrian and cyclist access to stops, stations and ferry terminals.
9.3.12 Appropriate timing of land use changes and transport infrastructure investment
to enable integrated outcomes
Sequencing of development and infrastructure delivery remains a key challenge in providing adequate
transportation choices in the inner city
Release and/or staging of development areas for major intensification under the Blueprint will depend on the
timing of the delivery of public transport to support the proposed increases to land use intensity in inner city
areas. It is important that high quality public transport infrastructure is delivered simultaneously or is in place in
time for new development to ensure the early establishment of desired travel behaviour patterns. It is also
important for new development to avoid overprovision of facilities for private travel in order to avoid the future
expectation that significant road based improvements will occur.
The locations where major change is envisaged include Bowen Hills, City, Fortitude Valley, Woolloongabba and
Northshore. These areas are considered suitable for mixed use providing both residential and employment
intensification.
10 Next Steps
After the Forum, Brisbane City Council and the Queensland Government will review the feedback and report
back on what you said. Your feedback and the outcomes of the Forum will form part of a consultation report and
help shape the draft River City Blueprint to be released later this year.
The River City Blueprint is jointly funded by Brisbane City Council and the Queensland Government’s
Department of Infrastructure and Planning. Council is coordinating and leading the project.
The River City Blueprint will draw together existing plans, studies and strategies for suburbs within five kilometres
of the CBD to generate a single, consolidated vision for the area. It will also create a cohesive framework to
manage future growth and infrastructure delivery. While the blueprint will primarily focus on a 20-year timeframe
to 2031, the project will consider the 50-year horizon to 2061.
The blueprint will address a range of issues including:
 where to encourage new housing and commercial development

 how to design the inner city so it supports a sustainable subtropical lifestyle
 possible improvements to public spaces
 new public transport systems and river crossings
 how to encourage knowledge-based industries to establish near existing research and cultural institutions
 social infrastructure and housing to meet the existing and future needs of all residents, workers and
visitors.
Cutting-edge national and international innovations will be explored through detailed technical studies, along with
fresh ideas provided by industry experts and local people for old problems and tomorrow’s challenges. We need
to think big and imagine the possibilities for tomorrow.
River City Blueprint – Strategic Directions Paper, River City Blueprint Forum 4th/5th June 2010
th th
River City Blueprint – Strategic Directions Paper, River City Blueprint Forum 4 /5 June 2010

River City Blueprint Forum Background Paper

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River City Blueprint Forum - Background Paper

4-5 June 2010

 River City Now (2009) – the current state of the city;

 Defining a sustainable city structure;

 Sustainable City Framework

Graphic 1 Structure of the River City Blueprint – Plausible City Scenario

 Phase 1 – Project inception (June-December 2009)

 Capital city for the State;

Figure 1 River City Blueprint Study Area

Preliminary investigation area (ie land within 5km of the GPO)

 More clearly identify the study area in spatial terms;

 Destination and drivers;

4.1.2 Key Insights Mapping

 River City Now (2009) – the current state of the city;

The key insights are outlined in the following sections.

4.2.2 Development Trends

Key insights are:

4.2.3 Demographic Change

Key insights are:

 Families tend to live outside the inner city;

4.2.4 Places of Work

Key insights are:

 Now scenario includes 323,290 jobs;

4.2.5 Health, Knowledge Precincts and Community Infrastructure

 Bowen Hills / RNA to Royal Brisbane Hospital and UQ Health;

Key insights are:

4.2.6 Public Open Space System

Key insights are:

4.2.7 City Centre Connectivity

Key issues are:

4.2.8 Public Transport Integration

Key insights are:

4.2.9 Road Infrastructure

Key issues are:

4.3 Key Strategic Issues

 Defining a sustainable city structure;

 How will we live?

Figure 7 Components of the Sustainable City Framework

5.2 A Sustainable River City

5.2.1 Sustainable City Framework

 National and international goals and agreements

5.2.1.1 National and International goals and agreements

5.2.1.2 Vision and principles

5.2.1.5 Evaluation criteria

The scenarios are described below.

5.2.2.1 River City Now

Snapshot River City now

5.2.2.2 River City Planned

Snapshot River City Planned

5.2.2.3 River City Plausible

Snapshot River City Plausible

Projected Jobs - 6 547,443

Figure 11 River City Plausible

Figure 12 Development of the Sustainable City Framework

The following sections provide a brief overview of the methodology.

5.3.3 Step 2:Transect Workshop

5.3.4 Step 3: Framework/Modelling

Figure 13 Methodology for Framework/ Modelling Phase

Agenda 21 and Local Agenda 21

River City Blueprint Charette (Step 5 of BCC Methodology)

5.4 Summary of Research Outcomes

The key learnings from case studies can be summarised as:

 Keep a short number of targets;

 Provide transparency in the process and outcomes; and