Conlon Birrell

The Sunshine Coast Light Rail proposal is a schematic proposal to reduce urban sprawl, protect valuable farmland, reduce car dependency and improve our streetscapes by reducing hard surfaces and infrastructure and promoting large canopy planting in our streets.  This proposal was for the community to inspire change in the way we view our carbon footprint and how we value cars and hard infrastructure over trees, public transport and walking.   This project was produced as documents for advocacy to the various authorities on behalf of the community in an effort to stimulate ideas for change

AIM

To preserve the environment and quality of life on the Sunshine Coast.
To protect food production land in high rainfall areas by creating infill development opportunities (brownfield) serviced with rapid transit.   
Reduce car dependency.
Create economic opportunities for Sunshine Coast residents.
Develop a grassroots initiative that will leave a legacy for future generations.
Create a more livable city.
Create better opportunities for health and wellbeing.
To encourage discussion about public transport on the Sunshine Coast.

OVERVIEW
The Sunshine Coast is a linear city with the majority of the population existing within two-three kilometres of the coastline.  Over the years, development has spread west subdividing good food producing land, in a high rainfall region, into low density housing.  This type of development is leading toward a decentralised town planning pattern that is hard to service with public transport and has created a community dependent upon cars.  This proposal looks at consolidating our built environment to reduce urban sprawl and car dependency, by creating livable pedestrian focused centres to live, work and play in.

These centres are known as T.O.D’s or Transport Orientated Development and are in effect activity centres no more than 400m in diametre (a 5 minute walk). Each T.O.D. would comprise of a central open space plaza for pedestrians surrounded by mixed uses of commercial, retail, alfresco dining and residential development.  The building heights should be staggered down from the centre to maximize on natural ventilation and stunning 360 degree views of the coast and hinterland.  Each one of these T.O.D’s could house between 7500-20,000 residents.

Light rail moves passengers in short trains at less than eight minute intervals either in a median or shared zone with street traffic.  Heavy rail moves passengers in large groups in long trains at hourly intervals in exclusive rights of way.  Light rail is a more suitable public transport form for the coast as it can service areas that are already developed.  There are two viable light rail options that would suit the Sunshine Coast Proposal (1) an elevated solution and (2) an at grade solution (both with different advantages and limitations).  

Approximately 1000 passenger places per peak hour in each direction are needed to support light rail, equivalent to 30 buses in each direction per hour. Buses require more energy than street cars and are three times more efficient than automobiles. Light rail produces no pollution into the immediate atmosphere, reducing smog and improving air quality.  Powering light rail creates only one third of the amount of pollution as the world’s most Eco-friendly bus.  Elevated Light rail also economizes use of land within the road verge for parking, transit or streetscape beautifcation.

This proposal runs from Caloundra Airport and city centre to Maroochydore Airport, a total of 19 stations with possible connections to continue north.  The system could be staged starting with a service from Maroochydore to Kawana  followed by progressive stages south to Caloundra, North to Coolum then west to Sippy Downs and also Nambour. Preliminary cost analysis has identified that this proposed light rail development will have a construction cost of around $1.5 - $2 Billion depending on is the scheme was elevated or at grade.  

This light rail network with its T.O.D’s would be able to accommodate a significant amount of the population that is projected over the next 20 years. This would create a different urban form for the coast, one which is sustainable and one which will preserve the natural assets of the Sunshine Coast for future generations to enjoy.

POPULATION DENSITY

The current pattern of development favours low density urban sprawl which is slowly moving into agricultural lands.
Urban sprawl promotes car dependence, decentralises commercial activity which is difficult to service with public transport.
Dense areas already along the coastline should be connected with a rapid transit system that promotes more sensitive mixed use infill development to refocus activity and make it more accessible without reliance on private vehicles.

INTEGRATED TRANSPORT MODEL

The Sunshine Coast needs an integrated transport model that connects all modes of public and private transport options.  The airports, marinas, bus ways, cycle ways, railway as well as park and ride facilities need to be integrated into an efficient system to provide the public with greater connectivity.

Newly created public transport infrastructure generates significant growth in the number of passengers using public transport. Light rail infrastructure generates much greater passenger numbers than most bus based systems and integration with all other modes of transport is the key.

RAPID TRANSIT CORRIDOR PLAN

It is envisaged that the light rail proposal will be integrated with the bus network, the CAMCOS proposal and the two Airports.  Alexandra Headlands and Mooloolaba are both dense urban environments which should be serviced with rapid transit to ensure viability of the proposal.  The light rail will have to navigate around Alexandra Headland so as not to adversely effect the headland’s aesthetics;  An at grade system could navigate the headland along Alexandra Parade and an elevated system could be tunnelled at the escarpment near Mari Street exiting near the Mooloolaba Primary School.

WHY AN ELEVATED SYSTEM?
Elevation allows the system to be retrofitted into the median strip with a minimum footprint and impact upon the existing urban fabric.  i.e. No costly land resumptions or loss of ground plane for other modes of transport.
Cost and ease of construction as most elements can be precast and installed on site quickly.
No conflict with traffic lights, pedestrians and other modes of transport.
Lower running costs as the vehicles can be fully automated reducing staff costs.
Elevation allows unsightly powerlines and street lighting to be condensed and integrated into the elevated structure offering opportunities for streetscape beautification.  For example, large street trees are not only beautiful they reduce temperatures, solar heating and soak up CO2 emissions to create a healthier urban environment. 
Higher design and operating speed of upto 90km/hr with a lower risk of accidents.
We should be condensing our urban infrastucture and making it more efficient.  An at grade system could still work however it would either expand the corridor width or impact upon other modes of transport at grade.  An at grade system conflicts with pedestrian, traffic movement and traffic lights.

WHY AN AT GRADE SYSTEM?
An at grade system could be retrofitted into existing lanes with the catenary power supply installed within the median strips.  Alternatively the median strip and one internal lane in each direction could be demolished and a new light rail corridor with streetscaping, cycle ways and pedestrian paths could be installed.
There would be minimal vertical visual impact upon the Streetscape.
Being at grade allows for flexibility in adding stops to the system.
Being at grade allows able bodied passengers to board and alight with ease at street level.
An at grade system could be flanked with street tree planting allowing for beautification of the Streetscape.
At grade allows for small sized stations significantly smaller stations as what the elevated system requires however people do have to navigate across busy streets and intersections to get onto the system. 
An at grade system may cost more to build than an elevated system as land resumption and earthworks may add to the overall cost.

FAST FACTS

ENVIRONMENTAL

1. Introduction of Cleaner and More Efficient Public Transport

 • A current city bus uses 1.9 times more energy to
  move 1 kilometre than a modern light rail vehicle, 
  despite the light rail vehicle having 3.6 times the
  capacity of the city bus. (UMR:2006)
 • Energy for light rail can come off the grid which means
  that any pollution generated by the operation of the    system will be at the power plant away from populated
  areas.
 • If both bus and light rail vehicles are at capacity, a bus
  will require 6.6 times more energy to move each
  passenger compared to a light rail vehicle. (UMR:2006)
 • Therefore a city bus vehicle creates at least 7 times
  more emissions per passenger kilometre than a
  modern light rail vehicle.  (UMR:2006)
 • An increased demand for public transport due to an
  increase in residing population will require more     vehicles to meet commuter demand. Introducing more
  buses only further increases the environmental impacts
  caused from such demand.
 • In a recent document on the light rail proposal
  for Sydney, 85% of the respondents agreed that light
  rail was an environmentally friendly form of public
  transport, while only 52% thought this to be the case
  with buses. (UMR:2006)

2. Overcoming Automobile Dependency

 • Australia is the 2nd highest petrol consumer per capita
  in the developed world after America.  Southeast
  Queensland being the 2nd highest within Australia
  after Perth. Reduction of automobile dependency
  ultimately reduces dependency on fossil-fuel
  transportation and the associated environmental
  impacts of fossil fuel consumption. (Newman P., Kenworth:1999)

3. Condensing Human Settlement and promoting diversity in
 Landuses

 • Transport Orientated Development encouraged by a
  new high use public transport system.
 • Reducing people’s dependency on automobiles.
 • This minimises the local ecological footprint by
  lessening automobile pollution and civic infrastructure
  while encouraging pedestrianisation of urban centres.
 • Reduction in the the subdivision of green field and
  agricultural areas to protect local food production.

 • Most dense infill development should only occupy
  20-30% of an urban site allowing 70-80% for deep
  planting to promote;
   1. Biodiversity
   2. Microclimate Design
     a. Transpiration
     b. Carbon Sink/Recycling
     c. On-site water retention
     d. Reduction of the urban heat island effect
   3. Urban Beautification
   4. Rainwater harvesting
   5. Increased Public Open Space
   6. Pedestrianisation of Urban Centres
 • Dense infill development should have generous
  setbacks to allow for natural ventilation, horizon line    views and views through the city at grade level toward    the city’s natural assets i.e. oceans, escarpments,     mountains, and rivers.

SOCIAL

Successful modern cities require high quality, state-of-the-art public transportation systems which are fast, convenient and efficient.

1. Healthier Personal Quality of Life
 
 • Overseas experience has shown light rail can
  shift people out of cars. Reduction of car dependency
  will encourage healthier lifestyle choices such as
   walking or cycling from home to station.
 • Daily commuting using light rail reduces traffic
  congestion and the associated stresses of car transport.
 • A significant reduction in air pollution and noise caused
  from transportation can be achieved with the
  implementation of a modern light rail system leading
  to a better quality of both city and residential life.
 • With an increase in the aging demographic on the
  Sunshine Coast, the demand for a reliable, clean, safe
  and efficient public transport system will be stronger than ever.

ECONOMIC

1. Counting longterm savings

 • If one car purchase is saved within a family, that family
  will save $750,000 in superannuation equivalent.     (UMR:2006).
 • The cost of car transport is approximately 60 cents per
  passenger kilometre as opposed to the cost of rail
  transport being between 20 and 30 cents per passenger
  kilometre. (UMR:2006)
 • Modern light rail will represent a significant investment
  in the Sunshine Coast’s future.

2. Creating a wealthier region
 
 • Strong rail cities are 45% wealthier than weak rail cities.
  Strong  rail cities spend less on road transport
  infrastructure and are most cost effective in their
  transit operations. Proper use of rail transportation
  saves time and money.  (Newman P.,       Kenworth:1999)

Sources:

1.  Australian Bureau of Statistics.  Number of people per square kilometre   based on “Place of Usual Residence” 2006 Census.

2.  ABS 3218.0. PIFU calculations P-preliminary R-revised, QLD Government,   cited by Taylor, A. (2008). Sunshine Coast - What Are The Big Demographic   Changes?. QLD Government: Department of Infrastructure and Planning.

3.   Bombardier Inc. (2010) Sao Paulo, Brazil INNOVIA Monorail 300- Automated
 Monorail System. Canada: /10882/SYS/11-2010/en

4.  Bombardier Inc. (2011) www.bombardier.com/en/transportation/media-  centre/press-releases

5.   Growth Management Queensland. Transit Orientated Development: an
 approach to delivering a compact settlement pattern. QLD Government.

6.  Hass-Klau (2003) Bus or Light Rail: Making the Right Choice: , Crampton,   Biereth & Deutsch, 2003

7.  Newman P. + Kenworth J. R. (1999) Sustainability and Cities: Overcoming   Automobile Dependence, Island Press, Washington D.C.

8.  UMR Research and Metro Transport. Light Rail Study. (2006) Sydney.