Evaluation of the 30-Year Plan for Greater Adelaide

“They say that it’s the Adelaide
we all want …..but is it?”
Presentation by
Australian Civic
Trust Inc
The Adelaide planning process:
Draft report on the 30 - year plan:
‘Planning the Adelaide we all want’
Final Report on the 30 - year plan
‘It is imperative that the community supports
the plan if its policy objectives and housing and
employment targets are to be met’
Planning and Development Steering Review Committee
Report p65
‘The State Government must begin the process
(of reform) by articulating a broad set of
directions. While a bottom up process may
seem desirable, there are such critical issues,
and in some cases such limited choices, that the
State Government must set a broad vision and
direction in the first instance.’
Oregon Processes:
New Civic Trust charter
Encourage wider cross section of community involvement
New approaches to entice public interest
Involve public in all phases of planning process
Ensure range of options analyzed
Proper research and analysis required
Appropriate responses to submissions
Separate Government consultation unit
Emphasis on ‘participation’ not just consultation
No special privileges to key stakeholders
Backed with appropriate legislation
Flaws with the 30 Year Plan
Ineffective measures to contain urban sprawl
Poor research and analysis
Poorly worked through assumptions in the
determination of future population levels
No overarching vision for transport
Inappropriate densification proposals along
major arterial roads
1. Ineffective measures to contain
urban sprawl
Urban growth boundary abandoned
Prime agricultural land being lost
Housing Affordability Aust. concedes Adelaide plan
is not appropriate
Peak oil will make living in fringe areas untenable
(Aust. Planning Institute)
2. Poor analysis of the future
spatial organization of the city
Melbourne has examined future spatial
organizational options:
Super CBD
Growth in Activity Centres only
Polycentric city: middle centres
Polycentric city: outer centres
Inner city in public transport rich areas
Adelaide plan at odds with Melbourne analysis
Limitations even with Melbourne study
Source: ‘Macro Urban Form’
Victorian Department of
3. Poorly worked through
assumptions in the determination
of future population levels
Independence of govt. population committee
Rann govt. should have waited for Federal Government’s
report on a ‘Smaller Australia’
Inner Rim Structure Plan highlights questionable
population projections
4. The lack of an overarching
vision for transport
Adelaide is the only capital city in Aust. that doesn’t
have a transport plan
Alternative transport options not analyzed
There are major omissions in transport Govt’s transport
Lack of attention to travel demand management strategies
Inadequate program for delivering transit-oriented
Poorly developed strategies for commuter travel
5. Inappropriate densification
proposals along major arterial
Proposal emanates from a report prepared by Rob Adams
in Melbourne on Transforming Australian Cities but with
some major differences
Rob Adams report doesn’t deal with adverse health
‘Planned community’ response from Premiers Dept not
Experience in Curitiba not relevant to Australian cities
Perth has a more appropriate strategy
Not desirable to match employment and housing in each
Serious implications for industry
Impacts of high trafficked areas
on public health
In 2010 the US Health Effects Institute undertook the largest international
study ever launched on vehicle air pollution and health. It examined 700
worldwide health-pollution studies and concluded that within 300 – 500
metres of heavily trafficked roads the resultant pollution:
Exacerbated asthma in children
Triggered asthma cases across all ages
Impaired lung function in adults
Caused cardiovascular disease and death
Other studies in the US have shown that pollution from high trafficked areas
has also caused :
Pregnant women to be more likely to have premature and
low weight babies
Children to develop all types of cancers including leukemia
Shorter life spans for nearby residents
Residential densification along main roads
strategies in 3 cities compared
Adelaide 30 Year Plan
Curitiba, Brazil
Perth, WA
No. of corridors
Large number selected
many of which are
inappropriate for
residential densification
Higher density
development restricted
to 5 road arteries
Only Activity Corridors
selected. Other main roads
-Transit Corridors- will be
used for moving large
volumes of traffic
% commuter
trips by public
By 2018 the no. of trips
made by public trans. will
be only 10 % of the total
transport use
Currently 75 % of all
commuter trips are
made by public
Currently 11 % of all
commuter trips are made
by public transport
Through traffic
Not considered
Trinary road system
addresses problems
Through traffic redirected
to ‘transit’ corridors
Public health
issues *
Major issue affecting
large no’s of people
Minor issue
Minor issue
Residential densities will
be increased on primary
freight routes
Increases in residential
density along primary
freight routes prohibited
Capacity for
fast/ high vol.
public trans.
Low to moderate capacity
because of difficulties in
developing dedicated
rights of way
High capacity because of
trinary road system
Low to moderate capacity
*Higher incidences of childhood
leukemia, cardiovascular diseases and other serious illnesses are
associated with residential development located within 200-300 metres of high trafficked areas.)
High rise
along a
dedicated bus
Trinary Road System - The centre road has dedicated
lanes for bi -articulated buses and on either side of the bus
lanes are roadways for local traffic. Parallel to this street
are the ‘Rapidas‘: one-way streets providing access to the
downtown (Speedy Streets).
Rapidas (Speedy Street) - This street is one of
the side streets that complement the Trinary
Road System by providing an alternative for
travelling across the city.
Residential densification along
main roads - three cities compared
Adelaide appears to be moving towards the Curitiba model
However, it is most unlikely that it will ever be able to
match the high proportion of commuter trips (75%) made
by public transport – a critical factor in the success of this
It’s more likely to reach a level of between 10-20% of
commuter trips made by public transport
It would be more appropriate that it follow the Perth model
where increased residential densities are confined to
Activity Corridors.
If Adelaide continues to implement provisions in the 30 Year Plan there will be some very grave consequences for
public health and traffic congestion
Conclusions – 30 Year Plan
UGB should be reinstated
Population projections should be reviewed when smaller
Australia report released
A lower target should be set for the amount of fringe
development allowed and targets for urban growth should
be more regularly reviewed
The proposal to densify residential development along
major arterial roads should be dropped
Locations for the densification of development should be
subject to more thorough research and analysis
A transport plan should be prepared for Adelaide
The Transit /Activity corridors plan for Perth should be
given serious consideration here
Public consultation processes have to be improved (refer to
Civic Trust model)