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|Title:||Understanding key drivers of public transport patronage growth - recent South East Queensland|
|Citation:||International Conference Series on Competition and Ownership in Land Passenger Transport – 2007 – Hamilton Island, Queensland, Australia – Thredbo 10|
|Abstract:||Historically, the lack of modal integration was a key factor limiting public transport patronage growth in South East Queensland (SEQ). In June 2002, the Queensland Government announced a commitment to the introduction of an integrated public transport system in SEQ. A new entity, TransLink, was created in 2003 to perform this task with a focus on delivering integrated ticketing, new contracting arrangements with public transport operators and integrated public transport network planning. The creation of TransLink has coincided with significant growth in the demand for public transport services in SEQ. In 2004/05, total public transport trips increased to 135.9 million, consistent with an increase of 12.0 million trips or 9.7%. This growth was sustained in 2005/06, with total public transport trips increasing by a further 15.8 million to 151.7 million, equivalent to growth of 11.6%. There is little doubt that this two-year period (i.e. 2004/05 and 2005/06) benefited from an extremely positive platform for public transport growth. With a focus on integration, TransLink rolled out a number of initiatives consistent with meeting the objective of ‘seamless’ public transport travel in SEQ. This included the introduction of full fares and ticketing integration in July 2004, improved service co-ordination and a range of marketing and communications initiatives under the TransLink banner. Within the external environment, the period was characterised by a significant increase in oil prices and increases in official interest rates, which would have been expected to favour public transport at the expense of the private car. This paper was directed at addressing two key questions. Firstly, the likelihood that this growth will be sustained in the longer term and, secondly, whether an enhanced understanding of the patronage growth achieved over this period enables conclusions to be drawn regarding the value of public transport integration as a driver of public transport demand. It is important to note that the conclusions reached in this paper do not necessarily reflect the views of TransLink or the Queensland Government|
|Appears in Collections:||Thredbo 10|
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