Australian capital cities are home to around 65% of the nation’s total population. Low density, sprawling suburbs have been created aided by the rapid improvement of the road system and expanded ownership of private motor vehicles. The number of registered motor vehicles is increasing and urban design tends to encourage their use with the construction of freeways and dispersed housing.

In contrast, the provision of public transport facilities has lagged behind this residential development leaving the community little alternative choice but to use their cars as a convenient, reliable and fast transport mode.

The growth in urban travel and private motor vehicle ownership has increased congestion and exhaust emissions generating community health and environmental problems.

Federal government investment has favoured urban roads and not urban public transport. This policy continues in AusLink I and II programs.

While many State governments have significantly increased their focus and investment in public transport in recent years, current policies are failing to address decades of poor public transport policies and poor rail industry performance and are not making any substantial inroads into changing travel behaviour. Recent rising fuel prices has seen many daily commuters getting out of their cars and onto public transport but many services are already at or approaching capacity, particularly in peak periods.

Changing travel behaviour to avoid the negative impacts of the large and growing dependence on private motor vehicles in our cities requires a concerted and coordinated approach and a sustained commitment involving Commonwealth, State and Local governments, the business community and public transport operators.

The rail industry has developed a National Passenger Transport Agenda to address all urban public transport modes recognising that all modes have legitimate and complementary roles in getting our cities to function better. This followed extensive research and wide consultation with major stakeholders. A more comprehensive and effective public transport sector offers compelling benefits for the Australian economy, community and the environment.

Public Transport Information Sheets Parts 1 and 2 draw together key data to provide an understanding of the current issues and the expected benefits from changed actions outlined in the National Passenger Transport Agenda.

(a) – (Motor vehicle census year):  (b) - (Rigid, Articulated & Non-freight carrying trucks):

Capital City Passenger Movements

During the last two decades, public transport patronage across Australia grew by 1.1% a year, effectively at the same rate as population growth. Over the last 30 years, Australia’s public transport mode share declined significantly. Between 1973 and 2003, mode share fell from 12% to 7% and has remained broadly flat in the past 10 years apart from recent increased patronage attributed to significant rising fuel prices (Endnote: 3).

However, these mode share statistics understate the importance of public transport to functioning cities. For example, the proportion of people who use public transport to access city areas in the morning peak ranges from 35% in Perth, to 60% in Melbourne and over 80% in Sydney (Endnote 3).

Public transport usage equates to around 3 million plus trips per day and if these were converted to  private car trips our cities would cease to function effectively.

Table 3 - Capital City Passenger km Travelled by Various Modes (Endnote: 4)

 (c) – Financial year ended 30 June

 Despite increasing urban rail use, Australia has a low rate of public transport patronage. It is typically only one-third of European cities and is one of the lowest in the OECD. Australia is also the only OECD country without a national ‘moving people’ strategy.

 Table 4 – System Network (km)

Table 5 – Passenger Journeys (Endnote: 5) (million)