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Map of Brisbane suburbs by income and location of selected case study suburbs. Data source: ABS (2011).
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In view of major contemporary concerns about urban sprawl and related externalities, this article investigates the motivations of suburban residents for choosing this lifestyle, their level of satisfaction with a low-density, car-oriented environment, and their potential interest in embracing alternative living arrangements (i.e. compact urban sett...
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Context 1
... Manly-Lota (medium-income) and Bridgeman Downs (high-income). The median annual household income is approximately $64,000 in Durack, $95,500 in Manly-Lota, and $123,000 in Bridgeman Downs. All three suburbs are located 17- 21 km from the CBD -the area within a 10 km radius from the CBD being considered "the inner city" in local parlance (Fig. 2). The selected suburbs have medium population density (compared to other suburbs of Greater Brisbane), a relatively small land area (450-950 ha), and population ranging from 6,500 inhabitants to 7,500. Durack includes 1,682 single-family homes (80% of its housing stock), Manly-Lota includes 2,156 single-family homes (79% of its housing ...
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Citations
... Nevertheless, in the Central Business District (CBD) and its immediate vicinity, apartment buildings are the primary form of housing. While the inner city is relatively dense (Pegler et al. in 2020), suburban residents are committed to a single-family lifestyle and are unlikely to relocate closer to the city core (Willing and Pojani in 2017). Consequently, beyond the city centre and inner suburbs, considerable distances separate destinations. ...
The Covid-19 pandemic drew considerable attention to urban transport issues. Many people turned to active transport as a means of achieving social distancing and avoiding infection on buses and trains, which led to an increase in cycling. This article recounts a qualitative study conducted in Brisbane, Australia, which explores the motivations behind people's decision to take up cycling during the pandemic. Can this behaviour be sustained and scaled-up after the pandemic? To analyse the process of change, the Transtheoretical Model (TTM) was adopted. The research revealed that the decision to switch to cycling was driven by several factors, including enjoyment, convenience, improved physical and mental health, and, to a much lesser extent, cost savings and environmental benefits. The availability of cycling infrastructure and support from others were also important factors. While most participants appeared committed to continuing cycling in the future, the lines between the stages of change were not always clear. Practitioner pointers • People's decision to switch to cycling is driven by factors such as the enjoyment and convenience of this mode and the resulting improvements in physical and mental health. • The availability of cycling infrastructure and support from others are important factors in the decision to switch to cycling. • Cost savings and environmental benefits are less important in the decision to switch to cycling. 2
... The collaborative model emphasises the planner's role in mediating among 'stakeholders' within the planning situation (Fainstein, 2000, p. 452). Furthermore, the theory emphasises that it is not enough for policies to be designed solely by 'experts' (Healey, 2001) and that urban visions must be grounded in understanding residents' preferences (Willing & Pojani, 2017). Irvin and Stansbury (2004) observed that it is widely argued that increased community participation in government decision-making produces many vital benefits and 'better acceptance' (Konsti-Laakso & Rantala, 2018). ...
Transit Oriented Development (TOD) within existing urban areas often confronts entrenched community resistance. This paper documents the results of an Australian survey systematically evaluating the level of community support of densification strategies around a central train station in a greyfield suburban setting-based on theories in planning such as TOD (Pedestrian Pockets and Transit Boulevardes), Greenspace-Oriented Development (GOD) and 'hidden density' approaches. This paper's original contribution stems from using a hypothetical site which obviates localised issues and interests and allows for a comparatively neutral assessment of different densification approaches. The results are instructive and unanticipated. Support was highest for precinct-scale approaches to densification (TOD and GOD), while antipathy remains towards 'hidden density,' dispersed, single-storey background infill. The results also reveal significant and essential differences in support for densification models based on gender, with females more supportive of GOD approaches than conventional TOD. The paper highlights the need for revised policies to deliver alternative urban densification approaches, such as GOD, ensure the liveability of densification along Transit Boulevardes, and impede deeply unpopular 'hidden density' or background infill.
... There are salient environmental differences between European cities and North-American or Australian cities. Whereas North-American and Australian cities are characterized by car-oriented, low-density neighborhoods, European cities tend to have a more compact urban design (Beatley, 2012;Willing & Pojani, 2017). Consequently, average trip distances are often shorter in Europe compared to the USA (Forsyth & Krizek, 2010) and European cities tend to have better cycling infrastructure (Pucher & Buehler, 2016). ...
... There are salient environmental differences between European cities and North-American or Australian cities. Whereas North-American and Australian cities are characterized by car-oriented, low-density neighborhoods, European cities tend to have a more compact urban design (Beatley, 2012;Willing & Pojani, 2017). Consequently, average trip distances are often shorter in Europe compared to the USA (Forsyth & Krizek, 2010) and European cities tend to have better cycling infrastructure (Pucher & Buehler, 2016). ...
... Mostly built in the 'car era', cities in Australia and New Zealand, similar to their North American counterparts, are characterized by low-density sprawl outside of the historic urban cores created during the early British settlement period (Cervero, 2013;Newman & Kenworthy, 2015). Cheap land in the urban fringes, combined with low-cost private car ownership and a strong post-war economy, led Australians and New Zealanders to believe that cities could expand forever and all citizens could realize the dream of single-family home ownership (Coffee et al., 2016;Willing & Pojani, 2017). These patterns, established over the course of decades, limit the opportunities for providing active and public transport. ...
... It was originally rooted in English Romanticism and the idealization of nature (Shepherd, 2020), and has been sustained by local and state government regulations, public financing of houses in single-family lots, and investments in car-based infrastructure -despite opposition by real estate developers (Punter 2005;Gurran, 2011). While zoning has not been as exclusionary as in the US, Australian cities are among the most dispersed in the world (Ruming, 2014) and residents remain emotionally attached to a suburban lifestyle in single-family homes with large gardens (Raynor et al., 2018;Willing & Pojani, 2017). Meanwhile, planning regulations have only nominally changed to steer higher density development toward key urban nodes (Gurran & Whitehead, 2011;Yang & Pojani, 2017). ...
Is the compact city more likely to materialize if development is guided by the “invisible hand” of the market or the government’s “iron fist”? This article explores this question in the context of Shiraz, a medium-sized, medium-density city in south-central Iran. Through a series of longitudinal analyses, we examine the roles of the market and planning along thirty years, from the mid-1980s through the mid-2010s. The study reveals that since the mid-2000s, market forces have superseded government planning in guiding urban development in Shiraz. The government has reduced its interventions in the market: it no longer issues public land for housing development. Combined with natural constraints and sociodemographic pressures, this new planning/market balance has produced a denser and more compact city than ever before. Shiraz has been transformed from a city of villas, nightingales, and gardens into one dominated by mid- and high-rise apartment towers. The direction and intensity of development have not followed the recommendations of local planners and plans. Rather, they have been driven primarily by developers and residents. Regardless, density and compactness are generally positive—as long as housing and infrastructure quality are sustained, and residents have good access to parks, open spaces, and natural sunlight.
... Brisbane is the Queensland state capital city with 1.3 million inhabitants and the third-largest Australian city in terms of population. The population density is low by international standards at 845 inhabitants per square kilometre (ABS 2016), and it is primarily auto-centric suburban development that produces a strong tendency toward single-family living (Willing and Pojani 2017). The city is divided by a meandering river (i.e., the Brisbane River), and the Central Business District (CBD) is located in a river peninsula (Sigler et al. 2016). ...
Weather, climate, and daily human mobility patterns are inextricably linked, and so quantifying and examining these patterns is essential for smarter urban policy and design that are tailored to support our daily mobility needs and foreground urban sustainability. This study provides an empirical approach to better understanding the interface between weather, climate, and daily human mobility on >800,000 shared e-Scooter trips across subtropical Brisbane, Australia. We find that the number of eScooter trips increases with heat and declines with rain. However, results reveal that the ‘connectivities’ between land use types remain stable irrespective of weather conditions while trip distance contracts during inclement weather. As such, weather influences the appeal and distance of eScooter trips but seemingly not trip purpose.
... It is reasonable to suggest that these individuals may also experience financial hardship in other areas of life, such as housing (Okkola & Brunelle, 2018). The dispersion of people with disability into outer suburbia in search of more affordable housing is a major planning issue (Okkola & Brunelle, 2018;Willing & Pojani, 2017). Unaffordable housing in urban areas could explain our observations of higher proportions of people with general disabilities living in the outer regions of the studied area (Fig. 1). ...
... Despite needing regular and timely access to services, people may simply live where they can afford. Equally, suburban living may be a choice and a preference for 'peace and quiet' and slower paced living, rather than being due to housing unaffordability in urban areas (Willing & Pojani, 2017). ...
... Accordingly, the planning of affordable housing is a key consideration for policy makers to ensure equitable healthcare access, especially when considering population shifts. Unsurprisingly, population growth adds further pressure to housing affordability, which in the current climate, is highly relevant for South-East Queensland (Willing & Pojani, 2017). Even before the COVID-19 pandemic, Queensland had seen the highest yearly population growth in Australia at 1.1% (Australian Bureau of Statistics, 2020b), with population growth projections of up to 2.1% by 2041 (Queensland Government Statistician's Office, 2021). ...
This study described access potential in South-East Queensland, to healthcare services commonly used by people with acquired disability; and investigated the association between service proximity and perceived service obstacles. First, we described accessibility by conducting a spatial analysis to create maps of potential accessibility to health services in South-East Queensland. Queensland statistical area level 2 (SA2) locations were combined with the residential locations of participants from a longitudinal cohort study involving people with ABI and SCI. The locations of selected health services of interest were identified from Health Direct's National Health Service Directory. Travel times via motor vehicle were modelled with Robust Gaussian Stochastic Process, to smoothly interpolate between the sparse time-to-service observations. Probabilistic predicted values were generated from the model and were used to construct service accessibility maps of South-East Queensland. Disability population data were used to identify SA2s with relatively low service access but a high disability population. Second, we examined perceived service obstacles, by investigating the relationship between potential access to services and perceived service obstacles was examined using data from 63 people with ABI or SCI discharged from the specialist state-wide rehabilitation services, located in South-East Queensland. Obstacles to accessing service in relation to resource availability, transportation and finances were collected three-months after discharge, using the Service Obstacle Scale. Travel times to the closest health service were computed for each individual and were compared to their Service Obstacle Scale responses. Access potential was highly variable, particularly for allied health services. We identified several low-access, high-disability population areas. These hotpots of poor access were generally to the north and west of greater Brisbane. Longer travel times to allied health services were associated with 260% higher odds of agreeing that resource availability was an obstacle to accessing services. Policy makers should be concerned with the hotspots of poor access identified.
... Much of Australia's population growth is occurring in urban growth corridors, commonly defined as greenfield sites on undeveloped land on the outskirts of cities [69]. Many young families are moving to outer suburbs because of relative housing affordability [70]. Yet, urban fringe developments typically have less access to essential services such as schools, childcare, and health services [71]. ...
... Yet, urban fringe developments typically have less access to essential services such as schools, childcare, and health services [71]. Qualitative research with young families and engagement with policy-makers suggest that investments in infrastructure and amenity provision in urban growth corridors may not be keeping pace with population settlement [70]. The consequence is that those living on the urban fringe often spend more time travelling in cars away from the neighbourhood, and less time exploring and interacting with people locally; this can isolate children and families, and potentially negatively impact ECD [9]. ...
Healthy development in the early years lays the foundations for children’s ongoing physical, emotional, and social development. Children develop in multiple contexts, including their local neighbourhood. Neighbourhood-built environment characteristics, such as housing, walkability, traffic exposure, availability of services, facilities, and parks, are associated with a range of health and wellbeing outcomes across the life course, but evidence with early years’ outcomes is still emerging. Data linkage techniques were used to assemble a dataset of spatial (objectively-measured) neighbourhood-built environment (BE) measures linked to participant addresses in the 2015 Australian Early Development Census (AEDC) for children living in the 21 most populous urban and regional Australian cities (n = 235,655) to help address this gap. This paper describes the methods used to develop this dataset. This linked dataset (AEDC-BE) is the first of its kind worldwide, enabling opportunities for identifying which features of the built environment are associated with ECD across Australia at scale, allow comparisons between diverse contexts, and the identification of where best to intervene. National data coverage provides statistical power to model real-world complexities, such as differences by city, state/territory, and remoteness. The neighbourhood-built environment can be modified by policy and practice at scale, and has been identified as a way to help reduce inequitable early childhood development outcomes.
... Nevertheless, previous studies reveal a strong preference for detached houses both in Australia and overseas (Balestra and Sultan, 2013;Mulliner et al., 2020;Rid and Profeta, 2011). Based on interviews of residents of Brisbane, Willing and Pojani (2017) show that the preference for a detached house is common across families, empty nesters, and young single potential buyers. Based on a choice experiment survey in Utah, Liao et al. (2015) generally find strong preferences for traditional low-density detached houses, even though they found that individuals who appreciate social heterogeneity prefer higher-density development options. ...
... In terms of private yard attractiveness, Helfand et al. (2006) found that individuals in southeast Michigan, the United States, preferred well-designed yard areas that incorporated ecologically beneficial native plants over traditional yards that were dominated by lawn. Willing and Pojani (2017) highlight the importance of private outdoor spaces and find that very few residents of detached homes in the suburbs of Brisbane would be willing to forego their private spaces. ...
... Older residents, in particular, may prefer having access to shared private spaces for socializing (Ossokina et al., 2019). For families in Brisbane apartments, preferences for access to enclosed communal front yards as children's play spaces have been identified (Willing and Pojani, 2017). Marcus (2003) reviews shared outdoor spaces in higher density housing developments in California and notes that having clarity that the space is not public (i.e. by being bounded by dwellings or signage at entry points), ensuring dwellings have private patios or balconies as buffers between their residencies and communal areas and having play equipment and paths are key criteria to having successful open spaces. ...
Without the designing and implementing of water sensitive housing designs, unplanned infill developments could have a substantial adverse effect on the natural environment. Water sensitive housing options could help meet housing demand while minimising the environmental impacts associated with typical infill development. However, whether the market will accept these designs is not known. In this paper, we assess people's preferences for different dwelling options in Adelaide and Melbourne. In both cities, infill is a dominant type of housing development. We use an economic non-market valuation approach, a discrete choice experiment, to understand owners' and renters' preferences for a set of attributes associated with a dwelling. It has been found that people have a very strong tendency to prefer their current dwelling and prefer house and townhouse dwelling types compared to apartments. Access to ‘high’ quality private outdoor space is preferred compared to a ‘minimal’ level. They also prefer covered-secured parking. However, there are low (or negative) preferences for a high level of shared amenity, except for renters in Adelaide. The results suggest that infill markets will be most successful in achieving water-sensitive outcomes if adopting detached dwelling styles with covered-secured parking with high-quality private outdoor space.
