The latest FACTBase 48 Bulletin by the Committee for Perth, called The Impacts of Employment Decentralisation on Commuting, examines the impacts of employment decentralisation and types of spatial organisation on commuting distances, patterns and travel times.
Some interesting points about Perth are that “The proportion of employees that have access to the CBD within a 45 minute drive commute is highest in Perth (93%) and Brisbane (54%), followed by Melbourne (45%) and Sydney (23%).
Access to the CBD within a 60 minute public transport commute is also highest in Perth (58%), followed by Brisbane (42%), Sydney (37%) and Melbourne (34%).
However in Perth, Melbourne and Brisbane, accessibility to employment by public transport and car is lowest for residents in outer suburbs where, in some locations, the share of jobs that can be accessed within 60 minutes by public transport falls below 1%.
The report found that decentralising metropolitan jobs from CBD and inner locations to middle and outer locations is promoted by planning and transport policy, with the primary aim of decreasing the distance between where people live and work.
In some decentralised regions, employment decentralisation appears to increase average commute distances. This is thought to be because dispersing jobs over a large spatial area can increase the total possible distance between where people live and work, thereby increasing the potential for excess commuting.
A recent examination of Fremantle’s perceived strengths and weaknesses by the Committee for Perth have come to following conclusion that make interesting reading:
The analysis confirms that Freo is unique. Fremantle’s strengths and weaknesses differ substantially to those of the wider metropolitan region and provide the capacity for genuine, high quality place-making, as well as opportunities for innovation.
It also indicates that, while perceptions are primarily accurate, regional population, infrastructure, commercial and economic growth over the past decade has altered Fremantle’s role in the wider metropolitan region – meaning that the regional influence of some of Fremantle’s strengths has changed and, in some cases, diminished.
Fremantle’s major strengths include the area’s unique heritage and cultural infrastructure and the Fremantle Port – which provide substantial opportunities for economic development and place activation. Other strengths such as tourism and hospitality are facing increased regional competition, yet have substantial capacity for growth; while the role of the city in the education and health sectors and its relatively high levels of human capital in key sectors could form the basis of a creative and knowledge economy.
Evidence suggests that Fremantle’s two major weaknesses are its recent low levels of economic growth and relatively stagnant population growth over the past decade. These weaknesses are linked to local and regional policy as well as changing patterns of regional investment and development – as a result, strategies to address them need to be regionally strategic, innovative and multi-pronged.
The final Future Freo report will be published on December 1, so stay tuned.
The FUTURE FREO project was launched in 2014 by the Committee for Perth and this is from their latest FactBase Bulletin 3- Where’s the Boom? Unpacking Fremantle’s Socioeconomic Structure:
Despite strong growth in median incomes between the period from 2004-05 to 2011-12, Inner and Outer Fremantle residents had median incomes that were $3,714 and $2,116 lower than the Perth/Peel average. Additionally, house prices in these areas were 1.7 to 2.2 times higher than the median Perth price of $490,000 and the area has seen an increase in the number of renters, who outnumber residents with a mortgage or homeownership.
Even when faced with these disadvantages, overall the Greater Fremantle region has a lower proportion of its population claiming both the Newstart Allowance and the Single Parenting Payment than in Perth and Peel.