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Notes
1. James and Brög (Citation2003) report an existing mode share by trips for metropolitan Perth in 2000 of 80 per cent car, 5 per cent public transport and 15 per cent non-motorised modes with a slight trend to greater car orientation since 1986. The difference to Kenworthy and Laube's figures appears to be due to variations in the methodology of data collection. This article uses Kenworthy and Laube's data in order to provide comparability to the Melbourne figures cited further below.
2. Melbourne 2030 refers to this policy element as 20/2020, indicating that a 20 per cent share of public transport among motorised trips should be achieved by 2020 (up from 9 per cent in 2001). The document makes mention of figures indicating the ratio between all modes in other sections, from which the modal split target given in the text has been derived.
3. Newman (Citation2003) defines a viable, transit-oriented activity centre as a 10-minute walkable catchment around a central public transport access point with a minimum of 10 000 activities (residents plus jobs). Assuming a 10-minute walk accesses an 800-metre radius (200 hectares), a minimum activity density of 50 residents plus jobs per hectare emerges. Most current greenfield development only achieves an activity density of 35 per hectare, and falls far short from providing sufficient jobs to even theoretically serve the employment needs of the local residents (Buxton & Scheurer, Citation2005).