Working Paper No. 1: Station Precinct Selection
Curtis & Mellor
Station Precinct Selection Carey Curtis Roger Mellor
IMPACTS OF TRANSIT LED DEVELOPMENT IN A NEW RAIL CORRIDOR
WORKING PAPER No. 1 September 2006 Curtin University of Technology
1
© Carey Curtis and Roger Mellor Urbanet Department of Urban and Regional Planning Curtin University http://urbanet.curtin.edu.au/
Copyright protects this material. Except as permitted by the Copyright Act, reproduction by any means (photocopying, electronic, mechanical, recording or otherwise), making available online, electronic transmission or other publication of this material is prohibited without the prior written permission of the authors.
2
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
Contents 1
Introduction............................................................................................ 4
2
Station Precinct Selection...................................................................... 5
3
Establishing Precinct boundaries ........................................................ 11
4
Planned Development Changes within Station Precincts .................... 16 4.1
Cockburn Lot Phasing and development .......................................... 16
4.2
Bullcreek ........................................................................................... 20
4.3
Wellard Lot Phasing and development ............................................. 20
5
6
Station Precincts: Socio-demographic information .............................. 22 5.1
Children ............................................................................................ 22
5.2
Seniors.............................................................................................. 23
5.3
Dwellings .......................................................................................... 23
5.4
Workforce ......................................................................................... 23
5.5
Car ownership ................................................................................... 23
5.6
Income .............................................................................................. 23
5.7
Travel to work ................................................................................... 24 Station Precincts: Population and Households by travel zone (2001) . 26
7. Appendices: ............................................................................................... 27 Appendix 1: Precinct Boundaries - Measurement Details........................... 28 Appendix 2: Area maps showing feeder bus networks after rail service commencement. ......................................................................................... 37 Appendix 3: Maps showing proposed development. .................................. 40 Appendix 4: Station Precinct maps showing census collector districts ....... 45 Appendix 5: Station Precincts: 2001 Census items ................................... 48 References..................................................................................................... 58
3
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
1
Introduction
The objective of the research project is to measure the behavioural responses of both resident households and local businesses to emerging transit oriented development (TOD) precincts associated with the development of the new Perth to Mandurah railway.
The emerging TOD precincts present differing development opportunities and patronage potential. At one end of the spectrum is the station precinct which acts primarily as an origin station or transit interchange (rather than a destination station), the focus here is on achieving a high level of accessibility by car and feeder bus with no attempt to plan for land uses designed to act as a trip attractor. At the other extreme is the station precinct which is designed around the concept of transit oriented development, here the focus is on creating a land use mix and density which will serve as a strong trip attractor, the access will be mainly by foot rather than car. Other stations fit between these two extremes and present features of each. These present a spectrum of design choices of interest to land use and transport planners.
There is agreement by most researchers that urban form has an impact on travel behaviour, but research on the extent of this impact is inconclusive and there is no consensus as to the ideal urban form (Hickman and Banister, 2002; Sorenson, 2001; Williams et al, 2000). Locally there is debate about how the urban design choices of the station precincts affect travel behaviour. There is an interest in understanding how different precinct types result in different travel mode splits and what effect design choices have on boarding numbers. There are also questions about the extent to which urban form choices stimulate land use development, and if so of what type and variety, and whether different designs attract a wider range of employment opportunities.
4
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
2
Station Precinct Selection
The rationale for the selection of station precincts for the case studies is to represent each end of the spectrum of development or urban form choice and one station that lies in the middle of the spectrum. This enables the research to examine the above questions. Figure 1 illustrates the Perth to Mandurah Railway line; Table 1 provides general information on each station.
5
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
Figure 1. Perth to Mandurah Railway
(Hulst 2006)
6
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
Table 1: Station precincts: Southern Suburbs Railway Station
Generation
Perth Central
1
Esplanade
Trip Attractor
Transit 1
Land Use
interchange 2
st
No
Yes
CBD; Bus station
1
st
No
Yes
CBD; Bus station; Convention Centre
1st
No
No
Primarily residential; separated by freeway reserve; small strip retail / commercial nearby
Bullcreek
1st
No
Yes (610 car bays)
Murdoch
1st
Yes
Yes (1100 car bays)
1st
Yes
Yes (414 car bays)3 4 (928 car bays)
Success
2nd
No
-
Mandogalup
2nd
No
-
Residential separated by Freeway reserve Residential separated by Freeway reserve; Large park and ride interchange; Murdoch University; Private Hospital; proposed public hospital. Residential separated by Freeway reserve; Existing ‘big-box’ shopping centre; TOD planning in progress – town centre uses. Residential separated by freeway reserve Residential separated by freeway reserve
2nd
No
-
Residential separated by freeway reserve
st
Canning Bridge
Cockburn Central
Anketell Road Kwinana
1
No
Yes 4 (400 car bays)
Wellard
1st
Yes
No 4 (300 car bays)
Rockingham
1st
Yes
No 4 (700 car bays)
Warnbro
1st
No
(700 car bays)4
Stakehill
2
Karnup
Close to Freeway access – distant from Kwinana Town TOD planning currently under construction – includes residential, town centre main street, private school. Residential – distant from regional centre – connection via proposed bus transit system. Residential
nd
No
-
-
2
nd
No
-
-
Lakelands
2nd
No
No
Residential
Gordon Road
2nd
No
Yes
Industrial; Park and Ride
Mandurah
1st
Yes
Yes 4 (700 car bays)
Terminus Station; TOD planning underway
1 Denotes the potential of this station to achieve balanced patronage flows in the am peak. 2 Stations with a high volume of car parking feeder buses, interchangeable with other rail lines. 3. Park and Ride only; Landcorp Locality Plan 4. (Draft Cockburn Central Town Centre parking Strategy 2005) 5. (PTA 2006)
7
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
From this list the following stations met the research requirements: Bullcreek; Cockburn Central; Wellard. Details of their particular features are shown at Table 2. Bullcreek and Wellard represent the opposite ends of the spectrum of development choices. The primary focus at Bullcreek is as a transit interchange. The station caters for a high volume of car access (610 car parking bays at grade located within the 5 minute walk zone) and a feeder bus system along Leach Highway serving the surrounding suburbs. See appendices 2, map 2 for the Bullcreek station proposed bus network. Bullcreek station lies at the intersection of a primary distributor road (Leach Highway) and the Kwinana Freeway. The freeway reserve, at its narrowest point is approximately 100m wide, although at the off ramps at Leach Highway this distance increases to approximately 500m, effectively constraining the opportunity for development of a pedestrian scale mixed use precinct within close proximity of the station. At present there are no plans to promote such development.
At Wellard Station the design objective is to mirror TOD and new urbanist principles.
In
the
USA
New
Urbanism’s
Charter
emphasises
“the
reconfiguration of sprawling suburbs into communities of real neighbourhoods and diverse districts” as well as “coherent” metropolitan planning (CNU 1996; Katz 1994). In a British context the current “urban renaissance” policy emphasises the role of urban villages and public transport linked neighbourhoods centres in the creation of a more compact, poly-nuclear city (Urban Task Force 1999) and in re-configured, higher density greenfield, and especially brownfield development. The aim at Wellard is to develop a mixed use ‘Main Street’ centred on the station surrounded by higher density residential development.
The street network is designed to give a good
pedestrian environment and features 4070 m2 of retail space and residential apartments (10 one bedroom units and 13 two bedroom units) above the commercial activities. Appendix 3, Map 18 details the Wellard village town centre [NB. Confidential Map - deleted from this text]. Appendix 2, Map 13 for details of the proposed feeder bus network [NB. Confidential Map - deleted from this text]. 8
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
The Cockburn Central precinct sits between these two extremes of development choice. It features aspects of both Wellard and Bullcreek. It provides for high car access (414 park and ride car bays and an estimated 928 car parks for the exclusive use of commercial premises) and the dissection of the precinct by the freeway reserve. Like Wellard current plans are to create a mixed use town centre development centred on the station. Floor space usage estimates for the town centre are not available at this time, but broadly, the plans are to create a multi-functional Town Centre, providing a range of recreational, commercial, entertainment and cultural facilities. Details are yet to be confirmed regarding residential component of the town centre. There is an existing suburban shopping centre designed in big-box centre style. Cockburn Central is of particular interest in the Perth context, many existing stations along the northern suburbs railway line share similar features, or offers the potential for such redevelopment. Cockburn Central provides the opportunity to understand the effectiveness of such design in transport and economic terms. See appendix 2, map 13, for proposed feeder bus network [NB. Confidential Map - deleted from this text]. The draft Cockburn Central Town Centre Parking Strategy (2006) indicates that a total of 928 non-residential parking bays would be required. These are required exclusively for the town centre. The total of all parking within the town centre precinct is an estimated 1342 bays. Appendix 2, maps 15 and 16 [NB. Confidential Map - deleted from this text] detail the Cockburn Central Development.
9
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
Table 2: Selected Station Precinct Features Distanc e from Precinct
Description
Perth CBD (km)
Estimated travel time by train (minutes)
Approximate
Expected
Car Parking
boarding’s
capacity
per day
1
Service frequency
Other
– peak (minutes)
Local feeder buses running along Leach Highway provide the public transport
Bullcreek
Transit Interchange
connection to the station 12.1
9
610
3100
5
by emptying on an elevated bus transfer concourse situated over the Kwinana Freeway on the southern side of Leach Highway Adjacent to proposed sub-regional Centre
Cockburn Central
Transit Interchange
2
21
16
414 3 928
5460
5
demonstrating some design attributes of Transit Orientated Design Not situated in the centre of the Kwinana freeway. Wellard has been
Transit
Wellard
Orientated
39
29
300
Development
Not projected
subdivided into small lots 10
with the primary focus of increasing housing densities around the station.
1. Travelling from station only, return journey not taken into account 2. Park and Ride only 3. Commercial parking only (Draft Cockburn Central Town Centre parking Strategy 2005) (PTA 2006)
10
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
3
Establishing Precinct boundaries
The boundaries of each precinct were defined in relation to the potential accessibility of residents to the station. Expert knowledge derived from locally based empirical data (Perth and Regions Travel Survey) suggested that householders living within a five minute drive to the station may access the station by car (as driver or passenger). Beyond a five minute drive the greater the transfer penalty, therefore the increased likelihood the householder will make the whole journey by car. The five minute boundary also offered the best opportunity for ‘fit’ relative to adjoining station precincts. In locations where the five minutes drive boundaries overlapped adjoining station precincts the boundaries were adjusted generally using the half way point with the closest major road or psychological marker as the boundary.
Map 2. Bullcreek Station Boundary consolidation
Base Map (Lawrence 2006)
11
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
Map 3. Cockburn Central Station Boundary consolidation
Base Map (Lawrence 2006)
12
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
Map 4. Wellard Village Station Boundary consolidation
Base Map (Lawrence 2006)
Within the five minute drive boundary actual walk boundaries were established by measuring walk times from the station centroid. This enables questions about the preparedness to walk to the station to be examined during the survey. There is debate about how far individuals are prepared to walk to a station; clearly this has implications for precinct planning. The common rule of thumb used by urban planners in Western Australia is either 400m or 800m, representing either a 5 minutes or 10 minute walk, depending upon the strength of attraction of the destination. The notion of a 400m walking catchment can be traced from early neighbourhood concepts. First introduced by the British Ministry for Town and Country Planning in 1943, the neighbourhood was a 400 metre precinct intended to provide only those facilities needed for daily convenience (Stephenson, 1992). Gehl suggests 400m as the "acceptable walking distance for most people in ordinary daily situations" (Bostardens Grannskab, 1972, cited in Gehl, 1987, p.139). A British Transport Road Research Laboratory study suggests that 600m is the optimum range for walking (Dickens, 1975).
This research can test the
optimum walking distance in the Perth context. 13 Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
Walking boundaries will be used in this research project to stratify the household travel surveys. By establishing 3 zones around the stations that are reflective of the actual times taken to walk to the station, the survey can be stratified to capture a sample from within each of the zones. Five, 10 and 15 minute walk distances were mapped (See maps 2, 3 & 4 – showing travel zones and street names). Station construction required that a datum be set and used as a starting point.
In most cases this datum was established
through a real-time walk, although limitations in accuracy were noted due to adverse walking conditions such as soft sand due to unpaved roads. Traffic control lights allowing for pedestrian crossings, in some instances, were adjusted to suit the current construction situation. Accessibility was restricted in all precincts due to construction work.
Measurements will need to be
verified at year one, once pedestrian, traffic and parking infrastructure construction is completed.
In establishing the drive time boundary times were taken from the main carriageway closest to the station. Boundaries indicated on the precinct maps are therefore not inclusive of time taken to drive through the parking zones or time delays arising from traffic lights feeding into the main carriageways. Drive times need to be re-assessed once stations are functioning.
It is appropriate to have an understanding of both peak and off -peak travel times to each station as increased congestion could affect the function of each of the stations differently. All off-peak drive time surveys were undertaken in well-lit dry weather under normal driving conditions.
Drive times were
assessed applying the prescribed speed limit or slower due to traffic conditions. Driving was restricted to the left lane except to pass busses at bus stops. Off peak travel times were measured between 10.00am and 3.00pm on either a Tuesday or Wednesday in April during a regular working week, not during school holidays. It is acknowledged that peak travel times would be affected by congestion created around transit interchanges and the major road junctions in which the stations are located. 14
All survey times were
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
established driving away from the station locations and subsequently away from the increased congestion caused by the major road junctions. To establish a boundary that was representative of a journey towards the station during peak traffic, initial boundary marks were used as a starting point for the reversed journey, simulating a journey to the station.
Each time the
designated journey time expired before reaching the station, the boundary was reduced until the starting point resulted in a 5 minute drive to the station.
15
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
4 Planned Development Changes within Station Precincts Two of the three station precincts will yield new housing lots during the project duration. There will be a significant increase in housing lots within the Wellard precinct and proposals for a new town centre at Cockburn Central include housing lots, although currently, numbers of proposed dwellings are not confirmed.
Cockburn Central has significant proposals from the Fire and
Emergency Services of Western Australia (FESA), Western Australia Police (WAP) and Department of Housing and Works (DHW), each proposing to develop a single lot.
4.1
Cockburn Lot Phasing and development
The Cockburn Central Town Centre is being developed adjacent to the train station. Development plans for the western side of the rail development are for a townsite of mixed use development and residential. The development will include a Town Square which will provide the focal point of the development.
The precinct also incorporates Park and Ride facilities to
facilitate commuters choosing not to utilise the feeder bus services.
The
development is in two stages. Stage One incorporates the town square area adjacent the new railway station and running south to Beeliar drive. Stage Two concentrates on the area to the northwest corner. Map 5 details the staging of Cockburn Central [NB. Confidential Map - deleted from this text]. Lots 3, 4 and 11 are considered Prioritised Town Square Lots. These are flagged for early development, to enhance the rail station development by providing the necessary services.
The development also includes a proposal by FESA to develop a 6000 square metre office building on lot 14 and 15.
The WAP has also proposed a
development on lot 15. Currently neither development is confirmed. Lot 10 has been proposed as public car parking although at this time, it had not been finalised. DHW has expressed interest in lot 10 for an affordable housing initiative, although this has not been confirmed. DHW acknowledged that it 16
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
would be required to allow for commercial activities on the ground floor due to lot 10 being part of the prioritised town square lots. See Map 6 Cockburn Central Master plan for lot layout. The City of Cockburn has proposed a $400 million sports stadium be located adjacent to the Cockburn Central townsite. If successful, it has the potential to act as the catalyst for stimulating activity within the town centre. See map 7 for overall layout of Cockburn Central and surrounds. (See also Appendix 3, map 15 - City of Cockburn structure plan for Cockburn Central)
Map 5: Staging of Cockburn Central [NB. Confidential Map - deleted from this text].
17
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
Map 6: Cockburn Central Master Plan
Station
NB. Not to scale
18
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
Map 7: Overall Layout of Cockburn Central
NB. Not to scale
19
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
4.2
Bullcreek (CONFIDENTIAL information blacked out)
Bullcreek is an existing established suburb limiting the scope for development around the station. The City of Melville has reviewed their Local Planning Strategy (LPS) which is due to be advertised early in 2007. The LPS details the rezoning of the areas around the station from R20 and R25 to R40. The Air Force Memorial Retirement Village on the south eastern corner of the station would be zoned R60. The plan has been favourably accepted by the council, although a recent “dialogue with the city’ raised mixed views on density increases.
The council’s intention is to implement the density
increases around the Murdoch station before implementing them in the Bullcreek area. It is hoped that a positive result in the Murdoch area will lead to an acceptance of density increases in the Bullcreek area. The area proposed for density increases is established so increased, meaning that density increases would occur through private owners subdividing building lots.
4.3
Wellard Lot Phasing and development
Future stage releases place a significant number of new houses within walking distance of the station. Population has been forecast by the developer and is represented in table 3. Map 8 shows the Wellard Subdivision with the confirmed release stages, dates, and estimated population [NB. Confidential Map - deleted from this text]. Stages 13 and 14 will include a maximum 12 month building commencement clause.
Appendix 3, map 17 shows the
Wellard Village structure plan. Table 3: Forecast Population Growth at Wellard Village [NB. Confidential Data - deleted from this text].
date of settlement, not date of purchase based on an assumed ratio of building per lots sold, and accounts for an average of 18 months construction time. 2. population estimates weer a “best estimate” with consideration given to metropolitan averages and the higher than average people per household of surrounding areas NB Numbers in the cells rows accumulate. 1.
(Peet & Company, 2006)
20
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
Map 8. Wellard Staging Plan [NB. Confidential Map - deleted from this text]. NB. houses
Practical Completion – after civil construction is complete (and issue of titles) buyers can start building their
(Peet & Company, 2006)
21
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
5 Station Precincts: Socio-demographic information The three precincts vary in socio-demographic composition. Bullcreek is the longest established of the three precincts and is the closest precinct to the city. It has approximately the same total population as Cockburn, although the catchment is much smaller in Bullcreek. Both Wellard and Bullcreek have approximately 21 000 people in their catchments whilst Wellard has approximately 14600. Table 4 shows land density of each precinct. Table 4: Land density Precinct
Bullcreek
Cockburn
Perth1
Wellard
(SD 505)2
Central 21387
21285
14631
13399931
Area
12.55km2
35.66km2
18.57 km2
5386km2
Pop.
1704
596
787
258
Population
2
person per km
Density
2
person per km
1
Figure taken from ABS National Regional Profile;
2
Statistical Division relates to Perth metropolitan area.
2
person per km
2
person per km
(ABS 2001)
5.1
Children
Bullcreek is the oldest of the three catchments and has a proportionally lower number of children below 14 years than Cockburn and Wellard. Cockburn and Wellard share similar patterns of age distribution for children under the age of 14 although Wellard has slightly lower numbers of 0 – 4 year olds than Cockburn. Both have higher than metropolitan averages for children below 14 years.
22
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
5.2
Seniors
Proportionally, Bullcreek has 3.5 times the number of 65 years and over than Cockburn and twice as many 65 years and over than Wellard. Bullcreek also has the highest proportion of non-English speaking households.
5.3
Dwellings
Bullcreek has the lowest number of separate houses and the highest numbers of semi-detached housing. This may be attributed to four nursing/retirement homes being located within the Bullcreek precinct, including the large Air Force Memorial Estate Retirement Village.
Persons per Dwelling remain
near to the metropolitan average 2.4 for the three precincts.
5.4
Workforce
Wellard has a lower total labour force and a higher unemployment rate than both Cockburn Central and Bullcreek and the PMA. Wellard also has the greater proportion of one parent families, although the total number of families is the least of the three precincts.
5.5
Car ownership
Numbers of households without a car is highest in the Wellard area (9.4%) whilst the number in Cockburn is the lowest (2.5%) Wellard also has the highest number of one car households (40.5%) compared to Bullcreek (33.3%) and Cockburn (29.8%).
Cockburn has the highest two car
households (47.3%) whilst Wellard has the lowest (32.9%) Bullcreek has the highest three car households (18.4%).
5.6
Income
Weekly family incomes are highest in the Bullcreek precinct with 25% of family incomes over $1500 per week, 7.5% above PMA. Wellard for the same income bracket has 6.4% whilst Cockburn Central has 14.5% which is closest to the PMA of 17.8%. Cockburn has a higher proportion than the PMA in the middle to upper weekly family income brackets of $800 to $1500 whilst 23
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
Wellard’s median is the $300 to $500 bracket with another peak at $800 to $100, although the later only reaches the PMA.
5.7
Travel to work
Travel to work is generally consistent with the PMA, although Bullcreek proportionally higher levels of bus only (5.9%) compared to the PMA, Wellard and Cockburn that have rates around (3%) Telecommute rates are also proportionally higher in Bullcreek (5%) compared to Cockburn (2.5%) and Wellard (1.4%). It can be seen that there are distinct socio-demographic differences between the station precincts. A number of researchers underline the importance of distinguishing between the influences of demographic factors relative to urban form factors (Hanson, 1982 cited in Handy, 1996; Crane and Crepeau, 1998; Stead et al, 2000; Schwanen et al, 2001; Guiliano and Narayan, 2005). As a result it will be important to ensure that the household survey includes these items in order to enable control of these variables in subsequent analysis.
24
Urbanet Working Paper No 1: Station Precinct Selection Curtis & Mellor
Sept 2006
Table 5: Social Demographic Data BULLCREEK
PRECINCT
COCKBURN CENTRAL
WELLARD
PERTH (SD 505)
DEMOGRAPHICS
21387 8397 2.5
21285 7489 2.8
14631 5880 2.5
1339993 552006 2.4
4.1% 5.7% 8.3% 66.6% 15.4%
10.1% 9.2% 8.5% 67.7% 4.4%
8.5% 9.3% 8.5% 63.5% 10.3%
6.4% 6.9% 7.2% 67.3% 11.2%
0.4% 59.1% 36.9% 83.6%
2.1% 68.7% 26.4% 87.4%
3.7% 64.3% 29.3% 84.1%
1.5% 62.9% 31.2% 84.5%
78.5% 18.1%
84.4% 11.4%
89.2% 5.7%
81.2% 2.2%
72.9% 15.4% 4.9% 2.5 TOTAL DWELLING 8397
90.7% 2.7% 1.3% 2.8 7489
82.3% 4.4% 6.7% 2.5 5880
71.8% 12.0% 7.7% 2.4 552006
TOTAL POPULATION NUMBER OF HOUSEHOLDS AVERAGE PERSON PER DWELLING AGED 0 - 4 YEARS AGED 5 - 9 YEARS AGED 10 - 14 YEARS AGED 15 TO 64 YEARS AGED 65 AND OVER TOTAL INDIGENOUS AUSTRALIAN BORN TOTAL BORN OVERSEAS TOTAL AUSTRALIAN CITIZENS TOTAL SPEAKS ENGLISH ONLY TOTAL SPEAKS OTHER LANGUAGE TOTAL SEPARATE HOUSE SEMI-DETACHED HOUSE FLAT UNIT OR APARTMENT AVERAGE PERSON PER DWELLING
EMPLOYMENT 27.7% EMPLOYED FULLTIME PROFESSIONALS 27.7% TRADESPERSONS AND RELATED WORKERS 8.0% 4.2% INTERMEDIATE PRODUCTION AND TRANSPORT WORKERS MANAGERS AND ADMINISTRATORS 9.7% TOTAL LABOUR FORCE 48.2% HOUSEHOLD COMPOSITION COUPLE WITH CHILDREN 13.9%
9.6% 3.4% TOTAL FAMILY 27.4%
COUPLE WITH NO CHILDREN ONE PARENT FAMILY
30.5%
21.2%
28.3%
11.0% 16.4% 10.9% 4.5%
6.7% 17.8% 15.4% 2.7%
18.8% 12.7% 7.6% 7.1%
51.2%
40.3%
49.0%
15.5% 7.9% 4.3% 28.0%
11.7% 8.7% 6.0% 26.6%
12.3% 9.3% 0.5% 26.5%
62.6% 3.3% 44.1% 2.5% 2.5%
56.5% 2.8% 42.0% 2.1% 1.4%
58.3% 2.9% 41.4% 3.0% 3.8%
2.5% 29.8% 47.3% 16.4%
9.4% 40.5% 32.9% 10.6%
7.8% 35.9% 35.7% 14.9%
22.5% 25.3%
27.1% 16.2%
25.2% 41.9%
0.7% 3.7% 5.9% 5.8% 5.7% 6.3% 5.6% 12.7% 10.7% 13.9% 11.0% 4.5%
0.7% 8.8% 12.3% 10.5% 7.5% 7.7% 6.0% 10.0% 7.2% 7.5% 4.4% 2.0%
4.1% 7.2% 8.2% 7.2% 5.6% 6.1% 5.0% 9.9% 8.4% 8.6% 10.3% 7.5%
TRAVEL TO WORK
62.1% 5.9% 41.9% 1.5% 5.0%
CAR AS DRIVER TOTAL BUS ONLY TOTAL ONE METHOD ONLY MALES TWO METHODS TOTAL TELECOMMUTE TOTAL
CAR OWNERSHIP NUMBER OF HOUSEHOLDS WITH NO MOTOR VEHICLES 1 NUMBER OF HOUSEHOLDS WITH 1 MOTOR VEHICLE 1
NUMBER OF HOUSEHOLDS WITH 2 MOTOR VEHICLE
1
NUMBER OF HOUSEHOLDS WITH 3 MOTOR VEHICLE
5.5% 33.3% 38.8% 18.4%
EDUCATION LEVEL ACHIEVED
15.7% 42.9%
YEAR 10< YEAR 12
