Impact of Transit Oriented Development on Public Transport: Case Cornubia

Investigate the influence of Transit Oriented Development (TOD) factors on the public transport system, including improved public transport density, mixed-use design, and pedestrian-friendly infrastructure. This paper explores the theoretical application of TOD in urban planning with a focus on the Cornubia Boulevard modeling. Lessons learned suggest that TOD and public transport support each other, although modeling tools may be inadequate in capturing their full potential. Application of TOD originated in the 1970s/80s in the USA and has seen recent implementation in South Africa. Various influence factors of TOD such as public transport density, mixed-use design, and walking networks are discussed, with an emphasis on transportation assessment factors like trip generation, modal split, and economic impacts on individuals.

• Transit Oriented Development
• Public Transport
• Urban Planning
• TOD Factors
• Transportation Assessment

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1. SATC 2019 TO D or not to D, that is the question (Possible) Impact of Transit Oriented Development on Public Transport Case Cornubia 10 July 2019 Pieter Onderwater Pieter.onderwater@hatch.com

2. Pieter Onderwater (1962) Education: 1980 1988 Technical University Delft: MSc Civil Engineering Traffic & Transport: PT/Rail Planning 2017 now University of Cape Town: PhD on Rail Planning Work: 1988 1989 Swiss Railway Company, University Delft 1989 2001 Goudappel Coffeng T&T Consultancy 1992 2006 Municipalities of The Hague and Rotterdam 2006 2011 DHV Consultants Rail, the Netherlands 2011 2013 SSI / Royal HaskoningDHV, South Africa 2013 2018 SMEC, South Africa 2018 now Hatch Africa Lecturing: 2000 2010 Deventer, Utrecht techikons, Twente University, the Netherlands 2012 now University of Cape Town 2017 now University of Namibia

3. Objective and Methodology Objective of this paper: 1. Investigate the influence on the PT system, of the main TOD factors: Improved Public Transport Density Mixed-Use Pedestrian friendly design (others) 2. Theoretical Application: Transit Oriented Planning 3. Case Cornubia Boulevard Modelling 4. Lessons learned TOD and PT support each other Modelling tools are inadequate

4. Application of TOD TOD concept originates from 1970/80s (USA) (Naturally) applied in Europe Urban development Opportunities for planned dev. Attracts new urban dev. Requires T&T network Spare capacity T&T network High quality T&T network TOD in South Africa, only in last decade 2006 Wilkinson published on it, at SATC 2011 National Development Plan Then included in (some) local planning policies Recently several researchers, SACN, PhD/MSc students

5. Influence Factors of TOD Influence factors Cervero (1990s) Southern Africa Cities Network (2010s) 3 D 8 aspects 1. 2. 3. 4. Improved Public Transport Density Diversity = Mixed-Use Design = Walking network and facilities / Public Realm (Cycling) (Regulating parking, car use, traffic management)

6. Transportation Assessment 1. Trip Generation Work, school, other activities, shopping, social, leisure Distribution Modal Split Walk, Private Transport (Car, Cycle?) Public Transport (minibus, bus, train) Assignment Routes PT operations Activity 2. 3. Travel Transport 4. Traffic Individual economic assessment, budgets: money, time, effort. If quality of transportation system is insufficient, then: Other mode: Car PT ( cheaper P mode) Walk Different distribution, other (sub-optimal) activity closer by Not make the trip at all Impacts on Economic and Social activities

7. 0. Traditional Planning 0. Traditional Land Use = segregated activities, low densities Traditional PT = unscheduled, low Quality Level of Service Often direct services, but in-frequent, slow Long PT trips Small PT units (most efficient) still inefficient, expensive Only attracts Captives Spend a large proportion of money, time, effort on Transportation

8. 1. Improved Public Transport 0. Traditional Land Use and PT 1. Improved PT = IPTN = Trunk and Feeder + Some PT improvements: scheduled, frequent, fast (dedicated infra) Still long PT trips, long walking distances from stations / or Feeders Inefficient PT: one-directional, unevenly used, expensive / subsidy Hardly attracting Choice Users Walking / Feeder cost too much time, effort

9. 2. Higher Density 1. Improved PT = IPTN 2. High Density + More improvements on PT service, better used. PT operations still one-directional, and inefficient Still long PT trips, long walking distances from stations Still not attracting many Choice Users

10. 3. Mixed-Use 2. High Density 3. Mixed-Use Density + Closer Origins and Destinations, some at walking distance + Shorter PT trips, bi-directional + More efficient PT: more evenly used and bi-directional Design Public Spaces for Pedestrians + Right Development Mix: Offices, Facilities, Retail, Leisure + Pleasant walking attracting Choice Users 4.

11. Additional Benefits of TOD With High Density and Mixed-Use: smaller catchment area, for activities to be self-sufficient more activities in reach of population = higher accessibility Origins and Destinations close by, around the corner More walking trips, less Car and PT Also activity / trip- chains in lunch-time or after work (off-peak) Pedestrian friendly environment Pleasant place to live, work, play Attracting additional activities / trips also in off-peak PT and NMT support each other Road network can t handle high densities, but (as with PT) mixed densities make road network more efficient Also consider mixed-use Parking More economic / social activities more PT use modal shift higher land value

12. Case Cornubia Cornubia is a new development, north of Durban Along Improved PT Corridors: C9 = Umhlanga Cornubia Phoenix Bridge City C8 = Durban Umhlanga Cornubia Airport Plus additional Local PT routes Dense Mixed Design First developments already had higher densities First plans were only partly mixed higher in recent plans Cornubia Boulevard is well mixed

13. Support by Modelling Modelling results: Densification Higher Trip Generation Improved PT More PT trips, good Assignment on PT network Efficient PT system, station design, etc.

14. Modelling was inadequate However, current Transportation Models hardly cater for TOD assessments no impact shown of mixed-use (less trips) no results for off-peak 1. Fixed Trip Generation 2. Same Distribution function based on historic (traditional) planning little impact of mixed-use manual fixed impact of improved PT policy parameter = wishful thinking 3. No Modal-Split function OK 4. Assignment

15. Conclusions and Recommendations TOD Impact of TOD elements works differently for Captives and Choice Users more off-peak trips, shorter trips, modal shift, more efficient PT PT % Low Inc Mid. Inc High Inc Trad. +Impr.PT +Dense +Mix +Design Recent planning for Cornubia Boulevard includes all TOD elements Include TOD in more areas in Cornubia, elsewhere (where applicable) Improve Modelling tools: 1. Flexible Trip Generation, depending on Quality of transportation, off-peak 2. Distribution function, based on Accessibility of activities 3. Modal Split, based on Generalised Costs (money, time, effort) OK

16. Discussion So, the questions was: And the answer is: TO D or not to D ? TOD ! Any other questions ? Pieter.onderwater@hatch.com .