Transit Oriented Development in the city region; a dream?

2. Transit Oriented Developmentin the city region;a dream? Reindert Augustijn Team manager traffic and transport Stadsregio Arnhem Nijmegen

3. City region From: Nota Ruimte - Ministry of Housing and Spatial Planning, 2004

4. TOD at what level? What should be the size of a TOD region?

5. the City Region Arnhem Nijmegen • 20 municipalities • 720.000 inhabitants • 2 large cities (Nijmegen 160.000 and Arnhem 145.000) • 18 smaller towns and villages (from 8.000 to 45.000 inhabitants) • 1.000 square km surface • within the province: Urban Network with specific problems & challenges

6. the City Region 1950 the City Region 2010 From: Hybrid Landscapes - Must, 2004

7. Objectives of regional cooperation • TRAFFIC AND TRANSPORT • provision od public transport (legal task),infrastructure, trafficmanagement • HOUSING • coordination in quantities and differentiation in price and quality • ECONOMICS • coordination industrial & office sites, regional branding, labour market • SPATIAL PLANNING • coordination of the Regional Plan (not a legal task)

8. Facts and figures • Inhabitants 720.000 • Cars 320.000 • Bicycle >720.000 • Modal split public transport about 18% (trips) 20% (km’s) • Modal spit bicycles about 30% (trips) 5% (km’s) • About 100.000 train trips daily • Railwaystations 20 (2 intercity stations) • 115.000 bus trips daily • Busstops 1.750 (85 with DPIS) • Bushours 800.000 yearly • Revenues bus about € 38,5 million • Subsidy bus about € 33,5 million

9. formal cooperation (institutions) • regional board: with 6 political members from different city/town boards and a chairman • regional council: from every city/town one or more city council members • regional council: decisions by majority • meetings of aldermen on specific topics: frequently • regional civil service (40) working daily with local civil service

10. Regional Plan

11. Integrated approach on spatial and transport planning Integration between: spatial/urban development; • 2010-2020 26.000 new dwellings (appartments and houses) • focus on Vinexlocations (new residential areas) in central area of region • usage of industrial areas and office sites • developments around (public) transport nodes (no specific TOD policy but development around ‘the S (rail) line’) transport sollutions; • tarmac agenda • cycle highways • traffic and mobility management • development public transport infrastructure • public transport concessions

12. Transport and traffic planning approach: 1. integrated spatial and transport planning; 2. pricing (chipcard and fees); 3. mobility management (behaviour); 4. improvement of public transport and cycling paths; 5. (dynamic) traffic management; 6. improvement of infrastructure; 7. construction of infrastructure.

13. Spatial development directions

14. Main infrastructure projects

15. City Region Rail back bone of public transport

16. Too much ambition? What kind of TOD is suitable? Is TOD possible when there is a surplus of office sites? Is TOD possible when the impact on property value is difficult to measure? Is there enough space to develop in built-up areas?

17. Numbers of passengers per station

18. Public transport tender 2013 • One of the largest concessions in Holland • € 1,0 billion • Duration 10 years • Three modalities (bus, bus+ and train) • Development of transport nodes • Coordination with housing • Coordination with industrial sites • Development of infrastructure • Agreements with municipalities (PPA’s) • Interaction with other companies and knowledge centres

19. Openbaar vervoer 2013-2022 • Breng Direct • Breng Buurt OV concessie

20. The dream of an integrated concession died..1. Financial crisis and other/not familiar business cases 2. Risks considerd to be too large3. Too much ambitionlong live the dream........1. More vision on development of Public Transport nodes2. Working on public-public agreements (but still weak)3. Public available PT/SD model

21. Public Transport/Spatial Development model

22. 16 reports on transport nodes2013

23. Transport nodes! Accessibility and spatial development at public transport nodes

24. Public-Public Agreement • Municipality: Development of housing industrial area and local infrastructure • City region: Development of railway station and train and bus services and P+R and parking for bikes • Together looking for solutions (network/consensus approach instead of top down approach like ABC principles) • Possibilities not yet utilised Node Zevenaar Oost

25. Visual railway station Westervoort

26. Lessons learned • Be careful with raising expection • But give space to dreams, ambitions and innovative ideas in the early stage of the process • Check technical and financial possibilities and impact on other processes with the relevant authorities • Scope at the right time and arrange delivery management with clear responsibilities • Work with reliable govenance structures and feasable finance models • Involve knowledge institutes in all phases

27. Challenges • Get more understanding on financial and development possibilities of region, state en private parties • Divide risks on basis of knowledge of each others business cases • Create shortage of office sites and housing areas and enough development space around transport nodes • Synchronise and integrate spatial and transport planning cycles • Adjust governance and finance models for further integration of transport and spatial planning