Sustainable Integrative transport solutions

1. Sustainable Integrative transport solutions Richard Gordge CSIR Transportek, PO Box 320, Stellenbosch, 7599, South Africa E-mail: rgordge@csir.co.za Tel: +27 (0) 21-888 2611

2. Overview A wide range of policies, programmes and incentives must knit together as an effective toolkit to address the challenge of ensuring sustainable transport futures. This brief presentation outlines some key issues and ideal outcomes in regard to transport solutions, which are beginning to form the planning blueprints in our metropolitan areas. More specifically attention is focussed on a range of objectives and actions to be carried through by the entire spectrum of stakeholders, which would create a shared responsibly for our transport and cities’ futures.

3. Transport Impacts • Lifeline for Interaction • Individual ideals v optimal system • Private travel the least efficient response • Urban Form impacts on transport systems

4. 80 70 R = 0.6704 60 50 40 Transport % Work Trips by Public 30 World Cities 20 10 Log. (World Cities) 0 0 50 100 150 200 250 300 350 Metropolitan Pop. Density (persons/ha) WorldwideComparisons 2

5. A Tale of Two Cities Cape Town Metro. 39 persons/ha

6. South African Context • Very low densities and forced dislocation • Integrated transport and land use not promoted • Growth in informal market / para-transit • Rich/Poor Dichotomy • Lack of capital investment and funding constraints

8. d7 d6 d7 d6 d4 d8 d5 d5 d8 d3 o1 d2 d3 d2 o1 d1 d1 o2 o2 Disaggregated v Integrated Network Design d4 C1 C2

9. d7 d6 d5 d8 d3 d2 o1 d1 o2 Disaggregated - Current Networks • Single trip, very poor fleet utilisation, excessive waste. • Disaggregated services, duplication of routes. • Worker / commuter focus, not targeted to non working poor. • Extensive inefficiencies, x-inefficiencies, system inefficiencies, land-use transport inefficiencies.

10. d7 d6 d4 d8 d5 C1 d3 C2 d2 o1 d1 o2 Integrated – Future Networks ? • Backbone of high-capacity corridor services (build scale economies). • Integrated network, complementarity between corridor and feeder/distribution services. • Zonal fare system, able to target priority areas & individuals. Also network now provides broader range of services and destinations to cater for all trip needs. • Franchised services on corridors: improving internal efficiencies, improving system efficiencies, catalyst for greater densification and land-use/transport integration.

11. NLTTA principles • Public transport should be affordable and achieve: • Mode integration • Cost efficiency and service quality • Optimal allocation & utilisation of resources • Customer focussed • Least harmful to the environment.

12. NLTTA PrinciplesAchieve efficiency in land transport through integrated planning • Public transport to be given higher priority than private • PT to be planned on basis of mode integration • Investment in infrastructure to promote economic, financial, technical and environmental sustainability

13. NLTTA PrinciplesLand use functions must be integrated through • Co-ordination of institutional functions • Corridor development • Densification and infilling • Transport planning to guide land use and development planning

14. Western Cape Transport PolicyEnvironmental Sustainability • All urban transport plans objective to reduce or stabilise travel esp. petrol driven • Reduce trip lengths • More efficient urban structure • Greater PT share • Environmentally sensitive forms of propulsion • Review basis of licence fee from mass to engine capacity

15. Western Cape Transport PolicyIntegration between transport and land use • Strategic consideration of roles to achieve efficient, effective and equitable system. • To do this need policies on containment, densification and mixed land use leading to fundamental restructuring of land use to reduce travel demand • Land use plans must be subject to approved LUTPF

16. Integrated Transport: Stakeholders Companies Central Gov. Local Authorities Individuals

17. Central & Provincial Government • Overarching policy and strategy to deliver integrated transport-land use solutions • Establish the planning and institutional frameworks • Guide planning and implementation at all levels • Prioritise expenditures • Allocate funding according to appropriate impacts • Constrained by, public expenditure limits, funding legislation, capacity for implementation

18. Central & Provincial Government • Balanced policy of restraints & incentives for commuter travel • Restraining non-optimal transport decisions • Congestion pricing • Fuel levies • Developer Contributions • Incentives for most efficient response • Subsidisation of most effective, least cost public transport • Tax incentives for companies with energy-optimizing transport policies

19. Local Authorities • Clear, bold, realistic integrated transport plans • Improve road congestion management, e.g.: • Improved local road design • Improved incident management • Parking restrictions • Streamline and prioritise public transport • Upgrade & market public transport (develop a realistic choice) • Design NMT friendly towns and cities

20. Features of UK Local Transport PlansIntegrated package of measures • Upgrading of prime mover, typically heavy rail • Development of Intermediate Modes (BRT & light rail) • Bus quality partnerships and bus priority schemes • Park and ride – bus, heavy rail and light rail • Extensive Travel Demand Management – including traffic management, parking policies and company travel plans • Travel Education – including promotion, travel awareness education, marketing and better information.

21. Companies • Develop positive policies on: • Telecommuting • Flexitime (staggered working hours) • Compressed working weeks • Promote formation of sustainable transport via: • NMT promotion • Preferential parking for car sharers • In-house information (e.g. website, bulletin board) for car share information) • Green Plans (in association with LA’s)

22. Grading Transport Modes Aim to encourage employees to HIGHEST Walk travel to work by the greenest method of transport that they reasonably can. Bicycle Public Transport Car Share Motorcycle LOWEST Single Occupancy Vehicle

23. BOOTS, Pfizer: Case studies Successfully reducing private car use through company based initiatives • Pay influenced, points allocated / deducted based on JTW mode. • Car share scheme- priority parking • Subsidized shuttle buses for station as well as other • Travel access plan and staff education on environmentally friendly transport • Promoting cycling by providing bicycle sheds, showers & lockers • Green plans creates basis for negotiation with LA’s

24. Individuals • Consider your trip impacts • Choose public over private transport • Choose non-motorised over motorised transport for short trips • Form lift clubs • Form groups to influence local authorities (e.g.to provide pedestrian and cycling facilities where applicable) • Form groups to negotiate flexi-hours etc with companies

25. Conclusions • Simply projecting trends SA’s indicates unsustainable transport future • Putting public transport first creates the backbone for sustainable transport development, funding must reflect this • Viable alternatives to private travel are necessary • NMT to be promoted at every opportunity • Integrated land-use & transport planning and management • Comprehensive buy-in, including individuals and companies, a pre-requisite • Well researched development projects creates the energy, insight and learning for more fundamental change