Transport Analysis Zones (TAZs): Unit of theoretical spatial subdivision of the city for transport modeling and analysis. In the context of this Strategic Framework, TOD is seen as a planning, design and implementation approach that can be used to address inefficiencies in the urban form of the city. The first phase of the paper examines the integrated land use and transport inefficiencies prevalent in the city of Cape Town.
PROBLEM STATEMENT
Energy Consumption and Greenhouse Gas Emissions
Public transport such as rail, buses and minibuses, on the other hand (which transports almost half of all the city's passengers each day) consumes only 9% of all liquid fuel associated with passenger transport (Cape Town State of Energy Report, 2015). Based on the above indicators, it stands to reason that embracing TOD could significantly minimize Cape Town's footprint by encouraging a greater shift to public transport.
Cape Town Gini Coefficient 2001-2012
- Sprawling urban footprint
- Fragmented Governance
- Lack of integrated financial resources
- Sub-optimal relationship with the private sector
- Unsustainable user culture Key Challenges
- STRATEGIC INTENT
- DEFINING TOD
- Institute of Transport Development Policy: TOD Standard
- C40 Climate Change Leadership Group TOD Network
The intent of the TOD Strategic Framework is to create an implementation plan for TOD that will be adopted by the city both politically and administratively. The Comprehensive Land Use TOD Scenario is a representation of the TOD assumptions and principles included in the IPTN. The TOD Strategic Framework for the City of Cape Town is seen as a tool to implement TOD in Cape Town.
Property DEVELOPMENT
Investors
Government
Public and Private Motives for engaging in development Private Sector (Formal)
The main reason for involving the public sector in development is to promote the public good and provide basic services for all. However, due to the backlog created by historical decisions and policies that have in turn led to high levels of social inequality, the promotion of social justice has become a key motive for engaging in development (which is often reflected in prioritizing the short-term needs of the poor). Cape Town TOD Strategic Framework | 2 0 1 5 the private sector largely ignored the guidelines of the city's spatial restructuring planning policy, which sought to encourage densification and mixed use in transport corridors and limit the further spread of low-density development on the fringes.
TOD Applied at Different Scales
The desired outcome of TOD in general is a future spatial form of Cape Town that is compact, well-connected, efficient, resilient and conducive to economic efficiency and equity, while providing cost-effective access and mobility with the least possible environmental impact. The desired outcome of the City of Cape Town TOD Strategic Framework is to determine specific mechanisms for public and private investment that will deliver efficiency in the built form. Cape Town TOD Strategic Framework Reduces the cost of the User Access Priority for both new and existing residents.
REGULATORY AND POLICY CONTEXT
DESIRED END STATE: TOD COMREHENSIVE
Reduce Travel Distances: to reducing the cost of commuter
Optimise bi-directional flows Promote an appropriate mix and form of residential, social and economic activity between urban nodes
Generate a greater level of seat renewal (balancing trip attractions and
- Transport Optimisation
- Land Use Optimisation
- Transport Optimisation Process
- Land Use Optimisation Process
- IPTN Implementation Plan
These are spatially defined areas used to measure the performance of the model output of the comprehensive TOD model. The optimized scenario in Figure 16 illustrates a more compact distribution of future growth with less growth towards the edge of the city. The initial output of the land use optimization process can be seen in Figure 19 and Figure 20 below, which express traffic demand (trip and attraction production) in terms of residential units and GLA.
Cape Town TOD Strategic Framework | 2 0 1 5 The above figures illustrate that it is theoretically possible to meet a significant proportion of transport demand (optimized tour productions and attractions) via residual floor space from latent development rights and/or vacant land that will give effect to the integrated efficiencies depicted in figure 18. Most notable are some of the central urban hubs in Cape Town, the CBD and Bellville in Cape Town. To address this lack of land supply, further land use optimization will be applied in the next phase of the methodology to best accommodate the optimized transport network where sustainable/spatially appropriate.
Parking facilities play an important role in the intensity of land use that can actually occur. The development of the TOD Comprehensive Land Use scenario represents a highly complex and nuanced methodological approach to integrated land use and transport planning. The IPTN Draft Provisional Implementation Plan provides a provisional roll-out plan detailing the phased implementation of the IPTN towards 2032, as shown in Table 4 below.
The IZs represent a joint commitment (between the City and the National Treasury) to plan, finance and implement projects and approaches that can best transform the spatial structure of the City.
TOD IMPLEMENTATION PROGRAMMES
- Strategic Levers Value Capture
- Strategic Levers
MTIIF needs to test the TOD Comprehensive's impact on future infrastructure deployments and identify the most financially sustainable alternative that could be used in the City's Utilities Master Plan and Growth Management Plan. The TOD comprehensive land use scenario should be the basis for reviewing the city's spatial development framework to ensure alignment between future development and TOD principles and goals. The City of Cape Town has adopted policies (such as the Densification Policy, the Tall Buildings Policy and the Urban Design Policy) that set sustainable design parameters to guide the shape of future development.
The primary purpose of TMS is to ensure that the municipality's directorates cooperate in the delivery of services. Furthermore, it is important that the municipality safeguards against excessive tax expenditures to ensure that it is financially secure to continue the long-term implementation of TOD-related projects. Furthermore, it is considered a key value capture mechanism that can be used to sustain the city's transit investment by generating additional revenue.
Government funding structures require a greater degree of flexibility to cross-subsidize projects that impact the overall sustainability of the city's urban form. This is necessary to ensure that the city's development projects are aligned to the same desired end state and that one project does not have a negative or financially burdensome impact on another. It is believed that examples of corridors, districts and locations in the city of Cape Town that have been identified for land use intensification in response to the city's emerging Integrated Public Transport Network (IPTN) will be the most effective way to communicate what is meant by TOD at a corridor, district and local level.
The City's current development controls neither encourage nor discourage appropriate forms of development in strategic locations.
IMPLEMENTATION STRATEGY
- Hierarchy: interventions categorised in terms of their scale and TOD Programme Metropolitan Scale
To institutionalize TOD within all City Directorates and ensure that TOD principles are applied to all private sector development approvals and public sector led development across Cape Town. In particular, quantify the impact of current human settlement projects on the operational costs of comparing public transportation costs. Modify road classification standards/requirements that hinder incremental densification and undermine the use of public transport.
A key priority of this strategy is to encourage a modal (and behavioral) shift from private to public transport. Integrate social amenities with public transport infrastructure at appropriate transit locations or where opportunities exist given the context of the district's hub. MFMA (Municipal Property Transfer Regulations). necessary to determine appropriate guaranteed returns and whether certain return thresholds can be achieved. leverage and expropriate land to support transit investment.
City of Cape Town Policy on the Management of Certain Cape Town Real Estate. Predetermine the shape, type and mix of development in support of TOD associated with the TAPs. To discourage the use of private vehicles while generating additional revenue to offset operating costs associated with the provision of high quality public transport.
Improve commercialization (formal and informal) in and around public transport stations, areas, hubs and PTIs in IRT infrastructure planning and land pre-packing.
APPLICATION OF TOD TOOLKIT
- Selection of development projects publically funded by Government
- Selection of tools to effectively manage private sector led development
- Demand in Taps
- Example: Strandfontein Road (Nodal Scale)
- Demand in transition zones
- Demand in undesirable locations
- Identification of Champion Projects
The land use along the Blaauwberg Road is mainly characterized by single family homes with spurts of commercial activity clustered around the Marine Circle, Table View, Wood and Boy de Goede MyCiTi stations (see Figure 30 below). This is especially important to improve the operational viability of the city's transportation investments along the Table View Corridor, which requires greater intensity of corporate, commercial and mixed development to significantly improve bi-directional flows, seat renewal and off-peak hours. This is considered a corridor level planning issue and the most appropriate way forward is to relax access requirements by deviating from policy or lowering the road class.
Reduced access requirements from every 90m to every 45m (allowing every second erf along Blaauwberg Road to convert to business) is more desirable from a land use perspective the desired intensity of mixed use development. Furthermore, the City must start with the general lifting of title deed restrictions (proactive planning) to regulate the change of land use from a land use planning perspective. These range from catalytic projects such as urban regeneration programs that improve the marketability of the area to more radical incentives (i.e. public subsidies, proactive rezoning, density bonuses, land subsidies, etc.) to reduce the cost of development to developers.
It serves as the land use component and next scale in planning and implementation for this phase of the IPTN. A number of the proposals made above assume a positive response from the private sector to transit investment. There is no guarantee that this will materialize or if there is appetite from the private sector to take up some of the development proposals such as 15-storey residential units or 10-storey mixed units.
Most of the land parcels are privately owned, which leaves the city with limited opportunities for exploitation.
IMPLEMENTATION PLAN FOR TOD PROGRAMMES
MONITORING, EVALUATION AND REVIEW
STRATEGY REVIEW
ANNEXURE A: TOD COMPREHENSIVE LAND USE SCENARIO TECHNICAL REPORT REPORT
TOD COMPREHENSIVE LAND USE SCENARIO TECHNICAL REPORT
- Introduction
- Problem Statement
- Transit Oriented Development – Definitions, Principles and Objectives
- Reduce Travel Distances: to reduce the cost of commuter travel and improve operational
- Generate a greater level of seat renewal
- Background and Purpose of TOD Comprehensive
- Methodology
- LAND USE OPTIMISATION
- REACHING EQUILIBRIUM
- IMPLEMENTATION
- Preliminary Findings
- Transport Optimisation
- Land Use Optimisation
- Way Forward
- Risks
This document provides a brief description of the process adopted by the city's TOD (Transit Oriented Development) task force to prepare a land use scenario entitled "TOD Comprehensive". It was therefore important to create a land use scenario that supports sustainable travel patterns. The approved IPTN was primarily supported by the Pragmatic Transit Urban Growth (PTOD) land use scenario.
In addition, a list of land use assumptions was developed in the IPTN to guide the TODC (see Appendix A). The initial stage of land use optimization determines whether the product of optimized travel and attraction production (second step), also called demand4, can be adapted to the current development regulatory environment. The full set of land use assumptions used to calculate the bid is set out in Appendix A.
Taking the above into account, equilibrium is achieved in the context of TOD when land use and public transport become mutually beneficial (or where they positively reinforce each other). Once equilibrium between transport and land use is achieved, further sensitivity tests will be performed to improve the authenticity of the model output. After the TODC scenario has been sufficiently tested, it will be periodically reallocated in the EMME model to quantify the exact impact of the proposed land use scenario on the 2032 IPTN (specifically to determine what operational savings can be realized).
It should be noted that the above figures represent an improvement from the PTOD land use scenario (which was used as the basis for the development of the IPTN). The initial result of the land use optimization process can be seen in Figure 9 and Figure 10 below, which expresses the transport demand (travel products and attractions) in the form of residential units and GLA. Land use mix and building surface use intensity (persons per m²: household size / employment density).
