SATC 2014: Traffic Management and Safety Session ‘Walk the Talk’ on the Mainstreaming of NMT in South Africa Kobus Labuschagne and Hubrecht Ribbens Session 1C, 7 July 2014

© CSIR Defining the challenge International good practice to improve NMT environments Current applications of NMT planning & design concepts in South Africa Pragmatic approach to the mainstreaming of NMT in SA Conclusions Layout of presentation

© CSIR NMT road environment inadequate, lacking infrastructure to provide safe passage of NMT users. NMT road environment inadequate, lacking infrastructure to provide safe passage of NMT users. NMT infrastructure not continuous, mostly incomplete networks. NMT infrastructure not continuous, mostly incomplete networks. Transport and land use planning processes not always taking NMT user needs into account. Transport and land use planning processes not always taking NMT user needs into account. Limited funding to provide for and maintain NMT infrastructure. Limited funding to provide for and maintain NMT infrastructure. Crossing of freeways, urban arterials and major road junctions present major challenges to NMT road users. Crossing of freeways, urban arterials and major road junctions present major challenges to NMT road users. Intermodal transport planning practices deficient, particularly with regard to NMT infrastructure. Intermodal transport planning practices deficient, particularly with regard to NMT infrastructure. NMT users sense a lack of security in the road environment. NMT users sense a lack of security in the road environment. NMT infrastructure poorly maintained. NMT infrastructure poorly maintained. Universal Design principles generally not applied. Universal Design principles generally not applied. Introduction: NMT challenges in South Africa

A ‘rhetorical’ paradigm shift is required in South Africa with regard to the planning, implementation and operation of NMT-relevant infrastructure. A ‘rhetorical’ paradigm shift is required in South Africa with regard to the planning, implementation and operation of NMT-relevant infrastructure. “A paradigm refers to the basic assumptions used to define a problem and to evaluate solutions; a shift in the paradigm would force practitioners to examine their basic assumptions and analysis methods” (Lipman, 2013). “A paradigm refers to the basic assumptions used to define a problem and to evaluate solutions; a shift in the paradigm would force practitioners to examine their basic assumptions and analysis methods” (Lipman, 2013). Possible ways to achieve this shift: Possible ways to achieve this shift: - Revisit current transport planning thinking and process among transport and land-use planners, developers and officials. - Use current opportunities and initiatives in public transport provision to expand NMT infrastructure, e.g. BRTs, Gautrain, PRASA station upgrades, scheduled bus services. Paradigm shift required to change current situation © CSIR

International design concepts and principles include: Liveable communities Liveable communities Walkability/cycle-ability Walkability/cycle-ability Universal design Universal design Complete streets Complete streets First Mile/Last Mile First Mile/Last Mile Modal hierarchy Modal hierarchy Greenways Greenways International good practice to promote NMT environments

© CSIR International good practice Liveable communities Walkability

© CSIR International good practice Cycle-able communities Cycling highways

International good practice Universal Access Modal Hierarchy © CSIR

International good practice Complete Streets

INTERNATIONAL GOOD PRACTICE First Mile/Last Mile © CSIR

International good practice Greenways along roads Greenways in public space

Examples of recent NMT applications in SA Johannesburg – Complete Street Design Guideline Manual, Oct Cape Town - Two pedestrian bridges over Buitengracht, and bicycle route and pedestrian walkway to SWC stadium precinct and around Green Point Common, linking up existing bicycle and pedestrian routes along the Mouille Point and Sea Point promenades, and CBD. NMT access along MyCiti BRT routes. Tshwane - Several studies regarding planning and implementation of NMT facilities in the City, amongst others are the BRT NMT Plan. eThekwini - Cycling lane network continues to expand across the City. Ekurhuleni - Comprehensive NMT infrastructure audit along the designated BRT route in Tembisa. Rustenburg - New RRT system integrates needs of pedestrians and cyclists as part of the IPTN network being created. Polokwane - NMT project running along Nelson Mandela Drive from the CBD to Seshego Township under construction. Nelson Mandela Metro – Footpaths and cycle lanes along beach area. © CSIR

Mainstreaming NMT in institutional, planning and operations frameworksin SA In recent years number of NMT projects planned and implemented/or to be implemented across country. Not sufficient, however, to make a major difference to the needs of pedestrians and cyclists across South Africa. A more comprehensive approach required to achieve a paradigm shift by means of:  Co-ordination of intermodal planning and implementation process  Roles of SLTFs, ITPs and IDPs in mainstreaming NMT  Financing of NMT infrastructure implementation programmes  Monitoring and measuring NMT infrastructure and promotional programmes  NMT infrastructure and the road hierarchy  Impact of land use development on NMT infrastructure  NMT infrastructure provision and job creation/poverty relief  Promotion of NMT modes. © CSIR

Co-ordination of intermodal planning and implementation Different approaches depending on provincial set up: o Gauteng Transport Commission, representing all municipalities and modes o Other models in other provinces? o Each solution to be tailor-made for local conditions. NMT interface between MetroRail, BRT, Gautrain and road network to promote mobility and safety. PRASA station upgrade programme.

Roles of GDS, SLTFs, ITPs and IDPs in NMT mainstreaming NMT Policies and Strategies required on different levels to give direction. Planning documents are important tools in shaping the NMT environment. - Growth and Development Strategies. - Strategic Land Transport Frameworks. - Integrated Transport Plans and IRPTNs. - Spatial Development Frameworks - IDPs. More concerted effort required with these planning documents to take NMT process forward. © CSIR

Financing of NMT infrastructure implementation programmes International best practice across world shows that extended NMT networks is the result of a deliberate effort over many years to expand the NMT networks year on year through sufficient funding streams. In South Africa there is a need for a dedicated NMT Infrastructure Fund as a way to lay the foundation for the development of a transport system with fully integrated NMT. NMT to be in the main stream of land development and transport system planning and investment as well as operations which include maintenance – negating the need to consider NMT as a separate issue. Clear message of intent by Government to encourage greater PPP participation to invest in NMT infrastructure and promotion of NMT usage as mode of transport for commuting and recreational use. © CSIR

Monitoring and measuring NMT infrastructure and promotions programmes Planning and operational plans to set targets for NMT infrastructure network expansion plans in cities and DM’s. Performance measurement indices, e.g. annual kilometres of NMT networks added annually, growth in NMT traffic volumes, NMT risk analysis on the specific road section, traffic offences monitoring. Measure annual implementation against master plan to determine backlog of NMT facilities and show outstanding work. Coherence and value of NMT network to be monitored and measured to show progress with the overall implementation of NMT infrastructure in cities. Major challenge in SA is the lack of information of mode shares for walking and cycling in cities. US Census Report on cycling figures in 50 largest cities

NMT infrastructure and the road hierarchy In South Africa, road classification is used to inform road network planning. Sustainable road networks should clearly distinguish between the mobility and access functions. Mobility and access roads must clearly provide for NMT users as recommended in TRH 26 (COTO, 2012). What should be considered as the minimum requirements for NMT infrastructure for new road developments, the upgrading of existing roads and the different road classes? Rethink of NMT facility provision on all road classes. © CSIR

Impact of land use development on NMT infrastructure Land use developments, generating significant NMT traffic, must contribute to the NMT network expansion programme. Major land use developments e.g. shopping centres generating not only vehicular traffic, such as private and public transport traffic, but also large numbers of NMT users. Expansion of NMT infrastructure at major land uses could be financed by charging a development contribution, not only for road networks but also for NMT infrastructure provision. Jo’Burg Policy for Engineering Service Contributions (ESC) for Roads and Storm-Water and Methodology for the Calculation of Engineering Service Contributions for Road and Storm-Water, “ Road Services that are provided for by the contribution include non-motorised transport facilities such as paved sidewalks and bicycle lanes, and on-street public transport facilities”. © CSIR

NMT infrastructure and job creation/poverty relief NMT infrastructure provision and operations provide economic opportunities to create jobs and ultimately contribute to alleviate poverty. Examples of job creation and community involvement are: o Construction & maintenance of cycle routes and pedestrian walkways. o Security services at subways, foot- bridges, NMT corridors through Greenways and bicycle parking at rail and bus stations. o Operation and maintenance of bicycle rental schemes. o Walking busses to schools. © CSIR

Promotion of NMT modes NMT infrastructure provision goes hand in hand with the promotion of the mode. NMT to be promoted as preferred mode over shorter distances in cities. What measures to be instituted to ensure that NMT modes promoted and that the NMT infrastructure provided will be used as planned? Examples include: o Training of cyclists groups as road users and sensitising of motorists on cyclist rights. o Creation of lobby groups and NMT Forums and getting all role players (politicians, officials and communities) involved. o Promotional and awareness- raising events and campaigns. © CSIR

Conclusions Need clearly demonstrated for transport and land use planners and officials to review NMT infrastructure provision and NMT culture promotion. Land and transport system development and operation officials and practitioners to walk the extra mile to ensure that NMT infrastructure provision is elevated to a level where road users will consider it as a safe alternative mode to travel over shorter distances in cities, also over longer distances as part of a trip using other modes of transport. Increase in number of NMT frameworks, policies, guidelines and strategies; as well as NMT schemes implemented. Unfortunately, limited data is available to monitor the effect of the current interventions. Major challenge, therefore, is the lack of information of mode shares for walking and cycling in cities to measure impact and this aspect needs to be addressed. © CSIR

Conclusions Limited data is available to monitor the effect of the current interventions. Major challenge, therefore, is the lack of information of mode shares for walking and cycling in cities to measure impact and this aspect needs to be addressed. Moving towards a fully NMT integrative land and transport system development paradigm will require fundamental reviews of current development and planning practices with the aim to define what obstructs the mainstreaming of NMT in transport system development and operation and to guide the development of clear policy and support tools with incentivised investment strategies to develop NMT as a fully integrated mode of transport. © CSIR

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