Sustainability of transport infrastructure integration begins with involving an all-inclusive transportation chain instead of only focusing on one part of the journey. This is achieved by facilitating spatial integration between diverse transport modalities to allow for a multiplicity of travel opportunities. This paper unpacks the extent of the spatial integration of non-motorized transport and urban public transport infrastructure within the city of Johannesburg in South Africa. Cycling activity datasets derived from Strava Metro and the spatial data of urban public transport infrastructures were collected to demonstrate existing spatial patterns and infrastructure connectivity. Exploratory spatial data analysis and focal statistics analysis were central in the data processing. The findings reveal that cycling activities are separated from urban public transport infrastructure, and the city of Johannesburg’s transport system is characterized by spatially fragmented commuting and c...

The role of Non-Motorized Transport (NMT) in meeting the daily mobility and accessibility needs particularly among the middle to low income households cannot be overemphasized. Apart from affordability reasons, the mode is fast gaining a lot of attention among transport planners, engineers and policy makers. Some reasons behind the change in ethos from heavy focus on motorized vehicular transport to NMT include environmental sustainability, rising fuel prices, traffic congestion, etc. The City of Polokwane has over the past few years recognized the important role played by the NMT mode in meeting the transport and travel needs of the local communities. The recent local Household Travel Survey has indicated that walking is the most dominant mode in Polokwane, constituting about 52% of household modal split. The City has through the 2030 Smart City Vision and Smart Mobility Goal streamlined NMT provisioning as a critical element in redefining the way urban space is utilized. A number of strategies has since been developed with the aim of providing a safe and secure environment for walking and cycling within the city. This paper interrogates the approach that the City of Polokwane adopted in realizing its goal. It focuses on the NMT programs that are being rolled out whose aim is to change the mindset of different road users regarding NMT, as well as creating a safe and secure environment for users. The paper further draws important comparisons between City of Polokwane's approach and experience from other cities where NMT programs have been successfully implemented. The paper largely depended on available secondary data, including NMT policies, strategies and plans of the different cities which were reviewed.

A great contribution both to the energy consumption and to the air pollution results from road transport and mainly from travels in urban areas. The great number of trips occurring into the urban areas is certainly due to the increase of people in the cities, which will increase in the future representing thus a large proportion of the world population. Therefore, it is most influential the reference of the urbanization model and related transport model. In fact, for different historical periods, the shape of cities was depending on transportation technologies. The massive use of the cars has induced the extension of the urban areas in all directions without a prevalent priority, it has encouraged the private motorized mobility with respect to the widespread accessibility and it has allowed the separation of urban functions. As a consequence a reduced quality of life, social segregation - especially for people with a low level of self-sufficiency, and a reduced sense of community of...

This is a revised but not peer-reviewed version of a previously published paper. The paper was revised and submitted for a paper competition and shortlisted for the GAIA Master Student Paper Award 2018 (https://www.oekom.de/zeitschriften/gaia/student-paper-award.html). Abstract: Many cities promote cycling. But it appears to be difficult to promote sustainable (non-motorised) mobility, as mobility patterns vary from city to city and strongly depend on their ‘context’. Effectively increasing the modal share of cycling would require behaviour change, i.e. the re-configuration of its context through both ‘soft’ and ‘hard’ interventions (typically ‘behaviour change interventions’ respectively ‘infrastructure’). But interventions are reportedly treated separately, and rarely theory based – even though evidence shows that systematically integrated and combined interventions are more effective. Urban design predominantly focuses on hard interventions like cycle lanes and hence misses to employ many necessary or potentially more effective interventions. This paper aims at developing a cross-disciplinary perspective on how urban design relates to behaviour change by focusing specifically on cycling. Existing frameworks from psychology, health policy, and urban design were synthesised into a new framework, which was tested and further developed with a supplementary policy content analysis of cycling policies in London. The framework systematically and comprehensive conceptualises the context of cycling, causal relationships and ways to change behaviour and the role of urban designers. The link to Behaviour Change Theory adds a theoretical foundation to develop effective evidence-based and theory-informed interventions and multiply the effect of design solutions. It was also found that the re-configuration or the re-design of urban space and physical features is and can be used as a powerful tool to achieve behaviour change by providing or denying “opportunity”. But it became also clear that if important psychological aspects (habits, motivations or ‘tipping-points’) are often not adequately addressed, and urban design interventions are hence likely to not unlock their own full potential. To effectively promote cycling, (urban) designers should hence go beyond prevailing traditions and solutions, employ behaviour change theory and explore the possibility of combining urban design measures with other, more innovative interventions.

Cycling as the core of non-motorized transportation mode is an important consideration in achieving sustainable transport development. Shifting attention from automobile transportation mode must evolve policies driven by the principles of cities for pedestrians and cyclists. This study explored ecofriendly streetscape to incorporate cycling as non-motorized transportation alternative in metropolitan Lagos. The paper is underpinned by the Community Cycling Accessibility Initiative conceptual framework. The research methodology adopted a baseline study of selected streets from selected local government areas. Four streets representing the three broad hierarchies of city roads (highway, arterial, collector and local streets) were selected. Inventory of street spaces was conducted to record existing resources. Emphasis was laid on width of right of way, paved surface, kerb, street trees, outdoor communication media and street furniture. The study identified irregular property fence lines; silted open drainage system; non-separation of different transportation modes; uncoordinated street furniture; street trading; and street parking as negative impacts on the right of way. Two categories of bicycle roads namely on road bicycle track and on road bicycle and pedestrian track separated from vehicular lane were introduced to revitalize selected metropolitan streets as urban design case study. These two categories should be influenced by internationally acclaimed and tested (4Es) bicycle planning philosophy namely engineering, education, enforcement and encouragement. The paper recommends that the Lagos Metropolitan Area Transport Authority (LAMATA) should provide adequate bicycle policies as practical guide to sustainable non-motorized transportation mode in the metropolis.

The current low-cost housing and residential development scenario unfolding in the Greater Johannesburg conurbation does not contribute to a more amenable and less spatially incongruous utilisation of space in the city by its residents. Sprawling, fragmented places of residence and far-removed work destinations cause severe frustration. This represents a major physical obstacle in commuters’ daily lives, in particular those without a car. A survey was undertaken at Park Station in Johannesburg to ascertain the most severe problems that confront commuters and residents daily. Problems such as dominant single -function land uses and the overall reliance on either public transport or minibus taxis are very difficult to overcome. Commuting times do not directly diminish as a result of improved mobility, but actually increase, especially as a result of urban sprawl and the increased demand on limited supplies of transportatio n infrastructure . Thus, increased mobility brought about by s...

Many cities try to induce a uptake in cycling to profit from the diverse benefits of cycling. But mobility patterns vary from city to city and depend on their ‚context’. Therefore, an effective uptake requires, the re-configuration of this context, i.e. behaviour change, as mobility patterns depend on their physical, social and individual ‚context’. Both ‘soft’ and ‘hard’ interventions (typically ‘behaviour change interventions’ respectively ‚infrastructure’) can achieve such re-configurations. Evidence indicates that systematically developed, targeted and combined sets of interventions are more effective than so called ISLAGIATT policy making (it-seems-like-a-good-idea-at-that-time). But interventions are rarely informed by evidence, theory based or systematically combined, but often treated separately – through ‘narrow lenses’: Urban design by its very nature relies primarily on hard interventions (like cycle lanes) and hence misses to employ many necessary and effective interventions beyond infrastructure. This paper attempts to introduce a new approach to understand and develop the field through combining existing models from psychology, health policy, and urban design to a synthesised theoretical framework. This framework was then used to structure (I.) a literature review on variables that are proven to influence cycling and (II.) a policy content analysis of London-related cycling/transport policy documents. Both were used to reflect on and extend the theoretical framework, which as a result provides a comprehensive overview of ways in which urban design can/could, but also can/could not contribute to an uptake in cycling. It was also found that the re-configuration or the re-design of urban space and physical features (i.e urban design) can be and is used as a powerful tool to achieve behaviour change by providing or denying “opportunity” (possibilism or determinism). But it became equally clear that if important psychological aspects (habits, motivations or ‘tipping-points’) are rarely adequately addressed, and Urban Design is likely to not unlock the full potential that its interventions could have. This findings and the framework could help to both structure research and practice in Urban Design even beyond cycling by identifying and addressing particular behavioural aspects more systematically.

Would urban design considerations and practices be different if the experience of bicycling was given a more central place? Drawing on a review of international literature and practice, this paper compares the characteristics of cyclists with those of pedestrians and motorists, showing that cyclists have a substantial number of unique characteristics that warrant further investigation in terms of a special urban design response. Focusing on four issues—community layout, cycling facilities, analysis and design processes, and detailed design—the paper offers a framework and central considerations for cycling-oriented urban design. It concludes with a call to take the experience of cycling seriously in urban design. This involves moving beyond a concern with safe and convenient facilities and complete networks to a more substantial interest in the experience of the environment from a cyclist's point of view. Urban Design and the Experience of Cycling Would urban design considerations and practices be different if the experience of bicycling was provided a more central place in key dialogues regarding the future of cities? Transportation via vehicles—bicycles, buses, trains, cars, motorbikes, etc.—is a domain dominated by traffic planners and engineers. To best serve such vehicles they have helped build and provide for landscapes of wide travel lanes, continuous rail networks, extensive safety and navigational signage, transit stops and vehicular parking. In contrast, urban designers have long been keen on attending to the pedestrian environment; many regard urban designers as key experts on this area. In so doing, urban designers have focused on the overall form, scale, materials, vegetation and furnishing of the street; and on sidewalks, footpaths and off-street pedestrian paths. Urban designers do have a significant history of engaging with vehicles, however. Some have suggested vehicles as a central organizing principle. Examples include early 20th century parkway planning and mid-century discussions about the formal potential of freeways and shopping centre design. View from the Road by Appleyard et al. (1964) is representative, envisaging urban design from the perspective of the speeding motorist. On the other hand,

Past spatial planning practices have left developing cities such as the City of Johannesburg with sprawling low-density areas of settlement, lacking viable public transport systems. The majority of marginalized citizens in South Africa are still living on the fringes of the cities, commuting daily, often at considerable cost, long distances to access work and economic opportunities. As such, it is very critical in developing cities to trace the existing spatial patterns, economic distribution, and the envisaged mobility innovations. Thus, the aim of the paper is to explore innovative initiatives to meet the envisioned mobility network through the Spatial Development Framework, 2040 and proposed corridors of Freedoms as mobility spines from a high-level perspective within the City of Johannesburg. A mixed-method approach was used which consisted of an exploratory research design that involves an empirical enquiry using spatial and qualitative methods of data. The results reveal that ...

Bicycles are one of the most cost efficient mode of transportation for commuting from one place to another. Bicycles are also environmentally friendly. In the last few decades, use of automobiles have drastically increased. Use of motorized vehicles leads to air and noise pollution which in turn causes damage to the environment, affects the public health and increases the risk of accidents. Using bicycles will reduce the traffic congestion, address the environmental issues and encourage a healthy lifestyle. College station being a university town caters to a large number of student population. With an ever-growing student population, it adds the burden on the existing transportation infrastructure. Thus there is a need to encourage people to opt for the non-motorized mode of transportation like bicycles. The aim of this paper is to study and analyse the present conditions of existing bike lanes and finding out the necessary steps for improvements and constructing of new bike lanes and thereby encouraging people to use bicycles for sustainable transportation.

Nowadays, mid-sized cities can achieve descent level of sustainable mobility through a balanced scheme where technological measures and revised transporting behaviour coexist harmonically. The key challenge for sustainable mobility is the modal shift to walking and cycling on a city level, leaving behind car use. Bicycle is a very flexible mean of transport which can roll on roads, sidewalks, pedestrian walkways, parks and squares. In case of tangible obstacles, like external stairs, the cyclist becomes pedestrian and carries his bike. Xanthi is a mid-sized city in Northern Greece. The traffic could be relieved from cars if a network of bicycle-paths is constructed using a ring-like scheme. More initiatives towards locomotions with bicycle must be planned by local authorities, including the sharing of public owned bicycles. In the city, the transportation infrastructure quality and moving-associated attitudes are strongly related. Neighbourhoods with no public transportation, walkways or cycling paths force households towards car use. Consequently, there is a need for coordinated decision making towards a " new thinking " based on concepts of environment protection along with the people's well-being. Planners, engineers and economists need to work in partnership with business associations to measure and monitor amendments, in an objective manner, with appropriate scale analysis. Bicycle sharing system is proposed to be implemented by the Municipality of Xanthi. The idea is based on the high numbers of university students and training young athletes needing to move during various times in the day on relatively short courses.

Increased bicycling is of great importance for a sustainable transport system. This report is the result of a literature study concerning how different factors associated with bicycle planning influence the propensity to choose the bicycle for transportation. The literature study was carried out in the search engine GoogleScholar and only scientific papers, articles and books were included. Through this literature review, knowledge has been gathered concerning bicycle planning, policies and other factors that influence the use of the bicycle in daily transport. Through the literature study it became evident that the attractiveness of the bicycle should be seen in relation to the car. If it is more attractive to use motorised modes of transport (e.g. through parking norms, costs, level of service) it will be hard to convince people to use the bike instead of the car. It also became clear that there are big differences in how research concerning bicycling and bicycle planning is conducted and there is e.g. no research based on before- and after studies. Despite this, the results are often very consistent. For instance, the results show that the bicycle infrastructure is of great importance. This implies that if appropriate infrastructure is build people tend to use the bicycle more often. In terms of policy, the time factor seems to be an important issue. This in turn implies, with policies and strategies being consistent over longer time intervals, the impact on the use of the bicycle increases.

South African cities are facing multiple challenges, including low, inequitable accessibility, and financially unviable formal public transport services. Transit-Oriented Development (TOD) has been posited as a method to improve accessibility in Cape Town, and other South African cities, by simultaneously increasing the proximity of opportunities and services for residents, as well as strengthening the financial viability of the public transport systems. In this paper, literature is reviewed regarding four characteristics of the built environment (density, diversity, design and distance to transit), that are purported to have a significant impact on travel behaviour, accessibility, and financial viability. However, the spatial segregation created by Apartheid urban planning, the low property market participation rates, and the public transport-dependence of most South Africans are among the reasons that TOD may have a different relationship with accessibility and financial viability in this context than the literature describes. The need for a deeper, contextualised understanding of this relationship is explored, and a method for its investigation in Cape Town is proposed. The broader aim of this research is not to identify optimal solutions to these challenges, but to propose a spatial decision support system that guides the myriad choices that need to be made in order to develop more accessible and financially viable cities.

Transportation infrastructure, in the region, has been moulded to a large degree by the history of the dominant cities found in the region. That said, the provision of infrastructure is crucial to the further economic development of Gauteng, especially in the face of a massive rise in the population of the province, thus, it is critical to understand the effects the current infrastructure has on travel patterns and travel times. Unfortunately, the old - and the new - political regimes of the region, used the ‘predict and provide’ model of transportation design, which has the effect of enhancing road infrastructure, and thereby strengthening road transport (vehicles and trucks) above other forms of transport, rail in particular. Although investment in buses too, has been neglected, despite their dominance in the public transport sector. In this regard, the report recommends that future focus should rather be on travel demand management. The report focuses on two main research areas: (1) An analysis of the long term transportation trends by comparing four transport studies, the 1975 PWV Survey; the 1985 PWV survey; the 2000 Gauteng Transport Study and the 2003 National Household Travel Survey and (2) Analysis of the results of the 2009 Quality of Life study undertaken by the GCRO. The 1975 and 1985 surveys were racially skewed and so some degree of apprehension must be used when interpreting the results. With regards to the 2009 QoL study, there are limitations to it, as it was not specifically designed as a transport survey. The 2009 QoL survey also has data capturing errors. Demographic skewness is marked, in terms of race, age and education levels. That said, there is a strong corroboration between all five surveys. This report shows that, systematically there has been an increase in private vehicle ownership and automobile dependence over time. Initially this was confined to the white population, but post 1994 there has been a steady increase across all races, as incomes rise, although car ownership, is still strongly racially based. This report also shows the rise of the ‘quasi public’ transportation system of minibus taxis, especially post 2000. To that end, the minibus taxi industry represents a type of outsourcing of public transport provision, as there has been a clear shift away from trains and buses to minibus taxis. Thus, a clear long term trend is the massive under-provision of an effective, efficient and low cost public transport system, the most glaring poor investment being in rail, with none in light rail at all. Residents of the region do not shun public transport, however, rather there are just too few buses and trains for them to use. Few use rail, but those who do tend to live within walking distance of railway stations, are usually male, poor and African. The region also lacks an integrated transport infrastructure, so most residents only make use of one transport mode, although those who do use multiple modes, tend to be African males. Modal choice is most strongly influenced by income, not geography. The poorer the individual, the more likely they are to use minibus taxis, for example. The richer they are, the more likely they are to own a car. Minibus taxis have the added advantage that most people usually only have to walk a maximum of 10 minutes to access one, half the time required to access a bus or train. Overall, there has been an increase in the number of trips individuals make, especially Home-Based-Non-Work trips. The 2009 QoL survey shows that most people live and work in the same city, with Centurion the only exception. For example, residents of Tshwane tend to work in Tshwane. Inter municipal travel is, thus, the exception rather than the norm. The exceptions being people traveling into Tshwane from Ekurhuleni and from Alberton into the Johannesburg CBD, all of whom have to use private vehicles and minibus taxis to do so. Some Ekurhuleni residents do travel into Johannesburg as well and if they reside in Germiston, they can and do make use of rail, the rest rely on either minibus taxis or private cars. Those who travel from Tshwane to Johannesburg and into Centurion, are mostly white, male and use private vehicles. This ability (due to finances and car ownership) by white males may be one reason why, despite employment equity, they are more likely to be employed than Africans. Even white females are less likely to own a car and less likely to travel great distances. Overall, all men spend more time travelling than women, a factor strongly linked to distance. Johannesburg residents spend the least amount of time travelling, residents of the Far East Rand spend the most, even though they are the least likely to own a car, despite the fact that car ownership is strongly linked to employment in places such as Boksburg and Benoni. Worse is that those residents who are the least able to pay are travelling the furthest. Very few people walk to work, but those who do are most likely Sowetans. This report finds that part of the transportation challenge lies in the character of the cities and towns of Gauteng, as low density urban sprawl is the norm. This means that public transport needs high levels of cross subsidization to make it affordable. Thus, land use planning (to reduce sprawl and improve use of inner city space) needs to be done in conjunction with transport demand management if this is to be rectified. Mixed land use must become the future norm if the negative effect of high transport costs and congestion are to be reduced.

The active participation of cyclists in the transformation of urban structures is becoming a commonly discussed subject nowadays. More bike lanes are being constructed, city bike stations, as well as grade-separated crossroads for cyclists and drivers are being created. Cyclists have been increasingly taken into consideration in the changes taking place within the city. Along with the revolution introduced by a Danish architect and urban planner Jan Gehl has changed thinking about cyclists. All of his regeneration and restoration projects focused primarily on structures that allow cyclists and pedestrians move without any obstacles. Article will discuss the founding of the cyclists-friendly city, the polish requirements for cycling infrastructure, as well as show examples of Polish and foreign properly designed solutions.

A sustainable transportation system is safe, affordable and accessible. It connects different modes of transportation in order to achieve efficient movement. A sustainable transport system is one that is economical and friendly to the environment. All trips in private and public transport begin and end with walking. Non-Motorized Transport (NMT) plays a key role in completion of any journey from origin to destination. However, this mode of transport is not used optimally to enhance sustainable transport, especially where public transport is concerned. The main objective of the research was to evaluate an optimal combination of transport modes for trips made by BMW employees residing in Ga-Rankuwa north of Pretoria, in order to reduce cost of transport. The travel behaviour of BMW employees was investigated by first studying secondary data on the Municipal Household Survey (MHS) and Integrated Transport Plan (ITP) of Tshwane City. The secondary data was supplemented with primary data...

Globally, integrated urban public transport systems have been used as a solution to improve public transport services and reduce reliance on private cars which assists in reducing traffic congestion on the roads. In South Africa, Gauteng province is challenged daily with traffic congestion on the roads during certain peak hours. Therefore, the government of Gauteng province has developed innovative urban public transport systems - the BRT system and the Gautrain system - to improve the state of reliability and movement frequency of urban public transport. However, there is still a lack of reliability and of seamless travelling. This paper aims to explore locations where innovative urban public transport systems (BRT system and Gautrain system) can be further integrated in the province. The study adopted a qualitative research design that facilitated the gathering and analysis of spatial data and qualitative data from the innovative urban public transport officials, commuters and GIS...

Studies have shown that land-use and transportation systems have a two-way dependency. On one hand, the existing land-use structures influence trip distances and transport mode choice, while on the other hand transport infrastructure and systems have the potential to alter existing urban spatial structures. This paper qualitatively and quantitatively assesses one direction of this reciprocal relationship: the influences of transport infrastructure on urban development and mobility. It evaluates how past land-use (urban) development patterns in the Gauteng Province of South Africa may have been influenced by road and rail transport networks, including train stations. Following a time series analysis of Landsat satellite derived land-use change at three decadal intervals (1991, 2001 and 2009), spatial analysis of corridor (ribbon/linear) development was assessed using a series of urban growth maps in conjunction with transport infrastructure. Effects of transport infrastructure on lan...

Due to the advantages offered by agglomerations, human activities have always concentrated, and cities have become multifunctional places: living places, places where goods and services are produced, culture and socialisation places. Nowadays however, the negative effects produced by agglomerations often get to overbalance the positive effects and to repel people and activities. Agglomerations often become impersonal and unfamiliar. They are no longer a “lived space” and people can hardly wait to “evade” at least during the weekend. Among the development factors for which a city should be attractive, Qualified Workforce (QwF) has become the main one, due to the knowledge society we live in. In the Western societies, the QwF has met its basic, material needs, also aiming to meet the others that are linked to the Quality of Life (QoL) (safety, health, mobility, leisure, etc.). That is why the attractiveness for the development factors is more and more linked to the QoL that a city offers, the bicycle being able to bring a large number of answers in this direction. By means of this study, we will try to show the influence that the bicycle has on the urban attractiveness factors. We will find out that the bicycle influences them all and, moreover, without producing any drawbacks in other domains. It exercises however the most powerful effects on two of the most important soft factors of attractiveness, namely QoL and image. By noting the increasing importance of the soft factors in relation to the hard factors, we will be able to sustain the opportunity of investing in facilities for bicycle. Moreover, we will show that a city which aims to remain competitive on the global market of the development factors has no more choices and has to become bicycle-friendly.

This article deals with the scientific factors that have contributed to the dominance of motorised transport and the development of theoretical approaches in transport planning. Connections are made to modernism and to the theories within the field of transport planning that have created today’s transport systems. Connections are then made to the field of bicycle planning. It is argued that there is a lack of theoretical research in bicycle planning that built on empirical studies. This has contributed to the bicycle often being marginalised in transport systems. Moreover, it is argued that new theoretical research could have a similar effect on bicycle planning as it has had on motorised transport planning. Although there is theoretical research about bicycling, such as vélomobility research, such research does not tend to theorise about bicycle planning. The idea put forward in this article is that theoretical knowledge from the field of mobility studies could be a first step in that direction. This article draws on the politics of mobility and research in vélomobility and develops a theoretical ground for transport planning that takes bicycling into consideration.

Travelling requires transportation. Globally, movement of people from one location to the next is done by public transport systems. Developed countries around the world use innovative public transport systems for convenience, reliability and efficiency. Mostly, these systems are integrated in order to make ridership to be desirable and effective. In Africa, public transport is highly used and mostly the public transport systems are not integrated, making travelling by public transport undesired. South African public transport systems are challenged with connectedness. Government at all spheres in the past decade has been trying to developsystems that can work together in order commuters can travel easy around the province. Gautrain and Gaubus has been developed which moves through the three Metropolitan municipalities (the City of Johannesburg, City of Tshwane and Ekurhuleni) in Gauteng province. In the City of Johannesburg (COJ) and the City of Tshwane (COT) a development of Bus Ra...

The growth of trips in cities as a result of population growth and economic development calls for a sustainable mobility paradigm. The current transportation system in Addis Ababa is found to be unsustainable and cycling is suggested as a means to improve the mobility taking Bogota and Seville as an example. Construction of a new cycling facility combined with changing the awareness of the people to cycling will attract more cyclists to the road.

The Transit Oriented Development (TOD) model is increasingly gaining momentum and becoming widely adopted by many cities in addressing a wide range of spatial development challenges within their communities. Development of this nature advocates for a return to a city form that is compact, higher in density, and supported by strategic nodes that promote public transit ridership and non-motorized transport options over auto use. These elements fundamentally constitute the building blocks of TOD. In the wake of this increasing global awareness for TOD, this paper presents empirical findings of TOD perceptions in three nodal areas located along the Louis Botha development corridor in City of Johannesburg (COJ). Premised on a mixed methods approach, the paper provides an insight into current development typologies in the said corridor while equally interrogating the perceptions of residents toward TOD planning and implementation thereof. The paper also deliberates on the nexus between TOD and place making, out of which a mutually inclusive relationship is established. While the findings of this study reflect a rather poor public awareness of TOD and place making, several other points have been identified. Continued revitalisation programs and design improvements are required. Also, issues of parking planning and management will ultimately require a renewed focus in light of the anticipated Bus Rapid Transit System (BRTS) service along Louis Botha corridor. The paper culminates in the formulation of a set of TOD key determinants derived from the data analysis exercise. Though not necessarily intended to be standard reference points, the paper emphasizes the importance of these determinants in corridor oriented development.

Thesis (M.Art. et Scien. (Town and Regional Planning))--North-West University, Potchefstroom Campus, 2011.

Traditional transport policies based on automobile usage are regarded as no longer sustainable all over the world and governments are seeking new methods to encourage other modes of transportation such as walking, cycling and public transport. In Turkey, there is a big increase in the awareness of importance of the sustainable and integrated urban transport in the last ten years. Cycling in Turkish cities has also increasing importance both in national and local level. Parallel to this interest, the Ministry of Environment and Urbanism released a new regulation about the design and construction of bicycle paths, bike stations and tracks within the city in 2015. In addition to this, governmental bodies have been carried out a number of projects that aimed to encourage bicycle usage. This willpower has also influenced local authorities to make cities more bicycle-friendly. Kayseri is a middle-sized Central Anatolian city with approximately one million population. The city has been doubled its population in the last 20 years and it is still growing rapidly. The local government has been built 34 km tramlines and 35 bike-sharing stations within the city and tried to integrate bike stations with tram stops. However, the overall development of the city is still automobile-oriented and the modal share of bicycles in daily commuting is almost zero. There are also safety problems for cyclists in the city. Within this study, we aimed to examine the bicycle experience of the city from socio-spatial perspective and evaluate it according to the Copenhagenize Index criteria. Within this scope we will firstly reveal the existing condition in terms of bicycle infrastructure and bicycle usage in Kayseri. Secondly we will evaluate the experiences of cyclists in the city. For this, we conducted a survey with 125 active cyclists that cycle in daily base. We asked them both the physical conditions in the city and their experiences of cycling. Finally, we will propose a framework to be able to become bicycle friendly city.

The sustainable mobility vision for city-regions proposes a more integrated and ‘seamless’ multi-modal public transport system around quality neighbourhoods and vibrant city centres, with land use distribution matching the needs of population, business and institutions, shifting mobility to soft transportation modes such as walking and cycling and to public transport for long distance travel. Existing models of sustainable urban form, e.g. transit-oriented development (TOD), and of sustainable accessibility, e.g. ‘Multi-modal urban regional development’ (Bertolini and Clercq 2003), address this challenge. But while they focus on the location, density and diversity of activities, on the composition of the street layout and on the presence of transport nodes and the quality of the public transport service; they do not address the organising role of the mobility infrastructure networks (Read et al. 2007; Read and Gil 2012). In order to better understand the complex relation between urban form and sustainable mobility patterns we build a descriptive, multi-modal network model of the Randstad region in the Netherlands, integrating private and public transport infrastructure networks and land use information. This detailed model allows the description of the urban areas in the city-region by measuring and quantifying urban form characteristics, such as network proximity, density, accessibility and centrality, for different transport modes. The resulting multi-modal network measures are then tested against travel survey data of the Netherlands. This analysis reveals the structures of modality in the city-region, which we call ‘modality environments’, that support specific patterns of mobility at different scales, i.e. walking, cycling, car use, local and regional transit, contributing a new urban form based method for evaluating the potential of sustainable mobility in the city-region.

Like many other cities in the world, Auckland has been very much a car-based city for decades with a car modal share of almost 80%. Our ultimate goal is to help improve sustainability in transport in Auckland. Promoting the use of active modes, including walking and cycling, is no doubt one of the key strategies that should be considered. Our research question is, 'If we were going to transform Auckland into a bicycle-friendly city, how should we invest in bicycle infrastructure and facilities in order to maximise the benefits to society?' In order to answer this question, a first step is to determine the motivators of and deterrents to cycling in Auckland. In this paper, we first conduct a comprehensive literature review of the lessons from international experience focussing on what factors were found to have significant influence on the decision to use bicycles as a mode of transport. Based on experience of successful countries such as the Netherlands, Denmark and Germany,...