1.1 Purpose of the survey

The urban population planetary per centum has steadily been on an addition in the 20th century. The World Bank believes that, more than 60 % of the universe population by the twelvemonth 2013 will be populating in urban countries ( World Urbanization Prospects ; 2007 ) . South Africa will non be an exclusion to this growing. In South Africa, the job of urbanisation is influenced by the concentration of economic activities in few metropoliss. This will ensue in utmost concentration and therefore big metropoliss will be created. By 2030, 37 % of the urban population will be populating in the major metropoliss in South Africa ( World Urbanization Prospects the 2011 Revision ; 2011 ) .The consequence of big concentrations creates force per unit area on services such as transit, lodging, and other basic merchandises required by the population. Given this background, planning and policy model for the turning metropoliss to turn sustainably becomes a basic demand.

Urbanization is one built-in portion of any economic development. Rapid economic growing and urbanisation in South Africa have led to formation jobs such as impairment in environment, congestion etc. A sustainable scheme to keep the economic growing and farther relieve the jobs originating as a consequence of growing is required.

Sustainable development is defined as “ any societal and economic development that does non harm the environment ” ( World Urbanization Prospects ; 2007 ) . Development near and around the theodolite systems to promote theodolite ridership is termed Transit-oriented development ( TOD ) . Such development is one illustration of sustainable development scheme.

TOD has many ways of advancing sustainable development. The first manner is of cut downing car use by supplying an option for transit. Second, the handiness for non-motorized traffic is enhanced through land usage planning and urban design and farther aid advance options such as walking ; hence fleshiness is prevented and a healthy population can be created. Economically weaker subdivision ( i.e. the hapless and the handicapped ) has an improved handiness if occupations are concentrated and other activities around theodolite. These are a few ways to advert out of many. A balance is needed though, between the most efficient system to be achieved and acknowledging community ends. The cardinal mechanism is urban design in accomplishing this balance ( Samimi A. 2009 )

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Tod in the US and other developed states has received a batch of attending but the same ca n’t be said in the instance of South Africa. South African metropoliss are heavy hence urban travel preponderantly is by cycling, walking and theodolite. With the authorities holding to put in metro rail systems and coach rapid theodolite systems in a few metropoliss i.e. Johannesburg and Capetown, TOD can be a feasible option for these metropoliss.

The metropolis of Johannesburg is the largest metropolis in the Province of Gauteng and the largest in South Africa. The City of Johannesburg ( CoJ ) is described as “ South Africa ‘s premier concern metropolis ” , with fast economic growing and a population nearing four million dwellers ( City of Johannesburg, 2009 ) . Consistent with high degrees of urbanization and immigration, will ensue in transit and environmental jobs. In order to relieve some of these jobs, the metropolis has invested in a coach rapid theodolite system, Johannesburg coach rapid theodolite system ; the investing is expected to hike theodolite ridership.

Johannesburg is traditionally a heavy metropolis ; opportunities are that with this theodolite investing, a development of a TOD type is already achieved. In this survey we aim to first look into the bing development in Johannesburg to find the being of transit-oriented development ( TOD ) in some signifier. Second, policies and be aftering steps that can assist better or heighten the grade of TOD-ness in Johannesburg?

1.2. Problem Statement

The metropolis of Johannesburg is the largest metropolis in South Africa and the largest in the Province of Gauteng. The metropolis is spread over 5100 sq. kilometer and accommodates over 4 million people which is expected to turn to 15.7 million by 2035 ( World Urbanisation study 2011 ) . The metropolis besides has registered vehicle strength of 1.4 million, which is turning at the rate of 8-10 % per twelvemonth ( UITP 2010 ) . This rapid growing in cars has resulted in congestion, and air pollution. In order to work out these jobs the metropolis has late invested in a coach rapid theodolite system. The metropolis has besides become a Centre of chances, with more and more people from regional countries traveling into the metropolis looking for occupations. These people frequently lack the accomplishment to acquire a good steady occupation and can non afford to populate within the interior metropolis ; alternatively they choose to populate around the metropolis fringe ( cost of life is high normally in the interior metropolis ) where the theodolite services are hapless. Since theodolite is the chief manner of travel for the urban hapless, their mobility and handiness is limited. Therefore there is a demand for inclusive planning to better the socio-economic position of all citizens. Transit investing can assist to increase the entree to chances, and in concurrence with good land usage planning and policies can accomplish sustainable urban development.

The metropolis of Johannesburg has late invested in a coach rapid theodolite system. But this investing entirely is non sufficient. Around the universe, incorporating land usage and conveyance planning has been recognized as the manner to accomplish sustainable development. If theodolite has to be the driver in urban development, theodolite ridership needs to increase. Many factors such as districting policies, land usage distribution, conveyance policies etc. play a function in increasing ridership. The current survey assesses the sufficiency of theodolite investing and other factors act uponing theodolite ridership for accomplishing sustainable urban development in Johannesburg.

1.2.1. Land usage and conveyance policies in Johannesburg

The rapid economic growing go oning in South Africa is chiefly through the service and industrial sectors. Both of these sectors operate chiefly in urban countries, and as such the province of these countries is important. Transportation is a important nexus for prolonging the growing and besides for a smooth running urban part. To better the transit links and relieve some of the jobs, the cardinal authorities has launched a National Transport Policy. Some of the aims of this policy include:

To back up the purposes of the development programmes for run intoing basic demands, heightening the economic system, heightening human resources, and democratizing determination devising

Promoting an just distribution of route infinite ; concentrating on people instead than vehicles

Bettering entree to concern and production sites

To better state ‘s fight and its conveyance substructure and operations by greater effectivity and efficiency to run into the demands better of different client groups, locally and globally

Decrease in air pollution by altering travel forms, improved engineering, stricter norms etc.

To name are an merely a few aims. The whole list is presented in the papers by the Transport Department ( White Paper on National Transport Policy ; 1996 ) . The policy can be used as a model ; and Municipalities can pull off their urban parts. In Gauteng, the Provincial authorities has developed an urban conveyance policy, concentrating on economic growing, environmental betterments and societal equity ; in other words a program for sustainable development. The aims of the Gauteng Land Transport Framework ( GLTF ) include:

To province provincial aims and policies and depict the intended development of conveyance on a provincial-wide footing ( SA Transport Department, 2009 )

To guarantee that national planning aims and policies are implemented at the provincial degree within the national planning rules ( SA Transport Department, 2009 )

To help with coordinating and incorporating land conveyance planning in a state ; ( SA Transport Department, 2009 )

To guarantee proviso of an equal measure and quality of urban transit services. ( SA Transport Department, 2009 )

To speed up the development of urban transit substructure with appropriate legal, regulative, institutional and fiscal steps. ( SA Transport Department, 2009 )

To develop the legal and regulative model to let consolidation and to better the chances for private sector engagement. ( SA Transport Department, 2009 )

The Gauteng Province authorities has developed the local policies utilizing the NTP as a model. For illustration ; with regard to infinite direction on roads precedence is being given to public conveyance, consolidation with regard to land usage to better service bringing etc. Since the current undertaking trades with land usage every bit good as conveyance, an penetration into land usage policies is indispensable every bit good. Gauteng unlike most other States in South Africa has a alone manner of covering with urban development and land direction. Land act of 1913, transportation of development rights, articulation sector method of leting licence to private developers to build brooding units, maestro program ( development program ) are some of the land development strategies in pattern. Gauteng uses the Development program and Town planning strategy mechanism. Harmonizing to the Land acquisition act, the Government of South Africa can get land from any single for public intents. The chief downside of this method is that it takes a long clip geting land and compensation to the proprietor is non to market criterions. The Gauteng town planning and development act ( GTPDA ) , 2003 provides for a mechanism to turn to these issues utilizing a development plan-town planning strategy ( DP-TPS ) method.

The relationship between the development program ( chief program ) and the town planning strategy is shown in Figure 1.

Figure 1: Development Plan-Town Planning Scheme

Maestro Plan

Town Planning Scheme

A micro degree development strategy indicates ;

Neighbourhood degree route web

Land reconstitution

Appropriation of land for public intents

Local degree substructure

Execution of development control at local degree


New Growth Area

Zoning ordinance

Development control

City degree substructure

Beginning: Gurumukhi, K.T. , Land Pooling Technique, 2003

The range of the development program is to advance renovation or development of urban countries with a end on regional development. It picks a different type of utilizations of land in the country that needs to be developed, reserved for public usage ; the street form and route web are identified, and farther identifies the phases for execution. The Town Planning Scheme is a micro degree strategy on the other manus concentrating on a community graduated table. The Town Planning Scheme and land pooling technique are similar in that, land from proprietors inside a community is pooled together. After the land is redeveloped it is distributed back to proprietors. Normally the Town Planning Scheme covers a land of about 100 hectares.

From the aims of the Gautrain system, it is clear that the national authorities is forcing for publicity of public conveyance. The Gauteng Gautrain is forcing for concentration of activities in add-on to public conveyance as a agency of bettering service bringing. The State of Gauteng besides wants to advance economic and just development. These are in line with the research aim of the current undertaking.

1.3. Research aim

The chief aim of the survey is to measure the potency of the Gautrain investing in Johannesburg for accomplishing sustainable urban development aims. Transit Oriented Development is investigated as a possible scheme for gaining such sustainable urban development.

1.3.1. Objective 1

Definition of sustainable urban development and Transit Oriented Development ; and further look into the potency of sustainable urban development through TOD.

Research inquiries

What is sustainable urban development? What are the purposes of sustainable urban development?

What is Transit Oriented Development? What are its purposes?

Make the ends of Transit Oriented Development align with the ends of SUD?

1.3.2. Objective 2

To measure whether the current urban construction and conveyance development on Gautrain Stationss in Johannesburg and around them can be characterized as Transit Oriented Development type of development

Research inquiries

What are the different signifiers or types of theodolite development?

How to distinguish between theodolite oriented development and non-transit oriented development type of development?

What is the model to measure each instance?

How can assessments be done from the model? ( Model )

aˆ? What is the rating of the current instance on the model?

aˆ? What signifier of development if any, exists in Johannesburg?

1.3.3. Objective 3

To look into the alterations or developments that need to be amended to do the bing development a theodolite oriented development or a more successful theodolite oriented development.

Research inquiries

Which rating model standards can be selected for betterment in the current instance?

Between different standards, is at that place a correlativity? If so, how is choice affected?

1.3.4. Objective 4

To place the policy and planning hurdlings that needs to be subdued in order to transport out the alterations

Research inquiries

How can these barriers be subdued, in order to transport out the alterations raised in the old measure?

1.4 Boundary lines of the survey

The research will be conducted within the undermentioned parametric quantities:

Merely Gauteng substructure will be analysed.

TODs and sustainable developments will specify within the parametric quantities of Gauteng

The false truth of the published information from the Department of conveyance and any other public beginnings

The clip period under survey is limited to 15 old ages ( 1994 – 2009 ) .

1.5 Premises

All signifiers of developments around the conveyance nodes are assumed to be TODs. In some words, belongings developments in and around railroad webs will be considered as TOD.

1.6 Outline of the Report

The roadmap of the study is as follows:

Chapter 2 nowadayss assorted definition and in-depth account of TOD and sustainable developments. In add-on insightful reappraisals of the literature on TOD in different developing states like South Africa. The chapter introduces a theoretical model suited to being used in empirical work and briefly reviews the consequences from old surveies in this country.

Chapter 3 provides an overview of the research design and methodological analysis utilized in this survey of sustainable developments and TODs in South Africa. The informations used and econometric methodological analysis is besides discussed in this chapter.

Chapter 4 discusses the consequences of this survey.

Chapter 5 presents the decision and recommendations of the survey.


2.1 Introduction

The intent of this subdivision is to reexamine the old plants and surveies on development of Transit Orientated Developments. This subdivision besides considers theoretical grounds and definitions of TODs and how it helps in gaining sustainable development in an emerging economic system like South Africa.


The authorization of the IUCN defined Sustainable development thought in 1969 as the direction of world ‘s natural environment and resources, to accomplish highest sustainable quality of life ( Adams W.M, 2006 ) . Ever since that twelvemonth the construct has been germinating. Our common hereafter, the Brundtland study, defined it as “ development that meets the demands of the present without compromising the ability of future coevalss to run into their ain demands ” . These definitions are obscure ; beneficiary oriented development is of import for any development procedure to be meaningful or successful ( S.M Lele , 1991 ) . The thought of sustainable development can be better defined or explained by operationalizing the thought in three ends:

economic system,

environment and


Figure 2 depicts these three ends ; development should be feasible, just and livable ( Tanguay, G.A. , et Al ) .



Sustainable Feasible

sssFigure 2: Sustainable development




The mobility of people is increased by transit and it is implicitly assumed that wealth is linked to mobility ( Han, S.S. , 2010 ) . Furthermore, increased mobility additions cost and greater usage of natural resources and this consequence in increased environmental pollution. A balance between the two is required for sustainable development. Mobility has a part to increase in wealth through increasing economic chances options that can be reached. Another scheme for economic development is through increasing the easiness of making chances and maintaining the usage of cars to low degrees. Economic development will be ensured and environmental pollution control at the same clip. This is what is termed the construct of sustainable conveyance, conveyance planning to accomplish a balance between the three ends of sustainable development ( Richardson, B.C. , 2005 ) .

Three ways of accomplishing sustainable conveyance are:

implementing engineering, ( Greene, D.L.1997 )

pricing and funding, ( Greene, D.L.1997 )

incorporating land usage and conveyance ( Greene, D.L.1997 )

Emissions can be reduced by engineering, traffic volumes can be reduced by pricing and funding direction, and a publicity of alternate manners of conveyance such as walking, bicycling theodolite can be achieved through incorporate land usage and conveyance. Technology and pricing direction schemes tries to turn to travel demand job, on the other manus the demand for travel is addressed by land usage and conveyance schemes therefore, offering a better alternate to planning.

Land usage is affected by transit in footings of houses locations, lodging, commercial activities etc. Similarly transit is affected by land usage in footings of travel forms. Hence, it is necessary or instead of import to see the two as complementary. Different land usage factors that have an influence on travel and their impacts are listed in Table 1.

Table 1: Land usage factors



Travel Impacts


Peoples or occupations per unit of land country ( acre or hectare ) .

Increased denseness tends to cut down per capita vehicle travel. Each 10 % addition in urban densenesss typically reduces per capita VMT by 2-3 % .


Degree that related land utilizations ( lodging, commercial, institutional ) are assorted

Increased land usage mix tends to cut down per capita vehicle travel, and increases usage of alternate manners, peculiarly walking for errands. Vicinities with good land usage mix typically have 5-15 % lower vehicle-miles.



Location of development relation to regional urban centre.

Improved handiness reduces per capita vehicle milage. Residents of more cardinal vicinities typically drive 10-30 % fewer Vehicle-miles than occupants of more spread, urban periphery locations.



Travel Impacts


Part of commercial, employment and other activities in major activity centres.

Increased centeredness additions usage of alternate commute manners. Typically 20-50 % of commuters to major commercial centres drive entirely, compared with 80-90 % of commuters to spread locations.


Degree that walkways and roads are connected and let direct travel between finishs.

Improved roadway connectivity can cut down vehicle milage, and improved walkway connectivity tends to increase walking and cycling.

Roadway design



Scale, design and direction of streets.

More multi-modal street design and direction additions usage of alternate manners. Traffic quieting tends to cut down vehicle travel and increase walking and cycling.

Walk and



Measure and quality of pavements, crossings, waies and motorcycle lanes, and the degree of prosaic security.

Improved walking and cycling conditions

additions non-motorized travel and can

cut down car travel, peculiarly if

implemented with land usage mix, theodolite betterments, and inducements to cut down drive.

Transit quality

and handiness

Quality of theodolite service and grade to which finishs are transit accessible.

Improved theodolite service quality increases transit ridership and can cut down car trips, peculiarly for urban commutation.

Parking supply and


Number of parking infinites per edifice unit or acre, and how parking is managed.

Reduced parking supply increased parking pricing and increased application of other parking direction schemes can significantly cut down per capita vehicle travel.

Cost-recovery parking pricing ( bear downing automobilists straight for the cost of supplying parking ) typically reduces car trips by 10-30 % .

Site design

The layout and design of edifices and parking installations.

More multi-modal site design can cut down car trips, peculiarly if implemented with improved theodolite services.



Assorted plans and schemes that encourage more efficient travel forms.

Mobility direction policies and plans can significantly cut down vehicle travel by affected trips. Vehicle travel decreases of 10-30 % are common.

Beginning: Litman, T. 2010

Many be aftering aims can be achieved through the usage of the relationship between conveyance and land. Assorted direction schemes of transit demand alteration land usage forms in a direct manner to accomplish travel behaviour alteration. Table 2 shows a sample of these schemes.




Smart Growth

Regional and local

More compact, assorted, multi-modal development

New Urbanism

Local, street and site

More compact, assorted, multi-modal, walkable development.




Local, vicinity and site

More compact, assorted, development designed around quality theodolite service, frequently designed around theodolite small towns.




Local and site

Residential and commercial development located and designed for reduced car ownership and usage



Local, street and site

Coordination between roadway design and land usage to better conveyance.

Traffic quieting


Roadway redesign to cut down traffic volumes and velocities.



Local and site

Assorted schemes for promoting more efficient usage of parking installations and cut downing parking demands.

Beginning: Litman, T 2005


In urban development transit planning is of import. The drawbacks of overdependence on car includes conurbation, longer travel distances, congestion. Urban development schemes amongst them theodolite oriented development ( TOD ) offers a good option to private car usage. They portion three common aims ;

cut down the figure of motorised trips ( Newman, P. and J. Kenworthy,1999 )

increase the portion of trips that are non-motorized ( Samimi, A.,2009 )

of the motorized trips that are produced, cut down travel distances and increase vehicle tenancy degrees ( Cervero, R.1997 ) .

Concentrating on the built environment by altering denseness, diverseness and design can assist accomplish these aims.

Figure 3: Transit metropolis

Beginning: Newman, P.W.G. and J.R. Kenworthy 1996

Figure 3 shows a theodolite metropolis, which incorporates high denseness, mixed-use development around theodolite Stationss. Curitiba in Brazil, Bogota in Colombia, and Arlington County in the USA are some illustrations of such metropoliss. In such theodolite metropoliss ( or transit-oriented metropoliss ) urban landscape is used to leverage theodolite services. Some of the definitions of TOD include:

High denseness assorted usage development around theodolite Stationss ( Cervero, R. , et al 2004 )

High residential or assorted usage development around theodolite corridors ( Lefaver, S.,1997 )

High denseness development within walking distance of theodolite Stationss ( Porter, D.R.,1998 )

All of these definitions include the 3D ‘s ( Density, Diversity and Design ) of Cervero and Kockelman ( Cervero, R.1997 ) ; diverseness in the signifier of assorted usage development, denseness in signifier of abode and occupations, and design in the signifier of good street connectivity for walkers.

2.3.1 The function of denseness, diverseness and design

Density is the most of import land-use forecaster of ridership rates ( Cervero, R. , 2004 ) . In this instance, denseness refers to population or employment denseness. Kockelman besides found a direct relation between denseness and theodolite manner pick ( Kockelman, K.1995 ) . Other surveies have found a direct relation between congestion and denseness, and an reverse relation between denseness and car usage ( Chatman, D.G. , 2008 ) . Mode pick is largely affected by the distance between activity locations. Therefore, activity denseness, defined as the figure of local desirable non-work activity locations is an of import consideration ( Chatman, D.G. , 2008 ) .

The handiness to pass through services can be increased by the urban design and hence, assisting in increased theodolite usage. Walking handiness is the chief focal point of urban design in these definitions. This implies that development boundary lines will be little ( say, 400m around Stationss ) . Theodolite usage can besides be leveraged by planing for good modal connexions, such as between regional theodolite and rapid theodolite, motorcycle and theodolite, etc. ( Curtis, C. , 2008 ) .

A rich mix of pick is a defining characteristic in the best vicinities ( Dittmar, H.2003 ) . Peoples can finish a figure of activities in one trip if different activities are within walking distances ( i.e. trip chaining ) . Likewise, lodging options can help people from different societal backgrounds to remain in the same communities and forestalling them from traveling to hapless accessible parts. Therefore TOD must supply low-cost lodging for the hapless and other people who might depend on theodolite for mobility.

2.4 TOD and sustainable urban development

Sustainable development can be achieved through a figure of schemes which ranges from land usage to transit, lodging etc. As was defined in the early paragraphs Transit oriented development helps to accomplish each of these aims. As an illustration, occupation creative activity and development of the community is promoted by high denseness development ; transit nexus is improved by prosaic handiness and theodolite development. Given this background TOD will be a feasible scheme to accomplish sustainable development. Figure 4 links the whole construct of TOD and sustainable development. The nucleus schemes of TOD which are denseness, diverseness and design are linked to the 3 dimensions of sustainability.

Figure 4: Tod and sustainable development

Beginning: Li, C.N. and T.Y. Lai, 2009

2.4 What is TOD and what is non?

The subject under research is the scrutiny of TODs in Johannesburg South Africa. Hence it is of import to specify the range of the research in specifying what will be deemed TOD and what is non. The bing literature has identified another signifier of development that mimics TOD and its termed theodolite next development ( TAD ) . Cervero et Al. specify TAD as development that is near to pass through services, but does non utilize the propinquity to advance theodolite ridership ( Cervero, R. , 2004 ) . TOD is considered the better option for sustainable development even though they have the same rules. Transit ridership is increased by TOD by leveraging theodolite usage through land usage planning. TOD AND TAD differences are shown in Table 3

Table 3: TOD vs. TAD

Transit oriented development

Transit adjacent development

Grid street form

Suburban street form

Higher densenesss

Lower densenesss

Limited surface parking and efficient

parking direction

Laterality of surface parking

Pedestrian- and bicycle-oriented design

Limited walker and cycling entree

Assorted lodging types, including multi-family

Chiefly single-family places

Horizontal ( side-by-side ) and perpendicular

( within the same edifice ) mixed usage

Segregated land utilizations

Office and retail, peculiarly on chief


Gas Stationss, auto franchises, drive-through shops and other automobile-focused land utilizations.

Beginning: Renne, J.L. , 2009

3.4. Evaluation of TOD

TOD rating model is indispensable for appraisal of bing sites and for future planning steps. Harmonizing to Dittmar and Ohland ( Dittmar, H.2003 ) , TOD undertakings have five chief ends as shown in table 4

Table 4: Tod Undertakings aims



Location efficiency

Cardinal factors specifying location efficiency include denseness, handiness to pass through services, prosaic friendliness.

Value gaining control

frequent high quality theodolite, good connexions between manners,

Rich mix of picks

different land usage types: commercial, retail, residential etc. , scope of lodging options

Topographic point devising

prosaic friendliness, safety, street connectivity, districting policies

Resolution of tenseness between node and topographic point

developing a theodolite node ( transit station ) as an activity Centre ; design for prosaic friendliness, mix of utilizations to advance trip chaining etc.

In a arrested development analysis Cervero and Kockelman evaluated the influence of 3D ‘s on travel behavior utilizing the followers ( Cervero, R.1997 ) :


The chief focal point was the population denseness based on population per developed acre ; Employment denseness based on employment per developed acre ; and Accessibility to occupations


Dissimilarity index, information, perpendicular mixture, strength of land usage classs, activity Centre mixture and propinquities to commercial-retail utilizations was considered.


Chiefly street design and connectivity, site design was included

In the scrutiny of TODs in Johannesburg we will pattern the nexus between conveyance and land usage utilizing the three indexs above. The indexs explain the relationship between conveyance and land usage but this will non be sufficient for TOD rating. TOD is non merely concentrating on accomplishing sustainable conveyance but to enable people to populate, store, work and relax. This implies that community development through supplying low-cost lodging can every bit good be portion of TOD.

Evans et Al. characterized a successful TOD undertaking utilizing a tool he developed called “ TOD index ” . It shows indexs for land usage every bit good as conveyance. Unlike the 3D theoretical account of Cervero he added an excess dimension. The method can merely be used to find the success of TOD. Indexs such as public perceptual experience and belongings value are post development indexs, whilst most of the others are largely used for a pre development survey.

In a TOD survey in San Diego analysis of the land patterns around Stationss countries and districting were used by Boarnet and Compin ( Halbur, T.2007 ) . Their major findings were that an alliance of regional governments ‘ ends and vision is necessary for successful undertakings, and TOD undertakings are incremental in nature.

Lin and Li examined TODs by specifying regional planning for Transit oriented development as an LDP ( Land-use Design Problem ) ( Lin, J.J.2008 ) . The construction of land based on the distribution of activity Centres and theodolite in a metropolis is defined by regional planning. A study which included bookmans and contrivers was conducted to place the ends of TOD. Four aims were selected based on the study and a mathematical theoretical account was developed for the survey. The selected four aims were:

Improve environment quality

Increase non-residential activities handiness

Maximize theodolite ridership

Maximization of interaction convenience between activities

Dockmeci et Al. Based on two options a multi nonsubjective theoretical account was considered for land usage planning ( Dokmeci, V.F, 1993 )

Maximization of return

amount of leaden distances minimization amongst different land-use units

The optimum distribution of land usage classs that are different was designed utilizing the theoretical account. Their decision for the handiness aim was that, most activities are built around industry and commercialism. As for the return nonsubjective, activities are built around recreational and commercial countries. Furthermore, they recommended optimizing distribution of classs of land usage through increasing options and land usage classs.

Measuring Johannesburg for TOD is the chief aim of the survey. This is on the premise that sustainable development can be realised through a SUD scheme of TOD. Given this background TOD will be assessed within the dimensions of sustainability. Turcu ‘s five different attacks to sustainability step in literature ( Turcu, C.,2009 ) ,

Ecological footmark

Energy attack

Material strength per unit of service

Cost benefit analysis

Indexs and indexes

The first three of the attacks listed above are eco-centric, they measure sustainability based on resources. Cost benefit analysis weighs the cost against benefit and person is non considered. The indexs and indexes method chief unfavorable judgment is its dependence on the handiness of informations.

For the scrutiny of TOD outcomes many indexs informations are easy collected i.e. informations on travel behavior, built environment etc. Hence, the most suited option for the rating of TOD is the indexs and indexes. A tool that can be applied to develop indexes from indexs is Multi-criteria analysis.

3.4.1. Multi criteria determination devising

In multi standards determination devising ( MCDM ) procedure, given a set of options and a set of determination standards, the best option is chosen ( Parlos, P.M.,2010 ) . MCDM can be divided into two:

multi-objective determination devising ( MODM ) and

multi-attribute determination devising ( MADM )

In multi-objective determination devising, an optimum solution is designed from a set of conflicting aims ( K. Paul Yoon, 1995 ) . Whilst, multi-attribute determination doing trades with the job of placing an option from options set which are characterised by their properties ( Ribeiro, R.A.,1996 ) . MADM jobs are characterised of the followers ( K. Paul Yoon, 1995 )

Options – options to a certain upper limit

Multiple properties

Incommensurable units

Attribute weights

Decision matrix

A determination matrix ( Table 6 ) must hold columns bespeaking properties while rows indicate options. In the matrix, each component aij shows the public presentation evaluation or degree of the ith alternate with regard to the jth factor or property

Table 6: Decision matrix





aˆ¦aˆ¦aˆ¦ .






aˆ¦aˆ¦ .







aˆ¦aˆ¦aˆ¦ .






























aˆ¦aˆ¦aˆ¦ .


A general signifier of MADM is shown in Figure 5. The determination matrix ( Table 6 ) is a important portion of the determination devising procedure. It is clear from Figure 5 that the analysis and recommendation is wholly based on the determination matrix.

Since most planning determinations are spacial in nature, Geographic Information Systems ( GIS ) are an option for usage in analysis. GIS is a engineering which enables the mechanization, analysis and direction of spacial informations. Cowen defined GIS as a determination support system affecting the integrating of spatially referenced informations in a job work outing environment ( Cowen, D.J.,1988 ) . Thus the ultimate end of GIS is to supply determination support based on spacial informations.

Figure 5: Multi property determination devising

Beginning: Jankowski, P. , 1995

Decision doing involves choice of the best solution from a set of options. In finding the determination standards amongst set of options GIS can assist. A spacial multi standards rating is the incorporate attack of MADM and GIS methods.

Spatial determinations largely deal with locations. Questions that can originate when covering with spacial determinations or location are chiefly two ( Herwijnen, M.v. and R. Janssen, 2007 ) ,

What site ( location ) is best, given an activity?

What activities can take topographic point, given a site ( location ) ?

These two inquiries have conflicting aims and a spacial constituent in footings of different types of aims or different locations. Therefore, spacial multi-criteria rating ( SMCE ) will be an ideal method for analyzing these inquiries. SMCE is still an MCA with a constituent that is explicitly spacial.

SMCE theoretical account and analysis

The theoretical account divides the chief aim of the survey into sub aims. The subobjectives are farther divided into standards and indexs, these will mensurate the standards. Weights are established for each of these indexs, based on these index values and weights a concluding complex value is established and is used to analyze the objective.Figure 6 shows the general signifier of the SMCE theoretical account.

Figure 6: General signifier of a SMCE theoretical account

Beginning: Abella, E. 2007

3.5. Case surveies

The old subdivisions have chiefly dealt with theoretical facets of TOD. To hold a better apprehension of the research subject, two instance surveies were included in this subdivision. The research is meant for an emerging economic system of a underdeveloped state ( South Africa ) , the instance surveies considered were selected from similar context ( Colombia and Brazil ) .

3.5.1. Curitiba

Curitiba is located in Brazil and is considered one of the metropoliss turning at a fast rate. This metropolis is internationally recognized for being an environmental friendly metropolis. Advanced theodolite systems, saving of cultural heritage, addition in figure of unfastened infinites and green Parkss etc. have all contributed to a significant addition in quality of life ( Rabinovitch, J. , 1992 ) .

Curitiba cardinal construct of urban planning was that they shifted from a radial homocentric growing to fit a additive growing form. The chief aim of the program was to seek to decongest the metropolis Centre by take downing employment denseness and heightening or advancing development along the north south way which is the structured axis. The program allowed subsequent enlargement of structural axes and theodolite. Their land usage program in the metropolis encourages higher denseness development and assorted usage along the structural axes. Land that is nearer to the theodolite axes has been acquired by the authorities prior to their building. This land was used to make lodging for lower-income families which ensured societal equity ( Acioly, C.C. , 2001 )

The manner they structured the route webs and theodolite systems is besides attributed for their Curitiba theoretical account success individual menu for all coachs are some of the grounds for the easiness of transportation. The high spots of their theoretical account are as follows:

urban transit is an incorporate attack

encourages development along theodolite corridors through districting policies

hierarchy of route web is clear

between different coach systems good average connexions are in topographic point

Pedestrians is the chief focal point of the land usage planning

Low-cost lodging

3.5.2. Bogota

Another successful illustration of an incorporate land usage and public conveyance system is the Transmilenio in Bogota , Columbia. Whereas Curitiba is a medium sized metropolis, Bogota is a big city with a population of over 7 million people. The Transmilenio system is similar to the Curitiba theoretical account in that there are sole coach lanes and express every bit good as normal coachs.

Handiness to the theodolite system is improved by an extended bike web, focal point on pedestrianism and good integrating between express and feeder coachs. The menu is standard for any trip on the theodolite system and it is free to go in the feeder coachs. The difference is that in Bogota the theodolite system is fit to the bing development whereas in Curitiba development was remodelled along the theodolite axes. This is one of the chief unfavorable judgments of Transmilenio ; it consolidates bing land usage forms and development, with all its associated jobs. But, otherwise the theoretical account is successful in footings of economic returns, societal equity, increasing mobility of the population and run intoing conveyance demands.

3.5.3. Contemplation

Bogota and Curitiba are two of the more successful execution of BRT systems. The success component of Bogota is in the focal point of prosaic and bike as entree manner to the BRT. But in Bogota, alterations were non made to the cityscape unlike Curitiba. In Curitiba a theodolite first policy is sharply pursued by concentrating development along the theodolite axes. Therefore Bogota focuses on the entree to the BRT and Curitiba focuses on the handiness. Both undertakings are land usage and conveyance schemes which promote public theodolite usage, therefore in rule they are both TOD.

3.6. Decisions

There have been many cases of utilizing theodolite investing as a driver in urban development. One such scheme is transit oriented development ( TOD ) . TOD is the name used for instances where theodolite investing and land usage planning have been integrated to advance theodolite ridership. The lone end of TOD is non transit ridership ; decrease in vehicle stat mis travelled ( by advancing walking, biking and theodolite ) , better handiness ( more activities near to theodolite ) etc are besides possible by TOD investing. Whereas there are many definitions of TOD, the kernel is the same integrating of theodolite and land usage planning.

In literature methods such as a land usage design job, it is measured utilizing arrested development analysis, utilizing a “ TOD index ” etc. has been used to mensurate the success of TOD. The aim of the current research is non to mensurate the success of TOD but to measure the urban development around the BRT in Ahmedabad. Hence, multi standards determination analysis is used as the research method. MCDA is multi-disciplinary, is conformable to quantitative every bit good as qualitative indexs. Besides by the procedure of sensitiveness analysis, prejudices can be removed



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