Transit Oriented Development DR Malcolm Borg

Transit Oriented Development
Integrating land-use and transport
TRANSIT ORIENTED DEVELOPMENT FOR MARSAMXETT - VALLETTA

The Maltese Islands
Population
Density
410,290
1,269 (4th Highest)
Licensed Motor Vehicles

Modal Split Passenger Cars / Buses CO per capita (kg/cap) Capital Population forecast by 2025
291,920
80 % / 20 %
13,042 Valletta (6,300) 424,028

TOD
Concept
TOD
An integrated transit & urban policy tool for the future

Why TOD?
We must ask ourselves these specific questions on Transit and Urban Planning.
How are cities evolving in the 21st Century?
How are the cities exigencies changing in the 21st Century?

Why TOD?
The Urban Mobility Challenge for our European 21st Century Cities:
Increasing Private Car Based Trips Greenhouse gas emissions Slow modal shift to public transit Unsustainable urban development Insufficient policies to address these problems
Policy Direction A need to integrate land-use and transport planning.

Leipzig Charter EU Green Paper on Urban Transport

Why TOD?
The following table illustrates one of the common problems found from our Small Nation research that Transport and Urban Planners face, the increasing private car dependence and ownership and the subsequent problems this brings. Country / region EU (All 27) Cyprus France Germany Hungary Italy Luxembourg Population 493 m 779 k 62 m 82 m 10 m 59 m 476 k Population Density (Persons per sq km) 4,646 83 111 236 112 200 178 Passenger Cars Per 1,000 population 466 (2006) 479 (2006) 504 (2006) 566 (2006) 293 (2006) 597 (2006) 661 (2006)
Malta
Slovenia Gibraltar (UK) San Marino Jersey
411 k
2m 29 k 29 k 90 k
1,269
100 4,833 477 757
535 (2006)
488 (2006) 1,450 (2006) 1,068 (2006) 826 (2002)

What is TOD?
International variants whats in a name?

New Urbanism
Transit Proximate Development
Transport Development Areas

Smart Growth Transit Oriented Development Transit Adjacent Development

What is TOD?
This is a form of urban development that clusters a greater mixture of land uses around a high quality transport service. The transport node, either train, light rail or bus terminus is designed to be the focus for the development and ideally becomes the community 'heart'. It is where people shop, work, meet, relax and live.
Source: Department of Sustainability and Environment, State of Victoria, Australia.

What is TOD basic principle
Build communities, not projects

What is TOD? Origins of policy international context
The concept of TOD is not exactly new. Cities in Europe, North America and Australasia post WW2 have many of the characteristics of TOD communities integrated into their planning.
TOD as a specific policy measure has emerged in the last twenty years particularly in cities found in Australia, Canada and the USA concentrating growth in the centre of a city to avoid urban sprawl and advocating a more compactable approach to land uses and transit needs of the local environment.
International context has used TOD as a tool to establish and enhance real estate markets. National framework requirement (example Maltese Government ~ OP regulations) Legislative requirement by law (examples Maryland, California)
Specific question?
Are we implementing TOD and not exactly realising it?

Some specific TOD based policy applications in Europe
Trondheim Stockholm
Helsinki
Copenhagen Freiburg Strasbourg Turin Lyon chirolles Naples Malta
Zurich

Naples: metro station Salvator Rosa, before
Source: Prof. Luca Bertolini University of Amsterdam
In 2003, the Municipality of Naples, Italy, introduced the 100 Stations Plan", whereby all Metro stations and the surrounding areas would be regenerated by TOD principles, through high quality architecture and urban design.

Naples: metro station Salvator Rosa, after
Source: Prof. Luca Bertolini University of Amsterdam
Today empty urban space, has been replaced by quality urban design, station construction is the renewal of the existing housing in the station area
PDCU: Projects Development and Co-Ordination Unit

Ministry of Infrastructure, Transport & Communications
Transit Oriented Development (Malta)


Regeneration / urban & transit planning steeped in history
Instances: Mdina Floriana Paola Valletta
1640 & 1730 1720 1700s 1890 & 1950
Issues
Social Spatial Planning Housing Health Military
Victorian / Edwardian planners centred around Valletta Harbour hub the city and the state
Today
Increasing congestion and strain on the functionality of the Capital Valletta.

Some specific TOD based policy applications in Europe Harbour Hub The City & The State.
Valletta City & the harbour hub have been designed as a fortified peninsula. Difficult geography has complimented its defence strategy for over 500 years. Intense heritage Restricted Access
Paradox
Todays Exigencies:
Smooth transit of persons & goods Social Economic Cultural

Paradox
Intense Heritage & Restricted Access
vs
Todays Exigencies for Smooth transit of persons & goods
The Historical Fortified City should be a permeable area for social, economic and cultural interaction TOD Policy based on: Urban Development Capital Projects Land Transport.

Management & Administration Regeneration parameters Transit parameters
Management and Administration Transit parameters Regeneration parameters

Transit parameters limited to node or immediate Long termed land concessions Only now is area regeneration seen as a system counteracting surrounding Cumbersome contractual obligations re-development Limited to the provision of car-parking arrangements Low-resourced Government body No Regeneration Agency to deal directly with private Limited to road network upgrade No PPP or PFI arrangement prospects sector involvement No or few prospects for activating new public transport Slow and highly Government Limited ideas forbureaucratic adaptive re-use or use of historic fabric incentives agencies/authorities Incongruence between lease / concession parameters Transit is referred to essentially as a vehicular modalityand economic possibilities Lack ofto commercial awarenesstransit networks Limited introduce alternative

Various urban, transport strategies and development briefs where developed by Government Stakeholders from 1990 to 2004. However the central problem with these documents was that they not inter-linked, and in some instances it can be viewed that they even competed with each other.
Drivers for improvement Strategic priorities for action
Development Briefs Local Plans
Drivers for improvement
Transport Strategies
Strategic priorities for action

Integrated Urban and Transit land use policies
Drivers for improvement
Strategic priorities for action

Public Transit / Mobility Plans Urban Polices Development Briefs Local Plans

Without going into the history into the history of each transit mode, the following table illustrate the historical and possible future life cycle of transportation.
Transit Mode
Route Bus Tram Railway Ferry Service Vertical Connection Horse Drawn Cab
1900-1930
Operating Operating Operating Operating Operating Operating
2000
Operating Closed Closed Limited tourist service only Closed Limited tourist service only
2006-2010
Operating Closed Closed Operating Operating Limited tourist service only
Electric Minicabs
Park and Ride Taxis CVA LRT
N/A
N/A Operating N/A N/A
N/A
N/A Operating N/A N/A
Operating
Operating Operating Operating R & D Stage

The Maltese TOD policy framework success factors
Reduction of unproductive times for the commuter Larger market for the transit operator without additional kilometres Reduction of pollution and congestion
TOD developments should be attuned to the needs of the pedestrian
TOD Centre
Landowners and Developers centre developments around transit
Maximising the capacity of the transport infrastructure
Development goals which are people based and not on vehicles
Quality transit is part of the urban regeneration
ett PERMEABILITY
ented Development
nes
et
and Ride
isation
/BRT Ferries
Ride
ni Taxis
al Parking Schemes
grades

Valletta, Malta.
Today the area which once connected the lift lies mainly abandoned and partly underutilised as a car park.
In order to meet this new market demand. PDCU officials identified that the former lift site could be redesigned to provide greater access between Vallettas Waterfront and the heart of the City through a vertical link, whilst regenerating a de-generated area.
To provide a vertical link between the Cruise Liner Terminal and the upper part of Valletta. Quality transit node to support the expanding Terminal.
This new project would sustain the projects already underway and encourage further public and private investment in the area.

Image source: Valletta Connections

ERDF Application (OP1 Priority Axis 6)
COTTONERA ACTION PLAN Social Inclusion through better mobility and accessibility Strategic Actions and Pilot Schemes 2008-2018

The purpose of this project is to launch an integrated approach to urban regeneration for the Cottonera Three Cities region through improved accessibility, transportation links and revitalised living conditions for all residents in the area.
A stream of initiatives and projects has been launched for the Cottonera; The Cottonera Waterfront Redevelopment, Santa Margerita Car Park, Restoration Programme for the Fortifications, Dock No1 Regeneration Project, upgrade and embellishment of the Vittoriosa Quay. The purpose of this project is to integrate these various initiatives and to launch regeneration with a holistic approach so as to create multi-speed projects which will effect the core areas of Cottoneras Three Cities. Introduction of new forms of transit nodes and accessibility options to support the local community of Cottonera, the first wave of regeneration projects, earmarked projects, expanding tourist and leisure market. Collaborative joint venture with six governmental organisations.

Upgraded promenade, improved lighting
Sea Ferry Service Cycle rack hire service, to support new cycle lanes
Demand Responsive Transit Bus Operating Zone Regeneration Projects
Heritage bus service linking Three Cities with Marsascala

Indicators
Park and Ride Currently funded by Government with free shuttle 85% WTP CVA Introduced in May 2007, to reduce the amount of cars entering the city. The CVA is based on the principle of an access charge dependent on the time spent. A 22% drop in the total number of individual cars visiting Valletta every day for any length of time. A 60% drop in car stays by non-residents of more than eight hours. Balanced by increase of 34% in non-residential cars visiting the city for an hour or less. National Indicators % increase in use of non-car modes (8%) The 8% increase in modal shift refers to the ADT White Paper objective to increase bus patronage to 1995 levels by 2014 between the period 2000-2014. This means that the difference between 2000 levels of bus patronage and 1995 levels the increase in bus patronage by 8% is the benchmark objective for 2014. Average % redevelopment of units in regeneration areas of total National regeneration. (0.8%) The result indicators have been based on the annual calculation % of redevelopment applications in the historic cores.

Conclusions
transit agencies are not just about running trains and buses they are also in the business of creating markets that will fill those trains and buses, largely through cutting deals with private developers to build trip-generators near train stops.
Source: Transit Cooperative Research Program

Transit Oriented Development DR Malcolm Borg

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Transit Oriented Development

Integrating land-use and transport

TRANSIT ORIENTED DEVELOPMENT FOR MARSAMXETT - VALLETTA