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Spatial planning

Step 4: Design the access and movement framework

01
General considerations in the design of precinct access and movement networks
Design objectives need to be established for the precinct access and movement network.  The exact design objectives will be place or precinct-specific, but will generally include the following:

Objective 1

Design the access and movement network that activates and enhances the functions and future development of the precinct
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Objective 2

Develop modal share targets, strategies and infrastructure that deliver a safe, efficient, affordable and sustainable multi-modal access and movement network for the precinct
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Objective 3

Design and provide parking arrangements aligned to the precinct vision
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02
Urban hub access and movement network design
Developing the Urban Hub access and movement network requires the following:
  • Connect the hub / precinct to the broader urban network
  • Create a seamless network of connectivity at local level
  • Develop the access grid
  • Create a seamless network of connectivity for pedestrians
  • Prepare the access and movement grid
Explore more on urban hub access and movement network design
Connect the urban hub/precinct to the broader metro area
Create a seamless network of connectivity at local level
Develop the access grid
Create a seamless network of connectivity for pedestrians
Prepare the access and movement framework
Or explore more steps on precinct planning and design

Step 1

Precinct identification & definition
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Step 2

Stakeholder identification & strategy
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Step 3

Status quo assessment & precinct visioning
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Step 4

Design the access & movement network
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Step 5

Develop land use framework
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Step 6

Urban design
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Step 7

Plan finalisation
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Figure: Precinct planning and design

Step 1

Precinct identification & definition
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Step 2

Stakeholder identification & strategy
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Step 3

Status quo assessment & precinct visioning
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Step 4

Design the access & movement network
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Step 5

Develop land use framework
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Step 6

Urban design
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Step 7

Plan finalisation
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Objective 1: Design the access and movement network that activates and enhances the functions and future development of the precinct
This requires the following:
  • Assess the current and proposed network against the precinct vision, functions and objectives and the ability of the network to meeting these requirements in terms of accessibility, movement and safety for all transport modes.
  • Design the access and movement network to balance movement and place requirements, as well as the need for access to, within and around the precinct. Movement requirements of roads wishes to create a travel experience that minimises travel time through well-planned connections and minimum travel disruptions.  Place requirements on the other hand recognise that some streets are themselves destination places where activities occur on or next to the street.
  • Design an access and movement network that results in safe and convenient access and travel for all users, having specific regard for targeted categories of passengers and people with functional limitations as identified in the table below. Conduct an infrastructure audit of existing movement infrastructure (roads, streets, sidewalks, footpaths and bridges) to identify areas where infrastructure modification and/or improvement is required to ensure universal access.  Adopt universal design principles to ensure that the network is safe and convenient for all users.  Streets should be designed to be “self-explaining” to enable users to understand the type of street, safe speeds and the relative priority of different transport modes.  Also adopt the Safe System principles (safer roads, safer vehicles, safer speeds and safer people).  Finally, the access and movement network design must adhere to Crime Prevention through Environmental Design (CPTED) principles.
Figure: Urban hub / precinct public transport typologies
Category Description
Targeted categories of passengers as per the National Land Transport Amendment Act
People with disabilities People with a physical, sensory or mental disability which may be permanent or temporary
The elderly People over the age of 55 usually fall within this category
Pregnant women Usually taken as women within the last three months of pregnancy
Those limited in their movement by children Men and women with small children with access needs that public transport systems need to cater for
People with functional limitations
Lifecycle passengers People with additional transport needs related to a particular stage of the human lifecycle
Signage passengers People unable to read or are unable to understand the language used on signage, including tourists
Female passengers Safety and security is a concern for all passenger groups and both genders, but female passengers, together with people with disabilities, are particularly at risk of crime and abuse
Load carrying passengers These include people carrying bags, luggage or goods of a size that mean that they benefit from accessibility features – this is particularly people on low incomes. This group also includes people travelling with bicycles
Source: NDOT.  28 November 2016.  NTR 1: Part 1: National Technical Requirement 1: Pedestrian Crossings.  Pgs 29 – 30.  Version 6
Objective 2: Develop modal share targets, strategies and infrastructure that deliver a safe, efficient, affordable and sustainable multi-modal access and movement network for the precinct
This requires the following:
  • Develop modal share targets as appropriate for the precinct. With consideration to the precinct vision and functions, and within the paradigm of a multi-modal network, determine the current and desired share of each mode (walking, cycling, driving and transit), and develop strategies to ensure that the desired modal share targets are achieved.  In general, active travel (walking and cycling) and public transport should be prioritised over private car travel.  Some specific guidance include:
Walking
Improve walkability on priority walking routes that are aligned with dominant desire lines through pedestrian networks and infrastructure that:
  • Address the needs of the disabled, the young, the elderly and those moving with young children as well as those categories of persons with functional limitations.
  • Prioritise pedestrians where they cross vehicular flows in large volumes within intense urban environments.
  • Road crossing facilities should be ‘announced’. The surrounding built fabric and landscaping should express and reinforce the crossing area as a space.
  • Road crossings should be designed as wide pedestrian ‘zones’ as opposed to narrow crossings.
  • Spaces at either end of road crossing points should be generously designed.
  • Pedestrians should be kept at grade where possible to avoid forcing people onto pedestrian bridges or into subways.
  • Improve the attractiveness of pedestrian routes through landscaping.
  • Design for clear and unobstructed pedestrian routes and spaces. This includes good wayfinding information, avoidance of clutter of signage that causes confusion, addressing barriers such as slope and other obstructions and where routes are long, providing pedestrian facilities such as sheltered rest areas, benches and water fountains.
  • Provide pedestrian amenities at destinations including benches, water fountains and toilets.
  • Design for routes that minimise the potential for crime by ensuring constant opportunities for passive surveillance along the route, avoiding negative or dead space, and by providing good lighting.
Cycling
Cycling can drastically reduce travel times and by default extend the distances people are prepared to travel to access basic services, work, school etc.  Cyclists will comfortably travel 8-10 kms to access work, school and public transport services.  General guidelines include:
  • Accommodate cyclists of all ages and abilities
  • Offer a well-connected and safe bicycle network for a range of purposes i.e. for primary transport means as well as for purposes of exercise and recreation
  • Connect the bicycle network to key destinations
  • Provide appropriate bicycle facilities e.g. parking facilities
Guidance on pedestrian and bicycle infrastructure
  • National Department of Transport. 28 November 2016. NTR 1: Part 1. National Technical Requirement 1: Pedestrian Crossings. Version 6.
  • National Department of Transport. August 2003. Pedestrian and Bicycle Facility Guidelines. Draft 1.0.
Service and delivery vehicles
Provide the necessary access for service vehicles (e.g. fire engines or waste collection vehicles) and delivery vehicles to ensure safety and continued functioning of the precinct.  In industrial precincts, especially heavy industrial precincts, special attention needs to be placed to ensure sufficient road carrying capacity for heavy vehicles, and for turning circles that accommodate the length of delivery vehicles.  In mixed use precincts, provision for loading/off-loading zones for delivery vehicles must be made.
Public transport
The access and movement network should offer good public transport access at key locations within the precinct, and public transport facilities should be accessible through effective pedestrian links.
On-demand transport
On-demand transport include charter bus operators, taxi services, micro taxi services such rikshaws and Tok Tok tricycle taxis, and app-based booking services such as Uber and Bolt.  Facilities for these services must be appropriately located within the precinct.
Private vehicles
Key considerations are access requirements, appropriate speeds, parking facilities and electric charging points.  In general, traffic speeds should be set to prioritise pedestrian and cyclist safety and convenience.  This can be achieved through place activation, committed on-road cycling lanes, priority street crossings and selection of pavement choice amongst other, and as appropriate.
Objective 3: Design and provide parking arrangements aligned to the precinct vision
This requires the following:
  • Integrate parking into the urban form. Where possible, locate off-street parking to the rear of business and commercial stands to not detract from the urban form and streetscape.  Car parks should be designed in accordance CPTED principles, being well-lit and passive surveillance from surrounding buildings, and offering safe access to, within and from the car park.
  • Limit car parking to the minimum required, considering modal share targets established as well as the modal hierarchy as appropriate for the functioning of the precinct. Determination of parking provision should be informed by the current supply of parking (location and quantity), land use and occupancy rates.
  • Optimise parking locations. Where a highly walkable precinct is envisioned, provide “park once” facilities from where multiple locations can be accessed by foot.   Provide sufficient parking for the disabled at well-considered locations, as well as for passenger drop-off and pick-up.
  • Design parking for future adaptability and repurposing. Sufficient provision should be made for electric charging points in the medium term.  Future trends may result in less private vehicle ownership, and parking lots should be designed for easy repurposing and integration into the public realm as parklets, green spaces or larger community hubs, depending on the scale of the parking lot.