RESEARCH REPORT 1 USING TACTICAL URBANISM TO FACILITATE MICROMOBILITY AT GAUTRAIN STATIONS Lerato Tiroyabone 608215 A research report submitted to the Faculty of Engineering and the Built Environment, University of the Witwatersrand, Johannesburg, in partial fulfilment of the requirements for the degree Master of Urban Studies. 19 December 2024 MUS (SEEC) School of Architecture & Planning Supervisor: Dr Patricia Theron RESEARCH REPORT 2 Table of Contents Declaration .................................................................................................................................... 5 Abstract ......................................................................................................................................... 6 Acknowledgements ....................................................................................................................... 7 List of Figures ............................................................................................................................... 8 List of Tables ................................................................................................................................ 9 List of Acronyms ........................................................................................................................ 10 List of Abbreviations .................................................................................................................. 11 1. Introduction ......................................................................................................................... 12 1.1. Background and Context............................................................................................... 12 1.1.1 The Post-2026 Gautrain Project .................................................................................................14 1.2. Research Problem ......................................................................................................... 14 1.3. Research Questions and Objectives .............................................................................. 18 1.4. Relevance and Importance of the Research .................................................................. 19 1.5. Scope and Limitations................................................................................................... 19 2. Literature Review ................................................................................................................ 21 2.1. Conceptual Foundations................................................................................................ 21 2.1.1. Sustainability in Transport ....................................................................................................21 2.1.2. Micromobility .......................................................................................................................22 2.1.3. Tactical Urbanism .................................................................................................................25 2.2. Integrative Urban Systems ............................................................................................ 26 2.2.1. Public Transport as a Catalyst for Micromobility .................................................................26 2.2.2. First/Last Mile Connectivity .................................................................................................27 2.2.3. Urban Street Design – Towards Multi-Modal Streetscapes ..................................................28 2.2.4. Urban Precincts and Transit-Oriented Development ............................................................29 2.3. Accessibility and Equity in Transport........................................................................... 32 2.4. Policy Implications for Micromobility Integration ....................................................... 33 2.4.1. Overview of Local Policy .....................................................................................................33 2.4.2. Comparative Analysis of SA Policies with International Best Practices ..............................37 2.4.3. Safety and Regulation of Micromobility Modes ...................................................................40 2.5. Reflection on Literature and Research Gaps ................................................................ 41 2.5.1. Synthesis of Key Findings.....................................................................................................41 2.5.2. Gaps in Literature ..................................................................................................................42 2.6. Contextualising the Research Topic ............................................................................. 42 2.6.1. Gautrain Stations and the Target Market ..............................................................................43 RESEARCH REPORT 3 2.6.2. Sustainable Solutions for Urban Mobility .............................................................................43 2.6.3. Enhancing First/Last Mile Trips ...........................................................................................43 2.6.4. Reimagining Streetscape for Micromobility .........................................................................43 3. Research Approach and Methodology ................................................................................ 44 3.1. Research Design ................................................................................................................. 44 3.1.1. Overview of Gautrain Stations and Case Study Selection ........................................................44 3.1.2. Streetscape Analysis .................................................................................................................46 3.1.3. Commuter Survey .....................................................................................................................49 3.1.4. Expert Interview ........................................................................................................................50 3.2. Limitations of Research Methodology ............................................................................... 51 3.2.1. Reliance on Self-Reported Data ................................................................................................51 3.2.2. Challenges with Mixed-Methods Integration ............................................................................51 3.2.3. Subjectivity in Selective Sampling ...........................................................................................51 3.2.4. Temporal and Contextual Changes ...........................................................................................51 3.2.5. Limitations of Google Earth .....................................................................................................52 3.2.6. Limitations of LTS Methodology .............................................................................................52 4. Findings and Analysis ......................................................................................................... 53 4.1. Insights from Commuter Surveys ....................................................................................... 53 4.1.1. Demographics .......................................................................................................................53 4.1.2. Commute and Transportation Habits ....................................................................................55 4.1.3. Awareness and Usage of Micromobility Options .................................................................58 4.1.4. Perceptions and Preferences towards Micromobility ............................................................59 4.1.5. Micromobility Barriers and Enablers ....................................................................................61 4.2. Results of the Streetscape Analysis .................................................................................... 63 4.2.1. Suitability and Optimisation of Routes for Micromobility Interventions .................................65 4.2.2. Tactical Urbanism Scenario for Route 1: Sunnyside to Hatfield Station ..................................66 4.2.3. Salient Insights from Field Observations ..................................................................................68 4.3. Insights from Expert Interviews ......................................................................................... 70 4.2.1. Micromobility in Johannesburg's Context ................................................................................70 4.2.2. Public-Private Partnerships and Tactical Urbanism ..................................................................71 4.2.3. Socio-Political Dynamics in Transport Planning ......................................................................72 4.2.4. Development and Piloting of New Projects ..............................................................................72 4.2.5. Challenges in Policy Development and Implementation ..........................................................72 5. Discussion ............................................................................................................................ 74 5.1. Integration of Survey and Streetscape Analysis Findings ............................................ 74 5.2. Contrasting the Failure of Cycling Infrastructure Projects ........................................... 75 RESEARCH REPORT 4 5.3. Potential for Tactical Urbanism & Micromobility in Gautrain Precincts ..................... 76 5.3.1. Infrastructure Requirements for Micromobility at Gautrain Stations ...................................76 5.3.2. Safety Factors for Micromobility Infrastructure ...................................................................76 5.4. Challenges Limiting Feasibility of Micromobility for Modal Shift ............................. 77 5.5. Policy Recommendations – Addressing Gaps .............................................................. 78 5.6. Design Interventions and Strategies .............................................................................. 78 5.7. Inclusive and Accessible Micromobility ...................................................................... 80 5.8. Financial Feasibility and Government’s Role............................................................... 80 6. Recommendations ............................................................................................................... 81 7. Conclusion ........................................................................................................................... 82 8. References ........................................................................................................................... 84 9. Annexures ............................................................................................................................ 92 RESEARCH REPORT 5 Declaration I declare that that report is my own unaided work. It is being submitted for the Master of Urban Studies degree to the University of the Witwatersrand, Johannesburg. It has not been submitted before for any degree or examination to any other University. …………………………………………………………………………………………………… (Signature of Candidate) ………………………………………….. Date 19 December 2024 RESEARCH REPORT 6 Abstract This research examines the potential of tactical urbanism to enhance micromobility at Gautrain station precincts, focusing on addressing first/last mile connectivity challenges and advancing sustainable urban mobility in Gauteng, South Africa – a country that faces unique transport challenges, such as a high dependency on private vehicles and an inefficient public transport system. Employing a mixed methods approach, the study integrates literature review, commuter surveys, streetscape analysis, using a modified Level of Traffic Stress (LTS) methodology, expert interviews, and policy reviews to provide an understanding of the dynamics of micromobility integration in the South African context. The findings reveal that while tactical urbanism interventions, such as widened non-motorised transport (NMT) pathways, lane reallocation, and traffic calming measures, can enhance first/last mile connectivity, immediate efforts should prioritise the provision of adequate NMT infrastructure in accordance with existing policies. This reflects the pressing need to address foundational urban mobility challenges before focusing on micromobility-specific interventions. Nonetheless, the study highlights the importance of initiating policy development to accommodate broader and more diverse modes of micromobility, alongside establishing safety standards and regulations to support their future integration. The study highlights the socio-economic benefits of NMT and micromobility interventions, including reducing private vehicle dependency, improving accessibility for diverse socio-economic populations, and fostering equitable and sustainable mobility. Recommendations emphasise phased implementation strategies, enhanced stakeholder engagement, and targeted policy reforms to create a supportive environment for integrating tactical urbanism and micromobility. The research concludes that these approaches offer a scalable framework for advancing urban transport planning and policy in Gauteng, with potential applications in similar urban nationally. Keywords: urban transit, Gautrain, first and last mile, micromobility, tactical urbanism, precincts RESEARCH REPORT 7 Acknowledgements I dedicate this work to my late father, Mr. Thapelo Richard Tiroyabone, who passed away on January 8, 2024. My father was a passionate advocate for knowledge and education. His teachings and values have continually inspired me to strive for my best, and his memory remains a guiding light in my life. I also extend my heartfelt gratitude to my supervisor, Ms. Patricia Theron, for her invaluable guidance, encouragement, and support throughout this research journey. Her expertise and insights have significantly shaped this research, and her constant motivation has been instrumental in overcoming the various challenges faced during this study. Lastly, I would like to express my appreciation to my family for their endless support and understanding. The late nights and sacrifices made during this period were borne not just by me but by my family as well, and their patience and encouragement have been a source of immense strength. Additionally, I acknowledge the use of AI tools to refine and enhance the language and clarity in some sections of this dissertation report. The tools complemented my efforts, enabling me to communicate my ideas more effectively. RESEARCH REPORT 8 List of Figures Figure 1: Gauteng Mode Split Patterns (GCRO, 2014) ................................................................ 12 Figure 2: Gauteng Public Transport Trips by Mode (GDRT, 2020) ............................................ 13 Figure 3: GRINN Layout – Schematic (In Your Pocket, 2021) ................................................... 13 Figure 4: Gautrain Route (GCRO, 2014) ...................................................................................... 13 Figure 5: Trends in Gautrain Ridership by Mode (GMA Annual Reports 2014 - 2024) ............. 15 Figure 6: Research Problem Framework (Created by Author) ..................................................... 17 Figure 7: Types of Micromobility (ITF, 2024) ............................................................................. 23 Figure 8: Electric Micromobility Modes ( (Lopez, 2019) ............................................................ 23 Figure 9: Example of a pop-up bike lane and Interim pedestrian improvements (Streets Plan Collaborative, 2016) ..................................................................................................................... 25 Figure 10: The First/Last Mile Problem (Lopez, 2019) ................................................................ 27 Figure 11: Conceptual Layout of Small Superblock (Washington Post Editorial Board, 2024) .. 29 Figure 12: Re-imagined Superblock - Restricted Traffic & Recreational Features (Washington Post Editorial Board, 2024)........................................................................................................... 29 Figure 13: Layout of the Old East Precinct in Pretoria (Atterbury, 2024) ................................... 30 Figure 14: Map of One-North, Singapore (JTC Corporation, 2019) ............................................ 31 Figure 15: Examples of Reduced Kerb Radii (COJ, 2013) .......................................................... 36 Figure 16: Illustrations of cycle infrastructure (GDCI, 2016) ..................................................... 38 Figure 17: Map of Gautrain Route and Stations (OpenStreetMap, 2010) .................................... 45 Figure 18: 20-minute Cycling Map – Gautrain Hatfield .............................................................. 47 Figure 19: Map of Selected Routes to Hatfield Gautrain Station within a 20-Minute Micromobility Catchment ..................................................................................................................................... 48 Figure 20: Demographic Breakdown of Respondents – Age ....................................................... 54 Figure 21: Demographic Breakdown of Respondents - Gender ................................................... 54 Figure 22: Demographic Breakdown of Respondents - Occupation ............................................ 55 Figure 23: Patterns in Gautrain Usage .......................................................................................... 56 Figure 24: First/last mile Transport Mode to Reach Gautrain ...................................................... 57 Figure 25: First/Last Mile Travel Distance ................................................................................... 58 Figure 26: Micromobility Willingness by Awareness Level ........................................................ 59 Figure 27: Contrast between Age Group and Willingness to try Micromobility ......................... 60 Figure 28: Preferred Micromobility Mode by Age Group............................................................ 61 Figure 29: Micromobility Barriers and Enablers .......................................................................... 62 Figure 30: Route 1 Streetview - Francis Baard St (Google Earth, 2024) ..................................... 63 Figure 31: Route 2 Streetview – Stead Ave (Google Earth, 2024) ............................................... 64 Figure 32: Route 3 Streetview - Stanza Bopape St (Google Earth, 2024) .................................... 64 Figure 33: Route 4 Streetview - Jan Shoba Rd (Google Earth, 2024) .......................................... 64 Figure 34: Conceptual Lane Configuration of Route 1 Segment ................................................. 67 Figure 35: Bikeway Demonstration - Temporary Lane Reallocation (TU Guide, 2016) ............. 68 Figure 36: Proposed Improvement of Public Interface along Grant Ave (CoJ, 2016) ................. 71 RESEARCH REPORT 9 List of Tables Table 1: Micromobility Classification (ITF, 2020) ...................................................................... 22 Table 2: NACTO, CoJ and Dutch Intersection Guidelines........................................................... 38 Table 3: Classification of Level of Traffic Stress (LTS) categories ............................................. 47 Table 4: Summary of Selected Routes to Hatfield Gautrain Station ............................................ 48 Table 5: Descriptive Data of Road Segments ............................................................................... 63 Table 6: LTS Analysis Results ..................................................................................................... 65 Table 7: Route Feasibility Analysis for Tactical Urbanism.......................................................... 66 Table 8: Improved LTS Levels for Route Segment ...................................................................... 67 Table 9: Evaluating Tactical Urbanism Strategies for Gautrain Station Precincts ....................... 79 RESEARCH REPORT 10 List of Acronyms BRT Bus Rapid Transit CBD Central Business District CoJ City of Johannesburg CoT City of Tshwane COTO Committee of Transport Officials DFDS Dedicated Feeder and Distribution Service DoT National Department of Transport EMM Ekurhuleni Metropolitan Municipality GCRO Gauteng City Region Observatory GDCI Global Designing Cities Initiative GDRT Gauteng Department of Roads and Transport GHTS Gauteng Household Travel Survey GMA Gautrain Management Agency GRRIN Gautrain Rapid Rail Integrated Network GSDG Global Street Design Guide ICT Information and Communication Technologies ITF International Transport Forum ITS Intelligent Transport Systems JRA Johannesburg Roads Agency KBUD Knowledge-Based Urban Development LTS Level of Traffic Stress MFDS Midibus Feeder and Distribution Service MRT Mass Rapid Transit MTI Mineta Transportation Institute NACTO National Association of City Transportation Officials (USA) NMT Non-Motorised Transport NTR National Technical Requirement PRASA Passenger Rail Agency of South Africa RTMC Road Traffic Management Cooperation RESEARCH REPORT 11 SDG Sustainable Development Goals TMH Technical Methods for Highways TOD Transit Oriented Development UA Universal Access List of Abbreviations km kilometres m metres RESEARCH REPORT 12 1. Introduction 1.1. Background and Context The pursuit of sustainable and efficient public transportation systems is central in global efforts to address environmental challenges and urban mobility needs. Globally, the transport sector is a significant contributor to environmental issues, primarily through greenhouse gas emissions and air pollution. Transportation accounts for approximately 24% of global CO2 emissions from fuel combustion, with road vehicles being responsible for nearly three-quarters of these emissions (International Energy Agency, 2020). In South Africa, these challenges are compounded by a high dependency on private vehicles, inefficient public transport systems, and aging vehicle fleets reliant on fossil fuels, contributing significantly to urban air pollution and greenhouse gas emissions. The transport sector contributes about 10.8% to South Africa's total greenhouse gas emissions (Department of Environment, Forestry and Fisheries, 2020), with older, less efficient vehicles intensifying the issue. These conditions highlight an urgent need for interventions that address accessibility, sustainability, and equity in public transport. The inefficiencies in public transport in South Africa manifest in various ways, including limited accessibility, unreliable services, and inadequate integration across modes. A 2014 study by the Gauteng City-Region Observatory (GCRO) highlighted a significant shift towards more unsustainable transport modes within the province, as depicted in Figure 1. This shift is primarily from commuter buses and rail to minibus taxis. As a result, motorised transportation is largely served by lower capacity modes such as private cars and minibus taxis. During peak periods, minibus taxis make up 23% of all trips, while private cars contribute just over 22%. On the other hand, larger capacity options like trains and buses make up approximately 5% of peak-period journeys, as reported by the Gauteng Department of Roads and Transport (GDRT) in 2020. Additionally, the 2020 Gauteng Household Travel Survey (GHTS) indicates a decline in public transport usage in Gauteng, mainly attributed to issues of accessibility, see Figure 2. The transport challenges in South Africa reflect deeper societal issues, including inequality, lack of infrastructure investment in certain areas, and the need for a more integrated and coordinated public transport system. FIGURE 1: GAUTENG MODE SPLIT PATTERNS (GCRO, 2014) RESEARCH REPORT 13 FIGURE 2: GAUTENG PUBLIC TRANSPORT TRIPS BY MODE (GDRT, 2020) Rapid rail systems, like the Gautrain Rapid Rail Integrated Network (GRRIN), provide a single aspect of a more comprehensive strategy that is required to address transport inefficiency challenges. The GRRIN system achieves this by moving large volumes of people, surpassing the capacity of buses, taxis, and private vehicles (Hayashi et al., 2011). The GRRIN network, connecting key urban areas in Gauteng (as shown in Figures 3 and 4), was established to foster sustainability and reduce highway congestion (Van der Merwe et al., 2001). However, a crucial aspect of urban transport—first/last mile connectivity—remains a challenge, with existing solutions like feeder buses, taxis, and e-hailing services not fully bridging the gap. The 2020 GHTS highlights the increasing need to enhance train feeder services, specifically to improve accessibility and provide a more seamless travel experience for commuters. FIGURE 3: GRINN LAYOUT – SCHEMATIC (IN YOUR POCKET, 2021) FIGURE 4: GAUTRAIN ROUTE (GCRO, 2014) RESEARCH REPORT 14 1.1.1 The Post-2026 Gautrain Project The "Post 2026 Gautrain Project Information Memorandum" provides comprehensive insights into the future expansion and restructuring of the GRINN system, aimed at improving capacity, efficiency, and sustainability (Gautrain Management Agency, 2023). This project is relevant in the context of researching ways to enhance micromobility at Gautrain station precincts. Significantly, the project anticipates and addresses a recent decrease in passenger numbers—a trend influenced by the COVID-19 pandemic and evolving work patterns. This shift emphasises the need for adaptable transportation solutions to maintain the system's relevance, utility, and accessibility. The project also aligns with provincial and national goals, notably those related to environmental sustainability and public transport efficiency, providing a platform for innovative interventions like tactical urbanism and micromobility, which could play a significant role in the system's evolution. Micromobility, which encompasses low-impact transport modes such as bicycles, e- bikes, scooters, and microcars, offers the potential to bridge short-distance gaps while reducing reliance on motorised vehicles. Tactical urbanism, characterised by temporary, low-cost, and scalable urban interventions, complements this by reimagining public spaces to accommodate active and micromobility transport modes. In terms of socio-economic impact, the Gautrain project places a strong emphasis on urban development, upliftment, and environmental objectives. A study by Mushongahande et al (2014) investigated the influence of the GRINN on property development near its stations and the data showed accelerated property development and increasing mixed use in the precincts of Pretoria, Midrand, and Rosebank stations. The study further found that property developers viewed the Gautrain as an important factor in attracting development. This focus correlates with the goals of incorporating tactical urbanism and micromobility solutions to extend the system's reach and enhance its efficiency. The Post-2026 Gautrain project sets forth significant potential for integrating tactical urbanism and micromobility to effectively address contemporary transportation challenges and advance sustainable urban development in Gauteng. This study focuses on the Gautrain as it demonstrates significant potential to attract a modal shift from private car usage, particularly among its middle- to high-income market segment. While the Passenger Rail Agency of South Africa (PRASA) boasts a larger user base and a more extensive rail network, its users are predominantly low-income earners who rely on public transport and contribute minimally to Gauteng’s urban congestion issues. The Gautrain, in contrast, represents a substantial public investment aimed at addressing urban mobility challenges, reducing road congestion, and promoting sustainable transport. Furthermore, it has been a priority project of the Gauteng Provincial Government, receiving full policy support, justifying its strategic importance therefore its relevance for this research. The success of the Gautrain system matters, not only to validate the substantial expenditure of public funds but also to serve as a model for integrated and efficient public transport systems in South Africa. 1.2. Research Problem The core research problem lies in the limited integration of first/last mile transport modes within the Gautrain system, which affects its efficiency, accessibility, and user satisfaction. Despite the strategic importance of GRRIN in South Africa's transport landscape, there is some disconnect in the transition between the rail system and commuters' final destinations. Effective first/last mile RESEARCH REPORT 15 solutions are integral to public transport systems, as they facilitate easy, efficient, and comfortable transitions for commuters between the main transport modes and their end points (Oeschger et al., 2020). The Gautrain currently offers feeder services, commonly known as the Dedicated Feeder and Distribution Service (DFDS), to cater for first/last mile travel of their passengers between stations and their origin/destination. In the post-COVID year of 2022/23, the DFDS experienced a significant reduction in ridership, approximately 42% since 2020 (Figure 5), a trend that the Gautrain Management Agency (GMA) attributes to altered commuting patterns and shifts in public transport usage brought on by the pandemic where lockdowns and remote work significantly reduced the demand for public transport. The patronage data also indicates that bus passenger numbers are consistently low relative to train passenger numbers, even before the pandemic. A contributory factor to this could be systemic inefficiencies in first/last mile connectivity, which aligns with the identified research problem and indicates that a significant portion of train users likely access stations using private cars or other modes. FIGURE 5: TRENDS IN GAUTRAIN RIDERSHIP BY MODE (GMA ANNUAL REPORTS 2014 - 2024) Despite this observed decrease, the sustained usage of feeder services indicate their continued relevance in facilitating the daily commutes of a substantial number of passengers. A notable development by the GMA in this area is the introduction and success of the Midi-bus Feeder and Distribution Service (MFDS). Initiated in 2011 from Marlboro station, this service was established in collaboration with taxi associations from Alexandra township. Since its inception, the MFDS has expanded its reach, incorporating additional routes from stations in Centurion and Hatfield. These feeder services represent only two variations of a diverse range of transport modes available to Gautrain users, which also includes commuter buses, taxis, metered taxis, e-hailing, cycling and walking. However, while these services collectively contribute to the broader transportation network, literature suggests that true sustainability in transport systems is achieved through the RESEARCH REPORT 16 integration of all available modes of transport. According to Schiller and Kenworthy (2010), this integration is key to developing efficient, user-friendly, and environmentally sustainable transportation systems. It involves creating a cohesive network where different modes of transport complement and enhance each other, rather than operating in isolation. This multi-modal approach, aligned with systems thinking, underlines the necessity of a holistic perspective in urban transport planning. Systems thinking, as an interdisciplinary domain, offers unique insights into understanding the behaviour and structure of complex systems, including transportation networks (Hossain et al., 2020). By acknowledging the interdependent nature of various transport modes, the concept transcends traditional, compartmentalised solutions and advocates for a broader, more integrated approach, recognising that changes in one part of the system inevitably ripple through the entire network. Currently, a gap exists in the integration of these various modes in terms of operations and infrastructure provision within the Gautrain system, highlighting a need for a more coordinated approach. This would involve streamlining schedules, improving connectivity, and ensuring that the various modes of transport are aligned in a way that provides a smooth, efficient, and integrated travel experience for the user. This gap in the transport network leads to challenges such as high parking fares, delayed buses, and overall commuter dissatisfaction, further contributing to a preference for private car use over public transport (Abe, 2021). The lack of integrated transport modes also contributes to wider issues at the precinct level and urban scale, such as heightened congestion and exacerbated urban sprawl. The relationship between transit systems and the physical layout of cities is symbiotic; effective transport networks can influence and potentially transform urban landscapes, promoting more compact and efficient urban forms (Cervero & Kockelman, 1997). Conversely, poorly integrated transport systems can reinforce detrimental patterns of urban sprawl, leading to increased reliance on private vehicles, higher emissions, and the loss of valuable urban space (Ewing & Cervero, 2010). Addressing the gap in integrated transport modes for first/last mile travel is important for the evolution of the Gautrain system into a truly sustainable and user-centric transport solution. By fostering greater integration among different transport modes, the system can offer more efficient and environmentally friendly travel options, reducing reliance on individual car use and thereby contributing to reduced traffic congestion and lower carbon emissions. A plausible solution for the research problem can be the use of tactical urbanism and micromobility for first/last mile travel. Diverse micromobility modes are currently not available as an option for passengers, however, with targeted infrastructure modifications these modes could become viable solutions to bridge the existing connectivity gap . Figure 6 highlights this research problem, illustrating how various modes could be integrated into the Gautrain ecosystem to enhance accessibility and sustainability. RESEARCH REPORT 17 FIGURE 6: RESEARCH PROBLEM FRAMEWORK (CREATED BY AUTHOR) The figure illustrates the various first/last mile transport options that connect commuters to Gautrain stations, notably, while Non-motorised Transport (NMT) traditionally includes walking and cycling, micromobility complements NMT and expands the scope to incorporate various small, lightweight, often electric-powered vehicles. However, micromobility introduces unique operational characteristics, such as varying speeds and vehicle dimensions, which may require infrastructure adaptations within NMT networks to ensure safety, accessibility, and integration with existing systems. Private cars and various forms of public transport are also part of the broader connectivity ecosystem, complementing NMT and micromobility to create a multimodal system that improves access to Gautrain stations. M ic ro m ob ili ty How can the streetscape around the stations be altered to accommodate this? Existing Public Transport RESEARCH REPORT 18 1.3. Research Questions and Objectives This research aims to answer the following question(s): Main Question:  What is the potential of tactical urbanism interventions in supporting micromobility at Gautrain stations, and how can this contribute to the broader sustainability and efficiency of the Gautrain system and urban mobility in Gauteng? Sub-questions:  What specific tactical urbanism interventions are necessary to support and enhance micromobility around Gautrain stations?  How can policy changes support micromobility and reciprocally influence broader sustainable urban mobility in Gauteng?  How can public engagement and safety measures be integrated into tactical urbanism interventions to enhance their effectiveness, acceptance, and socio-economic impact at Gautrain stations? The objectives of this study are: 1. Explore the Potential of Tactical Urbanism in Supporting Micromobility at Gautrain Stations: Investigate the possibilities and prepare foundational insights for tactical urbanism interventions to boost micromobility in Gautrain station precincts. This includes understanding the existing urban infrastructure, stakeholder perceptions, and policy framework, and identifying potential interventions for enhancing micromobility. 2. Explore User Perceptions and Behaviours: Investigate the perceptions, attitudes, and behavioural intentions towards micromobility among Gautrain users. This involves understanding the factors influencing the adoption of micromobility solutions. 3. Policy Analysis and Recommendations: Examine the current urban and transportation policies in Gauteng and how they support or hinder the integration of micromobility solutions. Provide recommendations for policy amendments or new policies that can facilitate the strategic implementation of tactical urbanism and micromobility enhancements. 4. Evaluate Socio-Economic Impacts: Assess the potential socio-economic impacts of enhancing micromobility at Gautrain stations through tactical urbanism. 5. Offer Strategic Recommendations for Urban Planners and Policymakers: Based on the findings, provide strategic recommendations for urban planners, transport authorities, and policymakers. These recommendations should focus on implementing sustainable and efficient micromobility solutions in urban transit systems, particularly in the developing world context. RESEARCH REPORT 19 Working Hypothesis: It is hypothesised that the implementation of strategic, small-scale urban street improvements around Gautrain station precincts, as informed by literature and policy review, commuter perceptions, and streetscape analysis, can be effectively integrated into the current urban context and existing infrastructure, thereby increasing the potential adoption and effectiveness of micromobility services for first/last mile travel. These measures are anticipated to improve the first/last mile connectivity for Gautrain rail users, thereby fostering a shift in commuter behaviour towards more sustainable micromobility options. The interventions may also positively influence public perception and engagement with micromobility options. It is further hypothesised that these interventions will have significant socio-economic benefits, such as improved accessibility and enhanced quality of urban life. An analysis of existing policy documents is expected to reveal the extent to which current policies support or hinder the integration of tactical urbanism and micromobility, and how potential policy modifications could enhance this integration. Additionally, the tactical urbanism interventions are anticipated to provide a blueprint for scalable and replicable urban mobility solutions, reinforcing the role of tactical urbanism in fostering quick, affordable, and impactful urban transportation improvements. 1.4. Relevance and Importance of the Research This research holds significant importance in the field of urban planning and sustainable transport, addressing the integration of micromobility solutions to enhance first/last mile connectivity for Gautrain passengers. Considering the Gautrain's target market of middle to high-income earners, who predominantly use private vehicles for commuting, the research taps into a demographic that has significant potential to shift towards more sustainable modes of transportation. An important aspect of this transformation is the modification of streets and public spaces to accommodate these new forms of transport. This research not only explores the feasibility of such changes but also provides practical insights into the nature and extent of urban design improvements needed to facilitate micromobility as discussed in Chapter 4. Moreover, this research holds immense significance in guiding policy decisions and urban planning strategies. By exploring solutions for first/last mile connectivity, the study contributes to the broader goal of reducing reliance on private vehicles, thereby decreasing traffic congestion and transport-related greenhouse gas emissions. The findings could offer valuable insights, not just in South Africa but in similar urban contexts globally. 1.5. Scope and Limitations The scope of this research is confined to examining the integration of micromobility services within the GRRIN system, specifically focusing on first/last mile connectivity. The study is limited to specific Gautrain stations and their immediate surroundings, with a concentration on identifying tactical urbanism and street design strategies, as well as potential policy adjustments. While the data collection for this study has not been exhaustive and represents only a selected sample, it is supplemented by supporting literature and relevant case studies to explore the issues at hand. Additionally, the study acknowledges limitations in the data analysis tools and software available, which may have influenced the scope and precision of analytical outputs. These factors are expanded upon in Chapter 3, and while inherent to the research process, they are important considerations that may influence the generalisability and scalability of the findings. RESEARCH REPORT 20 The research report is structured as follows: 1. Introduction: Introduces the research topic, background, problem statement, objectives, significance, scope, and limitations. 2. Literature Review: A review of existing literature to establish the theoretical foundation for the research. 3. Research Methodology: Outlines the research design, including data collection and analysis methods used to address the research objectives. 4. Findings and Analysis: Presents the research findings and analyses them in the context of the theoretical framework and collected data. 5. Discussion: Examines the implications of the findings, highlights key insights, and contextualises them within broader urban and transport planning considerations. 6. Recommendations: Offers strategic guidance for urban and transport planners, as well as policymakers, based on the study's findings. 7. Conclusions and Recommendations: Summarises key findings and provides suggestions for future research and practice. 8. References: Lists all sources cited in the research. RESEARCH REPORT 21 2. Literature Review The literature review provides an examination of an array of scholarly works and reports central to understanding the intersection of tactical urbanism, micromobility, and their implementation in the context of Gautrain stations. It identifies core concepts, including sustainability in transport, tactical urbanism, micromobility, and first/last mile travel, while incorporating global and local case studies alongside policy and theoretical frameworks. These elements are analysed to highlight innovations that address urban mobility challenges in South Africa, with particular attention to Gautrain’s unique urban context. Organised thematically, the review covers integrative urban systems, including public transport, first/last mile connectivity, and urban street design, as well as broader issues of accessibility and equity in transport systems. The review also identifies gaps in the current literature, setting the stage for this study to contribute new insights and perspectives. 2.1. Conceptual Foundations 2.1.1. Sustainability in Transport The concept of sustainability as a theory emerged in the late 20th century, driven by the need to address global environmental, social, and economic challenges. The 1987 Brundtland Report, "Our Common Future," defined sustainable development as meeting the needs of the present without compromising the ability of future generations to meet their own needs. This report laid the foundation for the three pillars of sustainability which are interdependent, requiring a holistic approach to achieve long-term balance and resilience in systems (World Commission on Environment and Development, 1987). In the context of transport, sustainability aims to reduce greenhouse gas emissions, enhance social equity, and promote economic viability (Banister, 2008). Innovations and practices aimed at reducing the environmental impact of transport systems have gained significant attention in recent years. According to Litman (2013), such innovations include the development of more efficient vehicle technologies, the promotion of non-motorised transport modes like cycling and walking, and the enhancement of public transit systems. These measures are essential in mitigating the adverse environmental impacts associated with traditional transport modalities, notably air pollution and carbon emissions. Gehl (2010) reports that the attractiveness of public transport systems is significantly enhanced when users feel safe and comfortable walking or cycling to and from buses, light rail, and trains. Emphasising that good public spaces and efficient public transport systems are inherently interconnected, functioning as two sides of the same coin to promote sustainable urban living. Gehl’s (2010) perspective on the interplay between public transport systems and good public spaces underscores the foundational importance of integrating green mobility solutions to foster sustainable urban environments. Initiatives such as congestion pricing, low-emission zones, and incentives for electric vehicle adoption have proven effective in promoting shifts toward greener transport modes, including micromobility. The transformative potential of information and communication technologies (ICT) in transport systems, as explored by Mahrez et al. (2020), further presents a significant stride towards sustainability. The use of ICT in transport, often referred to as Intelligent Transport Systems (ITS), enhances the efficiency, safety, and reliability of transport networks. This, in turn, contributes to reducing traffic congestion and emissions, while also improving the user experience. RESEARCH REPORT 22 Despite these advancements, the transition to sustainable transport is not without challenges. Chapman (2007) identifies high implementation costs as a major barrier, particularly in low- and middle-income countries where fiscal constraints limit the capacity for large-scale investment in infrastructure and technology. Resistance to behavioural change among the public further complicates efforts to shift commuters from private vehicles to sustainable modes like public transport. This resistance is often rooted in perceptions of convenience, safety, and reliability, which are difficult to overcome without visible improvements in transport services (Gehl, 2010). Chapman (2007) also points to the lack of coordinated policy frameworks as a barrier because as this often leads to poorly coordinated transport initiatives. Overcoming these barriers requires more than technical solutions, but demands a concerted effort from policymakers, industry stakeholders, and the public. In this context, the study aligns with several United Nations Sustainable Development Goals (SDGs), particularly SDG 11 (Sustainable Cities and Communities), which emphasises the importance of accessible, safe, and sustainable transport systems; SDG 13 (Climate Action), focusing on reducing emissions through innovative mobility solutions; and SDG 9 (Industry, Innovation, and Infrastructure), which advocates for sustainable and resilient infrastructure. 2.1.2. Micromobility Micromobility, a term that has gained prominence in recent urban transport discussions, refers to a broad range of small, often lightweight modes of transportation for personal, short distance travel. The literature offers various, and at times conflicting, definitions of micromobility. To ensure clarity and consistency, this study adopts the definition provided by the International Transport Forum (ITF). The ITF defines micromobility as “the use of micro-vehicles: vehicles with a mass of no more than 350 kilograms and a design speed no higher than 45 km/h”. This definition essentially limits the vehicle’s kinetic energy to 27 kilojoules, and it includes human- powered and electrically assisted vehicles – implying that micromobility cannot be internal combustion engine powered. The ITF further categorises micromobility into four distinct types, as illustrated in Table 1 and Figure 7, providing a structured framework for evaluating these transport modes within urban mobility systems. TABLE 1: MICROMOBILITY CLASSIFICATION (ITF, 2020) Type Definition A Powered or unpowered vehicles weighing less than 35 kilograms and with a maximum powered design speed of 25 km/h. B Powered or unpowered vehicles weighing between 35 kilograms and 350 kilograms and with a maximum powered design speed of 25 km/h. C Powered vehicles weighing less than 35 kilograms and with a design speed between 25 km/h and 45 km/h. D Powered vehicles weighing between 35 kilograms and 350 kilograms and with a design speed between 25 km/h and 45 km/h. RESEARCH REPORT 23 FIGURE 7: TYPES OF MICROMOBILITY (ITF, 2024) While this study adopts the ITF definition of micromobility, it also recognises the importance of exploring adjacent categories of transport that align with the principles of compact, efficient, and sustainable urban mobility. One such category is microcars, which are defined as small, lightweight vehicles designed for short trips, often urban, with limited passenger capacity and reduced environmental impact compared to conventional cars (Siddiqi, 2022). Microcars fall outside the strict ITF definition of micromobility due to their larger size, higher speeds, and greater kinetic energy. However, they present a compelling alternative to traditional private vehicles in urban settings, offering reduced energy consumption, lower emissions, and an ability to navigate constrained urban spaces more efficiently than full-sized cars. The research briefly considers microcars as a transitional category between micromobility and conventional private vehicles. The role of micromobility in modern urban transport systems is becoming increasingly significant, especially as cities grapple with issues of congestion, pollution, and the need for sustainable transport alternatives. Micromobility represents a flexible and environmentally friendly response to these issues, offering solutions tailored to short urban trips. According to Fishman (2016), micromobility solutions such as bikeshare have the potential to reduce dependence on private vehicles, especially for short urban trips. This shift not only aids in reducing traffic congestion but also contributes to lowering urban carbon footprints, an important step towards sustainable urban development. Human powered options of micromobility include conventional bicycles, unicycles, pedal tricycles, skateboards, kick-scooters and velomobiles (enclosed bicycles). Increasingly popular, are the electrically assisted versions of these human-powered vehicles as illustrated in Figure 8. It is worth noting that this list is not exhaustive, as micromobility is both heterogeneous and emergent, constantly evolving to meet diverse urban mobility needs. FIGURE 8: ELECTRIC MICROMOBILITY MODES ( (LOPEZ, 2019) Electric Skateboard Electric Kick Scooter Folding Electric Scooter Electric Unicycle Velomobile Electric Moped E-Bike RESEARCH REPORT 24 Research on micromobility trends indicates a rapid growth in the adoption of these modes of transport across various cities globally. A report by McKinsey (2020) highlights that micromobility has the potential to cover up to 60% of all trips in urban areas, particularly those less than 8 kilometres (km) in length. This trend is further bolstered by technological advancements in vehicle design, increased battery efficiency, and the integration of micromobility options into larger transport networks. Şengül and Mostofi (2020) note that micromobility offers an efficient and cost-effective solution for short-distance travel, enhancing accessibility and connectivity within urban areas. For instance, the Vélib' bike-sharing program in Paris has significantly reduced reliance on motorised transport, easing traffic congestion and promoting physical activity (Jacobson, 2012). Similarly, Copenhagen's extensive network of bike lanes has not only fostered a cycling culture but also contributed to public health improvements and reduced urban pollution (Weinreich, 2021). Literature reveals a tendency to overemphasise micromobility solutions derived from Global North case studies, often overlooking the unique socio-economic and infrastructural challenges faced in the Global South. For instance, within the urban tapestry of Johannesburg, the development of 40km of dedicated cycle lanes between 2007 and 2018 was met with mixed reactions, marking an ambitious yet contentious step towards promoting cycling as a mode of transport. While the initiative illustrated a commitment to sustainable transport, it encountered operational and acceptance hurdles, leading to the city's reconsideration of further development due to an unmet increase in cycling mode share (Suleman, 2018). The conundrum of Johannesburg's cycle lanes reflects a broader challenge: aligning infrastructural ambitions with tangible community uptake and long-term policy support. This situation reinforces the necessity for iterative planning processes, such as tactical urbanism, that respond to evolving urban mobility patterns and the socio-political conditions that shapes them (Batty, 2010). The integration of micromobility into existing urban transport systems presents issues related to safety, infrastructure compatibility, implementation, and the regulation of shared micromobility services. Safety considerations are particularly vital, as micromobility infrastructure must be designed to accommodate the unique needs of these vehicles. Sabbaghian et al. (2023) identify key safety factors, including appropriate geometry of bike lanes to minimise sharp turns, high- quality pavement surfaces to reduce skidding risks, and traffic operating conditions that ensure low-speed zones and physical separation from larger vehicles. Dedicated infrastructure, such as well-maintained bike lanes, parking docks, and clear signage, plays a central role in ensuring the safe and effective use of micromobility devices (International Transport Forum, 2020). Other infrastructural requirements, such as charging stations for electric micromobility vehicles, are also important to support micromobility. Beyond physical infrastructure, regulatory frameworks must balance public safety with the promotion of sustainable transport options by addressing issues such as vehicle speed limits, shared device management, and user behaviour. Micromobility therefore emerges as a promising component in the pursuit for sustainable urban transport. Its integration into urban systems requires strategic planning, robust policy frameworks, and continuous research. This includes adapting infrastructure to meet both safety and operational demands. Tactical urbanism, with its focus on low-cost, flexible, and community-driven interventions, could provide a practical framework for integrating micromobility into urban systems. RESEARCH REPORT 25 2.1.3. Tactical Urbanism Tactical Urbanism refers to a collection of low-cost, temporary changes to the built environment, usually in cities, aimed at improving local neighbourhoods and city gathering places. This concept, extensively documented by Lydon and Garcia (2015), typically involves community-led, short- term interventions designed to enhance urban spaces and influence long-term policy. In the context of urban transport, tactical urbanism can include initiatives such as pop-up bike lanes, pedestrian plazas, temporary street closures and low-cost infrastructure enhancements like painted crosswalks or protected bike lanes (See Figure 9). These interventions are often characterised by their adaptability, minimal financial investment, and ability to demonstrate the benefits of potential permanent changes. By focusing on rapid and flexible solutions, tactical urbanism addresses immediate urban challenges while informing broader, strategic urban planning initiatives. The application of tactical urbanism in urban transport is recognised as a powerful tool for transforming cityscapes. The approach is particularly effective in rapidly responding to changing urban dynamics, as seen in the COVID-19 pandemic where cities worldwide used tactical urbanism to quickly adapt their streetscapes to social distancing requirements and enhance active transport (NACTO, 2020). However, as Finn (2014) note, the success of such interventions heavily depends on community support and the willingness of local authorities to transition temporary changes into long-term strategies. FIGURE 9: EXAMPLE OF A POP-UP BIKE LANE AND INTERIM PEDESTRIAN IMPROVEMENTS (STREETS PLAN COLLABORATIVE, 2016) What distinguishes tactical urbanism is its temporary nature and intent to test or demonstrate solutions before committing to permanent implementation. Once an intervention becomes permanent, it is no longer considered tactical urbanism but rather an outcome informed by tactical methods. One notable example is New York City's Times Square pedestrianisation. Prior to its permanent redesign, the city implemented a temporary closure of parts of Times Square to vehicular traffic, using inexpensive and reversible interventions like movable chairs and painted plazas. The project, as described by Sadik-Khan and Solomonow (2017), not only improved pedestrian safety and traffic flow but also became a catalyst for more extensive pedestrian-friendly urban redesigns across the city. Similarly, the city of Bogotá, Colombia, has effectively used tactical urbanism to enhance its urban transport landscape. The city's Ciclovía program, which closes certain streets to cars on Sundays and holidays for use by cyclists and pedestrians, began as a tactical urbanist intervention and has since become a permanent and much-celebrated feature of the city (Mejía-Dugand et al., 2013). RESEARCH REPORT 26 Effective tactical urbanism incorporates a variety of design elements to create functional and visually appealing spaces that support sustainable mobility. According to the Tactical Urbanist's Guide to Materials and Design 1.0 (2016), key components include barrier elements, surface treatments, street furniture, landscaping, and signage. This study explores the application of some of these components to test and refine micromobility integration within Gautrain station precincts. The study focuses on tactical urbanism due to its unique ability to address urban mobility challenges, particularly in developing contexts like South Africa, where resource constraints often hinder large-scale infrastructure projects. Tactical urbanism offers a salient approach that prioritises inclusivity, experimentation, and scalability. It aligns well with the goals of integrating micromobility solutions into the Gautrain station precincts by enabling small-scale interventions to improve first/last mile connectivity without requiring immediate, large-scale investment. 2.2. Integrative Urban Systems 2.2.1. Public Transport as a Catalyst for Micromobility Public transport systems have long been the backbone of urban mobility, facilitating the efficient movement of large populations within cities. The emergence of micromobility solutions introduces new dynamics to transit networks as they provide commuters with alternatives to traditional modes of transport, particularly for short trips that are too long to walk but too short to drive. The integration of public transport with micromobility modes thus offers the potential to extend the reach of transit networks while addressing first/last mile problem – the challenge of connecting commuters from their starting points to public transit stations and from transit stops to their final destinations. As Kager et al. (2016) articulate, this synergy creates a modal chain that combines the spatial reach and efficiency of public transit with the flexibility of micromobility. Research indicates that shared and private micromobility modes, including bicycles, e-scooters, and dockless micro-vehicles, can reduce the reliance on private cars for short trips to and from transit hubs, thus fostering modal shifts (Oeschger et al., 2020). While micromobility may offer a compelling solution for first/last mile connectivity, it is not a universal or standalone answer. Instead, it must integrate and coexist with other first/last mile modes to form a robust, multimodal urban mobility system. Pedestrian infrastructure, e-hailing services, feeder buses, metered taxis and minibus taxis all have important roles in bridging the gap between transit stations and final destinations. Micromobility augments these modes by offering flexibility and accessibility for shorter distances, complementing rather than replacing them. In South Africa, public transport systems like the Gautrain are uniquely positioned to drive micromobility adoption due to their strategic connectivity, advanced infrastructure, and potential for multimodal integration. The system’s modern infrastructure and digital technologies, such as smart card ticketing, can seamlessly integrate with micromobility services, including rental systems for e-scooters and bicycles, and docking stations strategically located near station precincts. Venter et al. (2019) reports that by addressing first/last mile gaps through infrastructure investments such as bike lanes and secure parking, the Gautrain could attract users who would otherwise rely on private vehicles. The challenge lies in reconciling the cultural preference for cars, which is driven in part by perceptions of status and convenience, with the need for sustainable alternatives. Understanding and addressing first/last mile connectivity challenges is essential to reaching the full potential of micromobility within the Gautrain system, as discussed in the following section. RESEARCH REPORT 27 2.2.2. First/Last Mile Connectivity First/last mile travel refers to the beginning and end segments of a commuter's journey using public transport as depicted in Figure 10. These segments are important in determining the overall efficiency and attractiveness of public transportation systems. The importance of first/last mile solutions is underlined by Ibeas et al. (2012), who emphasise that the accessibility of public transport is significantly influenced by the ease of completing these segments. Effective first/last mile solutions can substantially increase the use of public transport by reducing the time and effort required to access transit stations or stops. Herbet (2023) highlights the role of multi-modal transport solutions, such as bike-sharing and scooter-sharing programs, in bridging the gap between transit stops and final destinations. These solutions provide flexibility and convenience, particularly in urban areas where distances to transit stops may be too far to walk but too short for a car journey. FIGURE 10: THE FIRST/LAST MILE PROBLEM (LOPEZ, 2019) Research also points to the importance of pedestrian-friendly infrastructure in improving first/last mile travel. Pedestrian movement is a foundational element of first/last connectivity as it forms the basis for creating accessible, inclusive, and sustainable urban transport systems, making it inherently relevant to this study. Walking is the most natural and accessible form of transport, requiring no special equipment or costs, making it an essential component of equitable urban mobility. Hess (2009) argues that well-designed pedestrian pathways, along with safe and secure walking environments, are essential for encouraging transit users to walk these segments. As such, micromobility should never be accommodated at the expense of pedestrian-friendly infrastructure around public transport stations. By ensuring that station precincts are pedestrian-friendly, Gautrain can create an inviting and functional urban environment that supports sustainable transport. However, not all distances to public transport are conducive to walking. Based on a study by Wakenshaw and Bunn (2015) which found the average distance to a railway station in the UK being around 1,010 metres (m), walking distances over 1 km to access public transport may be unattractive. This highlights the importance of micromobility as a complementary mode for first/last mile connectivity, addressing gaps where walking may be impractical. In Singapore, e-scooter sharing services have been integrated with the Mass Rapid Transit (MRT) system to enhance first and last mile connectivity. A study by the Singapore-MIT Alliance for Research and Technology found that e-scooter sharing can effectively replace short-distance transit trips, particularly those with indirect routes, multiple transfers, or long walking distances to MRT stations (Cao, et al., 2021). For South Africa, the potential of micromobility is significant in addressing the entrenched travel patterns shaped by apartheid-era spatial planning. This planning system forced much of the urban population to reside in peripheral areas, far from RESEARCH REPORT 28 economic and social opportunities, creating vast distances that continue to dominate commuting patterns. This legacy has reinforced a heavy reliance on private vehicles, contributing to severe urban congestion, inequitable access to opportunities, and escalating environmental degradation through higher emissions. Efficient public transport systems, such as the Gautrain, can play a significant role in bridging these spatial divides, offering an alternative to private car dependency. To achieve this, urban streets must be reimagined to accommodate diverse modes of transport, including micromobility, while maintaining pedestrian infrastructure as a core priority. 2.2.3. Urban Street Design – Towards Multi-Modal Streetscapes Urban street design has undergone a significant transformation over the years, evolving to reflect the shifting priorities and needs of modern city dwellers. Traditional road design has long prioritised the movement of vehicles, focusing on maximising efficiency for motorised vehicles. However, growing awareness of the environmental and social costs of car-centric planning has led to a paradigm shift toward the concept of 'Complete Streets'. This approach, as discussed by McCann and Rynne (2010), involves designing and operating streets to enable safe, attractive, and comfortable access and travel for all users. NACTO's Urban Street Design Guide (2013) exemplifies this trend, advocating for "complete streets" that support multiple users. In South Africa, initiatives such as the City of Johannesburg’s (CoJ) Complete Streets Design Guideline (2010) and Cycle Design Manual (2019) signal an alignment with global trends in multi-modal transport systems. However, while these guidelines provide a robust framework, implementation remains inconsistent in South Africa. Notable examples include the dedicated cycle lanes in Sandton, introduced during the EcoMobility Festival in 2015, and the Rea Vaya Bus Rapid Transit (BRT) system corridors, which integrate pedestrian pathways and cycling lanes around transit hubs. But, outside these pockets of progress, widespread application is limited, and car-centric planning often persists. Cities like Copenhagen, Barcelona, and New York exemplify the transformative power of reimagined streetscapes in fostering sustainable urban mobility. Gehl (2010) describes how Copenhagen has systematically restructured its street network over several decades to prioritise cycling, replacing driving lanes and parking spaces with infrastructure designed to enhance safety and convenience for cyclists. The city features a network of segregated bike paths, marked crossings, and bicycle-specific traffic signals, all of which contribute to a safer and more efficient cycling environment. Gehl observes that "a direct connection between invitations and patterns of use can also be demonstrated for pedestrian traffic and city life," highlighting how intentional urban design can influence human behaviour and city dynamics. Similarly, Barcelona’s transformation of streets into “superblocks”, where vehicular traffic is minimised, and public spaces are maximised, fosters vibrant, people-centred environments (Shendruk, 2024). The superblock concept, as explained by Shendruk (2024) is an approach to urban street design that prioritises people and the environment over cars. A superblock typically consists of a grid of smaller blocks, reorganised to limit vehicular movement while expanding public space. For instance, Figure 11 demonstrates a conceptual diagram of a three-by-two city block, where through traffic is restricted and diverted to the periphery to convert the internal streets into pedestrian-first spaces. Figure 12 illustrates the enhanced superblock design, where the pedestrian-prioritised core, with a mix of landscaping, street furniture, and recreational spaces, such as seating, play areas, RESEARCH REPORT 29 and greenery, transforms the streetscape into vibrant, community-centred public spaces. Integrating these innovative concepts into urban street design around Gautrain station precincts could reinforce the shift towards multi-modal streetscapes. FIGURE 11: CONCEPTUAL LAYOUT OF SMALL SUPERBLOCK (WASHINGTON POST EDITORIAL BOARD, 2024) FIGURE 12: RE-IMAGINED SUPERBLOCK - RESTRICTED TRAFFIC & RECREATIONAL FEATURES (WASHINGTON POST EDITORIAL BOARD, 2024) 2.2.4. Urban Precincts and Transit-Oriented Development Urban precincts, as distinct areas within cities, represent opportunities for shaping the economic, social, and environmental fabric of urban spaces. These spaces are hubs for integrating transport systems, economic activities, and public spaces, making them central in urban regeneration efforts. A precinct, in the context of urban planning and development, refers to a distinct area or section within a city, town, or other urban environment. It is usually defined by specific geographic boundaries and is characterised by common features or a shared purpose that distinguishes it from RESEARCH REPORT 30 other areas. Precincts often represent a confluence of residential, commercial, and cultural spaces (Yigitcanlar et al., 2008). Their mixed-use nature supports a range of activities, from housing and retail to employment and recreation, reducing the need for long commutes, enhance accessibility, and promoting active transportation modes such as walking and cycling. Figure 13 shows a layout the Old East Precinct in Hazelwood, Pretoria, which serves as a prominent example of an urban precinct that integrates residential, commercial, and cultural spaces into a cohesive, community-friendly environment. Developed by Atterbury, the precinct embodies the concept of "surban" development—a blend of suburban comfort and urban vibrancy. This approach reflects contemporary urban planning trends prioritising walkability, mixed-use functionality, and community engagement (Atterbury, 2024). The precinct accommodates varied land uses including retail, offices, medical and surgical services and residential surroundings. Central to the design of Old East Precinct is the creation of a pedestrian-focused environment, with a paved walkway belt linking The Club and The Village. The pedestrian walkways, urban art installations, and planned monthly markets exemplify the precinct’s commitment to creating vibrant, community-centred public spaces. FIGURE 13: LAYOUT OF THE OLD EAST PRECINCT IN PRETORIA (ATTERBURY, 2024) In Gauteng, urban precincts such as the one above and Melrose Arch in Johannesburg represent emerging examples of vibrant, mixed-use urban spaces that successfully blend residential, commercial, and recreational elements. These precincts exemplify local expertise in creating socially engaging environments and attract significant investment and people due to their liveability and unique urban character. However, they are also characterised by severe limitations, including poor integration with public transport systems, over-reliance on private vehicles, and exclusivity that marginalises lower-income groups. By failing to align with Transit-Oriented Development (TOD) principles, they exacerbate parking challenges, traffic congestion, and urban segregation. TOD refers to a planning and design approach that integrates land use and transport systems to create compact, walkable, and mixed-use communities centred around high-quality public transit hubs. While these precincts showcase the potential for urban regeneration in RESEARCH REPORT 31 Gauteng, their nature stress the urgent need for a paradigm shift toward inclusive, accessible, and sustainable precincts strategically located near public transport hubs like Gautrain stations. As mentioned in Section 2.2.2, land use planning in South Africa evolved against the backdrop of apartheid-era spatial planning, characterised by urban sprawl and socio-economic segregation. Urban precincts in the country then come into view as central units for rethinking urban connectivity and spatial inclusivity. For instance, precinct-level interventions can address the spatial divides by bringing people closer to public transport nodes and economic opportunities, positioning precincts as a practical framework for implementing tactical urbanism and micromobility solutions. The role of urban precincts in the South African context is further magnified by socio-economic inequalities and high unemployment rates, calling for innovative urban planning approaches that address accessibility and inclusivity challenges. Urban precincts within the framework of Knowledge-Based Urban Development (KBUD) are positioned as hubs for fostering economic regeneration, skills development, and social cohesion (Yigitcanlar & Inkinen, 2019). These precincts are designed to stimulate innovation by attracting high-tech industries, supporting knowledge-intensive sectors, and integrating multi-functional spaces. Internationally, examples like One-North Singapore and 22@bcn Barcelona, have successfully integrated diverse urban activities within KBUD precincts. One-North Singapore, a model of a knowledge-based precinct, is developed to facilitate connectivity and mobility. The precinct supports key growth sectors, including biomedical sciences, information and communication technology, and media, while fostering collaboration, innovation, and business growth. Its design prioritises integrated transport networks, featuring efficient public transport options and pedestrian-friendly pathways. The precinct is well-connected by the MRT system, with stations strategically located within walking distance of key developments. A spatial layout of One-North is shown in Figure 14. In contrast, 22@bcn Barcelona, a project transforming an old industrial area into a thriving knowledge and innovation district, emphasises urban regeneration and sustainable transport. The area has seen the development of new roads, improvement of existing ones, and creation of a network of cycling paths and pedestrian walkways, enhancing the overall accessibility (Mariano, 2018). Similarly, Gautrain station precincts present an opportunity to evolve into hubs that simultaneously embody the principles of KBUD and TOD to drive economic regeneration, anchor urban growth and economic activity around rapid rail systems. FIGURE 14: MAP OF ONE-NORTH, SINGAPORE (JTC CORPORATION, 2019) RESEARCH REPORT 32 The Role of Tactical Urbanism and Micromobility in Precinct Development The integration of tactical urbanism within the strategic planning of urban precincts highlights their potential to act as catalysts for broader urban regeneration, reflecting a trend towards more inclusive and participatory urban development approaches. This approach can be particularly effective in urban precincts, addressing specific local challenges and enhancing micromobility. Provision of micromobility services in urban precincts, particularly around transit hubs like Gautrain stations, may assist with achieving sustainable urban transport and effective last-mile connectivity. The strategic positioning and connectivity offered by the Gautrain system, between major economic nodes in Gauteng, enhances accessibility and mobility, attracting investment and fostering the development of new business hubs, commercial centres, and residential areas. This transformation elevates the precincts they are located in beyond mere transit points, turning them into influential drivers of urban renewal and economic dynamism. Thus, Gautrain and similar rapid rail station precincts exemplify the broader role of urban precincts in shaping the economic, social, and physical landscape of cities. The transformation of precincts directly influences the overall urban fabric, contributing to the economic competitiveness and spatial development of cities. The role of precincts, therefore, extends beyond their physical boundaries, impacting the larger urban setting through economic, social, and cultural exchanges. The potential impact of smaller, catalytic projects at the precinct level on the broader urban setting is thus multifaceted and significant. Such projects can stimulate local economies, a phenomenon observed by Jacobs (1969), who highlighted the role of small- scale urban interventions in economic revitalisation. This economic stimulation often arises from attracting new businesses and investment, leading to job creation and increased economic activity (Porter, 1995). Moreover, these projects can enhance urban liveability, as noted by Gehl (2010), through the creation of green spaces and pedestrian-friendly environments, thereby making the area more attractive to residents and visitors. Small-scale projects can set important precedents for urban development. According to Florida (2014), successful localised initiatives can serve as models for broader urban areas, demonstrating the viability of innovative urban planning approaches. This is particularly true in the realm of sustainability, where, as Beatley (2000) points out, smaller projects often incorporate sustainable solutions, setting new standards for environmental responsibility in urban development. Finally, the focus on local contexts and needs ensures that these projects contribute to more inclusive urban development, addressing broader social issues such as inequality and segregation (Fainstein, 2005). 2.3. Accessibility and Equity in Transport Accessibility and equity in transport are indispensable components of sustainable urban mobility. These concepts focus on ensuring that transport systems are inclusive and cater to the needs of all segments of the population, including those with disabilities, the elderly, and economically disadvantaged groups. According to Martens (2016), transport equity is achieved when individuals have adequate access to transport options regardless of their socio-economic status, enabling them to participate fully in society. In South Africa, accessibility and equity in transport are pressing concerns, deeply intertwined with the country’s history and current socio-economic landscape. The spatial segregation policies of the past have left enduring marks on urban planning and transport systems, as noted by Behrens and Wilkinson (2003). These policies often resulted in RESEARCH REPORT 33 marginalised communities being located far from employment opportunities and essential services, thereby exacerbating transport inequity. The challenge of creating inclusive transport systems involves addressing various barriers that prevent certain groups from accessing or benefiting from transportation services. Lucas et al. (2016) highlight those issues such as affordability, physical accessibility, and the spatial distribution of transport services can impact the ability of vulnerable groups to access essential services and opportunities. A study by Venter (2011) highlights that the cost of transport can consume a significant portion of the household income for poorer South Africans, limiting their mobility and access to opportunities. This economic barrier is an important aspect of transport inequality in the country. Moreover, the role of informal transport modes, such as minibus taxis, in bridging accessibility gaps is unique to the South African context. As documented by Khayesi et al. (2011), these informal transport services are often the only viable option for low-income groups, yet they operate outside of formal regulatory frameworks and standards, raising concerns about safety and reliability. Kenyon et al. (2002) argue that inadequate transport options can restrict access to employment, education, healthcare, and other critical services, disproportionately affecting low-income and marginalised communities. This highlights the need for transport policies and systems that prioritise accessibility and inclusivity. Public transport initiatives in South Africa, like the Gautrain rapid rail system and the BRT systems in major cities, have been steps towards addressing these inequities. However, as Luke and Heyns (2019) observe, the impact of these systems on transport equity has been mixed, with some criticism that they cater more to middle- income commuters, rather than the most disadvantaged populations. In addressing transport inequity, it is crucial for South African policymakers to consider the specific needs of all segments of the population, especially those in disadvantaged communities. This involves not only improving the physical infrastructure but also making transport more affordable and integrating informal transport modes into the broader transport system, as suggested by Porter (2014). By providing affordable and reliable transport options, public transit can enhance mobility for underserved populations and contribute to more equitable urban environments. Ensuring accessibility and equity in transport requires a comprehensive approach that addresses the diverse needs of urban populations and integrates equity considerations into all aspects of transport planning and policymaking. 2.4. Policy Implications for Micromobility Integration This section reviews the policy frameworks relevant to micromobility integration at Gautrain stations, highlighting their strengths, gaps, and alignment with tactical urbanism principles. Key documents are analysed to determine how their provisions support or hinder micromobility infrastructure and operations, particularly in the areas of safety, sustainability, and accessibility. 2.4.1. Overview of Local Policy South Africa’s policy landscape reflects a commitment to safety, sustainability, and accessibility, laying a foundation for micromobility integration. Key documents include: White Paper on National Transport Policy (Department of Transport, 2021) RESEARCH REPORT 34 The White Paper on National Transport Policy 2021, as a strategic document, outlines the South African government's vision for a transformative approach in the transport sector. It emphasises investment in infrastructures that satisfy social, economic, or strategic demands, reflecting a readiness to embrace innovative urban transport solutions. While micromobility is not explicitly addressed, the policy’s principles of transportation mode integration and urban transport efficiency provide a conducive backdrop for such advancements. Equitable access to transport as a means to personal, economic opportunities, and social services is a pronounced theme in the White Paper. The White Paper establishes a foundational framework supportive of integrating innovative transport solutions such as micromobility. National Technical Requirement 1: Part 1 and 2 (Department of Transport, 2016) The National Technical Requirement (NTR) 1 Part 1 and Part 2 on Pedestrian Crossings are comprehensive technical documents developed by the South African National Department of Transport (DoT). These reports provide an extensive review of the status, challenges, and technical requirements for pedestrian crossings in South Africa. They focus on creating a structured and standardised approach to improve pedestrian safety, emphasising universal design principles to ensure accessibility for all pedestrians as a significant component of the public transport strategy. Central to these reports is the concept of universal design, a framework aimed at making pedestrian crossings accessible and safe for all, including the most vulnerable groups like the elderly, children, and persons with disabilities. While the documents don’t directly address micromobility, the principles laid down create a conducive environment for its future integration. The specific design parameters proposed in the reports, such as completeness, directness, and reduced conflict, are significant for the integration of micromobility solutions. These parameters, which guide the design process to cater to a diverse range of pedestrian needs and abilities, also lay down a foundational framework for micromobility. NMT Facility Guidelines (Department of Transport, 2016) The South Africa NMT Facility Guidelines offer a more comprehensive approach to walking and cycling infrastructure, prioritising universal access and safety through the implementation of standardised technical requirements. Sidewalks are emphasised as essential elements of NMT networks, with minimum widths of 1.5m to 1.8m to accommodate diverse user groups, including pedestrians, wheelchairs, and prams. Cycle lanes are addressed with widths ranging from 1.5m to 2.5m, alongside recommendations for separated facilities on arterial routes to improve safety. Midblock pedestrian crossings, kerb ramps, and buffer strips are encouraged to enhance accessibility and minimise conflicts with motorised traffic. Despite its strong focus on NMT principles, the guidelines do not acknowledge micromobility as an emerging transport mode. The absence of design provisions for shared spaces, parking facilities, and charging infrastructure highlights a gap that may hinder the integration of micromobility into existing transport networks. Technical Methods for Highways 16 – Volume 2 (Committee of Transport Officials, 2012) The Technical Methods for Highways (TMH) 16 guideline developed by the Committee of Transport Officials (COTO) provides technical guidance for traffic impact assessments, focusing on infrastructure design and traffic performance. It includes detailed guidance for pedestrian and cycling infrastructure, specifying minimum widths for sidewalks and cycle lanes to promote safety and accessibility. For instance, sidewalks with buffer strips are required to be a minimum of 1.5m RESEARCH REPORT 35 wide, with a buffer strip of 0.6m, while those without buffers increase to 1.8m. In business centres, sidewalks are recommended to range between 2.5m and 3.5m to accommodate higher pedestrian volumes. Cycle lanes are addressed with minimum widths of 1.2m to 1.8m for single direction use and up to 2.5m to 3.5m for bidirectional paths. While these provisions align with global standards at a basic level, they fall short when considering the mixed operational speeds and space requirements introduced by micromobility vehicles. E-scooters and e-bikes, which travel at speeds of 20–45 km/h, may require wider lanes to prevent conflicts with slower-moving pedestrians and traditional cyclists. Additionally, public transport is addressed only in terms of accommodating buses within traffic systems, with little emphasis on integrating NMT and public transport nodes. The lack of explicit provisions for micromobility, means that, despite their growing prevalence, they are not factored into traffic impact assessments of new developments. Complete Streets Design Guideline (City of Johannesburg, 2013) The CoJ Complete Streets Design Guideline offers comprehensive recommendations for the design and implementation of NMT facilities. Its approach is rooted in the broader context of creating streets that are not only thoroughfares for vehicles but also vibrant, accessible spaces for pedestrians, cyclists, and other NMT users. The manual acknowledges streets as not just conduits for transportation but as spaces for social interaction, economic activities, and ecological functions. This approach closely aligns with tactical urbanism principles, where the objective is to create more inclusive and dynamic urban environments. One of the manual’s core strengths is its detailed focus on NMT. Sidewalk widths are recommended to range from 1.8m to 3.5m, depending on the context, ensuring sufficient space for pedestrians and other users. The manual introduces a hierarchical approach to cycling infrastructure, with detailed classifications for cycle lanes, including shared paths and protected lanes. This is further complemented by the CoJ Cycle Design Manual, finalised in 2019, which provides design specifications for cycling infrastructure such as road markings and signage, intersection crossings and stormwater management details. The latest cycle design manual provides clear guidelines for full integration of cycle paths with other features on the road such as transit stops, intersection crossings and on-street parking. By promoting safer and more accessible conditions for walking and cycling, the manual lays the groundwork for a more sustainable and integrated transportation network, thus supporting the use of micromobility options like bikes and e-scooters. One of the key diagrams illustrating these safety features is found in the section on Reduced Kerb Radii (See Figure 15). This diagram visually represents how reducing the radius at street corners can make crossings shorter and safer for NMT while simultaneously encouraging slower and safer turning movements by vehicles. Solutions like these are specifically applicable to increased safety for micromobility. Other design interventions from the manual include kerb extensions, mid-block pedestrian crossings, textured pavements and various types of cycle lanes. These features and guidelines are crucial in designing streets that are not only efficient but also safe for all users, including pedestrians, cyclists, and motorists. They reflect a holistic approach to urban planning that prioritises safety and accessibility, aligning with the principles of tactical urbanism and micromobility. RESEARCH REPORT 36 FIGURE 15: EXAMPLES OF REDUCED KERB RADII (COJ, 2013) Streetscape Design Guidelines (City of Tshwane Metropolitan, 2007): The City of Tshwane (CoT) Streetscape Design Guidelines focus on improving the quality and functionality of urban spaces, with a strong emphasis on pedestrian-friendly environments. The guidelines highlight the importance of well-designed sidewalks and public spaces to promote walkability and accessibility. Recommendations include the strategic placement of public amenities, utilities, and street furniture to ensure unobstructed pedestrian movement. In addition to the 2007 guidelines, the City of Tshwane's Standard Details for Cycle Tracks outline specific measurements for pedestrian and cycling infrastructure. Sidewalks or walkways with a buffer strip are recommended to have a desirable width of 1.8 m, accompanied by a buffer strip of 0.6 m. For general sidewalks or walkways, a minimum width of 1.8 m is specified, while sidewalks in business centres are recommended to range between 2.0 and 3.5 m to accommodate higher foot traffic. Cycle tracks are required to have a minimum width of 2.0 m, and shared cycle track/walkway combinations should have a width of 3.5 m. These standards, as detailed in the city's official documentation, establish a solid foundation for pedestrian and cycling infrastructure. However, they do not adequately address the needs of micromobility devices, such as e-scooters and other personal transporters. The absence of dedicated lanes and facilities for these modes poses potential conflicts and safety risks, particularly in high foot traffic areas or near transit hubs like Gautrain stations. Urban Design Policy Framework (Ekurhuleni Metropolitan Municipality, 2017) The draft Ekurhuleni Metropolitan Municipality (EMM) Urban Design Policy Framework focuses on people-centred public spaces, highlighting the need to integrate public transport and NMT infrastructure. The policy framework advocates for a network of interconnected pedestrian and cycling routes that ensure safe and convenient access to public transport hubs, including Gautrain stations. Sidewalks are designed to accommodate a wide range of users, with recommendations for minimum and desirable widths depending on context, such as 2.0m to 3.5m in high-activity zones. For cycling, the policy promotes segregated lanes where possible, enhancing safety and RESEARCH REPORT 37 encouraging active transport modes. Furthermore, the policy integrates universal design principles, ensuring accessibility for all, including persons with disabilities, children, and the elderly. The Ekurhuleni policy also highlights the importance of TOD, supporting the creation of mixed-use neighbourhoods that prioritise walkability and reduce dependency on private vehicles. Streetscape improvements, such as the inclusion of landscaping, street furniture, and public art, are emphasised to foster vibrant public spaces that support economic activities and enhance the urban aesthetic. However, there is a lack of explicit strategies or plans for incorporating emerging micromobility solutions, such as bicycle-sharing systems or e-scooters. Overall, South Africa’s policy framework for NMT demonstrates significant progress in promoting accessibility, safety, and sustainability. Sidewalk and cycle lane dimensions generally align with global standards, with clear technical requirements for pedestrian infrastructure and cycling paths. However, these policies fail to address the operational needs of micromobility modes. The gaps the absence of parking and charging infrastructure, and a lack of design strategies to manage speed differentials in shared spaces. To align with global best practices, these policies must be updated to include micromobility-specific provisions, ensuring safer, more inclusive, and sustainable urban transport systems. By bridging these gaps, South Africa can unlock the full potential of micromobility as a viable solution for first- and last-mile connectivity. 2.4.2. Comparative Analysis of SA Policies with International Best Practices South Africa's urban mobility and transport policies, as discussed earlier, reveal a promising direction towards sustainability, safety, and accessibility. This approach aligns with global trends in urban planning and design but diverges in specifics and depth of application. To understand how these align or diverge from international best practices, a comparison is conducted with insights from the provided international documents, namely, (a) the "Design and Management Guidelines for a Safer City" by the City of Cape Town, (b) the "Designing Safe and Sustainable Streets" by the Global Designing Cities Initiative (GDCI), (c) the "Dutch Design Manual for Bicycle and Pedestrian Bridges" by ipv Delft, and (d) the "Global Street Design Guide (GSDG)" by GDCI. Increased Focus on Safety and Vulnerable Users: Whilst South African policies emphasise the safety and inclusivity of urban transport in line with the global concern for vulnerable road users, the GSDG guideline provides specific strategies for creating safe roads which South African urban and transport planning could benefit from. An example of cycling facilities as advocated for by the GSDG is shown in Figure 16. The figure illustrates an exemplary design that caters to micromobility and supports multimodal transportation. Featured is a hierarchy where pedestrians are catered for on the inner most section adjacent to the buildings (1) and away from vehicular traffic, followed by ample bicycle parking facilities (2), that also acts as a buffer between pedestrians and cyclists. Next to the bicycle parking are delineated bicycle lanes (3), marked by vibrant green surfacing, which provide cyclists with a dedicated and safe travel lane, segregated from motor vehicle traffic. The pedestrian and cycle paths are distinctly separated from vehicles by a buffer zone, which includes greenery (4), enhancing the aesthetic of the street and providing an additional safety barrier between cyclists and motorists. Such design not only supports micromobility by facilitating safer and more attractive routes for cyclists and pedestrians but also contributes to a reduction in conflict points among different modes of transport, thereby increasing overall road safety. This infrastructure RESEARCH REPORT 38 exemplifies a cohesive approach that integrates accessibility, safety, and sustainability in urban transport planning. FIGURE 16: ILLUSTRATIONS OF CYCLE INFRASTRUCTURE (GDCI, 2016) The CoJ Cycle Design Manual shows an alignment with the NACTO guidelines for cycling infrastructure, advocating for the implementation of bike boxes at signalised intersections where cyclists are positioned ahead of waiting cars to prioritise their safety and visibility. The bike box ensures that cyclists can move first when the signal turns green, reducing the risk of right-turning vehicle conflicts. However, when compared to the Dutch design, which allows for enhanced