Mobility and Transport Planning Skill

Commercial / Office

Retail

Civic / Institutional

Hospitality

1.2 Aggregation Method

For a mixed-use district, total daily person-trips:

Total Person-Trips = Sum of (units x trip rate) for each use

Then apply internal capture reduction:
- Mixed-use districts with vertical/horizontal mix: 10-25% internal capture
- Single-use zones: 0-5% internal capture
- TOD areas: additional 5-15% reduction for transit proximity

Adjusted Person-Trips = Total x (1 - internal_capture) x (1 - transit_reduction)

1.3 Peak Hour Analysis

Peak hours determine intersection capacity requirements:

AM Peak Vehicle Trips = Adjusted Person-Trips x AM_peak_factor x car_mode_share
PM Peak Vehicle Trips = Adjusted Person-Trips x PM_peak_factor x car_mode_share

Where:
  AM_peak_factor = AM Peak Trip Rate / Daily Trip Rate (typically 0.08-0.12)
  PM_peak_factor = PM Peak Trip Rate / Daily Trip Rate (typically 0.09-0.14)

2. Mode Split Framework

2.1 Target Mode Split by Context

Mode split targets depend on urban context, transit provision, and design quality. Use the following as starting targets, then adjust based on transit investment and design interventions.

2.2 Mode Shift Levers

Each intervention shifts mode share. Combine levers to reach targets:

2.3 Vehicle-Kilometers Traveled (VKT) Estimation

Daily VKT = Car Person-Trips x Average Trip Length (km) x Vehicle Occupancy Factor

Where:
  Average Trip Length:
    CBD: 4-8 km
    Urban: 6-12 km
    Suburban: 10-20 km
  Vehicle Occupancy: 1.2-1.5 persons/vehicle (commute), 1.8-2.2 (other)

Annual VKT = Daily VKT x 330 (weekday equivalent days)
VKT per Capita = Annual VKT / Population

VKT Benchmarks:

• Best practice (Amsterdam, Copenhagen): 4,000-6,000 VKT/capita/year
• Good urban (London, Singapore): 6,000-9,000
• Average developed city: 10,000-15,000
• Car-dependent sprawl (US average): 15,000-25,000

3. Street Network Design

3.1 Network Connectivity Metrics

3.2 Street Hierarchy Capacity

3.3 Intersection Level of Service (LOS)

Signalized intersection capacity (per approach lane):

Saturation flow = 1,800 veh/hr (ideal)
Effective green ratio = g/C (green time / cycle time)
Capacity per lane = 1,800 x (g/C) x adjustment_factors

Volume-to-Capacity ratio (v/c):
  LOS A: v/c <= 0.60 (free flow, delay < 10 sec)
  LOS B: v/c 0.60-0.70 (stable, delay 10-20 sec)
  LOS C: v/c 0.70-0.80 (stable, delay 20-35 sec)
  LOS D: v/c 0.80-0.90 (approaching instability, delay 35-55 sec)
  LOS E: v/c 0.90-1.00 (unstable, delay 55-80 sec)
  LOS F: v/c > 1.00 (forced flow, delay > 80 sec)

Design target: LOS C or better for all approaches at buildout. Exception: In urban core areas, LOS D may be acceptable if pedestrian, cycling, and transit levels of service are excellent.

4. Transit Planning

4.1 Transit Mode Selection

Selection decision tree:

Demand > 15,000 pphpd → Metro or full BRT
Demand 5,000-15,000 → LRT, BRT, or high-frequency tram
Demand 2,000-5,000 → Enhanced bus, tram, or BRT-lite
Demand < 2,000 → Standard bus or demand-responsive

pphpd = passengers per hour per direction

4.2 Transit Coverage Standards

4.3 Transit Stop Spacing

4.4 Transit Station Area Design

Station forecourt sizing:

• Minimum clear area: 400m2 for bus, 800m2 for rail
• Pedestrian space: 2.0 m2 per person at peak 5-minute arrival volume
• Cycle parking: 50-200 spaces for rail stations (10-20% of boardings)
• Kiss-and-ride: 2-5 bays for bus stops, 5-15 for rail
• Bus interchange: 15m x 3.5m per bus bay, plus 5m passenger waiting area

Wayfinding requirements:

• Station identification visible from 100m
• Mode interchange signage at every decision point
• Real-time departure information at all stops
• Walking time indicators to key destinations (5-10 min isochrones)

5. Cycling Network Design

5.1 Network Types (CROW Classification)

5.2 Network Design Principles (CROW 5 Requirements)

1. Coherence - Network must be continuous with no gaps; every origin can reach every destination without mixing with high-speed traffic
2. Directness - Detour factor < 1.2x vs. car route; cyclists should not be forced onto longer routes
3. Safety - Separation from motor traffic on roads > 30 km/h or > 2,000 ADT; protected intersections
4. Comfort - Smooth surface, gentle grades (< 5% sustained), weather protection at stops, adequate width to overtake
5. Attractiveness - Green corridors, lighting, wayfinding, views, social safety (eyes on path)

5.3 Cycling Infrastructure Selection

Road speed limit > 50 km/h OR ADT > 10,000 → Protected cycle track (mandatory)
Road speed limit 30-50 km/h AND ADT 4,000-10,000 → Protected track or buffered lane
Road speed limit 30 km/h AND ADT 2,000-4,000 → Buffered lane or bike lane
Road speed limit 30 km/h AND ADT < 2,000 → Bike lane or shared lane
Road speed limit < 30 km/h AND ADT < 500 → Shared lane or cycle street
Off-road corridor → Shared-use path (3.0m+ width)

5.4 Cycle Parking Standards

Long-term parking must be: covered, secure (enclosed or surveillance), ground-floor or ramp-accessible, within 30m of building entrance.

6. Pedestrian Accessibility

6.1 Walking Catchment Standards

6.2 Pedestrian Level of Service (Fruin)

Design targets: LOS C minimum on all sidewalks; LOS B at transit stops and crossings during peak.

6.3 Pedestrian Crossing Standards

Critical rule: No pedestrian should wait more than 60 seconds at any crossing. No pedestrian should cross more than 2 lanes without a refuge.

7. Freight and Servicing Strategy

7.1 Servicing Demand by Use

7.2 Loading Bay Standards

Loading bay location rules:

• Never on primary pedestrian frontage
• Access from secondary streets or rear lanes
• Turning circles: 12m radius for rigid trucks, 15m for articulated
• Time-restricted delivery: 6:00-10:00 AM and 7:00-10:00 PM for sensitive areas
• Consolidation center for districts > 50,000m2 commercial GFA

7.3 Last-Mile Freight Solutions

8. Mobility Hubs

8.1 Hub Typology

8.2 Hub Sizing

9. Transport Impact Assessment Workflow

When a transport chapter is needed for a masterplan or development application, follow this workflow:

Step 1: Establish Baseline

• Existing traffic counts on surrounding network (ADT, peak hour)
• Existing transit services (routes, frequencies, capacity, patronage)
• Existing pedestrian and cycling infrastructure quality and flows
• Committed transport schemes (planned but not yet built)

Step 2: Estimate Demand

• Apply trip generation rates (Section 1) to the proposed program
• Apply internal capture reduction for mixed-use
• Apply mode split targets (Section 2) based on context and planned interventions
• Calculate peak hour vehicle, transit, pedestrian, and cycling trips

Step 3: Assign Trips

• Distribute trips to the surrounding network based on likely origin-destination patterns
• For vehicle trips: assign to road network, identify loaded links
• For transit trips: check capacity of planned/existing services
• For walking/cycling: check network connectivity and route quality

Step 4: Assess Impact

• Compare baseline + development vehicle volumes to intersection capacity (Section 3.3)
• Check transit capacity vs. projected demand
• Check pedestrian LOS at key crossings and sidewalks (Section 6.2)
• Check cycling route capacity and continuity

Step 5: Mitigate

• If vehicle LOS degrades below target: add mode shift levers (Section 2.2)
• If transit is over-capacity: increase service frequency or add routes
• If pedestrian LOS degrades: widen sidewalks, add crossings, reduce signal wait
• If cycling network has gaps: add protected infrastructure

Step 6: Monitor

• Define triggers for transport review (e.g., per 500 dwellings occupied)
• Set monitoring KPIs: mode split, VKT/capita, intersection LOS, transit patronage
• Establish a travel plan coordinator role for developments > 500 units

10. Transport Demand Management (TDM)

10.1 TDM Toolkit

10.2 Parking as TDM

Critical principle: Parking supply is the single most powerful lever for mode split. Reducing parking supply below car ownership rates forces behavior change more effectively than any other intervention.

11. Transport Metrics Dashboard

When producing a transport strategy for a masterplan or district plan, compile these metrics:

Cross-Skill Integration

This skill integrates with:

• street-design: For detailed cross-section design after the transport hierarchy is established
• tod-design: For transit-oriented density gradients and station area design
• masterplan-design: As a core input for Phase 4 (Movement Network)
• block-and-density: Street network connectivity determines block dimensions
• parking calculator (urban-calculator): For precise parking demand calculations
• sustainability-scoring: Transport metrics feed directly into LEED-ND and BREEAM scores
• cost-estimation: For transport infrastructure cost modeling

Deep Knowledge References

For complete trip generation tables with additional land use types, peak hour factors, and directional splits:

• See references/trip-generation.md

For detailed transit planning guidance including route design, service planning, fleet sizing, and fare integration:

• See references/transit-planning.md

For cycling network design details including intersection treatments, signal priority, and grade separation:

• See references/cycling-design.md