Green Star SA

COMMUTING MASS TRANSPORT GUIDE

1 Introduction __________________________________________________________________ 2
2 Acknowledgements ____________________________________________________________ 2
3 Differences between Green Star SA rating tools _____________________________________ 2
4 About the Calculator ___________________________________________________________ 2
5 How to Use the Calculator_______________________________________________________ 2
5.1 Step 1: Determine Mass Transport Stops _______________________________________________ 2
5.2 Step 2: Weekday Frequency of Services ________________________________________________ 3
5.3 Step 3: Saturday Service Frequency (Green Star SA - Retail Centre Only) _____________________ 7
5.4 Step 5: Populate Transport Calculator _________________________________________________ 7

6 Additional Guidance ___________________________________________________________ 8

6.1 Supporting Evidence________________________________________________________________ 8
6.2 Contracted/un-contracted operations _________________________________________________ 8
6.3 Future Services ____________________________________________________________________ 8
6.4 Private Bus Transport _______________________________________________________________ 8
6.5 Public Transport Interchange_________________________________________________________ 9

7 Mass Transport Calculator _____________________________________________________ 11

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 1 Introduction
The Green Building Council of South Africa (GBCSA) has developed a Commuting Mass
Transport Calculator (the Calculator), which is used in Green Star SA rating tools to
determine how well a building is located in relation to public mass transport networks and
to reward points accordingly. The Calculator determines the number of points earned out of
the five available points for the Green Star SA credit Tra-4 ‘Commuting Mass Transport’.
This Guide should be used in conjunction with the Calculator in the Green Star SA rating
tools.
The Calculator allows projects to be compared using a common standard benchmark. The
Calculator determines the number of points awarded based on the type of mass transport,
the ‘average interval between services during peak periods’, and the proximity of the mass
transport stops to the development.

2 Acknowledgements
The Commuting Mass Transport Calculator and Guide are based on the versions produced by
the Green Building Council of Australia for the Australian Green Star rating tools. The Green
Building Council of South Africa acknowledges technical consultant WSP for the work in
adapting these documents for the South African Green Star SA rating tools.

3 Differences between Green Star SA rating tools

In each Green Star SA rating tool, there are slight differences in the Calculator because it is
designed to assess the specific transport needs for different building types and market
sectors. The following issues have been changed from the Green Star SA - Office v1
Calculator to reflect the specific conditions of the market sector:
 Green Star SA - Retail Centre v1: data for Saturdays need to be included

4 About the Calculator

The Calculator determines the number of Green Star SA points achieved based on scores
representing the type and ‘average interval between services during peak periods’ of mass
transport routes, as well as their proximity to the development. Points are awarded in
proportion to the proximity of a development to mass transport stops and the frequency of
the mass transport services.

5 How to Use the Calculator

The Calculator is embedded in the Green Star SA rating tools, which are located on the
GBCSA website, www.gbcsa.org.za. The Calculator can be found on a tab in the rating tool
spreadsheet after the Transport Category.

5.1 Step 1: Determine Mass Transport Stops

Identify the number and type of mass transport modes stopping within 0-250 metres, 250-
500 metres, 500-750 metres and 750-1,000 metres of the development, measured as
actual pedestrian walking distances, not ‘as the crow flies’.
Documentation must be provided as per the relevant Technical Manual.

Mass Transport
 Mass transport includes publicly accessible buses, midibuses, minibuses and
trains.
 Hired taxis and airplanes are not considered modes of mass transport.

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  Future transport, private mass transport and public transport interchanges may
be considered if they meet the criteria in section 6.

Mass Transport Route

 The route is considered the course followed by a mode of transport.
 A service is a mass transport vehicle travelling along a given route.
 Routes with an ‘average frequency between services during peak periods’ of more
than 30 minutes cannot be inserted into the Calculator.
 Any route that terminates within 2 km of the development entrance is counted as
half a route, therefore insert 0.5 instead of 1 in the Calculator.
 If a route goes from A to B via C, and another route goes from A to B via D, these
are considered two different routes with distinct services.
 A route with services for two directions (e.g. northbound and southbound) is
considered two separate routes (refer to Example 2).
 A route with services for two directions (e.g. northbound and southbound) where
one direction only has services in the morning and the other direction only has
services in the afternoon is considered one route (refer to Example 3).

Mass Transport Stops

 Mass transport stops are considered only if vehicle stopping areas allow for safe
and convenient passenger waiting, boarding and alighting.
 Only one stop per route can contribute to the calculations. Even if services on a
route stop at more than one stop within 1,000 m from the development entrance,
only one stop is considered because building occupants are likely to use the
nearest one.
 It must be demonstrated that safe, well-lit, dedicated pedestrian facilities are
provided between the development and the adjacent street network. These must
conform to SANS 10246:2003 Edition 1 - Accessibility of buildings to disabled
persons which sets minimum design requirements for access to and circulation in
buildings and related facilities to permit general use by disabled people.
 If a stop on an adjacent road is included in the calculations, there must be a road
crossing opportunity for pedestrians within 50 m of the development entrance. If
this is in not in accordance to municipal authority requirements, a crossing
opportunity must be planned with the approval of municipal authority at the
closest location possible to the development entrance.

5.2 Step 2: Weekday Frequency of Services

Determine the peak travel hours for the frequency of services by selecting any two-hour
window between 06h30 and 09h30 for the morning peak period and any two-hour period
between 15h30 and 18h30 for the afternoon peak period. The same two-hour windows
must be used for all transit modes for regular weekdays. Public holidays are excluded from
this calculation.
Determine the average interval, in minutes, of services on each route during the peak hours
from timetables, surveys or Current Public Transport Records (CPTR). Only one source may
be used for each route.
The ‘average service frequency’ during the peak periods for a route can be calculated by
either of the following two methodologies.

1. Time between services

The project team needs to determine the average interval (in minutes) of each service
during weekday peak hours from current timetables, surveys or CPTR.
The average interval of services during the peak periods for a route is calculated as shown
in the example below.

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 Example 1:

Route A: Northbound Route A: Northbound

Morning Peak Service Afternoon Peak Service
07h30 - 09h30 16h00 – 18h00

Time Time between services Time Time between services

(minutes) (minutes)

7h25 16h20

7h45 20 16h40 20

8h00 15 16h55 15

8h15 15 17h05 10

8h25 10 17h15 10

8h35 10 17h25 10

8h50 15 17h35 10

9h05 15 17h45 10

9h25 20 18h00 15

9h40 15 18h15 15

18h30 15

Total 135mins Total 130mins

Table Tra-4.4: Example of time between services

The average interval in a peak period EQUALS the SUM of Time Between Services DIVIDED
BY the Effective Number of Services during peak period.
The Effective Number of Services is calculated by counting the number of “Time between
services” in the tables above.
Number of morning peak services = 9
Number of afternoon peak services = 10
Average morning peak frequency = 135 ÷ 9 = 15mins
Average afternoon peak frequency = 130 ÷ 10 = 13mins
The Average Service Frequency is (15 + 13) ÷ 2 = 14mins

2. Number of services in two-hour period

Average Service Frequency = 120 minutes / actual number of services in the peak two-hour
period
The average of the morning and afternoon frequencies is then calculated.
Calculations are required for each route servicing the stop. Only services which arrive at
the stop can be used to calculate the average interval for the morning peak period;
conversely only services that depart from the stop can be used to calculate the afternoon
peak period.
Two examples (Examples 2 & 3) are provided.

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 Example 2:
53 m from the development entrance is a bus route with northbound and southbound
services in the morning and afternoon, therefore the northbound is considered one route
(A) and the southbound is considered one route (B).

Route A: Northbound Route A: Northbound

Morning Peak Service Afternoon Peak Service
07h30 - 09h30 16h00 – 18h00
Time Time
07h00 15h30
07h25 15h45
07h45 16h00
08h00 16h20
08h15 16h50
08h25 17h20
08h35 17h20
08h50 17h50
09h05 18h20
09h25 18h50
09h40 -
Total Services 8 Total Services 6

Route B: Southbound Route B: Southbound

Morning Peak Service Afternoon Peak Service
07h30 - 09h30 16h00 – 18h00
Time Time
06h45 -
07h15 15h45
07h30 16h10
07h45 16h15
08h00 16h45
08h15 17h00
08h30 17h20
08h15 17h15
08h30 17h30
08h45 17h40
09h00 18h00
09h15 18h15
10h00 -
Total Services 10 Total Services 9

The Average Service Frequency is calculated as follows:

Route A: Northbound
Average Service Frequency = 120 minutes / number of services during peak period
Number of morning peak services = 8
Number of afternoon peak services = 6

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 Average frequency morning peak = 120 ÷ 8 = 15 minutes
Average frequency afternoon peak = 120 ÷ 6 = 20 minutes
The Average Service Frequency is (15 + 20) ÷ 2 = 17.5 minutes

Route B: Southbound
Average Service Frequency = 120 minutes / number of services during peak period
Number of morning peak services = 10
Number of afternoon peak services = 9
Average frequency morning peak = 120 ÷ 10 = 12 minutes
Average frequency afternoon peak = 120 ÷ 9 = 13.3 minutes
The Average Service Frequency is (12 + 13.3) ÷ 2 = 12.6 minutes

Example 3:
622 m from the development entrance is a bus route with northbound services only in the
morning and southbound services only in the afternoon. Therefore, together these services
comprise only one route.

Route C: Northbound Route C: Southbound

Morning Peak Service Afternoon Peak Service
07h30 - 09h30 16h00 – 18h00
Time Time
3:30pm 6:45am
3:45pm 7:15am
4:00pm 7:30am
4:20pm 7:45am
4:50pm 8:00am
5:20pm 8:15am
5:20pm 8:30am
5:50pm 8:15am
6:20pm 8:30am
6:50pm 9:00am
- 9:30 am
- 9:45am
- 10:00am
Total Services 6 Total Services 9

The Average Service Frequency can be calculated as follows:

Route C: Northbound & Southbound
Average Service Frequency = 120 minutes / number of services during peak period
Number of morning peak services = 6
Number of afternoon peak services = 9
Average frequency morning peak = 120 ÷ 6 = 20 minutes
Average frequency afternoon peak = 120 ÷ 9 = 13.3 minutes
The Average Service Frequency is (20 + 13.3) ÷ 2 = 16.6 minutes

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 5.3 Step 3: Saturday Service Frequency (Green Star SA - Retail Centre Only)

The Mass Transport Calculator for retail centre developments includes Saturdays, and the
same process is to be followed as in Step 2 above. Saturday peak period is defined as any
two-hour window between 09h00 and 17h00. The same two-hour window must be used for
all transit modes on Saturdays, and public holidays are excluded.

5.4 Step 4: Populate Transport Calculator

Enter the number of routes (NOT individual services or vehicles passing by) into the Mass
Transport Calculator, based on distance and frequency.

The results from Examples 2 and 3 are included in the Mass Transport Calculator as follows:

Route A

Route C

Route B

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 6 Additional Guidance

6.1 Supporting Evidence

For all mass transport modes the following documentation is considered valid for
submission:
 Timetables
 Surveys
 Current Public Transport Records (CPTRs)

A timetable, survey or Current Public Transport Record (CPTR) may be used for each route.
The services of any one route cannot be proved with more than one type of evidence.
Surveys need to be carried out by a qualified professional. Survey of observed mass
transport routes (contracted and un-contracted) must identify the location of the stops and
frequency of services during peak periods. Routes must also be identified for the different
transport modes (e.g. route names, numbers). The CPTR data is satisfactory documentation
to determine routes.
Where surveys are provided for contracted transport, confirmation is required from the
transport operator that the routes are contracted by the local, provincial or national
authority, or if the transport is part of a site development process, proof of an agreement is
required.
The above documentation cannot be older than one year prior to the date of the first round
of the Green Star SA submission.

6.2 Contracted/un-contracted operations

In general, contracted transport modes are considered transport routes operating under
contract to the municipality, operating on a fixed route and schedule. In some cases in
South Africa the contracted operations do not have timetables or the timetables are
outdated (older than 1 year). The project can then decide to carry out a traffic survey for
the transport mode in order to include the calculations under contracted operations; the
project must provide confirmation from the transport operator stating that the routes are
contracted by a local, provincial or national authority.

6.3 Future Services

Future public transport services may be included in calculations for the TRA-04 Commuting
Mass Transport credit. Where train, bus, midibus or taxi services are included for credit (as
mainline, feeder or connecting service) but not operational at the time of the Green Star SA
submission, the flowing documentation must be provided:
 Proof of a contract signed by the relevant transport authority and the service
provider, and the planned service frequency, hours of operation and route; and
 Proof of an undertaking to have the necessary transport stops constructed,
whether on a public road or the development site.

6.4 Private Bus Transport

Private bus transport with established routes and timetables equivalent to public transport
may be included in the Calculator contingent upon the project’s ability to demonstrate that
the future operations of these services are as certain as public transport. The project must
provide documentation demonstrating alternative but equivalent compliance in respect to
longevity of the service, available timetables, etc. in addition to the other required

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 documentation in the Documentation Requirements section for this credit in the relevant
Technical Manual.

6.5 Public Transport Interchange

A public transport interchange is a location where passengers move between services of the
same or different transport mode. If the site is within 15 minutes of a public transport
interchange via a public transport connecting service, with the connecting service having a
frequency of no more than 30 minutes, then the routes available from the interchange can
be included in the Calculator with the following modifications:
 Only connecting services operating under contract to the municipality on a fixed
route and schedule may be included.
 The number of routes at the interchange is halved.
 The distance to be entered for routes at the interchange is equal to the distance
from the development to the connecting service, plus 250m.
 Any connecting service from the interchange that terminates within 1,000m of the
interchange only counts as half of one service, which is then halved again
because it is from the interchange (e.g. enter 0.25).

Example 4:
The train route that stops 600m from the building services a Transport Interchange within a
travel time of 12 minutes AND six additional bus routes service the Transport Interchange;
three arriving routes and three departing.
Morning Peak Period Services ‘To’ and ‘From’ Transport Interchange

Bus A Bus B Bus C

Route 1 Route 2 Route 3 Route 4 Route 5 Route 6

To Transport From Transport To Transport From Transport To Transport From Transport
Interchange Interchange Interchange Interchange Interchange Interchange

Time Time Time Time Time Time

7h25 7h20 7h18 7h45 7h15 -

7h45 7h40 7h48 8h30 8h00 6h25

8h00 8h00 8h18 9h15 8h10 7h45

8h15 8h20 8h48 10h00 8h20 8h45

8h30 8h40 9h18 - 8h30 9h45

8h45 9h00 9h48 - 8h40 -

9h00 9h20 - - 8h50 -

9h15 9h40 - - 9h00 -

9h35 - - - 9h45 -

Number of services 7 Number of services 4 Number of services 7

Route 1 Route 3 Route 5
Number of services 6 Number of services 3 Number of services 2
Route 2 Route 4 Route 6
Average Interval 17.14 min Average Interval 30 min Average Interval 17.14min
Between Services Between Services Between Services
Route 1 Route 3 Route 5
Average Interval 20 min Average Interval 40min Average Interval 60 min
Between Services Between Services Between Services
Route 2 Route 4 Route 6

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 Afternoon Peak Period Services ‘To’ and ‘From’ Transport Interchange

Bus A Bus B Bus C

Route 1 Route 2 Route 3 To Route 4 Route 5 Route 6

To Transport From Transport Transport From Transport To Transport From Transport
Interchange Interchange Interchange Interchange Interchange Interchange

Time Time Time Time Time Time

16h25 16h30 16h50 16h40 16h15 16h29

16h45 16h50 17h20 16h55 16h45 16h32

17h00 17h10 17h50 17h10 17h15 16h35

17h05 17h20 18h20 17h25 17h20 16h58

17h10 17h30 18h50 17h40 17h25 17h13

17h15 17h40 - 17h55 17h30 17h22

17h20 18h00 - 18h10 17h35 17h30

17h30 18h20 - 18h25 17h40 17h43

18h00 18h40 - 18h40 17h45 17h59

18h15 - - - 18h00 18h22

18h30 - - - 18h30 18h28

-
18h45 - - 19h00 18h43

Number of services Number of Number of

Route 1
10 services Route 3
4 services Route 5
10

Number of services Number of Number of

8 8 10
Route 2 services Route 4 services Route 6
Average interval Average interval Average interval
Between services 12 min Between services 30 min Between services 12 min
Route 1 Route 3 Route 5
Average interval Average interval Average interval
Between services 15 min Between services 15 min Between services 12 min
Route 2 Route 4 Route 6

Summary of the Average Interval between Services:

Average Interval Between Services Average Interval Between Services Average Interval Between Services
During Peak Periods for Bus A During Peak Periods for Bus B During Peak Periods for Bus C
Route 1 = 14.57 minutes = Route 3 = Route 5 = 14.57 minutes=
15 minutes 30 minutes 15 minutes
Average Interval Between Services Average Interval Between Services Average Interval Between Services
During Peak Periods for Bus A During Peak Periods for Bus B During Peak Periods for Bus C
Route 2 = 17.50 minutes= Route 4 = 27.50 minutes= Route 6 =
18 minutes 28 minutes 36 minutes

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 The “Average Interval Between Services” for each route can be entered into the Calculator
as follows. The distance is 600m to the train station + 250m = 850m. Note that Route 6
can not be entered as the frequency is greater than 30 min.

Route 2, 3, 4 should
be entered in this
cell as “0.5’ each
Route 1 and Route 5
should be entered in
this cell as ‘0.5’ each

7 Mass Transport Calculator

The Calculator determines the number of points achieved based on the following criteria:
 Type of mass transport; and
 Walking distance from the development to the stop/station; and
 Frequency of service during peak commuting periods.

The following tables provide the relative weighting of cells within the Calculator by
indicating the score per route in each category. These weightings are automatically
reflected in the number of points achieved.

WEEKDAY/SATURDAY WEIGHTINGS
for Bus, Midibus or Minibus Routes

Contracted Uncontracted
Walking Distance
Frequency of Service Frequency of Service
from Building
During Peak Periods During Peak Periods
Entrance to Public
Transport 15 min 30 min 15 min 30 min

0-250m 6 4 3 1

250-500m 5 3 2

500-750m 4 2 1

750m-1km 3 1

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 WEEKDAY/SATURDAY WEIGHTINGS

For Train Routes

Walking Distance Frequency of Service

from Building During Peak Periods
Entrance to Public
Transport 15 min 30 min

0-250m 7 5

250-500m 6 4

500-750m 5 3

750m-1km 4 1

The Mass Transport Calculator multiplies the number of routes entered for each of the
above categories and adds all the scores together to give a single Mass Transport Calculator
Score. Weekday and Saturday scores are added together and are not weighted differently.
The number of points is then determined, based on the total score achieved, in accordance
with the table below:

For office developments:

Total Mass Transport Calculator Score Number of Points for Tra-4

10 1
20 2
40 3
60 4
80 5

For retail centre developments:

Total Mass Transport Calculator Score Number of Points for Tra-4

Weekday services Weekday services

10 1
20 2
40 3
60 4
Saturday services Saturday services
20 1

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 For example, based on Examples 2 and 3 previously:

No. of Bus, Midibus or Minibus Routes

Contracted Uncontracted
Walking Distance
Frequency of Service Frequency of Service
from Building
During Peak Periods During Peak Periods
Entrance to Public
Transport 15 min 30 min 15 min 30 min

0-250m 1x6 1x4

250-500m

500-750m 1x2

750m-1km

Total Mass Transport Calculator Score = 6 + 4 + 2 = 12, and 10 < 12 < 20, therefore 1
point for Tra-4 is achieved.

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