Page 275 - 360.revista de Alta Velocidad - Nº 6

Study of Transit-Oriented Development model implementation on the surroundings of Alicante
high-speed rail station

5.3 Comparative and analysis

• WALK: promote walking-friendly neighbourhoods. The two actions taken in Luis
Sánchez Octavio Toledo and Alcalá Streets make it possible to have a complete
pedestrian network, thus allowing an increase of 1 point (going from 2 to 3). One of
the parameters that has slightly been improved is the number of crosswalks towards
all directions, hereby enhancing the pedestrian network against the roadway one.

• CYCLE: to prioritize non-motorised transport networks. One of the areas of action
was to create a safe cycle network. After doing so, the score for this indicator has
increased up to 5 points out of 5 (3 point increase). Nowadays, buildings are around
400 meters away from safe cycle routes whereas, after the first stage is accomplished,
they would only be less than 200 meters away.
The bicycle parking areas in the station would remain the same but, after the actions
taken in Maisonnave avenue and Estación avenue parking spaces, the sheltered parking
area for bicycles would be increased. Whereas nowadays only 76% of the buildings
have bicycle parking spaces, by taking the above mentioned measures, the rate would
go up to 100%.

Finally, an obligation for building regulations to foresee access of bicycles to every
building allows a 1-point increase. Besides, existing buildings should be forced to
comply with this obligation.

• CONNECT: to create dense networks in streets. The percentage of blocks shorter than
130 meters remains equal. The modifications would be done in a long term due to
their high economic and social cost.

• MIX: mixing plan. The indicator shows a 5-point mark out of 15 in both cases. It is
because the action has to be taken as a long-term aim due to its high economic and
social cost. The actions consists on expropriations, demolitions and new urban areas
over a residential consolidated area. Furthermore, it has been agreed to progressively
design a social housing plan with is not currently available.

• COMPACT: This principle has obtained the highest score in both cases. However, the
number of transport lines has been increased as a result of the creation of a denser
cycling network. The fact that some public transport lines would be affected from the
pedestranisation of the streets should be considered so as not to reduce the coverage
of public transport service, which is a key element of this planning model.

• SHIFT: to increase mobility by regulating roadway and parking uses. A significant
improvement is noted in this his last principle, going from 6 to 12 points out of 20.
The percentage of land dedicated to non-essential vehicle parking areas increases in
1 point. The percentage of driveways in the building’s entrances increases from 0 to
5 points (being the measurement less than one percentage point from the goal of 8
points).

To sum up, the above mentioned measures may not imply a substantial improvement but
it could be considered acceptable for a first stage. In addition, because of the unequal
measuring system that the TOD standard model uses, some of the improvements done
have not been rewarded in the corresponding parameters.

International Congress on High-speed Rail: Technologies and Long Term Impacts - Ciudad Real (Spain) - 25th anniversary Madrid-Sevilla corridor 273