Integrated Transport Plan
for the
City of Cape Town
Review & Update October 2009
Integrated Transport t Plan 2006-2011
2006 To 2011
City of Cape Town – Integrated Transport Plan 2006 To 2011
Table of Contents
Table of Contents ............................................................................................................... i
List of Tables .................................................................................................................... iii
List of Figures ................................................................................................................... vi
Foreword .......................................................................................................................... 1
1 Introduction ................................................................................................................ 2
1.1
Why an Integrated Transport Plan? .................................................................... 3
1.2
Previous Transport Plans.................................................................................... 3
1.3
Objective of the Integrated Transport Plan .......................................................... 5
1.4
Scope of the Integrated Transport Plan .............................................................. 6
1.5
Structure of Integrated Transport Plan ................................................................ 8
2 Transport Vision, Goals and Objectives ....................................................................12
2.1
The Vision .........................................................................................................12
2.2
The City of Cape Town‘s Transport Vision .........................................................14
2.3
Goals .................................................................................................................15
2.4
Key Performance Indicators ...............................................................................21
3 Transport Register ....................................................................................................26
3.1
Transport Network (Supply) ...............................................................................26
3.2
Transport Network Utilisation (Demand) ............................................................45
3.3
Transport Network Performance ........................................................................52
3.4
Transport Network Safety ..................................................................................57
3.5
Transport Network Planning ..............................................................................62
3.6
Road Network Operations Management ............................................................66
3.7
Public Transport ................................................................................................72
3.8
Freight Transport ...............................................................................................99
3.9
Harbours..........................................................................................................112
3.10 Airports ............................................................................................................118
3.11 Non-Motorised Transport .................................................................................123
3.12 Transport Asset Management ..........................................................................126
3.13 Marketing and Communication ........................................................................132
3.14 Institutional Structures and Inter-Governmental Co-Operation .........................135
3.15 Current financial arrangements ........................................................................136
4 Transport Strategic Informants................................................................................144
4.1
Legal and institutional framework .....................................................................144
4.2
Policy Framework ............................................................................................150
4.3
Spatial Development Framework and Other Land Use Informants...................159
4.4
Demographics .................................................................................................167
4.5
Economic Development Framework and Other Economic Informants..............173
4.6
Public Consultation ..........................................................................................183
4.7
Strategic Environmental Informants .................................................................190
5 Transport Needs Assessment .................................................................................202
5.1
Satisfying the Vision ........................................................................................203
5.2
Transport Network (Supply) .............................................................................203
5.3
Transport Network Utilisation (Demand) ..........................................................204
5.4
Transport Network Performance ......................................................................205
5.5
Transport Network Safety ................................................................................205
5.6
Transport Network Planning ............................................................................205
5.7
Network Operations Management ...................................................................206
5.8
Public Transport ..............................................................................................206
5.9
Freight Transport .............................................................................................207
5.10 Harbours..........................................................................................................207
i
List of Tables
TABLE OF CONTENTS
City of Cape Town – Integrated Transport Plan 2006 To 2011
Table of Contents
Table of Contents
5.11 Airports ............................................................................................................208
5.12 Non-Motorised Transport .................................................................................208
5.13 Transport Asset Management ..........................................................................209
5.14 Marketing and Communication ........................................................................209
5.15 Institutional Structures and Inter-Governmental Co-Operation .........................210
5.16 Current financial arrangements ........................................................................210
5.17 Legislative Changes ........................................................................................211
5.18 A Summary of overarching needs for the transport system ..............................211
6 Strategies For Integrated Transport ........................................................................214
6.1
Transport Safety ..............................................................................................215
6.2
Congestion Management .................................................................................216
6.3
Managing Metropolitan Growth ........................................................................218
6.4
Support for Economic Growth and Development .............................................219
6.5
Environmental Protection .................................................................................220
7 Sectoral Strategies .................................................................................................222
7.1
Public Transport Operations Strategy ..............................................................222
7.2
Transport Infrastructure Strategy .....................................................................233
7.3
Travel Demand Management Strategy ............................................................234
7.4
Freight Logistics Strategy ................................................................................241
7.5
Non-motorised Transport Strategy ...................................................................247
7.6
Safety, Security, Education and Enforcement Strategy ....................................248
7.7
Ports Strategy ..................................................................................................259
7.8
Airports Strategy ..............................................................................................260
7.9
Road Network Operations Strategy .................................................................261
7.10 Coordination of Transportation Planning ..........................................................262
7.11 Asset Management Strategy............................................................................263
7.12 Public Consultation Strategy ............................................................................263
7.13 Institutional Strategy ........................................................................................265
7.14 Funding Strategy .............................................................................................266
8 Project Implementation Programme ........................................................................284
8.1
Project Prioritisation .........................................................................................284
8.2
Projects in first issue of this ITP .......................................................................289
8.3
Council Approved Projects...............................................................................289
8.4
Projects for future consideration ......................................................................289
8.5
Projects being undertaken by other spheres of government or government
agencies.....................................................................................................................297
8.6
Integrated Rapid Transit System......................................................................300
8.7
2010 FIFA World Cup ......................................................................................307
9 Implementation Funding and Budgets.....................................................................314
9.1
Capital Expenditure Budget .............................................................................314
9.2
Repairs and Maintenance Primary Cost...........................................................316
10 Public Participation .................................................................................................318
10.2 Public Participation process for the 1st edition of this ITP (2006/ 2007) ............319
10.3 Further Public Engagement (2008/ 2009) ........................................................320
10.4 Public Engagement on the updated ITP (2009) ...............................................320
10.5 Public Comments on the ITP ...........................................................................322
11 Bibliography ............................................................................................................324
12 Glossary .................................................................................................................332
Appendix A: 2007 Approved Project List Status Update.................................................337
Appendix B: Additional Completed Projects ...................................................................348
Appendix C: Approved Current and Future Projects ......................................................361
Appendix D: Suite of Documents ...................................................................................374
Acknowledgements ........................................................................................................375
ii
City of Cape Town – Integrated Transport Plan 2006 To 2011
List of Tables
LIST OF TABLES
Table 1: Key Performance Indicator Summary .................................................................21
Table 2: Matrix of Vision, Evaluation Measures, Strategy and Key Performance Indicators
........................................................................................................................................23
Table 3: KPI Matrix ..........................................................................................................24
Table 4: Historic Rail Network Service Line Capacities Based on Deployed Rolling Stock.
........................................................................................................................................29
Table 5: Current Network Capacity in peak periods based on deployed rolling stock. ......30
Table 6: City Roads by Classification ...............................................................................31
Table 7: Road Network ....................................................................................................33
Table 8: Road-based Public Transport Network ...............................................................35
Table 9: Road Freight (HGV) Network .............................................................................39
Table 10: Pedestrian Pathways and Sidewalks ................................................................42
Table 11: Bicycle Pathways and Storage Facilities ..........................................................42
Table 12: Parking Facilities ..............................................................................................43
Table 13: Other Transport Network Elements. .................................................................44
Table 14: Morning Peak-Hour, Peak Direction Utilisation of the Transport Network .........46
Table 15: 2004 and 2007 Passenger Volumes on the Metropolitan Rail Network ............54
Table 16: 2004 and 2007 Scheduled Train Trips on the Metropolitan Rail Network .........54
Table 17: Road Accident Statistics for the Cape Town Metropolitan Area. .......................58
Table 18: Modal Split by Area (NTS, 2003) ......................................................................75
Table 19: Ten Busiest Bus Terminal – Passengers per Day Boarding and Alighting ........79
Table 20: Minibus-Taxi Facilities with the Highest Number of Passengers .......................80
Table 21: Number of Boarding Passengers (Weekday) ...................................................84
Table 22: Ten Stations with Highest Number of Boarding Passengers ............................84
Table 23: Passenger Capacity of Tour Vehicles...............................................................86
Table 24:Some Key Freight Movements in the Cape Town Metropolitan Area ...............102
Table 25: Estimated Tonnages of Various Classes of Freight and Number of Container
Units for Survey Points in Western Cape Urban Freight Study .......................................103
Table 27: Freight Movement for Cape Town Harbour Compared with Harbour Freight
Nationally for 2007 .........................................................................................................109
Table 28: Containers Handled at the Port of Cape Town: January – December 2007 ....110
Table 29: Harbours and Boat Launching Facilities .........................................................112
Table 30: Traffic Volume on Port Roads ........................................................................116
iii
Table of Contents
Table 26: Comparison of Total Freight Tonnages of Ports around South Africa .............109
City of Cape Town – Integrated Transport Plan 2006 To 2011
List of Tables
Table 31: Airports and Landing Strips ............................................................................118
Table 32: CTIA Modal Split ............................................................................................120
Table 33: CTIA – Parking Requirements ........................................................................121
Table 34: CTIA - Parking Provision ................................................................................121
Table 35: Walking times to Nearest Public Transport Mode (NTS, 2003) .......................125
Table 36: Current Management Systems .......................................................................131
Table 37: Existing capital grants ....................................................................................137
Table 38:Roads and Transport Budget ..........................................................................139
Table 39: Transport Budget ...........................................................................................140
Table 40: Capital finance for Roads and Transport as a proportion of total finance in the
City‘s budget ..................................................................................................................141
Table 41: Operating expenditure budget for Roads and Transport .................................142
Table 42: Breakdown of ‗Operations and Assets‘ line item on operating budget ............143
Table 43: The Cape Town Draft SDF – Strategies and Policies .....................................161
Table 44: Population projections for the City of Cape Town: high migration scenario
(Dorrington, 2005) ..........................................................................................................168
Table 45: Average annual population growth projections for the City of Cape Town: high
migration scenario (Dorrington, 2005) ............................................................................168
Table 46: Prevalence of Special Needs Passengers (2001 Census Data) .....................170
Table 47: Derivation of Level of Living Index for the City of Cape Town .........................173
Table 48: Public Comments on ITP and Transport in Cape Town ..................................183
Table. 49: Baseline biophysical impacts........................................................................191
Table 50: Impacts Comparison for Various Transport Modes .........................................193
Table 51: Impacts Comparison for Various Freight Transport Modes .............................195
Table 52: Impact Comparison for Various Transport Infrastructures ..............................196
Table 53: Impacts comparison of operational and management process aspects of the
transport register............................................................................................................198
Table 54: Strategy – Intervention matrix demonstrating crosscutting effects ..................215
Table 55: Summary of TDM measures ..........................................................................235
Table 56: Parking implications for various zones. ..........................................................239
Table 57: Current financing profile for roads and stormwater capex...............................275
List of Tables
Table 58: Triple Bottom Line Measure Weightings. ........................................................286
Table 59: Relationship between Transport Strategies and Triple Bottom Line................286
Table 60: The Needs Ratings applied to each project in respect of each transport strategy.
......................................................................................................................................287
Table 61: Needs Ratings applied to transport strategies in respect of a particular project.
......................................................................................................................................287
iv
City of Cape Town – Integrated Transport Plan 2006 To 2011
List of Tables
Table 62: SANRAL Projects within the Cape Town Municipality. ...................................298
Table 63: PGWC Projects within the Cape Town Municipality. .......................................299
Table 64: Financial scenarios used to assess roll-out of IRT..........................................305
Table 65: IRT Impact Assessment .................................................................................306
Table 66: Total Capital Budget Projections 2009-2012. .................................................314
Table 67: Budget Allocation Spent on Completed work by Funding Source. ..................314
Table 68: Budget Allocation Spent on Completed work by Focus Area. .........................315
Table 69: Capital Budget Projections for 2009 – 2012 by Funding Source. ....................315
Table 70: Capital Budget Projections for 2009 – 2012 by Focus Area............................316
Table of Contents
Table 71: Repairs and Maintenance: Primary Costs – 2009-2012 .................................316
v
City of Cape Town – Integrated Transport Plan 2006 To 2011
List of Figures
LIST OF FIGURES
Figure 1: Transport Planning Framework. ......................................................................... 4
Figure 2:The Commonality of Guiding Elements within the ITP......................................... 6
Figure 3: Cape Town Municipal Area and Major Roads and Railways. ............................. 7
Figure 4: Minimum CITP Requirements and Structure of the City of Cape Town CITP ....10
Figure 5: A Complete Transport System ..........................................................................15
Figure 6: The Multi Faceted Nature of ―Sustainability‖......................................................16
Figure 7: Rail Network within the City of Cape Town........................................................27
Figure 8: Road Network Hierarchical Classification. .........................................................32
Figure 9: Scenic Routes. ..................................................................................................34
Figure 10: The City‘s Bus Network. ..................................................................................36
Figure 11: The City‘s Planned Integrated Rapid Transit Network. ....................................37
Figure 12: The City‘s Minibus Taxi Network. ....................................................................38
Figure 13: Industrial Areas and Freight Centres with the Primary Interlinking Transport
Network ...........................................................................................................................40
Figure 14: Defined Abnormal Load Routes. .....................................................................41
Figure 15: Freight and Passenger Rail network in Cape Town. ........................................48
Figure 16: 2008 Peak-hour Traffic Volumes on the City‘s Primary Road Network ............51
Figure 17: Plot of Total and Percentage Fatal Accidents Reported Between 1997 and
2007. ...............................................................................................................................59
Figure 18: City Road Network Showing Planned ―Strategic‖ Elements as Dotted Lines. ..63
Figure 19: All Day Modal Shares .....................................................................................81
Figure 20: 2006 Rail Volumes ..........................................................................................83
Figure 21: Western Cape Urban Freight Study Survey Locations ..................................101
Figure 22: Commodity Characteristics of the N1 Corridor ..............................................104
Figure 23: Commodity Characteristics of the N2 Corridor ..............................................104
Figure 24: Commodity Characteristics of the N7 Corridor ..............................................105
Figure 25: Commodity Characteristics in the Cape Town Metropolitan Area ..................105
Figure 26: A Summary View of Freight Transport in the Western Cape with Forecasts..106
List of Figures
Figure 27: Bulk and Break-Bulk Tonnages through the Port of Cape Town for the Last
Three Years to Date.......................................................................................................113
Figure 28: Petroleum Product Tonnages through the Port of Cape Town for the Last Three
Years to Date .................................................................................................................113
vi
City of Cape Town – Integrated Transport Plan 2006-2011
List of Figures
Figure 29: Containers Handled by the Port of Cape Town for the Last Three Years to
Date. ..............................................................................................................................114
Figure 30: Airport Master Plan .......................................................................................122
Figure 31: Non-Motorised Transport Spatial Overview ...................................................124
Figure 32: Cooperative arrangements between the City and other Transport authorities
......................................................................................................................................136
Figure 33: Relationship between ITP and City Strategies ..............................................150
Figure 34: South African Context of ITP .........................................................................151
Figure 35: Phasing of City Growth .................................................................................164
Figure 36: Land Use Transport Network ........................................................................165
Figure 37: Age Profile of Population...............................................................................169
Figure 38: Unemployment in the City of Cape Town ......................................................174
Figure 39: Trends in City of Cape Town GDP since 2000 ..............................................176
Figure 40: Contribution of economic sectors to GDP in Cape Town and South Africa, 2007
......................................................................................................................................176
Figure 41: Trends in GDP generated by transport in the City of Cape Town since 2000 177
Figure 42: Percent Employed Using Public Transport ....................................................181
Figure 43: Percent Employed Using Car ........................................................................182
Figure 44: A depiction of the Integrated Transport Planning Process. ............................202
Figure 45: Capital expenditure projections for public transport (all modes) ....................268
Figure 46: Projected capital expenditure for all infrastructure in the City ........................270
Figure 47: Estimate of Envelope for Capital Expenditure on Roads. ..............................271
Figure 48: A preliminary assessment of a capital finance profile for all infrastructure and
systems in the City. ........................................................................................................272
Figure 49: Financing profile for public transport infrastructure and systems ...................274
Figure 50: Trends with respect to the transport operating account .................................276
Figure 51: The Project Identification Form and Prioritisation tool user interface. ............288
Figure 52: Extension of Abnormal Load Routes. ............................................................294
Figure 53: Integrated Rapid Transit................................................................................300
Figure 54:: Phases of the full Integrated Rapid Public Transport Network. .....................303
Figure 55: Full Phase 1 A. ............................................................................................304
Figure 57: 2010 World Cup – Funded Projects. .............................................................313
vii
List of Figures
Figure 56: Location of 68,000 Seat Green Point Stadium. .............................................308
City of Cape Town – Integrated Transport Plan 2006 To 2011
Foreword
Foreword
BY THE MAYOR
Dear Fellow Capetonians
The City continues in its quest to make Cape Town a cleaner, safer, sustainable
and economically growing City. We are well on our way to ensuring that Cape
Town remains Africa‘s leading city, and International centre. The key to this
reality lies in creating more opportunities for the people of Cape Town, especially
business and job opportunities. This means creating an attractive environment
for investment through better infrastructure, better law enforcement, and better
administration.
The burgeoning population has translated into a growing demand for travel, and
with our public transport infrastructure over stretched, people moved to private
vehicles leading to congestion of unseen proportions. We aim to ease congestion
by providing a public transport system that is accessible, safe, reliable, and
dignified.
Substantial re-investment in our transport system is underway to
reverse the uncontrolled usage of less sustainable transport modes aimed at
reducing the gridlock and congestion in the transport systems.
Dan Plato, Executive
Mayor of
The majority of the City‘s inhabitants are captive to public transport to access social and
The City of Cape Town
Economic opportunities. The City remains committed to creating equal opportunities for all
its citizens and this means improving both public transport services and infrastructure. With
this first major review of the Transportation Plan we are moving toward a more sustainable
transport system that is effective in moving people and ensuring a better quality of life. The
revised plan anticipates active involvement by many people, agencies and entities
throughout the City.
I look forward to your continued input and support.
Elizabeth Thompson,
Dan Plato, Executive Mayor
Mayoral Committee:
Transport, Roads and
Stormwater
1
Introduction
Sincerely,
City of Cape Town – Integrated Transport Plan 2006 To 2011
Introduction
1 INTRODUCTION
As gazetted in Provincial Gazette 6635 of 12 June 2009 and set out in the letter 18 June
2009 from the MEC of Transport for the Western Cape Province to the City of Cape Town
Mayor, the City of Cape Town is categorised as a type 1 municipality. Cape Town is thus
one of twelve cities identified by the Department of Transport (DoT) to be part of their
Integrated Rapid Transport Network (IRTN) initiative to prepare CITP‘s.
The City of Cape Town plays an important role locally, regionally, nationally and
internationally. The City of Cape Town provides a service to approximately 3.4 million1
people in over 900,0002 households and jobs to about 1.1 million people. It generates
approximately 76% of the Western Cape‘s Gross Regional Product and 11% of the
country's GDP3. In 2005, total exports from Cape Town amounted to R25.4 billion while
the value of imports amounted to R50.79 billion1. The City of Cape Town thus requires a
safe and sustainable transport system that promotes and supports economic development
whilst catering for all people and goods through universal design principles. This requires
appropriate planning, operation and management of the City of Cape Town‘s transport
system.
Transport is a vital element of any functional city, making it possible to bring people,
goods and services together when and where needed. Transport is often referred to as
the lifeblood of a city and the various organs within the city cannot function without a
transport system that works. Transport connects people, and people with opportunities.
Transport however, has some undesirable side effects on the economy, environment and
society, such as:

Accidents – which have a severe social impact;

Congestion – which has significant social, financial and economic implications,
The
City of Cape Town thus requires a
GDP.
their
of
part
is
2
amounted to R50.79 billion1.
to prepare CITP‘s.
contribution to undesirable atmospheric pollutants.
billion while the value of imports
nationally and internationally.
Integrated
a
Pollution – amongst which, according to the 2004 State of Cities report, is a 52.3%
Socio Economic Profile: City of Cape Town 2006. City of Cape Town.
Demographic and Socio Economic Trends for Cape Town: 1996 to 2007. City of Cape Town
Strategic Development Information and GIS Department.
3
Provincial Economic Review & Outlook 2007. Western Cape Provincial Government.
2
Cape Town amounted to R25.4
In 2005, total exports from
Product and 11% of the country's
the Western Cape‘s Gross Regional
It generates approximately 76% of
and jobs to about 1.1 million people.
people in over 900,000 households
service to approximately 3.4 million
City of Cape Town provides a
The
important role locally, regionally,
The City of Cape Town plays an
Transport Network (IRTN) initiative
Rapid
Department of Transport (DoT) to be
of twelve cities identified by the
municipality. Cape Town is thus one
1
type
services;
as

Discrimination against marginalised individuals not able to access transport
categorised

Town Mayor, the City of Cape Town
Cape Province to the City of Cape
1
MEC of Transport for the Western
the letter 18 June 2009 from the
6635 of 12 June 2009 and set out in
As gazetted in Provincial Gazette
Introduction
resulting in two peak periods of nearly three hours each every weekday;
City of Cape Town – Integrated Transport Plan 2006 To 2011
Introduction
Meeting the transport needs of the community, whilst minimising negative impacts,
requires ensuring that plans for improvements and the accommodation of growth in the
City of Cape Town, are in place and continuously updated to reflect changing
circumstances, both developmental and technological. The regularly updated Integrated
Transport Plan (ITP) is a reflection of this process, and acts as a map for City leaders,
officials and community, guiding development, expenditure and other planning activities to
most effectively achieve the City of Cape Town‘s transport vision.
1.1 Why an Integrated Transport Plan?
With a view to ensuring the co-ordination of the planning processes of all planning
authorities under the jurisdiction of the provinces and the integration of transport and land
use planning within planning areas, the preparation of Integrated Transport Plans is a
statutory requirement in terms of both the National Land Transport Transition Act
(NLTTA), (Act 22 of 2000), sections 19 and 27, and the replacing Act, the National Land
Transport Act (NLTA), (Act 5 of 2009), sections 32 and 36.
In terms of these acts, Integrated Transport Plans are to be updated annually and
submitted to the Provincial MEC for Transport for approval. The gazetted date for the
submission of this review is 20 November 2009.
In conjunction with the Spatial Development Framework (SDF), the ITP is also a sectoral
plan for the Integrated Development Plan (IDP), and is a tool for the delivery of projects in
strategic focus areas in that Plan. In this context, the ITP establishes a prioritisation
framework that supports local economic growth, development, social inclusion and
environmental objectives.
Finally, the ITP is an important tool for the management of transport within the city,
providing an operational reference document for those directly responsible for project
implementation and system management.
The first major traffic study for Cape Town was undertaken in 19564. In 1975, the City of
Cape Town undertook a transport study, sponsored by the Provincial Administration:
4
City Engineer‘s Department, 1956
3
Introduction
1.2 Previous Transport Plans
City of Cape Town – Integrated Transport Plan 2006 To 2011
Introduction
Western Cape. This was completed in 19795, and formed the basis for Cape Town‘s
extensive 1980-1985 Metropolitan Transport Plan.
This plan was updated, with the
inclusion of various amendments and new policies until 1991. In 1995, the City started on
a new transport plan6, which was concluded in 1998.
Concurrent with the development of the 1995 City Transport Plan, the National Land
Transport Transition Act (NLTTA) was in preparation and this included the requirement for
the preparation of Integrated Transport Plans.
The NLTTA was passed into law,
becoming Act 22 of 2000, making it mandatory that all Cities, District Municipalities and
towns of above a certain size produce an Integrated Transport Plan setting out their vision
for transport, supporting and forming a part of the Integrated Development Plan of the
area. It was in the context of this legislation that this 2006 to 2011 Integrated Transport
Plan for the City of Cape Town was prepared. The planning framework within which the
Comprehensive Integrated Transport Plan required of the City of Cape Town resides is
shown in Figure 1, which remains applicable under the NLTA.
National Land Transport Strategic Framework
Submit to Minister
(To guide land transport planning country wide)
Provincial Land
Relevant integrated
Comprehensive ITPs
development plan
prepared by Type 1 PAs
Transport
Submit to MEC
Framework
e. g. CoCT
Relevant integrated
District ITPs Prepared
development plan
by Type 2 PAs
(To guide land
Submit to MEC
transport planning
provincial wide)
Relevant integrated
Local ITPs prepared by Type 3
development plan
PAs
part
of
Cape Metropolitan Transportation Study, Cape Town City Council, 1979
Moving Ahead, 1998
4
The
City of Cape Town thus requires a
to prepare CITP‘s.
their
categorised
6
is
5
as
transportation systems across municipal, district and provincial boundaries.
GDP.
Integrated
a
Transport, are coordinated at the Provincial level, enabling the integration of
amounted to R50.79 billion1.
nationally and internationally.
type
These plans, once approved by both the Municipal Council and the Provincial MEC for
billion while the value of imports
Cape Town amounted to R25.4
In 2005, total exports from
Product and 11% of the country's
the Western Cape‘s Gross Regional
It generates approximately 76% of
and jobs to about 1.1 million people.
people in over 900,000 households
service to approximately 3.4 million
City of Cape Town provides a
The
important role locally, regionally,
The City of Cape Town plays an
Transport Network (IRTN) initiative
Rapid
Department of Transport (DoT) to be
of twelve cities identified by the
municipality. Cape Town is thus one
1
Town Mayor, the City of Cape Town
Cape Province to the City of Cape
(Adapted from NDoT Technical Transport Planning Guidelines for CITPS to be prepared by Type 1 Planning
Authorities)
MEC of Transport for the Western
the letter 18 June 2009 from the
6635 of 12 June 2009 and set out in
As gazetted in Provincial Gazette
Introduction
Figure 1: Transport Planning Framework.
City of Cape Town – Integrated Transport Plan 2006 To 2011
Introduction
The original of this Integrated Transport Plan for the period 2006–2011 was approved by
the City of Cape Town on 27 June 2007 and Provincial Government of the Western Cape
as noted in the letter of 6 July 2009 from the MEC of Transport to the Mayor of the City of
Cape Town. The letter also noted that the current review process should acknowledge
the Provincial projects and funding within the Cape Town Municipality and that future
versions adhered to the layout as prescribed in the Minimum Requirements as Gazetted
on 30 November 2007, Provincial Gazette 1113.
These requirements have been
addressed in this review.
1.3 Objective of the Integrated Transport Plan
The objective of the ITP is to provide a clear and comprehensive record of the planned
programme of interventions to be taken by the relevant role players, who include local,
provincial and national government, government agencies such as ACSA, PRASA and
SANRAL, as well as commerce and industry, and the community at large, to achieve its
vision for the future.
The ITP focuses on achieving an integrated approach to all transportation planning in
support of the Integrated Development Plan of the City, by seeking commonality between
the City‘s Transport Vision, key themes and transport strategies and a triple bottom line
approach to project selection and prioritisation of projects. This commonality is depicted
in Figure 2.
In particular, the premise of the City‘s Integrated Transport Plan is the provision of
Sustainable Transport, wherein all transport activities are considered in terms of social,
economic and environmental objectives. Sustainable transportation is the ability to move
people and goods effectively, efficiently, safely and affordably without jeopardising the
economy, social conditions or the environment, today and into the future. This ITP targets
the achievement of a balanced transport system that promotes and gives priority to public
transport and other alternative modes of transport, reinforces and compliments the Spatial
Development Framework, economic development strategies and long term environmental
Introduction
management strategies and plans of the City.
5
the letter 18 June 2009 from the
6635 of 12 June 2009 and set out in
As gazetted in Provincial Gazette
Introduction
annual, seek to ensure that;
MEC of Transport for the Western

Transport project budgets are updated and aligned with the City‘s overall budget;

Goals and key performance indicators are updated;

Transport planning remains aligned with the Integrated Development Plan;

Sectoral plans are coordinated and in line with the overall policies and strategies of
Cape Province to the City of Cape
the City.
categorised
as
a
type
1
of
their
Integrated
Rapid
to prepare CITP‘s.
Transport Network (IRTN) initiative
part
Department of Transport (DoT) to be
of twelve cities identified by the
municipality. Cape Town is thus one
is
Town Mayor, the City of Cape Town
6
The
In 2005, total exports from
The
City of Cape Town thus requires a
amounted to R50.79 billion1.
billion while the value of imports
Cape Town amounted to R25.4
GDP.
Product and 11% of the country's
the Western Cape‘s Gross Regional
It generates approximately 76% of
and jobs to about 1.1 million people.
people in over 900,000 households
service to approximately 3.4 million
City of Cape Town provides a
nationally and internationally.
important role locally, regionally,
The City of Cape Town plays an
City of Cape Town – Integrated Transport Plan 2006 To 2011
Introduction
Figure 2:The Commonality of Guiding Elements within the ITP
1.4 Scope of the Integrated Transport Plan
Acknowledging the role that the hinterland, plays in its economy, this plan covers the
jurisdictional boundary of the City of Cape Town Metropolitan area as shown in Figure 3
and is the 2009 update of the 5 year Integrated Transport Plan for the period starting on 1
July 2006 and ending on 30 June 2011. Updates, which should be but are not always
City of Cape Town – Integrated Transport Plan 2006 To 2011
Figure 3: Cape Town Municipal Area and Major Roads and Railways.
7
Introduction
Introduction
City of Cape Town – Integrated Transport Plan 2006 To 2011
Introduction
1.5 Structure of Integrated Transport Plan
The preparation of this document seeks to fulfil the minimum requirements for an
integrated transport plan in terms of both the National Land Transport Transition Act and
the National Land Transport Act. The minimum requirements and actual structure are set
out in Figure 4.
The Comprehensive Integrated Transport Plan 2006-2011 consists of a suite of five
complementary statutory plans providing the detailed policy and strategic plans which
comprise the elements of the ITP.
These documents are listed in
Appendix D and
include,
1. The Integrated Transport Plan 2006-2011 (Review October 2009) Executive
Summary
2. The Integrated Transport Plan 2006-2011 (Review October 2009)
3. Operating Licences Strategy 2006 – 2011
4. Public Transport Demand and Supply Analysis 2006 – 2011
5. Current Public Transport Record Summary 2006 – 2011
In the context of the guidelines for a comprehensive Integrated Transport Plan, this
document comprises the following main chapters:
Chapter 1 –
An introduction to the ITP and its purpose, objectives and structure.
Chapter 2 –
The Transport Vision, Goals and overall objectives of the City, as
influenced by the Provincial and National vision and objectives in respect
8
The
City of Cape Town thus requires a
of
their
and taking into account the strategic informants.
GDP.
to prepare CITP‘s.
required to satisfy the City‘s vision for transport given the current situation
part
is
categorised
as
A transport needs assessment, summarising the overarching interventions
amounted to R50.79 billion1.
nationally and internationally.
includes the Spatial Development Framework for the City
billion while the value of imports
Cape Town amounted to R25.4
In 2005, total exports from
Product and 11% of the country's
the Western Cape‘s Gross Regional
It generates approximately 76% of
and jobs to about 1.1 million people.
people in over 900,000 households
service to approximately 3.4 million
City of Cape Town provides a
The
important role locally, regionally,
The City of Cape Town plays an
Chapter 5 –
An overview of the strategic informants to the planning of transport, which
Integrated
type
Chapter 4 –
A representation of the land use and transport considerations
a

Transport Network (IRTN) initiative
A description of the entire transport network including
Rapid

Department of Transport (DoT) to be
A summary of network utilisation, reflecting traffic conditions
of twelve cities identified by the

municipality. Cape Town is thus one
A summary of the Current Public Transport Record
1

Town Mayor, the City of Cape Town
A Transport Register that includes:
Cape Province to the City of Cape
Chapter 3 –
MEC of Transport for the Western
the letter 18 June 2009 from the
6635 of 12 June 2009 and set out in
As gazetted in Provincial Gazette
Introduction
of transport.
City of Cape Town – Integrated Transport Plan 2006 To 2011
Introduction
Chapter 6 –
An overview of the proposed overarching strategies for transport as seen
by the City of Cape Town. (This chapter represents a deviation from the
format specified in the minimum requirements, focusing on strategic
themes. Modal strategies are addressed in the following Chapter. )
Chapter 7–
A number of sectoral strategies that support the vision and the
overarching strategies recommended from the minimum requirements.
(These strategies are presented in the order recommended in the
minimum requirement guidelines. )
Chapter 8 –
Details of the interventions, projects and programmes planned for
implementation.
Chapter 9 –
The Financial Framework for the implementation of transportation projects
and programmes.
The Public Participation Report
Introduction
Chapter 10 –
9
City of Cape Town – Integrated Transport Plan 2006 To 2011
Introduction
10
Figure 4: Minimum CITP Requirements and Structure of the City of Cape Town CITP
City of Cape Town – Integrated Transport Plan 2006 To 2011
Introduction
Introduction
11
11
City of Cape Town – Integrated Transport Plan 2006 To 201
Transport Vision, Goals and Objectives
2 TRANSPORT VISION, GOALS AND OBJECTIVES
The Vision for Transport of the City of Cape Town is:
A world-class sustainable transport system that moves all its
people and goods effectively, efficiently, safely and affordably.
The term ―integrated‖ is a vital theme of transportation and planning. In the context of
theITP, not only does its achievement become critical in moving towards the City‘s vision,
it facilitates additional benefits to all aspects of Cape Town‘s environment and lifestyle:
both qualitative and quantitative. The term ―integrated‖ ensures that the Visions, Goals
and Objectives of all related entities are aligned, ensuring that the City vision will reflect
Provincial and National interests. This emphasis on integration requires that consideration
be given to a variety of policies and strategies for the City, amongst which are the
Integrated Development Plan and the Spatial Development Framework, along with a
variety of other policies relating to environmental matters.
These are addressed in
Chapter 4: Transport Strategic Informants.
2.1 The Vision
The City‘s vision for transport, stated above, must be seen in the context of the overall
vision for the City as well as the transport visions of the Provincial and National
Vision for the City of Cape Town as follows:

Provincial and National interests.
The overarching Integrated Development Plan (2007/8-2011/12) sets out the long-term
A prosperous City in which City Government creates an enabling environment
context of theITP,
for shared growth and economic development;
A City that distinguishes itself as a well-governed and efficiently run
administration.
12
The Vision

Informants.
A City known for its effective and equitable service delivery; and
quantitative.

National governments.
Plan.
transportation and planning.
Framework. These work in conjunction to supports the City‘s Integrated Development
well as the transport visions of the Provincial and
relevant being the Integrated Transport Plan and the City‘s Spatial Development
seen in the context of the overall vision for the City as
The City‘s vision for transport, stated above, must be
are addressed in Chapter 4: Transport Strategic
other policies relating to environmental matters. These
Spatial Development Framework, along with a variety of
which are the Integrated Development Plan and the
variety of policies and strategies for the City, amongst
integration requires that consideration be given to a
This emphasis on
aligned, ensuring that the City vision will reflect
Visions, Goals and Objectives of all related entities are
The term ―integrated‖ ensures that the
Town‘s environment and lifestyle: both qualitative and
facilitates additional benefits to all aspects of Cape
become critical in moving towards the City‘s vision, it
not only does its achievement
In the
The term “integrated” is a vital theme of
In respect of the City, there are a number of concurrent planning paths the two most
safely and affordably.
effectively, efficiently,
all its people and goods
A world-class sustainable transport system that moves
The Vision for Transport of the City of Cape Town is:
Transport Vision, Goals and Objectives
governments.
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Vision, Goals and Objectives
This vision, it must be noted, covers all facets of the operation and management of the
City and as such is necessarily broad in context. It may be observed however, that the
Transport Vision is fully supportive of the City‘s visions for creating and enabling
environment for shared growth and economic development, also promoting effectiveness
and efficiency.
Focusing more specifically on regional transport, the Western Cape Provincial Vision for
Transport7 (WC White Paper) is:
An integrated, accessible, well managed and maintained transport system
throughout the Western Cape, which is recognized as making efficient use of
resources and being socially just, in a way that advances broader
developmental aims and objectives.
The Provincial Government gives further guidance in the Provincial Land Transport
Framework8 which notes as follows:
Vision:
The best Provincial transport system and property infrastructure for
all.
Mission: To deliver an integrated, accessible, safe, reliable, affordable,
sustainable and quality transport system and property infrastructure
through socially just, developmental and empowering processes, to
improve the quality of life for all.
Overarching all the above is the National Department of Transport‘s Vision for Transport9,
Provide safe, reliable, effective, efficient, and fully integrated transport
operations and infrastructure which will best meet the needs of freight and
passenger customers at improving levels of service and cost in a fashion which
supports government strategies for economic and social development whilst
being environmentally and economically sustainable
7
Western Cape Provincial Government, 1997, White Paper on Western Cape Transport Policy.
Provincial Land Transport Framework, 2004
9
National Department of Transport, 1996, White Paper on National Transport Policy.
8
13
Transport Vision, Goals and Objectives
which is similarly reflected by the City‘s Transport Vision:
City of Cape Town – Integrated Transport Plan 2006 To 201
Transport Vision, Goals and Objectives
In expanding on the above, South Africa‘s National Transport Plan10 promoted the
densification of corridors, more efficient transport, and transport that met the needs of
Customers. These three principles were key to achieving a sustainable and customer
oriented public transport system.
2.2 The City of Cape Town’s Transport Vision
The following interpretation of the elements of the City of Cape Town‘s vision for transport
is used to guide the Integrated Transport Plan:
World Class: This indicates the need to ensure that world class benchmarks for all
facets of the transport system are used to measure the performance of the transport
system of the City.
Sustainable: This implies that our transport system must be such as to provide the
desired results for an indefinite period into the future, without degrading the ecological,
economic or social environment, at a cost that can be borne by the community.
All people and goods: The vision requires that the system adopts the principles of
Universal Design so that it can be used equitably by all people, to the greatest extent
possible, without the need for adaptation or specialised features. Simultaneously, it
recognises that without the movement of goods, people would have no access to many
of the necessities of life, such as food, clothing and shelter and that thus freight
transportation and planning.
results and objectives are achieved to the appropriate standard.
Provincial and National interests.
Efficiently: This requires that the transport system is robust enough to operate within
the constraints by minimising the wasteful consumption of essential financial, human
context of theITP,
safely and affordably.
and natural resources, whilst extracting maximum benefits to the economy and society.
Moving South Africa, Department of Transport, 1999.
14
The Vision
10
quantitative.
safe and secure environment by people of all abilities.
Informants.
Safely: This imperative requires that the entire transport system is experienced as a
National governments.
maintained in an organized, integrated and capable manner ensuring that the desired
well as the transport visions of the Provincial and
Effectively: This requires that the transport system is developed, operated and
seen in the context of the overall vision for the City as
The City‘s vision for transport, stated above, must be
are addressed in Chapter 4: Transport Strategic
other policies relating to environmental matters. These
Spatial Development Framework, along with a variety of
which are the Integrated Development Plan and the
variety of policies and strategies for the City, amongst
integration requires that consideration be given to a
This emphasis on
aligned, ensuring that the City vision will reflect
Visions, Goals and Objectives of all related entities are
The term ―integrated‖ ensures that the
Town‘s environment and lifestyle: both qualitative and
facilitates additional benefits to all aspects of Cape
become critical in moving towards the City‘s vision, it
not only does its achievement
In the
The term “integrated” is a vital theme of
effectively, efficiently,
all its people and goods
A world-class sustainable transport system that moves
The Vision for Transport of the City of Cape Town is:
Transport Vision, Goals and Objectives
transport must be appropriately accommodated.
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Vision, Goals and Objectives
Affordably: This demands that the transport system is responsive to social challenges
and offers a choice of reliable transport modes at travel costs within the reach of all
citizens of Cape Town.
Figure 5: A Complete Transport System
2.3 Goals
Broadly speaking, the following are viewed as the broad goals of the City of Cape Town in

A more compact city in which land use and transport effectively support
sustainability.
Priority is given to supporting infill rather than dispersed
developments and densification is encouraged where population thresholds
are required along public transport priority corridors.

A good quality transport system that provides for basic mobility for the
economically disadvantaged but also provides a competitive alternative to the
private vehicle with reference to convenience, comfort, network coverage and
geographical accessibility.
15
Transport Vision, Goals and Objectives
respect of its transport system:
City of Cape Town – Integrated Transport Plan 2006 To 201
Transport Vision, Goals and Objectives

A well functioning integrated transport system that supports a growing
economy and the needs of freight movement.
This system must ensure
coordination across the various modes to maximize service coverage and
promote comfortable transfers between them. This may be conceptualised as
a ―complete‖ transport system, as depicted in Figure 6.

A transport system that reflects environmental sensitivities and is sustainable
for future generations whilst incorporating applicable technologies and
innovations to achieve its goals for the current generation.

A transport system that discourages unsustainable transport modes; such as
the single occupancy vehicle (SOV), and prioritises public transport and nonmotorised transport. Sustainable transport is a key structuring element for the
ITP and transportation projects that incorporate environmental, economic and
social sustainability will be prioritised.

A public transport system that is accessible to special categories of passengers
including persons with disabilities, the aged, pregnant women and those who
are limited in their movements by children.
With the above in mind,
performance indicators are
being developed to monitor,
measure, and evaluate the
progress to ensure that the
City
of
Cape
Town
National governments.
well as the transport visions of the Provincial and
The Vision
16
Informants.
Figure 6: The Multi Faceted Nature of “Sustainability”.
seen in the context of the overall vision for the City as
The City‘s vision for transport, stated above, must be
are addressed in Chapter 4: Transport Strategic
other policies relating to environmental matters. These
Spatial Development Framework, along with a variety of
which are the Integrated Development Plan and the
variety of policies and strategies for the City, amongst
strives.
context of theITP,
sustainability that the ITP
integration requires that consideration be given to a
is towards this view of
This emphasis on
depicted in Figure 6, and it
Provincial and National interests.
as
aligned, ensuring that the City vision will reflect
perceived
Visions, Goals and Objectives of all related entities are
be
transportation and planning.
may
The term ―integrated‖ ensures that the
system. Such sustainability
quantitative.
transport
Town‘s environment and lifestyle: both qualitative and
world-class
facilitates additional benefits to all aspects of Cape
become critical in moving towards the City‘s vision, it
not only does its achievement
a
In the
sustainable
The term “integrated” is a vital theme of
delivering
safely and affordably.
effectively, efficiently,
all its people and goods
A world-class sustainable transport system that moves
The Vision for Transport of the City of Cape Town is:
Transport Vision, Goals and Objectives
achieves its ultimate goal of
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Vision, Goals and Objectives
2.3.1 Sustainable Transportation Systems
A key theme of this ITP is sustainability. The City has chosen to think of sustainability in
terms primarily of the environmental, social and economic contexts, on the basis that it will
encompass issues such as housing, food security, a safe and healthy living environment
and access to opportunities, supporting a vibrant economy.
2.3.1.1
Environmental Sustainability
Global awareness and familiarity with environmental sustainability was enhanced with the
advent and outcome of the World Commission on Environment and Development in 1987.
Subsequently, there have been the international Rio Summit of 1992 linked to the global
Local Agenda 21 process, the Integrated Development Planning processes in South
Africa, the World Summit on Sustainable Development in Johannesburg in 2002, the
Cleaner Development Mechanisms initiative through the South/South-North international
partnership, the Urban Environmental Accords of June 2005, the UN Millennium
Development Goals of 2005 and other key levers such as the International Council for
Local Environmental Initiatives.
Arising from these events, South Africa has ratified
various conventions relating to the protection of the environment and accordingly is
obliged to reduce its impact on the environment. These initiatives and the outcomes
thereof are the basis for the identification of key performance indicators and acceptance
criteria for projects proposed in terms of this ITP.
2.3.1.2
Social Sustainability
Social sustainability is perhaps less emphasised in the context of global awareness, but is
an essential element of transport system design. Transport has the ability to link or divide
communities, depending on circumstances.
Transport, that ensures access to the
consequences arising from traffic accidents, particularly those involving fatal or serious
injury.
It is thus an imperative that transport systems planning, operations and
management should seek to ensure that the negative social impacts, especially with
respect to safety, are given priority consideration. Given the fact that the ability to use
services, or attend school or work, is largely dependent on the ability of people to get
there, the lack of accessible transport is a serious barrier to the full integration into society
of people with special needs.
17
Transport Vision, Goals and Objectives
necessities of life, including social interaction, also has extremely negative social
City of Cape Town – Integrated Transport Plan 2006 To 201
Transport Vision, Goals and Objectives
2.3.1.3
Economic Sustainability
Finally, in the context of sustainability, it is important to recognise that transport incurs
costs in several ways, but simultaneously acts as the basis for economic growth and
development. There is thus a need to weigh up the economic impact of every transport
intervention.
The impacts must be understood in their very broad context, which
encompasses not only the initial monetary cost, but also the cost of usage by various
modes and the impacts of these modes or sectors, one on the other. How will a transport
intervention improve commercial or industrial investment?How will it affect mode choice
and the utilisation of other network elements?
2.3.2 Universal Design
Transport plays a critical role in the daily lives of our citizens. That this is so requires that
transport system planning strives for the goals of Universal Design.
Universal Design is the design of products and environments to be useable by all people,
to the greatest extent possible, without the need for adaptation or specialized design. This
definition clearly covers a very broad range of issues, such as:

The affordability of the system to the poor;

The functionality of the system for those whose work requires rapid movement
between unpredictable origin-destination pairs, such as emergency service workers;

The ability to provide goods, especially food, where needed by people;

The suitability of the transport system to accommodate all modes, including motorised
requiring Universal Access.
11
Provincial and National interests.
transportation and planning.
The latter is aligned with the vision that the transport system should serve all people,
safely and affordably.
Our country‘s constitution, human rights laws and employment equity act have reinforced
context of theITP,
the importance of the social integration of people with special needs into all areas of our
development of all public facilities. Special Needs Users (SNUs) are defined as persons
11
The Vision
18
Informants.
quantitative.
Integrated National Disability Strategy White Paper, Office Of The Deputy President,
November 1997
National governments.
needs.
well as the transport visions of the Provincial and
Ensuring that users with specific requirements are able to use the system to meet their
seen in the context of the overall vision for the City as
The City‘s vision for transport, stated above, must be
are addressed in Chapter 4: Transport Strategic
other policies relating to environmental matters. These
Spatial Development Framework, along with a variety of
which are the Integrated Development Plan and the
variety of policies and strategies for the City, amongst
integration requires that consideration be given to a
This emphasis on
aligned, ensuring that the City vision will reflect
Visions, Goals and Objectives of all related entities are
The term ―integrated‖ ensures that the
Town‘s environment and lifestyle: both qualitative and
facilitates additional benefits to all aspects of Cape
become critical in moving towards the City‘s vision, it
not only does its achievement
In the
society. This significant development has placed new requirements on the planning and
The term “integrated” is a vital theme of
effectively, efficiently,

all its people and goods
A world-class sustainable transport system that moves
The Vision for Transport of the City of Cape Town is:
Transport Vision, Goals and Objectives
and non-motorised, private and public, and;
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Vision, Goals and Objectives
in a phase of the normal cycle of life which restricts their movement as well as those with
impairments. Life cycle users are defined as persons who are elderly and or frail users,
children, visitors, people with prams and pushchairs, expectant mothers, and mothers with
children. Users with disabilities are person who are permanently and temporarily disabled
and would include the visually impaired (blind and partially sighted), mobility impaired (e.
g.
wheel chair users, people on crutches and other walking aids), communication
impaired users (include deaf, speech, intellectual and psychiatric impairments).
The main challenge to the implementation of Universal Design, is maintaining the
functionality of existing infrastructure and systems while they are being adapted. It is
however, a challenge taken up by the City of Cape Town.
2.3.3 Support for Local Economic Development and Growth
Based on the targets set in the Provincial Growth and Development Summit and the
national key performance indicators for economic development and job creation, the City‘s
aims are to:

Increase economic growth from the current average of 3-4% to 6-7%

Create jobs – especially blue collar jobs and jobs for youth and women

Broaden black economic empowerment

Reduce the gap between rich and poor, while increasing per capita income

Develop skill levels geared to employment and income generation

Develop Cape Town as a competitive visitor and business friendly destination.
The Expanded Public Works Programme (EPWP) is a nationwide programme to create
work opportunities within all spheres of Government and is supported by the City, as set
2.3.4 Transport Safety
An important element of the vision is safety. In terms of transport, first and most important
is the reduction of transport related deaths and serious injury due to road and rail
accidents. Ultimately of course, the objective must be to reduce, if not eliminate accidents
in general and accidents with injury in particular. Safety is also perceived by many as
including security, and transport related crime prevention is thus seen as comprising an
element of transport safety improvement.
This is particularly relevant in light of the
promotion of public transport, where security represents a significant mode choice factor.
19
Transport Vision, Goals and Objectives
out in the Integrated Development Plan.
City of Cape Town – Integrated Transport Plan 2006 To 201
Transport Vision, Goals and Objectives
2.3.5 Objectives of the ITP
With the Vision and Goals set out above, the following objectives are stated for the ITP:

To promote the systematic reduction of fatal and serious injury accidents on the
transport system

To promote travel demand management measures, that limit private car usage

To align transport and land use planning to bring about a land-use pattern where the
necessity to travel, especially by car, is minimised

To promote sustainable travel patterns by encouraging walking, cycling and the use of
public transport

To improve safety and security at public transport interchanges, station car parks, and
en-route to interchanges and stations.

To provide better maintenance of facilities

To provide non-motorised transport facilities and include their requirements in Traffic
Impact Studies.

To protect the environment from pollution through reduced vehicle emissions

To manage the road network so that current road space utilisation is optimised, and to
only invest in new roads where it provides accessibility and support to public transport.

To promote and incorporate the Universal Design principle of design and construction
of transport infrastructure and public transport services.

To support the use of rail for freight use and to manage road based freight vehicles.

To provide safe and convenient cycle and motor-cycle parking at stations, leisure
facilities, public buildings and within employment areas, such as central business
utilisation and return to the City.
To provide safe access to new developments through the application of the Roads
Access Policy.
Provincial and National interests.

context of theITP,
To provide safe and affordable Park and Ride facilities at stations and other key sites.
safely and affordably.

To integrate land-use and transport.
quantitative.

20
The Vision
areas, and to apply the traffic calming policy for existing areas.
Informants.
To incorporate self-enforcing traffic calming measures in the design of new residential
National governments.
transportation and planning.
parks should be made available for variable land use developments to increase their
well as the transport visions of the Provincial and
To make better use of existing parking facilities – municipal and privately owned car
seen in the context of the overall vision for the City as
The City‘s vision for transport, stated above, must be
are addressed in Chapter 4: Transport Strategic
other policies relating to environmental matters. These
Spatial Development Framework, along with a variety of
which are the Integrated Development Plan and the
variety of policies and strategies for the City, amongst
integration requires that consideration be given to a
This emphasis on
aligned, ensuring that the City vision will reflect
Visions, Goals and Objectives of all related entities are
The term ―integrated‖ ensures that the
Town‘s environment and lifestyle: both qualitative and
facilitates additional benefits to all aspects of Cape
To apply reduced parking standards for developments in CBD‘s and that are on major
public transport routes.

become critical in moving towards the City‘s vision, it
not only does its achievement
In the

The term “integrated” is a vital theme of
effectively, efficiently,

all its people and goods
A world-class sustainable transport system that moves
The Vision for Transport of the City of Cape Town is:
Transport Vision, Goals and Objectives
districts (CBD‘s).
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Vision, Goals and Objectives
2.4 Key Performance Indicators
The City is working on the development of a set of indicators that can and will be
measured and monitored continuously to check progress towards a more sustainable
transport system. The targeted High level Performance Indicators are indicated in Table
1.
Table 1: Key Performance Indicator Summary
Key Performance Indicator themes
1. Energy use
5. Congestion on major freight
2. Emissions
routes
3. Full modal split
6. Congestion on peak hour
4. Public Transport
commuter routes
4.1 Use
7. Loss of life and livelihood
4.2 Coverage
4.3 Service quality
8. Urban quality
4.4 Security
Values for some of these indicators, such as road fatalities and injuries, and average
travel speeds on certain network segments during different operating periods are already
available. Others require some work to obtain and are to be developed in future updates
of the ITP. The proposed indicators specific to various aspects of the transport system
are provided in the appropriate sections.
The matrix depicted in Table 2, shows how the key performance indicator themes relate to
the City‘s Transport vision, strategies and triple bottom line evaluation criteria. Table 3
be attached to the Vision and the primary strategies of this ITP, as indicators that are
already in place or for which the data is available, and whose role needs to be amplified
rather than initiated.
It is to be noted that two approaches have been adopted for immediate implementation as
part of this ITP. The first is a very limited set of performance indicators that seek to at
least to start to respond to the vision. The second is a more subjective approach that
uses a scoring system for proposed projects and programmes to prioritise them in terms
21
Transport Vision, Goals and Objectives
provides some more specific examples of appropriate key performance indicators that can
effectively, efficiently,
not only does its achievement
In the
The term ―integrated‖ ensures that the
Visions, Goals and Objectives of all related entities are
quantitative.
Town‘s environment and lifestyle: both qualitative and
facilitates additional benefits to all aspects of Cape
become critical in moving towards the City‘s vision, it
context of theITP,
transportation and planning.
The term “integrated” is a vital theme of
safely and affordably.
all its people and goods
A world-class sustainable transport system that moves
The Vision for Transport of the City of Cape Town is:
Transport Vision, Goals and Objectives
22
This emphasis on
National governments.
well as the transport visions of the Provincial and
seen in the context of the overall vision for the City as
The City‘s vision for transport, stated above, must be
The Vision
Informants.
of the achievement of the transport vision and strategies for the City.
are addressed in Chapter 4: Transport Strategic
other policies relating to environmental matters. These
Spatial Development Framework, along with a variety of
which are the Integrated Development Plan and the
variety of policies and strategies for the City, amongst
integration requires that consideration be given to a
Provincial and National interests.
aligned, ensuring that the City vision will reflect
City of Cape Town – Integrated Transport Plan 2006 To 201
Transport Vision, Goals and Objectives
This latter is
discussed in Chapter 8.
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Vision, Goals and Objectives
Table 2: Matrix of Vision, Evaluation Measures, Strategy and Key Performance Indicators
Triple Bottom Line project
Environment
evaluation
Primary
Economic
Social
Environmental Protection
Safety
Safety
Managing Urban Growth
Economic Growth
Environmental Protection
Congestion Management
Congestion Management
Congestion Management
Sustainable
All (As per Table 1)
8
2,8
Effective
8
8
3,4.2,
Efficient
1,3,5,6,8
2,3,5,6,8
3,6,8
Safety
8
7,8
4.2,4.4,7,8
Affordable
8
8
3,8
Accessibility for all users
1,4.1,2
4,4.1,8
4,4.1,4.2,4.3,4.4
Strategies
Vision
Focus
23
Transport Vision, Goals and Objectives
The Vision for Transport of the City of Cape Town is:
effectively, efficiently,
to all users
not only does its achievement
The term ―integrated‖ ensures that the
Affordability
Accessibility
Number of accidents.
Visual Condition Index
Number
of fleet >70%
Per
costs
24
of
for
fatal
capita
>
>45% usage on all
Passenger
trips
available
fleet
spend
on
transportation
and
Transport cost of goods
Proportion
of
< 35% of value
household
income
Minimise retrofitting
a)
Accessibility to
special needs
b)
c)
d)
passengers/users
>50% all
locations
(Also specify key
locations)
80%
-
90%
accessibility
of all new
of
veils/rolling stock
>50% of all 100%
National governments.
Safety
capita
Integrated City Cards
well as the transport visions of the Provincial and
parking < x m /p
Per
split
seen in the context of the overall vision for the City as
<min
The City‘s vision for transport, stated above, must be
1:49:50
The Vision
petajoules
Informants.
Economy
are addressed in Chapter 4: Transport Strategic
NMT:Public:Private
other policies relating to environmental matters. These
use of all transport < x
Spatial Development Framework, along with a variety of
2
Modal
which are the Integrated Development Plan and the
Public right of way and
variety of policies and strategies for the City, amongst
>85%
integration requires that consideration be given to a
(b)
This emphasis on
Environment
Provincial and National interests.
Effectiveness
aligned, ensuring that the City vision will reflect
Energy
Visions, Goals and Objectives of all related entities are
quantitative.
Non-renewable
Town‘s environment and lifestyle: both qualitative and
facilitates additional benefits to all aspects of Cape
become critical in moving towards the City‘s vision, it
context of theITP,
Efficiency
In the
Sustainability
transportation and planning.
The term “integrated” is a vital theme of
safely and affordably.
all its people and goods
A world-class sustainable transport system that moves
The Vision for Transport of the City of Cape Town is:
24
Transport Vision, Goals and Objectives
Table 3: KPI Matrix
Society
modes
(a) Average journey time
(a) Population within
500m of PT > 70%/p
capacity
Commuters using NMT
> y % of all commuters
infrastructure < Rx/p
serious injuries.
accident
fatal/serious
crashes < Rx/p
used on transport to be
< 10%
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Vision, Goals and Objectives
Transport Vision, Goals and Objectives
25
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Register
3 TRANSPORT REGISTER
The Transport Register is a snapshot of the transport system of the City of Cape Town
and describes the current transportation situation, system management and performance
levels. It is noted that the gaps in the information will be closed in successive ITP
reviews and updates.
3.1 Transport Network (Supply)
In developing an Integrated Transportation Plan for the City of Cape Town, it is important
that the basic role of transportation in any major urban area or city be understood. Any
major urban area consists of various locations, such as residential areas, education
centres, areas of employment, production and manufacturing centres and service
sectors. Transportation is the ability to move people and goods between places and
activities. Hence, transportation is also referred to as the ―lifeblood of cities‖12. This
movement is facilitated within a system of various transportation forms (private vehicles,
taxis, buses, trains, trucks, etc), operating along a network of transportation
infrastructure (rail, road, etc).
The transport network of Cape Town comprises two main elements, the road and rail
networks. From a freight movement perspective these are augmented by pipelines for
the bulk transport of crude oil and related products.
3.1.1 Rail Network
Key Performance Indicators:
o
% Network Availability
The rail network of the City of Cape Town is shown in schematically Figure 7, which also
shows the commuter stations. All the commuter lines are electrified with an overhead
Transport Register
catenary system (3KV DC Power). (The network is show in geogrpahic format in Figure
15. )
12
V. Vuchic, Transportation for Livable Cities, Centre Urban Policy Research, New Jersey, 2nd
Edition 2000
26
City of Cape Town – Integrated Transport Plan 2006 To 2011
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Figure 7: Rail Network within the City of Cape Town.
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The total length of the network is 581km with 1 473 signals. Approximately 80% of the
network is equipped with centralised traffic control (CTC), featuring automatic train
routing, bi-directional signalling and electronic train registering. There are a total of 42
signal interlockings, including several junctions where branch lines merge. Signal blocks
are approximately 1km in length, permitting a nominal headway of three minutes on most
of the mainline tracks close to Cape Town.
The process of determining priority corridors in partnership with the regional stakeholders,
in accordance with the Regional Rail Plan Directives, has yielded eight functional rail
corridors. They are:

Khayelitsha to Cape Town corridor (Including the Kapteinsklip line)

Kraaifontein to Bellville to Cape Town corridor (via Thornton and Monte Vista)

Simonstown to Cape Town corridor (including the Cape Flats line

Bellville to Sarepta to Langa to Cape Town corridor (including Pinelands link)

Worcester to Wellington to Cape Town corridor

Muldersvlei to Eersterivier Corridor (via Stellenbosch)

Strand to Bellville to Cape Town

Malmesbury to Cape Town
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The service capacities on these lines are shown in Tables 4 and 5.
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City of Cape Town – Integrated Transport Plan 2006 To 2011
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Table 4: Historic Rail Network Service Line Capacities Based on Deployed Rolling Stock.
2000
2004
2007
(2.5 hour peak period)
(3 hour peak period)
(3 hour peak period)
Service Line
29
1Simonstown to Cape Town
2Retreat to Cape Town via Maitland
3Kraaifontein to Cape Town via Esplanade
4Wellington to Cape Town via Woodstock
5Bellville to Cape Town via Monte Vista
6Muldersvlei to Cape Town via Esplanade
7Muldersvlei to Cape Town via Woodstock
8Strand to Cape Town via Esplanade and Bellville
9Strand to Cape Town via Bellville and Woodstock
10Bellville to Cape Town via Esplanade and Langa
11Bellville To Cape Town via Pinelands
13Kapteinsklip to Cape Town via Woodstock and Pinelands
14Kapteinsklip to Cape Town via Esplanade and Mutual
15Khayelitsha to Cape Town via Esplanade and Mutual
17Khayelitsha to Cape Town via Pinelands
19Wellington to Cape Town via Monte Vista
21Muldersvlei to Cape Town via Monte Vista
23Strand to Cape Town via Monte Vista
24Muldersvlei to Cape Town via Monte Vista
Source: 2007 Rail Census.
Total
Metro
Total
Metro Metro
Metro
Plus
Plus
13,365 11,745 25,110 12,375
10,875 23,250
4,680
7,140 11,820
4,680
7,140
11,820
1,200
1,420
2,620
Not operating in 2004
5,400
6,390 11,790
6,600
7,810
14,410
Not operating in 2000
1,770
550
2,320
600
710
1,310
Not operating in 2004
3,000
3,550
6,550
4,800
5,680
10,480
1,200
1,420
2,620
600
710
1,310
3,600
4,260
7,860
2,400
2,840
5,240
1,050 12,810 13,860
1,050
12,810 13,860
Not operational morning peak period
1,500 18,300 19,800
2,100
25,620 27,720
1,050 12,810 13,860
1,350
16,470 17,820
480
26,100 26,580
1,120
35,300 36,420
0
2,400
2,400
640
9,200
9,840
3,000
3,550
6,500
2,400
2,840
5,240
Not operating in 2000
3,000
3,550
6,550
710
710
1,310
Not operating in 2004
1,420
1,420
2,620
Not operating in 2004
Metro
Total
Metro
Plus
10,395
9,135 19,530
4,290
6,545 10,835
600
710
1,310
3,000
3,550
6,550
4,425
1,375
5,800
Not operating in 2007
2,400
2,840
5,240
Not operating in 2007
2,400
2,840
5,240
1,050
12,810 13,860
150
1,830
1,980
1,800
21,960 23,760
750
9,150
9,900
2,240
32,200 34,440
480
6,900
7,380
600
710
1,310
2,400
2,840
5,240
1,200
1,420
2,620
Not operating in 2007
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Register
Table 5: Current Network Capacity in peak periods based on deployed rolling stock.
Source: Metrorail
3.1.2 Road Network
The road network forms an integral part of the greater transportation network. It is the public right of
way system by means of which most of the City‘s transportation needs are met. These needs include
the movement of people and goods. People movement includes trips between home and work,
educational trips, business trips, as well as recreational trips for social activities. An urban area that
is lacking in a good road network will suffer economically and socially.
Coupled with land use
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planning in an intricate dynamic relationship, the road network influences and is influenced by the
structure of any major urban area.
The City has a well-developed road network that has strong radial routes focused on the CBD. The
two main freeways, the N1 and N2, run from the CBD in a north-east and south-east direction
respectively. The speed limits along these roads are generally 120 km/h. Four other freeways, the
M3, M5, N7/M7 and the R300 act as link roads and primarily run in a north-south direction. Except
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City of Cape Town – Integrated Transport Plan 2006 To 2011
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for the R300, which is circumferential, these are also essentially radially oriented with respect to the
City Centre. Speed limits on these roads vary from 80 km/h to 120 km/h. The R27 (Marine Drive)
along the Atlantic coast is also an important and heavily used road as it links the CBD with the rapidly
growing Table View area.
The City road network depicted in Figure 8, (also available in A0 print and GIS format), has over
10347 km of public roads the functional classification and ownership of which are shown in Table 6.
Table 6: City Roads by Classification
Classification
CoCT
PGWC.
SANRAL
Grand Total
Freeway – Class 1
140
183
159
483
Expressway – Class 1
168
132
11
311
Primary Arterial – Class 2
470
52
521
Secondary Arterial – Class 3
804
1
804
Minor Road – Class 4
8144
3
Private Road
76
Grand Total
9803
3
8150
76
371
173
10347
Source: City of Cape Town Transport GIS – Oct 2009
This road network is depicted in Figure 8. More detail is provided in the accompanying drawings, and
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detailed data is available in the GIS.
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Figure 8: Road Network Hierarchical Classification.
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City of Cape Town – Integrated Transport Plan 2006 To 2011
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3.1.2.1
Road Infrastructure
The road network may be classified in terms of a number of alternative uses. As already noted, there
is a hierarchical classification relating to mobility and geographical accessibility. There are also
classifications in respect of use by public transport, freight and non-motorised transport and as scenic
routes and so on. These classifications give rise to such aspects as navigation and signage systems.
Table 7 reflects the status quo in respect of these various aspects.
Table 7: Road Network
Element
Status Quo
Hierarchical
The road network may be classified in a number of ways. Within the CoCT, the
Classification
adopted system is that advised by the Province, and is reflected in Figure 8 and
the GIS data set. There is however, discussion on this, as many favour a
review and adoption of the Gauteng/NDoT Guidelines.
Road
Many of the CoCT owned higher order roads are proclaimed in terms of the
Proclamation
Province‘s Roads Ordinance (Ord. 19 of 1976). These are reflected in PGWC
Plan BC 337 U and in the CoCT GIS data set. The reassignment of some of
these roads is presently being considered by the Province.
Route
The route numbers depicted on road maps and guidance signage are part of a
Navigation,
comprehensive system designed to assist road users navigate the City‘s road
Signs and
network. The number system, as reflected in the GIS data set and on the
Markings
Roads Layout Plan, is due for review in areas of recent urban expansion.
Associated with this is the tourist facility guidance signs system, which is
important to the promotion of a visitor friendly city. The status of road traffic
signs and markings is reported in the Asset Management Register.
Amongst the many possible road network classifications, the City has a subnetwork that is designated as the Scenic Route Network.
This network
attempts to protect views from major roads, and promote access to stopping
places of scenic interest within the City of Cape Town as an aid to supporting
tourism and the promotion of the City in visual splendour. The scenic route
sub-network is shown in Figure 9. More detail is provided in the accompanying
GIS.
33
Transport Register
Scenic Routes
City of Cape Town – Integrated Transport Plan 2006 To 2011
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Figure 9: Scenic Routes.
34
City of Cape Town – Integrated Transport Plan 2006 To 2011
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3.1.2.2
Road-based Public Transport Network
The City has an extensive road-based public transport network, comprising bus and minibus taxi
routes. Work is presently also underway in establishing an Integrated Rapid Transit network. These
are described and depicted below.
Table 8: Road-based Public Transport Network
Element
Bus Network
Status Quo
The bus network of the City is shown in
Figure 10. The defined network is a relatively comprehensive network but with
limited off-peak services on many routes. More detail of the bus network is
Integrated
provided
in for
thePhase
accompanying
The
routes
1A of theGIS.
IRT have been planned in detail and construction
Road-based
of exclusive bus-ways is well underway (Oct 2009). The routes are described in
Rapid Transit
Annexure B to the IRT Project Status and Financial & Strategic Assessment
Network
report that was attached to a report to the Council meeting of 28 October 2009.
The planning of the remainder of a comprehensive network is still in a planning
stage.
The route network, showing the various phases of development, is
shown in Figure 11. More detail is provided in the accompanying GIS dataset.
The proposed system and its development are discussed in some detail in
Section 8.6 and the accompanying GIS.
Minibus Taxi
The minibus taxi industry is limited to a route set in terms of the City‘s Operating
Routes
Licence Strategy and the Operating Licences issued by the Provincial Operating
Licensing Board. The licensed routes are depicted in Figure 12. More detail is
provided in the accompanying GIS.
On-street Bus
There are approximately 4000 designated on-street bus stops distributed across
Stops and
the network within the Cape Town Municipality.
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Shelters
35
City of Cape Town – Integrated Transport Plan 2006 To 2011
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Transport Register
Figure 10: The City‟s Bus Network.
36
City of Cape Town – Integrated Transport Plan 2006 To 2011
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Transport Register
Figure 11: The City‟s Planned Integrated Rapid Transit Network.
37
City of Cape Town – Integrated Transport Plan 2006 To 2011
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Figure 12: The City‟s Minibus Taxi Network.
38
City of Cape Town – Integrated Transport Plan 2006 To 2011
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3.1.2.3
Freight Network
Whilst not renowned for its heavy industry, the City of Cape Town nevertheless has a number of
significant industrial areas, a major seaport and South Africa‘s second largest international airport.
Central to a functional economy is ensuring that these freight zones are well connected. The key
industrial areas, major freight centres, with the primary interlinking transport network, are shown in
Figure 13. The freight network elements are considered in Table 9.
Table 9: Road Freight (HGV) Network
Element
Status Quo
Abnormal Load
A subset of the freight network is that serving abnormal loads. Abnormal load
Routes
routes are protected to ensure that abnormal loads can be moved with the
minimum of expense and interference with road signage, controls and lighting.
The currently defined abnormal load routes are shown in Figure 14. More detail
is provided in the accompanying GIS.
Hazardous
Section 27(2(h) & 5) of the NLTTA and Section 37 of the NLTA require the City
Substance
to determine routes for the transporting of hazardous substances and show them
Routes
in the ITP.
Presently, Cape Town does not maintain separately defined
hazardous goods routes, treating abnormal load routes as the primary
hazardous goods network. When such goods are to be transported, a permit is
obtained from the Provincial Government and notification given to appropriate
authorities so that they can be prepared for emergencies.
HGV Restraint
Cape Town has numerous roads where existing infrastructure is unsuited to
Roads and
vehicles in excess of a certain length, height or mass and specific limitations are
Zones
applied as necessary.
The City does not presently have any area-based
HGV Overload
Provincial overload control and weigh stations are located on the N7
Control
(Vissershok), the N1 (Joostenberg Vlakte) and N2/TR2 (Somerset West).
Overnight Truck
Currently, Cape Town does not provide any truck stop areas. There is however
Holding Areas
single direct access service station on the N7, operational under contract to
SANRAL, with facilities that allow trucks to stop safely overnight if necessary.
Major filling stations fulfil a similar if unofficial role on both the N1 and N2 routes.
On-Street
Generally considered at locations where on-street parking is permitted, each
Loading Zones
application is treated on merit.
39
Transport Register
restrictions on goods vehicles.
City of Cape Town – Integrated Transport Plan 2006 To 2011
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Transport Register
Figure 13: Industrial Areas and Freight Centres with the Primary Interlinking Transport
Network
40
City of Cape Town – Integrated Transport Plan 2006 To 2011
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Figure 14: Defined Abnormal Load Routes.
41
City of Cape Town – Integrated Transport Plan 2006 To 2011
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3.1.2.4
Non-motorised transport network
Most of the current road network also acts as a non-motorised network although the extent of
physical separation of the motorised from the non-motorised is not always the same, resulting in a
fragmented dedicated NMT network.
Tables 10 and 11 provide more information on the non-
motorised transport network in the City.
Table 10: Pedestrian Pathways and Sidewalks
Element
Status Quo
Dedicated Pathways and
The GIS data set and Infrastructure Asset Management Register has
Priority Streets/Zones
a record of pedestrian facilities. However, this does need review
and updating in the context of public transport accessibility and that
of provision of dedicated pedestrian streets.
The latter debate
addresses the issue of road space allocation.
Road and Rail Crossings
Similarly information is available in the data sets, however, it is

Bridges
acknowledged that there is a need to be more active in respect of

Traffic signal control
the provision of safe pedestrian crossings.

Priority control
Management
There is no formal pedestrian management system in Cape Town.
Safe School Access
There are no programmes presently in place that aim at creating
safer environments surrounding schools.
Table 11: Bicycle Pathways and Storage Facilities
Element
Status Quo
Bicycle
The planned pathway network is available in the GIS data set. Work is in
Pathways
progress to reconsider the use of bicycles in the context of a new NMT
(Classified)
policy, which includes the use of peddi-cabs etc.
(The issue of public
bicycle parking facilities is on that agenda. )
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Public
Bicycle Cape Town is presently lacking in adequate cycle holding facilities. This is
Parking
however due to the poor utilisation of facilities provided in the past than a
Facilities
lack of consideration for such interventions.
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3.1.2.5
Parking facilities
Use of the road network is reliant on the ability to temporarily store vehicles at each end of the trip.
This storage necessitates parking of some sort or another. Such parking may be on- or off-street,
private or public, for private vehicles or restricted to loading and off-loading and so on. Table 12
provides some basic information with respect to parking in the City.
Table 12: Parking Facilities
Element
Status Quo
Overall estimate of
No detailed estimate of the total number of parking spaces in the City is
parking availability.
available for inclusion in this ITP. However, work being undertaken by the
City indicates that the number of non-residential parking bays not owned by
the City is in excess of 317000 and is more likely to be over 330000. It is to
be noted that the current live vehicle population for the City is over 1023000
vehicles, all of which require some form of parking, often more than one
parking space to accommodate usage patterns.
Public Parking Lots
A recent study of inner city parking facilities determined there to be
approximately 29 770 parking bays in public parking facilities in the inner
city. No detailed data for the entire city was available for inclusion in this
ITP.
Private Parking Lots
No detailed data for the entire city was available for inclusion in this ITP
and Garages
review.
Park ‗n Ride
Cape Town has Park ‗n Ride facilities at many of its railway stations.
Facilities
On-street Parking
No detailed data for the entire city was available for inclusion in this ITP
Facilities
review.
3.1.3 Other Transport Network Elements
only elements. Subsumed within the road network, are the already mentioned pedestrian and cycle
paths. In addition there are greenbelt routes, which may not be part of the road reserve but also form
part of the movement network, in the form for example of recognised hiking or horse riding trails. As
mentioned earlier, there are also pipelines that form a component of the freight transport network.
Some additional information is provided in Table 13.
43
Transport Register
Although Road and Rail comprise by far the largest portion of the transport network, they are not the
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Register
Table 13: Other Transport Network Elements.
Element
Pipelines
Status Quo
Two strategic pipelines are situated in the City of Cape Town municipal
area which is not managed by the City, namely.

These are the ±126 km line between Saldanha and Montague
Gardens (the refinery) and

between refinery and Cape Town Harbour.
Hiking and Horse
There are a number of areas within the Metropolitan area that are
Trails
designated as hiking and horse trails.
Most of these are linked with
conservation areas and, whilst having importance from an urban quality of
life, social and tourism perspective, do not form part of the regular
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transport system of the City.
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City of Cape Town – Integrated Transport Plan 2006 To 2011
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3.2 Transport Network Utilisation (Demand)
Key Performance Indicators:
o
Metropolitan wide Mode Split person trips
o
Metropolitan wide Mode Split tonne. km
An important aspect of transport network planning is an understanding of the utilisation of existing
network elements, measured variously in terms of people, vehicles and tonnage of goods. The
importance lies in being able to understand whether infrastructural or travel demand management
solutions will best solve capacity concerns.
3.2.1 Rail Network Utilisation
Key Performance Indicators:
o
Peak-period boarding‘s
o
Daily boarding‘s
o
% line capacity utilisation
Although the rail network is capable of carrying over 100 trainsets, the City of Cape Town is presently
served by 83 trainsets although not all are in service at once due to maintenance requirements. The
2007 Current Public Transport Record (CPTR) records that these carried a total of 634 837 daily trips
for both AM and PM three hour peak periods (104 829 Metro Plus and 530 008 Metro class
passengers). These figures are very similar to the 2004 census which record a total of 621 285
passengers for the same periods. This is supported by a comparison of ticket sales since 2004,
which indicates that there has been a steady increase in sales.
While the inbound volumes remained unchanged, the increase was observed in the return PM trip.
One suggested reason for this is that the inbound passenger volumes may have reached the
The CPTR report reflects that there has been an overall increase of 20 scheduled trips from 2004 to
2007. However, this is made up from an increase on the Bellville and Wellington lines, while the
Kapteinsklip and Khayelitsha lines have lost frequency of service.
45
Transport Register
capacity of the services offered.
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Register
The most utilised railway stations, include:

Cape Town
140 733

Salt River
51 982

Bellville
64 501

Langa
41 555

Mutual
54 981

Maitland
36 324

Bonteheuwel 54 926

Nyanga
30 807

Philippi

Khayelitsha
29 991
52 961
Morning peak-hour passenger utilisation of the various corridors and the rail share of public transport
along those corridors is shown in Table 14.
In terms of passenger demand for Metro class services, the Simon‘s Town line records over-capacity
conditions between Heathfield and Plumstead and between Mowbray and Salt River; demand
outstrips supply between Philippi and Bonteheuwel and also particularly between Bellville and
Woltemade.
Table 14: Morning Peak-Hour, Peak Direction Utilisation of the Transport Network
Peak-hour, Peak-direction utilisation (BASE YEAR 2007)
Sub-tot
Corridor
PT-Rail
PT-Road
PT
Private
South East rail corridor
(Khayelitsha / Mitchell's Plain)
66,969
53,016
119,985
47,626
167,610
BLE rail corridor (incl.
Wellington / Strand)
Southern rail corridor (s/sub's /
Cape Flats)
Other rail corridors (Malmesbury
/ Stellenbosch)
Other corridors (non rail)
TOTAL
42,735
48,189
90,924
157,764
248,688
13,976
9,834
23,810
81,296
105,106
4,576
45,226
7,646
110,812
12,222
156,037
21,559
211,382
33,781
367,420
173,482
43% of PT
19% of
total
229,496
57% of PT
25% of
total
402,978
519,627
44% of
Total
56% of
Total
922,606
100%
Transport Register
Mode Share
Total
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City of Cape Town – Integrated Transport Plan 2006 To 2011
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3.2.1.1
Freight Rail
The City of Cape Town owns rail sidings in Epping Industria and there are a number of other rail
sidings around the city intended exclusively for freight movement although many tend to be
underutilised or not used at all. These are highlighted in Figure 15, which also shows the passenger
and shared use rail lines.
Rail freight in Cape Town is mainly cross-boundary freight and two lines originate from Cape Town,
the first is from Cape Town to Saldanha, the 435 km Bitterfontein branch on the West coast, and
secondly the line to Caledon, this line is underutilised.
It is known that the freight rail network utilisation is well below its potential capacity, however, detailed
information on the use of the system has not been available for inclusion in this ITP. What is clear
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though is that there is capacity to move freight from road back to rail within the City.
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City of Cape Town – Integrated Transport Plan 2006 To 2011
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Figure 15: Freight and Passenger Rail network in Cape Town.
48
City of Cape Town – Integrated Transport Plan 2006 To 2011
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3.2.2 Road Network Utilisation
Key Performance Indicators:
o
Mode Splits
o
Estimated total vehicle kilometres per annum.
o
Estimated peak-hour factor
o
Vehicles per day, peak-hour, peak period per road type
o
People per day, peak-hour, peak period per road type.
Recent population estimates indicate that the City‘s population is at least 3.4 million13, all people
requiring goods, services and personal transport. Providing the motorised transport for these people,
the eNatis system records for February 2009 indicate that there are 1 023 107 vehicles (all classes)
registered in the City of Cape Town. The vehicle count currently reflects an average annual growth
rate of approximately 3 8% in licensed vehicles since February 2002. Over the same the number of
registered motorcars has grown by about 3.4% per annum.
Private vehicles still retain a large share of the modal split between private and public transport with
40% trips to work being undertaken by private car in Cape Town 14. The 2004 household survey
undertaken by the City indicated that at about 57% of all morning peak period trips include some
private car travel. There is also a significant proportion of goods traffic on certain routes.
Based on the current modal splits of the total number of approximately 400 200 inbound
drivers/passengers to the CBD for the 13-hour period from 06h00 to 19h00, nearly 270 000 are in

Morning Peak Period -
50 : 50 (private : public)

Inter-Peak Period -
83 : 17 (private : public)

Evening Peak Period -
59 : 41 (private : public)

All Day -
69 : 31 (private : public)
For some years, increasing road traffic has not been matched by the necessary investment in road or
public transport infrastructure or transport demand management measures, resulting in extreme
13
As stated in the City‘s 5 Year Plan IDP 2007/12 (IDP 2009/10 Review) Draft Document 25 Feb 09.
Information updated in December 2008 and provided by the City‘s Strategic Information, Strategic Development
Information and GIS Departments
14
National Household Travel Survey, as cited in the Draft Western Cape Province Public Transport
Improvement Program, 2006.
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private cars. The current Inbound Modal Splits according (CPTR, 2004/5) are as follows:
City of Cape Town – Integrated Transport Plan 2006 To 2011
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congestion on the City‘s major roads during peak hours. Consequently, demand for travel within the
peak hour has outstripped the capacity of the supply infrastructure, and the result is congestion that
extends the peak hour to a peak period of about three hours. The most affected corridors include
Marine Drive, the N1 between Durban Road and Koeberg Road, the N2 between Vanguard Drive and
Cape Town CBD, the M5 from Lansdowne Road to Koeberg Interchange and the M3 from Wynberg
Hill. The R300 also experiences heavy traffic, as do many other primary arterials and most of the
Main Roads within the City. The increases in traffic along the N1 and Marine Drive, especially, have
been fuelled by rapid expansion of Durbanville and Table View/Parklands, respectively, in recent
years. However, the impact of congestion is also felt on the secondary arterials, where commuters
attempt to find alternative routes to the traditional mobility corridors. This search for faster routes to
work, impacts on the full road network, notably roads within residential areas, leading to ‗rat-running,
inappropriate speeding and an overall increase in the potential for accidents.
A rapid increase in population densities in the metro south-eastern part of Cape Town, traditionally
the poorer parts of Cape Town with low vehicle ownership levels, has resulted in an increase in traffic
in this region, mainly through an increase in public transport use.
The only representation of road network utilisation presently available is the Emme/3 transport
network model for the morning peak, which is calibrated against traffic counts from around the City.
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The model depiction of peak-hour network traffic volumes is shown in Figure 14.
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Figure 16: 2008 Peak-hour Traffic Volumes on the City‟s Primary Road Network
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3.3 Transport Network Performance
A concept closely related to utilisation is that of performance. The former measured the number of
people or vehicles using the transport system, the latter is more interested in the travel times and
speeds on the network.
Key Performance Indicators:
o
Peak-hour V/C ratio for key road segments
o
Peak-hour person trips through key road segments
o
Average peak-hour travel speed on key road segments
o
Journey time on key road segments
(Key road segments are mainly those perceived as of metropolitan significance or as
bottlenecks on the network. )
3.3.1 Rail Network Performance
The commuter rail network is operating at considerably below its technical capacity due to a
shortage of rolling stock, the system lacking about 20 train sets at present. The result is that, other
things being equal, the rail services are able to operate unconstrained by technical capacity issues
although there is inadequate passenger capacity on most lines. Unfortunately, the ageing fleet, in
combination with theft, vandalism and other incidents, is inclined to result in services that are not
always consistent in their performance and that do not always compare that favourably with other
modes. The rail system does operate at speeds far in excess of those achieved on much of the
road network. There is however, a perception that the rail system is not operating as well as it
could. This perception gives rise to the reality of loss of mode share amongst choice users.
3.3.2 Capacity of service lines
In this section the service line capacity for the morning peak period for the three years, 2000, 2004
and 2007 is set out. The 2000 present the service capacities for a 2.5-hour morning peak period,
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2004 information for a 3-hour peak period and the 2007 information for a 3-hour peak period.
3.3.3 Assessment of Capacity Utilisation
For those lines operational during 2007, the observed capacity utilisation for the service lines during
the morning peak hour is summarized below:

Where service lines share track, the %figures are for the combined service lines
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Service Line 1 – Demand exceeds capacity in the morning peak hour for Metro passengers
between Heathfield and Plumstead by an average of 15%, and between Mowbray and Salt River
by an average of 7%.
Service Line 2 – Demand exceeds capacity between Pinelands and Ndabeni by 11% for Metro
Plus passengers while capacity has been reached between Ndabeni Maitland. Metro capacity is
sufficient.
Service Line 3 – No Problems
Service Line 4 – Demand exceeds capacity for Metro passengers between Bellville and
Woltemade with an average of 22%. Metro Plus capacity is sufficient.
Service Line 5 – There is sufficient Metro Plus and Metro passenger capacity on this line.
Service Line 7 – Demand exceeds capacity for Metro passengers between Meltonrose and
Woltemade of an average of 27%.
Service Line 8 – Demand exceeds capacity for Metro passengers between Meltonrose and
Woltemade of an average of 27%. Metro Plus has reached capacity between Woltemade and
Ysterplaat.
Service Line 9 – Demand exceeds capacity for Metro passengers between Meltonrose and
Woltemade with an average of 27%.
Service Line 10 – Demand exceeds capacity for Metro Plus passengers between Bonteheuwel
and Mutual with an average of 51%. Metro passengers‘ capacity is exceeded between Mutual
and Woltemade with an average of 25%.
Service Line 11 – No Problems
Service Line 13 – Demand exceeds capacity for Metro Plus passengers between Nyanga and
Ndabeni of an average of 72%.
For Metro passengers demand exceeds capacity between
Philippi and Bonteheuwel with an average of 11%.
Service Line 14 – Demand exceeds capacity for Metro Plus passengers between Nyanga and
Mutual with an average of 82%. For Metro passengers demand exceeds capacity Nyanga and
Bonteheuwel with an average of 12%, and between Mutual and Woltemade by 25%.
Service Line 15 – Demand exceeds capacity for Metro Plus passengers between Nolungile and
Mutual by an average of 74%. For Metro passengers demand exceeds capacity between
Nyanga and Bonteheuwel by average of 12%
Ndabeni by an average of 67%.
For Metro passengers demand exceeds capacity between
Philippi and Bonteheuwel by an average of 11%.
Service Line 19 – There is sufficient Metro Plus and Metro passenger capacity on this line.
Service Line 21 – Demand exceeds capacity for Metro passengers between Bellville and
Woltemade with an average of 22%.
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Service Line 17 – Demand exceeds capacity for Metro Plus passengers between Nolungile and
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Service Line 23 – Demand exceeds capacity for Metro passengers between Meltonrose and
Bellville by an average of 42%.
3.3.4 Total Passenger Volume
The 2004 and 2007 rail passenger data is compared in Table 15.
Table 15: 2004 and 2007 Passenger Volumes on the Metropolitan Rail Network
2004 (3 hour peak period)
Direction
To
AM
Inter-
PM
peak
peak
peak
period
period
period
179,273
50,991
58,601
50,267
67,547
141,918
2007 (3 hour peak period)
AM
Inter-
peak
peak
period
period
322,258
163,449
57,647
61,305
321,556
299,027
75,485
73,605
142,158
310,804
203,463 131,252
243,179
632,360
All day
PM peak
period
All day
Cape
Town
From Cape
Town
Both
directions
229,540 118,538
200,519 621,285
Table 16 sets out the number of scheduled trains for 2007 and compares them with those in 2004.
Table 16: 2004 and 2007 Scheduled Train Trips on the Metropolitan Rail Network
No of
Service line
scheduled
trains 2004
trains 2007
1
Cape Town to Simon's Town
132
130
2
Cape Town to Retreat
73
79
Cape Town - Wellington
76
97
Cape Town to Bellville via Monte Vista
23
43
7,21
Cape Town to Muldersvlei
28
29
8,9
Cape Town to Strand
58
69
10
Cape Town to Bellville via Langa
48
48
13,14
Cape Town to Kapteinsklip
105
89
15,17
Cape Town to Khayelitsha
101
78
644
662
4,19
5
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No of scheduled
Total
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3.3.4.1
Line Capacity and Utilisation
The ONTRACK report analysed capacity and utilisation, using the weekday morning peak hour as
the benchmarks for operations. Peak hour capacity and utilisation can be assessed in terms of four
sets of components, namely:

Mainline segments

Terminals

Junctions

Staging and storage yards.
In terms of constraints, the design of the signal system limits the peak hour practical capacity of the
double-track to 18 trains per hour, per direction with minimum headways of 3 minutes, which
compares favourably with the US standards. On this basis, the Simon‘s Town line operates at
approximately 72% capacity north of Retreat while the other mainline segments operate at 60% or
less. However, this line capacity is rarely the principal determinant of capacity and other factors,
such as terminal configuration, at-grade junctions and staging yard capacity affect overall capacity.
Capacity is also limited by the size of the fleet, the lack of spare equipment and limited staging
facilities.
The Monte Vista and Cape Flats lines have the greatest opportunity for improved service within the
capacity of the overall network, with options varying from additional peak trains to a varied stopping
pattern e. g. express services. Increased staging would overcome the imbalance in peak hour
operations i. e. in and outbound traffic. Improving the inbound/outbound track usage to 6 tracks in,
4 tracks out, as opposed to the current 5 in, 5 out, would alleviate the excess reverse peak capacity
issues.
3.3.4.2
Mainline Segments - Passenger Carrying Capacity
A New York design capacity for standing passengers is estimated to be 2,7 persons /m2 while a
crush capacity reaches 4 persons/m2. The Metrorail capacities are based on 2,2 persons/m2 and
4,5 persons/m2 crush capacity for the new 8M trainsets which indicates a degree of discomfort for
most passengers on the more patronised routes. Load factors can be defined as the ratio of the
passenger on-board volume, versus total (seated plus standing) capacity.
The analysis
demonstrated that the peak loads on all metro lines are in the central portions of the lines, a
well below their passenger-carrying capacity, although the analysis combined both first and metro
patrons, which tends to understate the metro use, while overstating the metro plus use.
For
example, Simon‘s Town operates at 53% (30%) of metro plus carrying capacity, Cape Flats Line at
40% (21%), Bellville Line at 46% (27%) and the Kapteinsklip Line at 24% (4%). The figures in
brackets represent the portion of these trains assigned to Metro Plus.
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significant distance from Cape Town. Hence, all services approaching Cape Town Station operate
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3.3.4.3
Junctions
The physical configuration and patterns of traffic movement through junctions generally pose more
of a constraint to system capacity than movement along mainline segments.
The three most
constraining junctions are Langa, operating at 88% of capacity; Maitland at 84% and east of Bellville
at 77%. While train timetables, headways and crossover movements are a complex issue, some rescheduling at Langa, which would necessitate additional passenger transfer, could increase
capacity. At Maitland, there is little possibility of increasing operations while at Bellville, there is
room for some modest growth before an expansion or re-configuration would be required.
3.3.4.4
Terminals
The nature of Cape Town Station, being a stub-end terminal, requires that inbound and outbound
trains crossover tracks in the throat of the terminal. These conflicting movements typically reduce
the capacity, in comparison to a ‗through‘ station. There is an imbalance in peak services from
different main lines that cannot easily be addressed given the current track configuration. This
imbalance results in necessary short turn-around times on the Khayelitsha line with subsequent
passenger congestion. Noting that railway station capacity determination is complex, the following
percentages of line utilisation within the Cape Town Station are estimated:

Simon‘s Town
-
49%

Khayelitsha
-
69%

Bellville Line
-
57%

Monte Vista
-
79%

Cape Flats Line
-
64%
Certain potential improvements have been identified which would increase the potential capacity at
Cape Town Station. These are:

Lengthen platforms 16/17 and 18/19 to accommodate 12-car 8M trains

Construct new platforms 25 and 26

Construct a series of parallel crossovers from Bellville Line tracks to the Simon‘s Town
approach tracks to platforms 5-7.

Construct a series of parallel crossovers from the Cape Flats Line to the Bellville Line tracks
approaching platforms 8–11.
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
Modify the access to the Simon‘s Town, Bellville and Cape Flats staging yards as necessary
to make the above parallel connections.
3.3.5 Road Network Performance
Optimal operation of the road network requires that roads provide mobility and geographical
accessibility functions for people and vehicles (the particular need of non-motorised transport (NMT)
users in the road environment is dealt with elsewhere). To manage these functions, roads are
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City of Cape Town – Integrated Transport Plan 2006 To 2011
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classified according to the different degrees of accessibility and mobility they are to accommodate.
This distinction is essential for the coordination and integration of land use and transportation
planning activities, determining where development access can be promoted and where it should be
discouraged to facilitate safe transport operations. This process protects the mobility function of the
city‘s main road network whilst ensuring adequate access opportunities to activity nodes and
protects the quality of residential streets.
In common with many cities, local traffic trends in Cape Town indicate that the total hours of delay,
the litres of fuel wasted and the total costs of congestion continue to increase. Congestion impacts
on people and the activities that they are involved in on a daily basis and this impact affects not only
the individual but also the nation‘s economy. Commuters experience long travel times, some public
transport users experiencing travel times of more than 2 hours to travel 30 kilometres. The road
based daily traffic volumes to/from the Cape Town CBD have been increasing steadily at a rate of
approximately 2,5 percent per annum over the past 15 years. Given that several key network
elements have operated at capacity during the peaks, the result has been ever lengthening peak
operating periods, extending tailbacks on major arterials and an increasing spread of journey start
times.
3.3.5.1
Dedicated Public Transport Lanes
Public transport services are severely affected by traffic congestion, resulting in low journey speeds
and unpredictable (or inconsistent) travel times.
Whilst a number of priority lanes have been
designated around the City, except on the N2, these are not enforced. The N2 priority lanes have
however resulted in significant performance improvements, with public transport travel times on the
N2 having reduced by as much as a reported 25 minutes in the peak-periods, especially the morning
peak.
3.4 Transport Network Safety
3.4.1 Rail
at grade road crossings, reflecting more as a road safety than a rail safety issue. Security on the rail
system is a matter of more concern, with passengers being subject to criminal elements on the
trains. This trend has been undergoing a reversal with the introduction of guards on the trains.
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Rail safety in Cape Town is of a high standard, with rail accidents being rare and mainly the result of
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3.4.2 Road
Key Performance Indicators:
o
Total accidents per year – vehicle accidents
o
Total fatalities per year - people
o
Total serious injuries per year - people
Table 17 provides a summary of road traffic accidents in the Cape Town Metropolitan area over a
number of years.
Table 17: Road Accident Statistics for the Cape Town Metropolitan Area.
Accidents
Persons
No
Fatal Serious Slight injury
Year Fatal Serious Slight Damage Total
Total
1997
622
8938
83001 62561
1998
574
8634
53320 65528
1999
672
8697
53509 62878
2000
551
11786
63635 75972
2001
580
11495
61397 73471
2002
637
12533
61461 74631
2003
598
11593
65323 77514
636
16271
2004
591
12579
65163 78333
689
17829
2005
538
14173
70687 85398
660
16317
2006
370
2383 11437
74569 88759
423
3062 15630 114665 133780
2007
367
2456 10600
78780 92203
417
3189 14268 117243 135117
2008
Only incomplete data available at time of going to print. Fix this line
The total and fatal accident numbers are shown plotted in Figure 17, from which it can be seen that
there has been a steady increase in the number of road accidents but a decline in the percentage of
accidents resulting in fatalities. (It appears that the average annual percentage increase in total
accident numbers is about half that of the live vehicle population growth. )The percentage decrease
in fatal accidents also reflects as a significant reduction in the total number of fatal accidents and
fatalities. The overall numbers are still totally unacceptable but the correct trend appears to have
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been set and the City will continue to work towards reducing these numbers.
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100000
1.2%
90000
1.0%
80000
70000
0.8%
60000
50000
0.6%
40000
Total
%Fatal
0.4%
30000
20000
0.2%
10000
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
0.0%
1997
0
Figure 17: Plot of Total and Percentage Fatal Accidents Reported Between 1997 and 2007.
(Generated from accident data held by the City of Cape Town Department of Transport)
Although statitistics are continuously recorded and analysed, the last full Traffic Accident Report
completed was that of 2005. This report includes details of the road segments and intersections
where accidents are most prevalent, as well as extensive detail on the nature of the accidents and
noted the following:

Friday is typically the day of the week with the most accidents but the greatest number of
fatalities occurs on Saturdays, both potentially correlated to the ‗recreational‘ environment and
possible traffic offences such as drinking and driving, speeding etc. Sundays generally have the
lowest number of accidents, reflecting the lower volume of traffic on the roads on Sundays.

Twenty-five percent of drivers involved in accidents were in the 26 to 35 age group.

Seventy-four percent of fatal accidents occurred at dusk/dawn/night.

During a typical weekday, accident rates peak around 08h00 in the morning and 18h00 during
the afternoon/evening. Weekend statistics show a more level trend with higher rates between
11h00 and 19h00. These trends relate directly to the traffic volumes on the roads during these
periods.
Fifty-nine comma two percent of all persons killed were pedestrians.
Fifty-six percent of
pedestrian accidents occured on Fridays, Saturdays and Sundays compared to 44% for all
accidents. The worst time of day for pedestrian accidents is between 16h00 and 18h00 during
the week when 26.4% of pedestrian accidents occur (compared with 14.2% for all accidents),
and between 20h00 and 22h00 over weekends when 16% of pedestrian accidents occur
(compared with 8.4% for all accidents).
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
City of Cape Town – Integrated Transport Plan 2006 To 2011
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
There is a slight increase in the number of accidents during the winter, or rainy, months.
However, such statistics would need to be correlated accurately with monthly rainfall figures and,
again, the potential rise in vehicle-kilometres travelled, as this too increases during winter when
public transport patronage can drop.

The estimated cost of traffic accidents was in excess of R2.1 billion in 2003 and over R2.5 billion
in 2004 and 2005,.
One alarming trend reflected in the 2005 statistics is the high percentage of casualty accidents
occurring to cyclists and motorcyclists. While these groups of travellers have less protection than
passengers in vehicles, and are thus prone to a higher risk of injury if involved in an accident, the
relatively high number of accidents shows that these groups are particularly threatened on our
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roads.
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3.4.3 Public Transport
Key Performance Indicators:
3.4.3.1
o
Public transport vehicle accidents
o
Public transport passenger

Fatalities

Serious injuries

Security related incidents
Safety
The latest detailed data available at the time of preparation of this ITP is that for 2005. Lacking
more recent data, it is observed from the 2005 accident data that less than 10% of road accident
fatalities were linked to public transport vehicles, this being the high-end estimate due to weak
vehicle classification methods. It is also not known how many of these involved vehicle passengers
and not only crew. Serious accident records were a bit worse at 11.39% whilst all other accident
types and overall accident involvement were lower than 8%. That there are any fatalities involving
public transport vehicles is of concern and requires attention. Such attention is being given in the
form of the intensive effort being placed on restructuring of public transport in Cape Town and in
particular, the development of the integrated rapid transport system.
3.4.3.2
Security
A comprehensive audit of safety and security of safety on minibuses and trains undertaken in 200415
determined that there are a number of safety and security issues negatively affecting public
transport. In spite of perceptions, minibus taxi operations are largely incident free on a day-to-day
basis but some security problems do exist, such as intimidation drivers and passengers at taxi
ranks, especially relating to rivalry for business at new developments.
The main crimes committed on trains in the Western Cape during 2003 were robbery, assault,
vandalism and stone throwing. The areas identified where most of these reported crimes occurred
Salt River stations. Robberies represented 51%, vandalism 23% assault 15% and stone throwing
11% of the total number of the reported crime incidents within the first seven months of 2003. Most
of these crimes were committed during the off-peak times, which are between 09h00 and 12h00 as
well as 17h30 and 20h00.
15
City of Cape Town, Public Transport Safety, Security and Enforcement Strategy, November 2004.
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during 2003 were Philippi, Langa, Bonteheuwel, Cape Town, Woodstock, Kraaifontein, Bellville and
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3.5 Transport Network Planning
Transport network planning is inevitably an ongoing exercise with a medium- to long-term focus.
Some network elements being conceptualised decades prior to their implementation.
This is
necessary to ensure that land is reserved for transport infrastructure as reclaiming developed land is
usually extremely costly when possible at all. Even within the short-term, the detailed planning
processes can take several years in conjunction with approval processes, especially those relating
to environmental issues. The result is that a considerable portion of transport network planning is of
a strategic nature.
3.5.1 Strategic Transport Network
The City maintains and continuously modifies a long-term road network plan that is taken into
account in many planning and modelling exercises, including those for smaller developments, where
they might be affected.
The recent global movement towards improved operations and the
promotion of public transport has led to a shift in the priorities associated with the strategic transport
network of the City, but this network remains in place and is presently as depicted in Figure 18.
The recent strategic planning priorities have been influenced by the immediate requirements for
2010 World Cup Soccer Tournament. In this regard, well-known bottlenecks to the road network,
which have long been motivated for improvement, such as the Koeberg Interchange on the N1, and
the hospital bend interchange where the N2 meets the M3 are being upgraded.
While the
motivation for the Koeberg Interchange upgrade is notably of a capacity nature, the Hospital Bend
project was both capacity and traffic safety related.
The City is also busy with a Strategic Transport Impact Assessment specifically targeted towards the
Densification Strategy for the Metropolitan Area. In this regard, recommendations will be offered in
regard to future transportation / land-use development options along with policies to guide
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assessment techniques and procedures that could be applied in the future.
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City of Cape Town – Integrated Transport Plan 2006 To 2011
Figure 18: City Road Network Showing Planned “Strategic” Elements as Dotted Lines.
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3.5.2 Transport Impact Studies
At a tactical level, most development proposals are subject to transport impact studies. These are
carried out in terms of the National Department Guidelines for the Conduct of such studies (PR
93/635), but the City has the right to ask for such studies even when not indicated by the guidelines,
using Section 26 of the City Planning Ordinance.
These documents contain guidelines for estimating the relative impact in terms of the scale of
development, its geographic extent, its transport impact (trip generation) and a projected time
horizon for implementation. Provincial guidelines (Provincial Gazette Extraordinary, 16 December
2006) exist in draft form currently and these too offer good guidelines for an overall assessment,
with increased emphasis on public and non-motorised transport. In support of these guidelines and
to reflect changing priorities, the City is currently preparing new policy documents e. g. Parking
Policy, Travel Demand Management, Rights of Way Classification and a Strategic TIA report, to
offer better guidance to the overall evaluation of the Transport Impact process.
The main objective of these studies is to establish what measures and interventions are required to
ensure that developments do not result in unacceptable traffic conditions and to apportion
infrastructure development levies appropriately. (There is a formalised procedure for estimating
Development Contributions for new developments. )
Currently, the submission of individual TIA‘s to the City is collated to produce a representation of
traffic volumes in and around the City, using the respective traffic counts provided by each report.
3.5.2.1
Matters for future ITP revisions
Two matters pertaining to transport planning were raised during this revision of the ITP but could not
be addressed due to resource constraints. It is proposed that future revisions include discussion of
these matters:

Land use management:Linked with transport planning and systems operational management,
is land use management. Here, people and goods movement flows, to an extent, could be
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modified by promoting particular types and mixes of development on certain sites or in certain
areas in order to minimise trips generated in the peak period travel direction. Essentially, this
aims at using the specification of land use to improve network utilisation. The potential for such
interventions requires further consideration and research.

Outdoor Advertising:Outdoor advertising while a visual environmental issue, can have a
negative impact on traffic flow and traffic safety, adding as it does to the information load on
drivers. There exist guidelines and legislation relating to the placement of outdoor advertising
material but due to analytical complexity, proper attention is seldom given to this matter. The
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requirement for transport studies to determine the likely impact of outdoor advertising requires
intensification.
3.5.3 Travel Demand Management (TDM)
Key Performance Indicators:
o
Mode Shares
o
Park and Ride utilisation
o
Employees on Large Employer programmes
City policies have been encouraging TDM since 1999, if not before, when the Public Transport
Strategic Component of the Moving Ahead report advocated political and institutional commitment to
implementation policies aimed at restricting unsustainable growth in private car use through TDM.
The Strategic Investment and Management Plan contained in the 1999 Moving Ahead report also
indicated that TDM techniques need to be implemented as part of the future transport strategy.
Since then, considerable work has been undertaken in preparing a framework for the
implementation of Travel Demand Management measures.
Central to this has been the
development of a guideline document:
Towards a Travel Demand Management Strategy - “Influencing Travel Behaviour”
Prepared by the City of Cape Town in conjunction with the National Department of Transport.
August 2006.
This led to further work on such programmes as the upgrade of Park-and Ride facilities and a large
employer programme.
The former is already in implementation whilst the Large Employer
Programme is being worked on for implementation in the near future.
The Large Employer
Programme, (LEP) may appear to be a limited intervention, it is however, really a range TDM

Financial Incentives for Employees (Parking Cash Out and Public Transport Allowances)

On-premises and employee parking management and parking pricing

Alternative Hours Scheduling (Flexi-time and Compressed Work Weeks)

Telework/Telecommuting (allowing employees to work at home, and using telecommunications
to substitute for physical travel in other ways)

Guaranteed Ride Home (providing a ride home in emergencies for employees that usually
commute by public transport)

Walking and Cycling Encouragement and Improvements to Infrastructure for these modes

Providing Bicycle Parking and Changing Facilities

Public Transport Encouragement programs
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measures promoting interventions such as:
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3.6 Road Network Operations Management
Distinct from the previous sections on road network performance and utilisation, Road
Network Operations Management deals with the operations of the road network on a dayto-day basis. In effect, what is the City doing to provide and maintain safe, efficient and
convenient access and mobility for road users?Operations management encompasses
the following concepts:
Planning – establish a vision, goals and key performance indicators

Monitoring – observe operations, control and enforcement strategies,

Responding – reacting to incidents, or changes to the status quo,

Evaluating – assessing the performance of manpower, skills and equipment under
the auspices of the goals and key performance indicators.
In this manner, the operations management is cyclical in terms of providing a feedback
loop from evaluation back to planning, to facilitate the re-assessment of goals and key
performance indicators to ensure a relevant and up-to-date system for the City. The
following sections deal with each aspect of the Operations Management of the Road
Network.
3.6.1 Intelligent Transport Area Traffic Control
Key Performance Indicators:
o
Traffic Signal Faults Attendance time
o
Red Lamp Faults Attendance and repair time
o
Routine Lamp Faults Attendance and repair time
o
A great deal of Network
Operations Management relies on constant adaptation to network
o
conditions. This in turn requires a detailed knowledge of these conditions and thus the
acquisition of data from a variety of sources including traffic studies, and automatic counts
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at intersections and on key network links.
Currently, most traffic surveys relate to new private development proposals.
Such
programmes are inadequate to provide suitable information in order to effectively monitor
potential inefficiencies in the system or plan for future strategies. The City‘s Area Traffic
Control (ATC) system, which has a monitoring (traffic counting) capability is far more
suited to appropriate monitoring but is not fully utilised, as, in order to translate traffic data
collected at signalised intersections by the system, additional software modules are
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required. Currently, loop detection remains the preferred technology, and the installation
of inductive loops remains cheaper than the installation of non-intrusive equipment. Work
is being done to overcome the maintenance problems experienced with loops, such as
burying them deeper in the road surface. Whilst loops remain at the fore, a new radar
technology is also being considered which shows promise, in terms of improved accuracy
and robustness.
The existing ATC System comprises of 1 265 signalised traffic intersections and
pedestrian crossings, a number that is constantly being expanded. Of these, 600 are
linked to a centralised computer system situated at the N1 City, N1 House network
operations centre.
The system uses the Spilt Cycle Offset Optimisation Technique
(SCOOT) software application to assist in synchronising the 600 interconnected traffic
signals.
For certain corridors this system can automatically and also manually be
manipulated in real time to adjust to changing traffic flows and traffic patterns. The City
has a rental agreement with Telkom to provide a telecommunications system to the 600
traffic controller‘s on-street at an annual cost of approximately R2.5m / year. The UTC
/SCOOT system hardware needs upgrading to the latest version.
Alternative
telecommunications methods and systems are currently under consideration and will be
deployed over the next two to three years.
3.6.2 Traffic Law Enforcement
Whilst technological aids are important to maintaining the operational integrity of the
transport network, without law enforcement to back up the controls put in place, the
technology will have little value. Enforcement also has a technological component, with
speed and lane occupancy cameras having a key role to play. These do however both
require the support of law enforcement officers.
The City presently maintains a traffic law enforcement team of 480 uniformed officers,
which includes testing station officers. They are supported by the 450 trained officers of
traffic law enforcement and enforcement of Municipal by-laws. These departments are in
the process of recruiting additional officers.
The CCTV network of the City comprises of more than 260 cameras which covers a
tremendous area from the central business district, Sea Point, Goodwood, Mitchells Plain,
Bellville, Gugulethu, Khayelitsha, Klipfontein corridor, N1 and N2 bus and mini-bus taxi
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the Metropolitan Police Department of the City who are responsible for crime prevention,
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lanes.
The city is in the process of rolling out additional cameras to all other areas
including the Green Point Stadium.
Unfortunately, the current status of traffic law enforcement, in the eyes of the public, is
woeful. There is scant recognition of the rules of the road amongst certain elements and,
little respect for the current attempts for implementation of speeding regulations, parking
conditions and shared public transport facilities on the road network.
Local media
regularly reports on seemingly unfair enforcement procedures and apparently
inappropriate monitoring and enforcement by traffic officials.
The Administrative Adjudication of Road Traffic Offences Act 46 of 1998 (the AARTO Act)
is currently being rolled out in the Western Cape. This system will help to address the
problems in relation to road traffic law enforcement and improve the conviction rate.
3.6.3 Traffic Calming
Transport related injuries constitute a serious challenge in Cape Town with accidents
involving pedestrians being of particular concern. Transport related deaths and injuries
are particularly dominant in low and middle-income societies. This is ascribed mainly to
the large percentage of children and youth in these populations and the inadequate
separation of playing and walking from motor vehicles. An approach to reducing this
problem is the use of Traffic Calming.
Traffic Calming is an approach to reducing the negative impact of vehicular traffic and
improving the safety of pedestrian and cyclist road users, particularly on residential
streets. The main focus of the approach is the reduction of vehicle speeds through the
use of landscaping and roadway geometry. Although the concept is widely recognised
and accepted, the implementation of traffic calming methods in urban and transport
design remain ad hoc in the City. It is a desired outcome of this integrated transport plan
period that the planning and implementation of Traffic Calming measures becomes an
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explicit aspect of transport system operations management.
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3.6.4 Incident Response
Key Performance Indicators:
o
Reduction in (Mean) time to clear incidents
o
Reduction in number of incidents per annum
Response to changes in the status quo of the system, or the occurrence of incidents, is
generally the responsibility of the Traffic Department, together with the combined effort of
the various emergency services.
The following status quo describes responses to a
variety of incidents.
3.6.4.1
Incident Management
In terms of the City‘s incident management plan, an ‗incident‘ is defined as an unplanned
or extraordinary event that reduces the roadway capacity or creates a hazard for the road
user. Incidents range from a simple breakdown to an accident requiring multi-disciplinary
response or a hazardous chemical spill. Due to the current high levels of road utilisation,
the slightest incident has the potential to exponentially escalate and cause significant
adverse effects to the economy, in terms of lost time, lost productivity and even
destruction of goods unable to be delivered to their final destination.
An Incident Management system facilitates the effective co-ordination of the emergency
services and their joint response to incidents on the metropolitan road network. This is
done through prior planning and the optimal use of scarce resources (human, financial
and mechanical).
Incident management therefore strives to minimise traffic delays
through a system of on-scene co-ordination and centralised communications, thereby
minimising potential dangers to the road user and limiting frustration and the potential for
secondary accidents.
Incident Management was introduced into South Africa during the early 1990s and the
National Transport. In September 1995, a Freeway Incident Management System (IMS)
was launched in the Cape Metropolitan area, with its Communications Control Centre
manned by METRO Rescue Services at the Karl Bremer Hospital. Initially, only certain
portions of the metropolitan freeway network formed part of the system. These included
the N1, N2, N7, R300 and part of the M5 routes. Implementation proved slow to gain
momentum, mainly due to local complexities and the difficulty in coordinating the training
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success of numerous systems has led to it becoming a requirement in the White Paper on
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of numerous services involved.
The following core organisations participated on a
voluntary basis:

METRO / Emergency Medical Services, Ambulance Services, both local government
and private

South African Police Services

South African National Road Agency Ltd (SANRAL)

Disaster Management

Road Maintenance departments

Provincial Government: Western Cape (Transport
Branch and Traffic Law
Enforcement)

City of Cape Town: Directorates of Transportation, Roads & Stormwater and Safety &
Security (Traffic Services, Metropolitan Police and Emergency Services)
Initially, the results were extremely positive, and the emergency services themselves
became increasingly supportive of the concept and aims of the Incident Management
System. However, the situation deteriorated since 1997 and again, more dramatically,
since 2001, after a brief improvement in 1999/2000 when a major effort was made to
revive and expand the project.
In 2007, the Cape Metropolitan Road Incident
Management System Guideline Plan and protocols were revised and approved in 2008 by
the City of Cape Town Council for implementation by operational services across Cape
Town.
The decline was due to the restructuring of local government, the SAPS, and certain
provincial services. Due to large-scale staff re-allocations and a loss of trained personnel,
the IMS effectively ceased to operate and cannot operate under the present conditions.
3.6.4.2
Special Event Management
Examples of special events include the Opening of Parliament, the Cape Argus Cycle
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Tour, New Year celebrations, plus high profile sporting events and concerts. However,
there are many events that occur that are ―smaller‖ in profile but also have an effect on the
transport systems in Cape Town, e. g. sports meetings, community events, seasonal
events, film shoots, tourist related events and ―vehicle free‖ events.
Given the number of events that take place in Cape Town, an Events Policy and By-Law
have been compiled which require that an event organiser plan, submit for approval and
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implement a Transport and Traffic Management Plan (TMP) for any event. An objective of
the TMP is assessment of the impact of events on the City as a whole in terms of traffic,
disruption and real benefit versus cost. . The TMP requirements are being expanded to
accommodate special needs users. The four equally important cornerstones of an event
TMP are:
-
safety
-
accommodation of participants
-
accommodation of non-participants
-
minimising costs.
In some but notably not all instances, Cape Town has enjoyed enormous planning,
cooperation and management of the primary special events. In these cases, problems
have been addressed timeously and adequately so that no significant emergencies arose.
3.6.4.3
Disaster Management
While much work has been performed for certain key facilities, such as Koeberg Nuclear
Power Station, there are further potential disasters that need attention, particularly in light
of Cape Town‘s increasing position as a worldwide destination and host of international
events attracting both numerous attendants, plus those of a high profile nature e. g.
politicians and celebrities. The threat from bomb scares (both real and hoax scenarios),
terrorism, critical fire hazards, adverse weather conditions and escalated hazardous
chemical spills on the road network should all be anticipated and planned for.
Cape Town has the only Nuclear Power Station in South Africa located within its
metropolitan boundary.
In terms of national and international requirements, an
emergency procedure has been formulated as part of the evacuation plan to safely and
efficiently evacuate residents within the affected area in the event of a nuclear incident
that results in a radiation leak.
following:
Cape Town CBD evacuation

General Evacuation procedures at isolated locations due to natural disasters

Terrorist threats and general transportation response e.
g.
public transport
incidents such as those witnessed in England, Spain and the Far East.
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The remaining potential disasters that require similar emergency procedures are the
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3.7 Public Transport
Key Performance Indicators:
o
Mode Share
o
Average operating speed
Cape Town has a relatively extensive but poorly integrated public transport system. The
City of Cape Town is presently engaged in the detailed planning and the first phases of
implementation of an Integrated Rapid Transit system. The rail system plays a major role
while the bus service provides access across the greater part of the metropolitan area.
Rail is operated via Metrorail while the bus service is rendered by Golden Arrow Bus
Services (Pty) Ltd under contract with the Provincial Government of the Western Cape.
Service frequencies are very low on many routes and night services are extremely limited.
Both rail and bus services are subsidised. Unsubsidised services are provided by minibus
taxis, which operate over most of the metropolitan area, especially in low income and
high-density residential areas. The metered taxi industry has recently seen some growth
in demand through the introduction of shared metered taxi services. These services are
augmented by tourist oriented bus services, such as the ‖City Sightseeing‖ service, which
operates on key tourist routes. In support of tourist activities, additional train services are
operated during holiday periods, mainly on the line between Muizenberg and Simon‘s
Town. The City, with co-funding from the Provincial Government, provides a subsidised
but limited public transport service for registered passengers who are unable to access
mainstream public transport.
The commuter oriented rail, bus and minibus-taxi services provide fairly good mobility
during the day but night services are limited. This results in the need to own private
vehicles for non-commute trips.
The system would be greatly improved through implementation of integrated operations
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with longer operating hours, greater service frequencies and scheduled services on all
routes.
The Integrated Rapid Transit system, discussed elsewhere in this document,
along with related public transport improvements across the City, are intended to address
these issues.
The current problems and challenges in delivering an efficient and effective contracted
scheduled bus service in line with the public transport vision include:
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Service Viability - There are inherent inefficiencies in the public transport system such as
inappropriate operating environments, the lack of modal integration and destructive
competition. A contributing factor is undoubtedly the urban structure characterised by low
densities, extensive distances between residential and work places, absence of
appropriate land use arrangements to support and encourage bi-directional and off peak
demand.
Increasing Subsidy Requirement – Public transport subsidies have risen sharply in
recent years.
Although there are many factors impacting on the provision of public
transport it remains important to ensure financial efficiency and return on investment in the
provision of these services.
The problem has been exacerbated by the Division of
Revenue Act 12 of 2009 (DORA), which has converted the subsidy payments to the
Province to a conditional grant that is capped for the financial year. The City‘s economy
and its goal to alleviate poverty is intertwined with public transport but government must
ensure that the required level of service is provided at least cost.
Dispersed Routing - The service offers a wide coverage over a much dispersed network.
Whilst the service offers good coverage, it restricts the option of providing higher
frequencies and route permanence which can support and enhance the Mobility Strategy,
aimed at all-day, high frequency services along the development corridors on average, the
route network translates to no more than 6 trips per route per day in both directions.
Inspection of the bus network also shows extensive services and trips within the main
public transport market areas of Mitchells Plain, Khayelitsha, and Blue Downs, which are
of an internal/feeder/distribution type role. It is suggested that this role would be more
appropriately left to smaller vehicles, and allow the higher capacity buses to concentrate
on the line haul, higher density routes. The appropriate positioning of the various modes
in their most effective and economic environment is a vitally important issue in developing
Destructive Competition - A comparison between the bus and taxi network reveals a
nearly complete overlap between the two services.
Significantly the scheduled bus
services also provides an almost equivalent collection/distribution service in most areas as
that provided by the unscheduled, minibus taxi services so as to protect their line haul
market.
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an effective integrated service.
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Integration of Services - There is no effective integration of services through integrated
ticketing systems. The correct positioning of the various modes in terms of their most
effective and economic operating environment in terms of cost and service trade-off is a
key issue.
Interim Contract - The uncertainty from the continued short term extensions of the
interim contract between the Provincial Government and Golden Arrow Bus Services (Pty)
Ltd precludes long term investment in the service including fleet upgrading, ticketing
systems, monitoring of the service, etc.
Traffic Congestion – Congestion affects the trip times and is the main cause of delay to
passengers. Travel time is a key factor for encouraging people to use public transport.
Bus priority projects are necessary to reduce travel time.
3.7.1 Mode Share
There is evidence that public transport has been losing ground against private vehicle
usage in the City. A Household Interview Survey carried out by the City of Cape Town
Transport Branch staff in August 2004 to establish commuter travel patterns, confirmed
the change in travel pattern from public transport to private transport. The modal splits
obtained from the 2004 survey were compared with the splits obtained in a previous 1991
Household Survey. The current modal split is 48%:39%:13% (private mode: public mode:
walk/other) while the 1991 modal split was 44%:49%:7% (private: public: walk/other)
reflecting an increase in private vehicle usage of approximately 4 percent over the past 13
years. Compared with 1991 the number of public transport passengers using the bus has
decreased from 16% to 7% and rail has decreased from 27% to 13% while the taxi
percentage has increased from 6% to 13%. Hence, not only has there been a significant
change to private transport, but also within the public transport modes there has been a
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shift away from the bus and train to the minibus taxi.
The above modal split numbers are only for people entering the CBD. The recent national
travel survey (NTS) provides insight into the modal split across the Metropole and this is
summarised in Table 18.
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Table 18: Modal Split by Area (NTS, 2003)
Percentage of trips
Public
transport
Private
transport
Nonmotorised
transport
Northern Corridor
40.1
50.1
9.8
Kraaifontein
43.1
44.4
12.4
Parow/ Bellville
32.3
55.3
12.3
Blue Downs
54.6
39.9
5.4
Belgravia
42.1
53.0
4.8
Grassy Park
43.4
49.9
6.6
Mitchells Plain - Gugulethu
74.6
19.7
5.7
Khayelitsha
85.7
10.5
3.8
Somerset West
7.8
85.5
6.7
Central
38.8
48.0
13.2
Kuilsrivier
29.0
63.0
8.0
Durbanville
3.3
94.1
2.6
Oostenberg
4.1
95.2
0.7
Langa-Bishop Lavis
61.6
29.9
8.5
Strand
37.2
46.2
16.7
Simonstown
15.8
79.3
4.9
Wynberg
14.8
78.6
6.6
Sea Point
20.9
63.3
15.8
Metro %
47.8
44.6
7.7
Area
From the National Household survey, the Metro-wide modal split is 44.6%:47.8%:7.7%
which is significantly different from the modal split of people entering the CBD. What is
also very interesting is the fact that the public transport split for the wider Metro area is
higher than the split for people entering the CBD. This is different in comparison to many
other large cities where the public transport split for people entering the CBD is higher
than for the remainder of the Metro, essentially because the Metros are always well
served with public transport compared to the rest of the City.
Public transport management in the City of Cape Town, as in most other parts of South
Africa is fragmented. The current way in which public transport activities are managed is
not in line with the overall ―customer services first‖ concept, even though the majority of
current public transport users are captive to their public transport mode of travel, due to
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3.7.2 Management
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lack of choice. The current public transport operating system still fails to acknowledge the
customer as the eventual sustainers of the public transport system.
3.7.2.1
Bus
The subsidised commuter bus service operates under contract to the Provincial
Government, under the planning control of the City. This service is provided by Golden
Arrow Bus Services16 which currently operates 1040 buses during peak hours, serving 900
routes in metropolitan Cape Town, covering a total area of approximately 2460 Km². The
fleet travels 61.7 million kilometers, conveying 55.9 million passengers annually, at a rate
of approximately 270 000 per weekday.
Bus services are provided from depots at
Montana, Woodstock, Atlantis, Philippi, Simon‘s Town and Blackheath. The services from
Atlantis have been subcontracted to Sibanye Bus Services, a joint venture established in
2001 between Golden Arrow, Abahlobo Transport Services and Siyakhula Bus Services.
In terms of the NLTA the subsidy function will become a municipal function (section
11(1)(c)).
In terms of the Dsitribution of Revenue Act (DORA), a Public Transport
Integration Committee has to be formed, with representation from the Province and City,
to manage the transformation of the bus subsidy contracts
3.7.2.2
Other bus services
There are no other local subsidised or commuter bus services operating in Cape Town.
However, the City is a terminal point of many long-distance bus services and also hosts a
number of sight seeing services, most notably the Hop-on Hop-off services operated by
CitySightseeing. Amongst the long distance bus services are those operated by Autopax,
a wholly owned subsidiary of the Passenger Rail Agency of South Africa, PRASA.
Autopax operate two services, the Translux service and the City-to-City service, both of
which link to destinations countrywide. There are a number of other private long-distance
bus service providers, the most important of which are InterCape and Greyhound.
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3.7.2.3
Minibus Taxi
The minibus taxi industry operates more or less independently of all control and only on
the basis of adequate fare income. The only control available to the City is through
recommendations to the Provincial Operating Licensing Board in respect of granting of
operating licenses. There is however a disregard for the law amongst certain elements of
16
The information provided was as published on the Golden Arrow Wesbsite: http://www. gabs.
co. za on 18 October 2009.
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the minibus industry with the result that many operators do not have the necessary
operating licences, but nevertheless continues to provide services. Law enforcement in
respect of this industry is extremely complex and does not result in more than the most
basic levels of control of the system.
3.7.2.4
Rail Services
Rail function and responsibility of the national sphere, falling under the ownership and
management of the system in response to passenger demands, this has in the past
largely been done in isolation and without the meaningful participation of the City of Cape
Town. Service management can only be said to exist through courtesy of the officials who
engage in a formal manner with the City officials.
The NLTA will require the establishment by the City of an Intermodal Planning Committee
with representation from the Passenger Rail Agency of South Africa (PRASA – the former
SARCC).
Funding - There has been insufficient funding over many years for the upgrading of rolling
stock, stations and other system components in the Cape Town rail system leading to a
worsening service.
3.7.2.5
Minibus Recapitalisation
This national process provides for a once off scrapping allowance of R50 000 per
scrapped vehicle, and the operators being allowed to purchase any vehicle of their choice
as long as it complies with the seating and safety specifications. The process has not met
with great success and has had little direct impact on the minibus taxi fleet in Cape Town.
3.7.2.6
Metropolitan Transport Authority
Although much touted, the City does not have a Metropolitan Transport Authority. The
recent legislation of the National Land Transport Act is expected to facilitate rectification of
this matter.
―transport authority‖ functions in its capacity as municipality, with the necessary dedicated
officials. The possibility still exists of establishing one or more municipal entities in terms
of the Municipal Systems Act to perform transport functions.
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The NLTA will abolish the notion of transport authorities. The City will have to undertake
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3.7.3 Operations (Supply)
Key Performance Indicators:
3.7.3.1
o
Network coverage
o
Vehicle fleet size
o
Passenger spaces
Bus
Scheduled bus services in the City of Cape Town are provided exclusively by Golden
Arrow Bus Services (GABS) under contract with the Provincial Government of the
Western Cape. GABS have operated subsidised commuter services in the City over
many decades, and this was last formalised as an interim contract in 1997. This contract
was originally for a three year period, but has since twice been extended and now is
extended on a monthly basis pending placing the service on either a tendered or
negotiated contract. The current contract is an interim one that is ticket based, which
means that there is no control over the amount of subsidy paid each month.
The service is subsidised by the Department of Transport, and derived a subsidy of
approximately R 627 million in the financial year 2008/9.
There are ±1160 buses in the fleet. They operate 5,295 trips per day with up to 270 000
passengers/day on 1,530 routes on 113 timetables. The general bus route network was
shown in Figure 10 whilst more specific route information may be obtained from the
accompanying GIS data and CPTR records
Table 19 shows the ten busiest bus terminals in terms of passengers per day boarding
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and alighting as recorded during the last full CPTR conducted in the City in 2004/2005.
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Table 19: Ten Busiest Bus Terminal – Passengers per Day Boarding and Alighting
Rank
1
2
3
4
5
6
7
8
9
10
TERMINAL
City (Golden Acre)
Mitchells Plain
Bellville
Wynberg
Claremont
Nyanga (CALA Dairies)
Mowbray
Killarney
Hanover Park
Retreat
TOTAL PASSENGERS ALL DAY
38 036
20 423
11 423
9 707
9 409
5 318
5 250
3 398
3 181
2 873
Source:CPTR 2004/05
3.7.3.2
Special needs passengers
The main bus system in Cape Town makes no specific provision for special needs
passengers in terms of vehicle or infrastructure design. The reality is that the current bus
fleet is totally inaccessible to passengers using wheelchairs and only a little more
accessible to other mobility-impaired users. In order to compensate for this situation, the
City provides a subsidised Dial-a-Ride service, which is available to registered special
needs users by appointment.
This service comprises 30 vehicles designed to carry
passengers using wheelchairs and other passengers with mobility restrictions although it
is argued that twice as many are required. 27 vehicles are in regular operation and 3 are
contingency vehicles. The service provides about 400 trips per day to the 5000 people
registered on the database. The cost of this service is approximately R48 million per
annum. The Integrated Rapid Transit system currently being implemented, through a
phased approach, is designed to accommodate the majority of special needs passengers
and should reduce the pressure on this service. The dial-a-ride services do not cater for
people with hearing, communication, intellectual or psychiatric impairments as well as
people travelling with children/prams.
The rail service provider in Cape Town has supported Universal Design principles to
passengers using wheelchairs. There is however some way to go before the passenger
rail system becomes fully accessible to all special needs passengers. At present there is
little provision for sight or hearing impaired passengers, while wheelchair access to the
trains themselves remains a serious problem as a result of misaligned train floors and
platforms, which are difficult to negotiate for several categories of special needs user.
Stairs /subways to central platforms also remain a problem in some areas.
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accommodate special needs passengers, with some railway stations accessible to
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3.7.3.3
Minibus-Taxi
Key Performance Indicators:
o
Network Coverage
o
Vehicle Fleet Size
Minibuses (mostly 15 seat vehicles) are operated by owners of single vehicles and
privately owned small fleets with many owners belonging to taxi associations. The current
fleet size is estimated at 7,467.
It is an unscheduled service which operates feeder services (30%), line haul services
(55%) and distribution services (15%). The peek frequency on line haul routes is 1.2
minutes; feeder services 1.7 minutes and distribution 0.5 minutes.
There are 565 routes in operation, and on a typical day 55,998 trips are undertaken with
332,407 passengers making use of the service. The network covered by minibus taxi
services is shown in Table 20 whilst more specific route information may be obtained from
the accompanying GIS data and CPTR records.
Table 20 shows the ten busiest taxi ranks as recorded during the last full CPTR conducted
in the City in 2004/2005.
Table 20: Minibus-Taxi Facilities with the Highest Number of Passengers
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Rank
FACILITY
All Day Arriving
All Day
TOTAL No. of
Passengers
Departing
Passengers
Passengers
ALL DAY
1
Cape Town Deck
30 067
31 498
61 565
2
Mitchells Plain East
26 773
29 734
56 507
3
Bellville
17 404
30 677
48 081
4
Wynberg West
16 095
15 645
31 740
5
Khayelitsha Site C
14 729
16 563
31 292
6
Nyanga Central
9 310
14 040
23 350
7
Wynberg East
10 480
9 121
19 601
8
Retreat West
8 320
7 639
15 959
9
Delft Roosendal
7 362
8 461
15 823
10
Elsiesrivier
8 351
6 921
15 272
Source:CPTR 2004/05
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The key issues facing the unscheduled services provided by minibus-taxi are:

Major overtrading on a large number of routes. This leads to unsustainability
of the service, inability to recapitalise the fleet and the potential for violence

A large number of illegal operators. 43% of operators do not have operating
licences.

Some operators regard themselves as legal or ―semi-legal‖ because they have
paid their dues to the relevant association, even though they do not have valid
operating licences.

An aging fleet

Inappropriate vehicle design for large volume of passengers

Conflict within industry – sometimes competition for routes and passengers
results in conflict between minibus operators which sometimes lead to the
tragic loss of life and affects service delivery.

Safety of passengers – The Cape area has not been exempt from accidents
involving minibuses where lives have been lost. While this aspect receives
attention from the authorities, more needs to be done to ensure that drivers
stay within speed limits, and that appropriate infrastructure is provided.
3.7.4 Utilisation (Demand)
Over 1,1 million passenger trips17 are made in the City of Cape Town by the three main
modes:rail, bus and minibus-taxi (this excludes metered taxi, long distance bus, etc). Rail
accounts for 53% of daily passenger trips, minibus-taxi 29%, and bus 18%. The modal
split is shown in Figure 19:
MODE SHARE
(All Day)
Bus,
Rail,
Minibus-taxi,
332407, 29%
601940, 53%
Figure 19: All Day Modal Shares
17
Current Public Transport Record 2004/2005
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197444, 18%
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Detailed information on the use of the public transport system is provided in the CPTR
addendum to this document. The following seeks to provide a high level overview of the
current usage of public transport in the City.
3.7.4.1
Rail
Key Performance Indicators:
o
Mode Share
o
Passenger. km / Space. km
Apart from its predominant role of serving passengers captive to public transport, it has
the potential in the longer term to attract existing and future car users. Its ability to realise
its full potential in delivering high quality public transport services, has been hampered by
a long standing lack of investment over many years with the result of a declining service,
loss in patronage and a decline in market share in recent years.
The reported daily passenger volumes were 774 000 in 1997 for a typical weekday, but
there has been a declining trend in rail patronage, largely as a result of minibus taxi
competition.
Consequently, ridership has declined by 7% from 2000 to 2004 from
670 000 to 621 300 passengers per day. (These figures refer to the regional system and
include passengers from beyond the City boundary such as Stellenbosch, Wellington, etc
which account for some 19 000 passengers per day). The main decline has been on the
Khayelitsha / Kapteinsklip lines amounting to a decline of 44 300 passengers per day.
53% of commuters in the City of Cape Town and adjoining areas use the passenger rail
service. In contrast with other cities in the country, the rail network penetrates extensive
middle to high-income areas, as well as low-income areas, and therefore has the potential
to serve a wide range of travel markets.
The Khayelitsha and Mitchell‘s Plain lines account for 45% of total boarding passengers,
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and together with the Strand line these account for 61% of total boarding passengers.
The Simon‘s Town line also has significant ridership with 92 788 boarding passengers or
15,4% of the total. Rail utilisation is depicted graphically in Figure 20.
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Figure 20: 2006 Rail Volumes
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Table 21 shows the number of daily boarding passengers on the 8 lines.
Table 21: Number of Boarding Passengers (Weekday)
LINE
BOARDING
PASSENGERS/DAY
%
Khayelitsha
149 542
24.8%
Mitchells Plain
121 640
20.2%
Strand
95 571
15.9%
Simon‟s Town
92 788
15.4%
Kraaifontein / Parow
60 572
10.1%
Lavistown
41 629
6.9%
Cape Flats
37 463
6.2%
Monte Vista
2 735
0.5%
601 940
100%
TOTAL
Source:CPTR 2004/05
Table 22 shows the 10 stations with the highest boarding passengers.
Table 22: Ten Stations with Highest Number of Boarding Passengers
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TO CAPE TOWN
FROM CAPE TOWN
Station
No. of Boarding
Passengers All Day
Philippi
16 151
Cape Town
59 316
Nonkqubela
14 940
Mutual *
28 173
Khayelitsha **
14 666
Salt River *
23 230
Nolungile
14 566
Bonteheuwel
20 920
Bellville *
13 608
Bellville *
15 744
Langa
12 404
Maitland
13 647
Nyanga
11 482
Langa
11 189
Heideveld
11 325
Pinelands *
10 310
Retreat
9 630
Woodstock
8 623
Mitchells Plain
9 233
Philippi
7 192
128 005
TOTAL
198 344
TOTAL
Station
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No. of Boarding
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* Stations
where passengers board trains after transferring from other trains
** In the morning peak, many passengers aboard the train to Cape Town at Nonkqubela
and Nolungile travelling in the direction of Khayelitsha in order to secure a seat. They
remain seated when the train turns around at Khayelitsha, thus distorting the number
of passengers boarding at all three of these stations. Source:CPTR 2004/05
3.7.5 Other Public Transport
Other public transport services also operational in the City are:

Tourist service

Charter service

Metered taxi

Long distance bus and minibus-taxi

Learner transport services under contract with the PGWC Department of
Transport

Unlicensed ―Amaphela‖ taxi feeder services operating from the townships to
the mainstream bus and taxi ranks and rail stations
3.7.5.1
Tourist Services
There are various types of services that specifically cater for the needs of tourists and the
number of operators offering such services has grown enormously over the past 15 years.
The basic type of service is the guided tour where a group of tourists is met by a tour
guide, usually at their place(s) of accommodation and transported as a group on an
itinerary to various places of interest or entertainment. Many different types of tours are
available – some cater for large groups travelling around in large coaches while others
cater for small groups with a special interest or who prefer to travel in a small vehicle with
the individual attention of the tour guide.
The Provincial Operating Licensing Board (POLB) records show that in 2004 there were
Cape. These 1699 licenses were held by a total of 920 different operators, which means
that the average operator holds 1.85 licenses. The POLB records also show that there
were 1676 active operating licenses for ―the conveyance of other‖. This category includes
operators with multiple specified authorities.
It is estimated that about half of these
multiple authorities have the right to transport tourists in combination with other types of
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1699 active operating licenses for ―the conveyance of tourists‖ based in the Western
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authority. Thus, there is probably a total of about 2500 tourism transport vehicles in the
Western Cape with about 1500 of these based in Cape Town.
Table 23 below shows the distribution of passenger capacities for the vehicles with
operating licences only for the conveyance of tourists.
Table 23: Passenger Capacity of Tour Vehicles
Capacity of Vehicle
Number of Vehicles
Percentage
Less than 9 passengers
1220
71.8%
10 to 19 passengers
208
12.2%
20 to 29 passengers
74
4.4%
30 to 39 passengers
15
0.9%
40 to 49 passengers
132
7.8%
50 to 59 passengers
16
0.9%
60 passengers or more
34
2.0%
TOTALS
1699
100.0%
It is apparent that the majority of vehicles with operating licenses for guided tours are
small, and that only 16 percent of the vehicles are designed to carry 20 passengers or
more.
Other types of tourist transport service, excluding guided tours, are provided in response
to market demands and the perceived deficiencies of the public transport system. These
include the so-called ―shuttle services‖ that operate to and from transport terminals such
as the airport, harbour and railway station. Prior to the licensing of the airport shuttle
services (about 10 years ago) there was a scheduled bus service operating between the
airport and Cape Town Station. This service no longer exists and metered taxi operators
claim that the shuttle services are creating unfair competition in a market where there was
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previously little competition.
3.7.5.2
Charter Services
Other charter and courtesy services operate from hotels or other places of
accommodation and provide pre-booked transport to guests and tourists in a completely
demand-responsive manner.
Similarly, there is demand for up-market ―chauffeur‖ or
―limousine‖ services where a vehicle and driver are hired for a period of time. Some of
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these services are provided with the necessary operating licenses while others take place
illegally or in violation of the license conditions.
One of the most important means of transport for tourists and visitors is car hire and there
are many companies serving this market. Tourists can also hire motorcycles, scooters
and various types of bicycles.
There are a number of other types of transport service used particularly by tourists to see
the sights of the city or perhaps for the novelty of a different mode of travel. Regular
ferries to Robben Island and a variety of boat trips are available from Cape Town, Hout
Bay, Simon‘s Town and Kalk Bay harbours. The Table Mountain cableway and the Cape
Point funicular services provide access to major tourist attractions. Helicopter trips are
available as well as topless bus sightseeing tours. The City has received a number of
proposals from prospective operators of novelty transport services such a rickshaws, tuktuks and tricycles.
The City has identified a network of scenic routes and these are shown in Figure 9.
These scenic routes are protected by developmental controls and restrictions on outdoor
advertising.
The market for tourist transport services is generally healthy and flourishing. There is
certainly a need for better training – not just tour-guiding knowledge but also the special
knowledge and skills to operate a transport service. At present there are no training
requirements for tourist transport operators, although industry representatives recognize
the need for such training.
Tour operators complain that the regulatory system is unfairly restricting their ability to
grow and that many of the operating conditions imposed by the authorities are unrealistic
and unnecessary.
Industry representatives tend to argue that the authorities should
remove unnecessary restrictions to market entry while enforcing safety and other quality
taken steps to streamline its administrative processes, there are still inexplicable delays in
the granting of new or additional tourist transport licenses. The NLTA will introduce an
accreditation system for tourist transport operators, which will be implemented by the
National Public Transport Regulator (NPTR). This system was devised in consultation
with the tour operators and the DEAT.
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standards. Despite the fact that the Provincial Operating Licensing Board (POLB) has
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3.7.5.3
Metered Taxi
Key Performance Indicators:
o
Mode Share
o
Passenger. km / Space. km
Tourists and business visitors often use metered taxis to travel around the city because
they provide a personalized door-to-door service. At present, metered taxi operators are
allowed to set their own tariffs and there is inadequate regulation of service quality
standards. The result is that there is wide variation in tariffs and service standards and
often little relationship between tariffs and service quality.
Operators are required to
display their tariffs on the sides of their vehicles but many tourists do not know this and
are confused by the variability.
The National Department of Transport is currently drafting regulations on metered taxis,
which may include standardization of tariffs and service standards. There are indications
that the metered taxi industry is prepared to accept regulation of service quality and tariffs
and this should improve the image of the industry.
The older metered taxis are not accessible to passengers using wheelchairs unless they
transfer from the chair to the seat and then have their wheelchair stored. However, a
number of the newer metered taxis have been imported from Europe and are fully
accessible to all passengers based on physical requirements. Improvements are still
required to accommodate those with visual or hearing impairments.
3.7.6 Operating Licensing Strategy
3.7.6.1
Background
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Although the recently promulgated National Land Transport Act (NLTA - Act 5 of 2009) will
result in a slightly different approach in future, this Integrated Transport Plan is prepared
in terms of Section 27 of the NLTTA and remains supported by a range of complementary
documents, prepared in accordance with Section 23 through 26 of the National Land
Transport Transition Act (NLTTA-Act 22 of 2000), that should be read in conjunction with
this ITP and which include:
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
The Current Public Transport Record (CPTR), comprising :
o
2004/5 CPTR
o
2007 Rail Census

The Operating Licence Strategy (OLS) of December 2007.

The Rationalisation Planof June 2004

The Public Transport Plan 2007 (This plan has largely been superseded by events
and the promotion of Integrated Rapid Transit in Cape Town described in this ITP)
In terms of the NLTA, these plans will in future be integral to the ITP.
The full
incorporation of the above sub-elements into the ITP will take place over time, as the
transformation of the public transport system occurs. In the mean time however, the
CPTR and the OLS remain valid and important documents whilst the PTP and
Rationalisation plan are, to a large extent, replaced by the Integrated Rapid Transit
planning for the City.
The current public transport record attempts to maintain a measure of the supply and
demand for public transport throughout the City and is thus the basis of the Operating
Licence Strategy. Due to the extent of the public transport system, data capture is an
ongoing process, resulting in a number of elements, as noted above. The key information
from the most recent CPTR dataset is incorporated into the transport register of this ITP
and is not repeated here.
The above-mentioned version of the OLS, is however central to the management of the
public transport transformation process and is thus summarised below, noting that at the
time of its preparation, neither the NLTA, nor the recent developments in respect of the
Integrated Rapid Transit and World Cup 2010 projects were in place.
The currently
effective Operating Licence Strategy of the City is thus to be taken as modified by the
content of this Integrated Transport Plan, as proposed in Section 55 of the NLTA, which
speaks to the aforementioned developments.
transport with the promotion of Integrated Rapid Transit, that has components in the form
of Bus Rapid Transit amongst others and which will correspondingly require that the OLS
be updated on an ongoing basis as the new system is rolled out.
Planning for the IRT system seeks to ensure incorporation of the minibus-taxi operators,
improving their business viability and creating a number of employment opportunities in
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In particular, the City of Cape Townhas undertaken a programme of restructuring of public
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the process. The City of Cape Town has thus fulfilled its obligations in terms of Section
51(1) of the NLTTA, which remains in force, and which states:
Withdrawal of operating licence or permit in rationalisation of public transport services
51. (1) (a) When a planning authority proposes to rationalise the operation of the public
transport services in its area or where a transport plan reveals that there is a surplus of
public transport services on a particular route, as a result of which an existing noncontracted public transport service is no longer required, the planning authority must use
its best endeavours to offer the holder of the operating licence or permit in question any
viable alternative service or services in the place of the existing service.
(b) Such an offer may not be refused unreasonably by that holder.
(c) Where the offer of any viable alternative service or services has been accepted
(d) the holder of the existing operating licence or permit must apply forthwith to the board
in accordance with this Act and applicable provincial laws for the granting of the
necessary operating licence or operating licences with regard to the alternative service or
services;
(ii) the planning authority must forthwith furnish its recommendations to the board;
(iii) that holder must surrender the operating licence or permit for the existing service to
the board when it has decided the application.
The City cannot allow existing services to undermine the effectiveness of the IRT system
and has taken the stance of not supporting any further operating licence applications for
the phase 1A area. The City has initiated engagement with the minibus taxi industry to
enable their participation in the IRT and those agreeing to the transformation will be
issued with licence point certificates reflecting the market share of each of the affected
stakeholders.
These licence point certificates confirm that the operator is now a
shareholder in one of the IRT companies.
Between the time of agreement and the
commencement of IRT services, the City will ask the POLB to issue temporary operating
licences in terms of section 20 of the Road Transportation Act (Act 74 of 1977) to holders
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of such licence point certificates to allow them to operate until the implementation date of
the IRT system. These operating licences will be surrendered by the company upon the
signing of the contract.
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3.7.6.2
Operating Licensing Principles
Notwithstanding changes in the public transport system, every application and approval in
respect of an operating licence must comply with the NLTTA and with the plans as set out
in this ITP. This ITP in turn includes the development of the IRT system for the City and
will thus be used as the primary guide in respect of new and renewed Operating Licence
applications.
The following represent the broad guidelines applicable to the issue of
operating licence within the City of Cape Town as detailed more fully in the 2007
Operating Licensing Strategy document which comprises two volumes, one presenting the
Strategy, the other the physical recommendations by route and node in the network.
The Operating Licence Strategy the full version of which is available on request from the
City of Cape Town Department of Transport, provides a comprehensive overview of the a
range of aspects of import to the management of public transport within the City. The
covered topics include:
a) Analysis of the transport System
b) Policy Framework
c) Underlying Factors Contributing to Instability and Poor Performance of the Public
Transport Industry
d) Restructuring of the Public Transport System
e) Recapitalisation Programme
f)
Evaluation of Demand and Supply Characteristics for non-contracted services
g) (Public Transport Demand and Supply Analysis – Addendum to Operating Licence
Strategy)
h) Evaluation of Operating Licence Application
i)
Management of Public Transport Facilities
j)
Law Enforcement
k) Prioritised Proposals and Implementation Programme
Public and Stakeholder Consultation
The essence of the OLS is really that contained in the Addendum ―Public Transport
Demand and Supply Analysis‖. This document provides information for each route in
respect of the supply and demand patterns, thus indicating where there is under,
appropriate or over-supply of capacity and thus of operating licences. This document
should act as the primary guide in awarding or declining operating licence applications. It
is also this element of the OLS most affected by the introduction of Integrated Rapid
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Transit Service. The IRT services will modify the supply and demand patterns in their
area of operation and influence the management of non-contract services operating
licences on these routes.
Of course, supply and demand patterns alone are not sufficient to guide the consideration
of operating licence applications and Chapter Eight of the Operating Licences Strategy
sets out the principles for evaluation of these applications. This chapter focuses on the
following issues:
a) Conversion of a permit to an operating license
b) Non-contracted services
c) Conditions to be imposed when supporting an application for the granting,
renewal, amendment or transfer of an operating licence for non-contracted service
d) Learner services
e) Staff services
f)
Long distance services
g) Metered taxi services
h) Tourist services
i)
Contracted services
j)
The issuing of proof of rank letters by the City of Cape Town
k) Key matters impacting on the effective regulation and management of the public
transport system.
Areas that require consideration and update in the Operating Licence Strategy are the
introduction of the IRT system and the advent of the Pedi-cab. The latter is essentially a
non-motorised form of transport operating for-hire public transport services on public
rights of way and consideration must be given as to how operating licences would apply to
this mode. The City of Cape Town has prepared a draft regulatory framework for pedicabs, but this remains a work in progress, the mode being in its infancy in the region.
3.7.6.3
Operating Licensing Guidelines
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The main tenets of the Operating Licence Strategy can be summarised as follows:
Before considering any application for the conversion of a permit to an operating licence,
the POLB must, by written notice, inform the City of Cape Town , as planning authority, of
the application with the request to make recommendations to the board within the period
stated in the notice. (See ―Devolution of Authority to Issue Operating Licences‖ below. )
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
In respect of applications pertaining to non-contracted services, these will be assessed
on the basis of whether the application relates to:
o
general issues relating to the service;
o
the transfer from indefinite permits/operating licences to definite renewal date
operating licences;
o
straight renewal of an existing approved operating licence;
o
amendment of an existing approved operating licence;
o
a vehicle that has been replaced under the existing approved operating licence;
o
permission for additional authority to serve routes over and above that which was
granted in terms of the existing approved operating licence;

o
a scheduled or unscheduled route
o
newor existing minibus taxi route
In most cases the provision of public transport for learners is in direct competition with
existing public transport services. This not conducive to an effective and efficient
public transport system and in terms of the NLTTA, the scheduled transport of learners
is now a considered a public transport service for which an operating licence is
required.

The City of Cape Town is sympathetic to applications for operating licences that
transport staff and shift workers outside of core business hours of mainstream public
transport. However, once the restructured public transport network is implemented,
the only those non-contracted services still operating outside of the core business
hours of mainstream public transport will be allowed to continue as such. The rest will
be deemed in direct competition with existing public transport services, and will be
subject to mandatory acquirement of an operating licence.
In respect of Long distance minibus taxi services, these are seasonal resulting in an
oversupply in the off-season. The City of Cape Town has thus chosen not to support
dedicated long distance minibus taxi operators. The City of Cape Town has thus
chosen to support existing local routes operators in respect of additional long distance
authorities, allowing more flexibility in dealing with the supply –demand fluctuation that
comes with seasonal fluctuations. These operators can revert back to local routes in
the off-season. Further, due to the huge expense of providing facilities for the current
decentralised system, all formal minibus taxi operations will in future be restricted to
specific, limited and manageable origin and destination points. In respect of Long
distance bus services, all require an operating licence in terms of current policy. The
City of Cape Town has determined however, that irrespective of whether these
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services are supported by private facilities, all future facilities for long distance
operations will require approval.

Metered taxis are categorised as either operating from a rank or a base. Surveys
have indicated that 49% of all metered taxi operators were illegal.
The illegal
operators were responsible for transporting 41% of metered taxi passengers, and
were responsible for generating 44% of all metered taxi trips. It is concluded that this
fact has caused legal operators to ply their trade elsewhere from an alternative rank or
base. Specifically, the City of Cape Town has taken a decision not to issue any further
rank-based operating licences until this issue has been addressed. For rank based
services, surveys showed adequate supply to meet the demand. There is a wide
range of service quality levels in the metered taxi industry with no direct relationship
between quality and tariffs. There is a proposal for standardisation in this regards, but
this is being opposed by the taxi industry.

Tourist services are public transport services that transport tourists to and from
attractions where the tourists are accompanied by a tour guide registered under the
tourism Act, 1993, and as such, these services require operating licences. It is the
intention of the City of Cape Town, with the introduction of the restructured transport
network, to cater for the needs of tourists on the mainstream public transport network.

Any subsidised or commercial contract that is let by a competent contracting authority
(being any transport authority), requires an operating licence, the issuing of which will
not be opposed by the City of Cape Town .

A ‗Proof of Rank Letter‘ authorises operators to utilise the official City-owned public
transport facilities listed on their operating licences. This letter is required by the
POLB after an application has been granted, and failure by the applicant to submit this
document leads to the lapsing of the approval. The interpretation of the NLTTA is
such that if the planning authority (City of Cape Town) rejects an application, the board
may not grant the application.
However, if the planning authority supports an
application, the POLB may still reject the application. The position of the City of Cape
Townis that it will respect the decision of the POLB, and will issue ‗Proof of Rank
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Letters‘ even in cases where operating licences have been granted against the City of
Cape Town‘s recommendations.

With respect to bypassing of interchanges (re-routing), the City of Cape Townis not
able to entertain minibus re-routing applications at this stage because the resulting
overtrading would lead to immense financial compensation claims by affected
operators.
Further the imminence of the public transport restructuring plan is
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prohibitive in this regard. With respect to ‗Floor crossing‘- changing of associations,
the OLS strongly discourages the practice of allowing two associations to operate on
the same route due the potential conflict that it holds. When an operator moves from
one association to another, the City of Cape Town would recommend to the POLB that
the operating licence issued under the ‗old‘ member association be cancelled. With
respect to unconverted permits, the City of Cape Town will support the immediate
cancellation of non-operational unconverted permits, while it will support the
conversion of operational unconverted permits provided valid reasons are given. With
respect to non-renewed permits, the City of Cape Town will support the cancellation of
non-renewed permits, and supports the issuing of advance notice to licence holders
regarding their renewals. With respect to dormant operating licences, the City of Cape
Town will support the cancellation of licences that were not used for operating in the
last five years, but will consider continued operation for those that were observed in
the last five years, subject to verification of observations with the relevant taxi
association. With respect to radius/area-based operating licences, the City of Cape
Townwill request that the POLB inform holders ofthese that they are invalid, and that
they must apply for the amendment thereof to route-based operating licences because
applications for renewal of the radius/area-based operating licences will not be
supported.
The Integrated Rapid Transit (IRT) system is a bold, multi-modal initiative being
developed to address the public transport dilemma in South Africa.
The City has
recognized the important role played by the unscheduled, unsubsidized minibus-taxi
industry and a concerted has been made to consult the industry about the proposed IRT
system.
In Cape Town, it is anticipated that Phase 1A of the IRT project will be
implemented and the construction of IRT stations and infrastructure is already underway.
Phase 1A is a pilot or demonstration phase for the rest of the project, and focuses on the
areas of the City that need special transport services for the 2010 FIFA World Cup. This
phase will serve as a way to test operations and make the necessary adjustments. It will
and the range of opportunities it offers to the minibus-taxi industry as a whole. This will
include a link from the Airport to the City centre, and from the City centre to Green Point,
Sea Point and Hout Bay and around the City Bowl suburbs. There will also be a route up
the West Coast to Bayside Mall, along Blaauwberg Road up to Potsdam Road to Du
Noon, and services to Bloubergstrand, Atlantis and Mamre.
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also give the City‘s minibus-taxi industry an opportunity to see how the system will work
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Within the phase 1A area there are currently eight associations whose services will be
upgraded and who are directly impacted by the proposed IRT service. These include:

Peninsula Taxi Association (PTA)

Central Unity Taxi Association (CUTA)

Vredehoek Devils Peak Taxi Association (VDPTA)

Atlantis Blaauwberg Taxi Association (ABTA)

United Taxi Association (UTA)

Ysterplaat Taxi Association (YTA)

Maitland Amalgamated Taxi Association (MATA)

Du Noon Taxi Association (DTA)
It is important to note that the IRT project will be implemented in phases over the next 1015 years. Phase 2 of the project will link the densely populated south east of the City,
which includes Mitchells Plain and Khayelitsha to destinations across the Peninsula.
More than 60% of all public transport trips are produced in this area. It is anticipated that
phase 2 will only be implemented by 2013. In the interim period it remains imperative to
maintain an equitable balance between public transport supply and utilization in the areas
not affected by IRT to ensure that people are connected to social and economic
opportunities. It is vitally important that the licensing processes be used to underpin the
IRT project in a manner that reduces the financial pressure on the City.
The City has therefore adopted the following policy position when dealing with operating
licence applications in IRT affected areas.
New applications for operating licences
In short, the practice of issuing new operating licences in areas affected by IRT
must be discouraged as far as possible. However where demand comprehensively
exceeds supply (where commuters have to wait for more than 15-minutes during
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the peak period to access services), the following approach must be adopted:
a) No new applications will be supported where the implementation of IRT will take place
within two years from the date of application. This will not prevent an operator from
being part of the IRT process and where such an application is strongly justified from a
commuter-demand point of view the City will request the POLB to issue a temporary
operating licence in terms of section 20 of the Road Transportation Act (Act 74 of
1977).
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b) Where the implementation of IRT will happen more than two years after the date of
application, the operating licence application must be supported for a two-year period
(see section 88 of NLTTA). Thereafter paragraph (a) will apply. The POLB must be
requested to impose the following condition on the operating licence in terms of
section 83(4) of the NLTTA:
o
That the operating licence will not be renewed at the end of its validity period
given that will be inconsistent with the transportation plans for the City of Cape
Town area. The service will be replaced by the IRT system and the operator
will become a stakeholder in this process.
APPLICATIONS FOR ADDITIONAL AUTHORITY

No applications for additional authority will be supported where the implementation of
IRT will happen within two years from the date of application.

Where the implementation of IRT will take place more than two years from the date
of application, the additional routes will only be supported for a maximum two-year
period. Even on an indefinite licence, the additional route(s) must only be supported
for a maximum of two years.
This clause can be imposed as a condition on the
operating licence/permit in terms of section 83(4) of the NLTTA.
RENEWAL OF DEFINITE PERIOD OPERATING LICENCES
Note that in IRT affected areas all minibus-taxi operating licences are considered
inconsistent with the transportation plans.
Where the implementation of IRT will
happen within two years from the date of application, the operating licence must only
be renewed for a two-year period or until IRT is implemented, whichever occurs first.
Where the implementation of IRT will happen more than two years after the date of
application, the operating licence must only be renewed for a maximum of two years.
Thereafter, paragraph (a) under new applications will apply.
The POLB must be
requested to impose the following condition on the operating licence in terms of
section 83(4) of the NLTTA:
o That the operating licence will not be renewed at the end of its validity period given
that will be inconsistent with the transportation plans for the City of Cape Town
area. The service will be replaced by the IRT system and the operator will become
a stakeholder in this process.
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Note that when the National Land Transport Act (Act 5 of 2009) comes into
operation, this process must be done in a manner prescribed by the corresponding
sections of this Act.
3.7.6.4
Devolution of Authority to Issue Operating Licences
A matter of note from the above is that the NLTA promotes the transfer of the Operating
Licensing function to the planning authority and in this case, it is thus anticipated that the
Provincial Operating Licensing Board will, within the foreseeable future, relinquish the
issue of operating licenses for operations within the Cape Town Metropolitan Area to the
City. The City of Cape Town already maintains its own Operating License Records in
parallel with the Provincial Operating Licensing Board and is working towards ensuring
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that it is in a position to undertake the task when devolution does occur.
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3.8 Freight Transport
Key Performance Indicators:
o
Total ton. kilometres per annum in Municipal area
o
Proportion of total ton. kilometres by rail
With a deep port harbour facility, an international airport and a thriving commercial sector,
the Cape Town transport system is required to provide for a significant freight component.
Freight to, from and through Cape Town is by means of four modes, being road, rail, sea
and air. The main impact on the transport network of the City is due to the movement of a
very large portion of all this freight by means of road for at least part of its journey within
the Metropolitan area.
Within the City, there are two main categories of freight movement. The first of these is
the cross-boundary freight that enters and leaves the City via road, rail, sea or air with
major freight or industrial hubs central to these movements. The second is the intra-city
movement of goods between these same freight and industrial hubs to other industrial and
commercial points distributed throughout the Metropolitan area.
Two well-known
examples of the latter are fuel distribution and the maintenance of stock at major stores,
especially the major supermarket and retail chains. Another example of intra-city freight
movement is the refuse collection system of the City, which is a ―freight‖ operation. The
difference between the two categories is mainly in terms of the transport network links
required to satisfy their respective needs, the former requiring effective links to major
regional or national routes whilst the latter require ready access to all parts of the City and
it is necessary to understand the specific needs of this category in more detail.
3.8.1 Road Freight
Government of the Western Cape, provides the best presently accessible data in respect
of major freight movements in the City of Cape Town. The study surveyed 28 points,
shown in Figure 21. A summary of the vehicle counts is given in Table 24, which does not
include counts of unusual heavy vehicles, such as large tow trucks, mobile cranes etc,
which are indicated in the study report as representing about 5% of total heavy traffic. A
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The Western Cape Urban Freight Study, undertaken in 2006 by the Provincial
City of Cape Town – Integrated Transport Plan 2006 To 2011
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summary of estimated tonnages of various classes of freight and number of container
units at the survey points is provided in Table 25.
It is to be noted that there are some discrepancies in the data and the figures do not
always tally. Nevertheless, the data provides an idea of the extent of freight movement in
the City and perhaps more importantly, identifies areas where freight volumes are high.
Practicality necessarily limits the number of count points and the survey does thus not
reflect freight movements in other areas and simultaneously permits double counting, so
that the values in the tables are not additive across survey stations. Given that refuse
collection is carried out across the city and that there are retail stores and light industrial
areas spread across the metropolitan area, it is clear that the values given here are a
significant underestimate of the total freight traffic in the City. However the study has
focused on the major industrial areas of the City and the Harbour as well as considering
those network elements carrying significant freight most subject to congestion. What have
also been identified through the survey are roads carrying considerable volumes of fuel or
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other chemicals that warrant consideration for declaration as hazardous goods routes.
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101
Figure 21: Western Cape Urban Freight Study Survey Locations
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Table 24:Some Key Freight Movements in the Cape Town Metropolitan Area
Location
102
R302 - Durbanville
N1 - Kraaifontein
R300 - Kuilsriver
M31 - Brackenfell
R102 - Parow
M10 - Modderdam Road
M12 - Airport
R300 - Mitchells Plain
M6 - Hout Bay
M14 - Plattekloof Road
M5 - Montague Gardens
M5 - Milnerton
N7 - Goodwood
R102 - Maitland
M16 - Epping
N7 - Vanguard Drive
M52 - Epping
M17 - Epping
N7 - Epping
M9 - Lansdowne Road
N2 - Langa
M16 - Elsiesriver
M5 - Pinelands
N2 - Woodstock
M57 - Observatory
N1 - Paarden Eiland
R27 - Container Terminal
R - Foreshore to Harbour
Reported
Closed
Car
Container
Beverage
AADTT
Trucks Carriers
Vehs
858
4392
3263
1209
1592
2077
1960
1491
128
1749
1953
2270
5424
1261
2943
2353
352
1143
3936
756
3309
1964
2960
3329
2808
2910
2408
1953
0
31
16
4
5
66
17
28
2
5
2
11
17
2
7
6
0
4
2
3
18
10
5
14
16
9
4
7
90
1157
633
348
358
582
270
394
20
244
325
930
1567
481
1061
583
198
369
1027
198
1202
738
593
252
1130
351
93
144
0
38
36
4
45
14
3
8
0
0
3
3
17
0
2
6
0
2
2
1
19
6
3
6
10
6
0
4
8
125
58
33
62
211
25
14
2
27
188
240
96
25
46
30
6
14
50
4
387
22
240
3
38
492
865
385
Dry
Bulk
4
46
42
3
5
4
27
4
5
7
21
3
34
2
6
26
1
1
42
3
0
6
23
30
11
41
0
0
Flat Dropside Fridge
138
958
691
193
323
342
387
225
4
173
269
443
1011
142
415
182
23
125
603
111
568
228
452
47
388
566
802
525
124
557
373
228
128
405
414
310
28
234
227
503
646
173
379
233
84
194
458
233
459
291
382
150
494
269
130
119
53
368
188
71
126
104
47
99
35
63
120
253
401
69
153
155
27
69
348
29
235
95
126
42
162
148
43
68
Liquid
Lowbed Refuse Tippers Total
Bulk
12
175
124
67
81
59
33
24
5
381
114
82
339
18
40
125
4
27
215
10
23
29
104
3
49
86
38
14
8
22
40
17
35
19
32
7
0
5
3
13
20
2
10
12
1
2
7
8
26
4
13
3
7
11
8
7
24
136
12
15
13
372
118
252
16
23
239
293
444
74
99
228
15
28
277
427
1105
60
70
132
41
129
11
22
319
494
458
73
122
162
335
424
15
293
275
121
522
89
217
522
10
98
390
180
473
132
404
144
224
333
17
349
780
4107
2671
1056
1303
2340
1708
1789
132
1455
1786
2895
5114
1077
2435
2108
369
933
3421
1207
4515
1621
2415
826
2570
2441
2011
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Table 25: Estimated Tonnages of Various Classes of Freight and Number of
Container Units for Survey Points in Western Cape Urban Freight Study
R302 - Durbanville
N1 - Kraaifontein
R300 - Kuilsriver
M31 - Brackenfell
R102 - Parow
M10 - Modderdam Road
M12 - Airport
R300 - Mitchells Plain
M6 - Hout Bay
M14 - Plattekloof Road
M5 - Montague Gardens
M5 - Milnerton
N7 - Goodwood
R102 - Maitland
M16 - Epping
N7 - Vanguard Drive
M52 - Epping
M17 - Epping
N7 - Epping
M9 - Lansdowne Road
N2 - Langa
M16 - Elsiesriver
M5 - Pinelands
N2 - Woodstock
M57 - Observatory
N1 - Paarden Eiland
R27 - Container Terminal
R - Foreshore to Harbour
Chemical Container
Fuel
Iron & Tons Tot
Tons pa Tons pa
Tons
Steel
6240
71760
15990
79950
pa
173940
TEUs
pa
4784
436500
2448900 1013100 328200 4226700 163260
439530
1088880
454350 514410 2497170
72592
318450
419430
318450 101310 1157640
27962
418320
813600
369360 154440 1755720
54240
372060
1729080
14520
276540
8100
213750
63000
4800
10800
0
227370
143100 271080 2515320 115272
997260
18436
42300
327150
14250
4800
20400
720
323070 3010590 116490 3677520
21538
197340 508860
131100
1748100
660600
67800 2607600 116540
97020
1254330
434610
39600 1825560
452970
1694070 2340450
92610 4580100 112938
621300
23800
258900 340200 1743000
68980
67500 1622400
32140
19800
60000
1640
63900
405000
14200
1242900 1404000 271800 3342900
82860
162360
1914
71100
357000
109200
1034700
246900
482100
825900
4800
24600
10800
51600
213000
76500
424200
83622
70800 122400
7920
28710
52800
4678740
134700
378600
228300
2481900
16800
45300
12300
65700
140100
3020
17400
22200
2400
4800
46800
1480
344400
4243200
285600
93600 4966800 282880
242220
6104010
122760
22110 6491100 406934
10800
2205900
151200
10800 2378700 147060
103
33660
92070
120780 134640 4986960 311916
115500 155700
784500
25240
498000 177900 3386100 165460
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Location
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Much of the freight within the City moves along the three major national corridors as
shown in Figures 22 through 2418, which also provide an indication of the anticipated
growth in freight movement along these corridors.
Cape Town-Gauteng
80,000
Tonne-km (Millions)
70,000
60,000
50,000
40,000
30,000
20,000
10,000
-
2007
2037
Figure 22: Commodity Characteristics of the N1 Corridor
Cape Town - Port Elizabeth
Tonne-km (Millions
7,000
6,000
5,000
4,000
3,000
2,000
1,000
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-
2007
2037
Figure 23: Commodity Characteristics of the N2 Corridor
18
Western Cape Provincial Freight Transport & Logistics Plan, CSIR, December 2008
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Tonne-km (Millions
12,000
Cape Town - Namibia/Upington
10,000
8,000
6,000
4,000
2,000
-
2007
2037
Figure 24: Commodity Characteristics of the N7 Corridor
Figure 25 shows the estimated tonne-kilometres of fright movement within the
Metropolitan area by main type, with estimated growth.
Cape Town Metro
400
Tonne-km (Millions)
350
300
250
200
150
100
50
-
2037
Figure 25: Commodity Characteristics in the Cape Town Metropolitan Area
Figure 26 provides a summary of the preceding data.
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20
10
5
0
2007 2037
E
D
B
Cape Town – Namibia/Upington
15
Tonne-km (Billions)
Tonne-km (Billions)
A
B
C
C
150
Cape Town - Gauteng
100
50
0
2007 2037
D
1.0
0.8
0.6
0.4
0.2
-
15
E
Cape Town - PE
40
10
5
0
2007
2037
Tonne-km (Billions)
Tonne-km (Billions)
Metro Traffic
Tonne-km (Billions)
A
Rural Traffic
30
20
10
0
2007 2037
Figure 26: A Summary View of Freight Transport in the Western Cape with
Forecasts
3.8.2 Environmental Impact
Road freight generally employs the use of diesel-powered vehicles. In terms of a 1997
study, some 48% of the visible brown haze pollution in Cape Town was due to diesel
emissions. The City embarked on a programme of emission control in 1999 and in 2003
amended its by-laws (Air pollution Control by-law 12649, 4 Feb 2003) as part of a
programme of pollution management. The result of this programme is that from 2000 to
2006, the failure rate of tested vehicles dropped from 17% to 1.8%. This programme
requires ongoing implementation to minimise the negative impacts of freight movement on
the air quality of the City.
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3.8.3 Strategic Routes and Abnormal Load Transportation
In conjunction with the other relevant road authorities, the City maintains a network of
Abnormal Load Routes as shown in Figure 14.
Abnormal loads make use mainly of the N7, major sections of the N1 and sections of the
N2 where widths, bridge clearances etc are such as to permit such movements; the
remainder of the road system is limited in its capacity to carry abnormal vehicles.
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However, a network linking the main industrial nodes is in place that is protected in that
construction within and immediately adjacent to the road reserve is managed so as to
protect the ability to move abnormal loads along these routes. There are however, as will
be noted in Figure 14, gaps in the abnormal load route network that potentially necessitate
unduly long routes for certain origin-destination combination.
3.8.4 Hazardous Goods
The City of Cape Town has a detailed incident management plan with regards to the
management of incidents involving hazardous goods. Various legislation, policies and
standards further manage the transport of hazardous goods when moving through urban
areas. These include:

Dangerous Goods Digest: The Orange Book of Southern Africa, published
by Foresight Publications, Somerset West

2008 Emergency Response Guidebook of Southern Africa : A guidebook for
first responders during the initial phase of a dangerous goods incident,
published by Foresight Publications, Somerset West

SANS 10232-3:2007 (SABS 0232-3) Transport of dangerous goods –
Emergency information systems Part 3: Emergency response guides.
There is however, no formally defined hazardous goods network established within the
City. This is a matter of potential concern, especially in light of the data presented in
Table 25, where it will be observed that certain routes could be considered as hazardous
goods routes by default given the volumes of fuel or other potentially hazardous chemicals
being regularly transported along them. The N7 and Plattekloof Road are two prime
examples of this.
Hazardous substances: see the comment above about the requirement in the NLTTA and
NLTA to determine routes for hazardous substances.
The extent of rail utilisation for freight transport in Cape Town is extremely limited in
comparison with both capacity and the amount of freight moved by road. Many sidings
have fallen into disuse, with calls for their closure and redeployment of the land.
Exact figures for freight movement by rail in the Cape Town Metropolitan area are difficult
to obtain. A figure quoted by the National Minister of Transport towards the end of 2004
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3.8.5 Rail Freight
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was that rail carried approximately 1.3 million tons within the metropolitan area. It is
believed however, that rail freight between Cape Town and Gauteng amounts to around
2.7 million tonnes19 per annum and this is also accommodated within the metropolitan
area.
3.8.6 Air Freight
Cape Town International Airport is the main airfreight airport in Cape Town. 80% of the
freight is associated with passenger movements, with freight in the aircraft belly and a
very limited freight air operation from Cape Town.
It is estimated that approximately
30,000 tons per annum are air lifted from Cape Town, both internationally and to O R
Tambo International Airport for transhipment and transfer to international flights.
Some of the goods that are transported by air are fish and crustaceans (mainly rock
lobster), abalone, flowers and some ostrich products. Some chemical, pharmaceutical
and photographic products are received by air as well as computer software and hardware
components.
3.8.7 Sea Freight
In terms of the mass of freight moved through harbours in South Africa, Cape Town
harbour is a relatively small player as indicated by the values in Table 26, with an annual
total of just over 4 million tonnes handled in 2007. Of this, just under 4 million tonnes
arrives at or leaves the harbour via land transport, be it road, rail or pipeline. However,
the nature of the freight through the harbour, which includes a lot of fresh produce, is such
that the value of the cargo is relatively much greater per tonne that that handled by some
other ports, such as Saldanha, where very large volumes of high mass, relatively low
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volume goods are handled.
19
Transnet Strategy and Investment Plan, 2004.
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Table 26: Comparison of Total Freight Tonnages of Ports around South Africa
CAPE TOWN
DURBAN
EAST LONDON
MOSSEL BAY
PORT
ELIZABETH
RICHARDS BAY
SALDANHA
TOTAL
TOTAL CARGO
HANDLED
4,081,968
41,883,269
1,832,894
1,802,992
5,522,362
84,517,409
43,687,290
183,328,184
The form of freight movement for the harbour is given in Table 27, which also gives a
perspective of Cape Town harbour in relation to the country‘s sea freight movements.
Table 27: Freight Movement for Cape Town Harbour Compared with Harbour
CAPE
TOWN
National
Total
BULK CARGO HANDLED
LANDED
IMPORTS
COASTWISE
TOTAL BULK LANDED
SHIPPED
EXPORTS
2,211,362
535,951
2,747,313
40,977,363
2,976,035
43,953,398
388,981
112,404,018
COASTWISE
TOTAL BULK SHIPPED
448,876
837,857
3,530,264
115,934,282
TRANSHIPMENT CARGO
TOTAL BULK HANDLED
20
3,585,190
8,044,837
167,932,517
100,031
9,682
109,713
5,655,138
86,855
5,741,993
299,123
799
299,922
87,143
496,778
9,209,305
93,182
9,302,487
351,187
15,395,667
BREAKBULK CARGO
HANDLED
LANDED
IMPORTS
COASTWISE
TOTAL BREAKBULK LANDED
SHIPPED
EXPORTS
COASTWISE
TOTAL BREAKBULK SHIPPED
TRANSHIPMENT CARGO
TOTAL BREAKBULK
HANDLED
109
TOTAL CARGO
HANDLED
LANDED
IMPORTS
COASTWISE
TOTAL CARGO LANDED
SHIPPED
EXPORTS
COASTWISE
TOTAL CARGO
SHIPPED
TRANSHIPMENT CARGO
TOTAL CARGO
HANDLED
CAPE
TOWN
National
Total
2,311,393
545,633
2,857,026
46,632,501
3,062,890
49,695,391
688,104
121,613,32
3
3,623,446
125,236,76
9
8,396,024
183,328,18
4
449,675
1,137,779
87,163
4,081,968
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Freight Nationally for 2007
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Table 28: Containers Handled at the Port of Cape Town: January – December 2007
FULL
CAPE TOWN
EMPTY
TOTAL
LANDED:
DEEPSEA
COASTWISE
TRANSHIPPED
196,193
11,208
35,980
105,515 301,708
11,679 22,887
20,127 56,107
TOTAL LANDED
243,381
137,321 380,702
216,892
5,557
39,131
95,826 312,718
2,818
8,375
23,079 62,210
261,580
121,723 383,303
504,961
259,044 764,005
SHIPPED:
DEEPSEA
COASTWISE
TRANSHIPPED
TOTAL SHIPPED
GRAND TOTAL
3.8.8 Pipelines
The transport of crude oil and related products between the Milnerton oil refinery, Cape
Town Harbour and Saldanha is by means of pipeline. Two strategic pipelines are situated
in the City of Cape Town municipal area, namely:
Saldanha to Cape Town, crude oil is received from tankers moored at the oil jetty. The
crude oil is transported by pipeline to the underground storage tanks located on the
perimeter of Saldanha harbour. From these storage tanks a pipeline transfers the crude
oil for approximately 126km to the refinery at Montague Gardens in Cape Town.
Port of Cape Town to Refinery, petroleum products are transported from a dedicated
petroleum tanker wharf to a bulk storage tank farm within the port boundaries. It is also
transported directly to and from the refinery at Montague Gardens via a pipeline of
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approximately 11 km. This pipeline is understood to be about 30 years old.
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3.8.9 Inter-modal Freight Facilities
Inter-modal transport facilities are facilities where freight is moved from one mode of
transport to another, three such facilities are based in the City of Cape Town municipal
area:

Bellville Container Terminal (Belcon) is located on the Cape main rail line, to the south
of Bellville. The location of the terminal, places it at the centre of the main rail lines
used for container and general cargo in the Western Cape, where transfer takes place
to and from trucks.

Port of Cape Town Container Terminal (Capcon), located to the north of the Ben
Schoeman basin adjacent to rail lines and the road access from the Paarden Eiland
side of the port via Duncan Road and Marine Drive, movement of containers are
between ships, rail and trucks.

Inter-modal Containerised Waste Disposal - Within the Cape Town Unicity, waste
disposal is primarily performed by road vehicles but the Refuse Transfer Station at
Athlone (ARTS) provides the means to transport containerised waste from the
municipal collection system, by rail to the Vissershok disposal area located adjacent to
the Kensington-Chempet-Atlantis railway line.
Weigh-in motion detectors situated on major routes at the boundaries of the metropolitan
area; improve data collection on tonnage freight movements into and out of the City, as
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well as identifying possible over loaded vehicles.
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3.9 Harbours
Harbours are generally attractors of heavy traffic associated primarily with the movement
of high volume cargo as well as with vessels relating to the fishing, ship repair and
recreational sector. Within the Cape Town Metropolitan Area, there are two significant
harbours, two lesser harbours and a number of boat launching facilities, as shown in
Table 29.
Table 29: Harbours and Boat Launching Facilities
Element
Sub-Element
Status Quo
Harbours
Cape Town Harbour
Major Freight Harbour
and
Simon‘s Town Harbour
Naval Harbour
Kalk Bay Harbour
Fishing
Gordons Bay Harbour
Recreation and Naval
Boat Launching Facilities
Various Recreational
Boat
Launching
Facilities
3.9.1 Cape Town Harbour
Cape Town harbour, which is located on the edge of the Cape Town Central Business
District, provides a mix of functions which include acting as a significant harbours for
freight, as a fishing, ship repair and yacht harbour, and also incorporates a retail and
tourist facility of note in the form of the Victoria and Alfred Waterfront.
The Port of Cape Town is the major seaport in the Western Cape region for general cargo
import and export. (Saldanha handles ±10 times the tonnage, but this is mainly steel and
iron ore. )Transnet Port Terminals (TPT) manages several cargo specific facilities within
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the port which comprises:

A Container Terminal

A Grain Handling Facility

A Multi-Purpose Terminal

A Cold Storage Facility
There is an Oil Facility, not managed by TPT, but nevertheless contributing to part
throughput.
The tonnages of break-bulk, oil and containers handled by the harbour for the last three
years to date are shown in Figures 27, 28 and 29.
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Figure 27: Bulk and Break-Bulk Tonnages through the Port of Cape Town for the
Figure 28: Petroleum Product Tonnages through the Port of Cape Town for the Last
Three Years to Date
113
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Last Three Years to Date.
City of Cape Town – Integrated Transport Plan 2006 To 2011
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Figure 29: Containers Handled by the Port of Cape Town for the Last Three Years to
Date.
Cape Town harbour is a preferred export node for the fruit industry with reduced sailing
times to South and North America and Europe. Fruit is exported via Cape Town from as
far afield as Limpopo, Mpumalanga and Swaziland. The port also handles the export of
fish from the South African and Namibian fishing industries to Europe and the Far East.
The harbour is one of the deep-sea fishing industry‘s main bases and large numbers of
Far East fishing vessels are based at Cape Town for a large part of the year, contributing
to revenues from bunkering, supplies, and repair services. The Port of Cape Town is
linked to the Spoornet Railway System via two lines, from the north to the container
handling area and via an underpass from the Esplanade line to the southern quays and
the Clock Tower Precinct.
The port also provides services to the emerging oil industry in West Africa in support,
repair and maintenance facilities, with the deep entrance and complete repair capabilities
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being especially attractive for work on offshore drilling platforms
Freight transport to and from the harbour is one of the key areas where the City of Cape
Town and the Port of Cape Town have a common interface. The majority of freight is
hauled via road-based transport. Coordination and cooperation between the City of Cape
Town and the Port of Cape Town are of cardinal importance to ensure a transport system
that operated at acceptable levels of service.
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3.9.1.1
External Land Based Transport System
The port is currently served by road and rail networks.
The road network serving the Port can be broken down into two distinct parts, 1) internal
port roads that fall under the authority of the National Ports Authority; and 2) external road
network which services the port directly but contains a mix of port and public traffic.
The internal network is subject to access control which will become stricter in future in
response to the International Maritime Organisation guidelines.
This is resulting in
upgrading of the port entrances and exits and will restrict public access, thus influencing
the external network to some extent.
The external road network giving access to and from the harbour, and those internal
elements that give access to the V & A Waterfront, suffer from congestion during peak
periods due mainly to their close proximity to and locations within the Cape Town CBD.
This traffic congestion has an impact on the operational performance of the Port of Cape
Town. There is some spare capacity on the South arm and Dock Road but this is merely
a linkage road between the metropolitan road network and the internal harbour road
network.
There are presently two separate rail access points to the harbour and these are to be
maintained.
3.9.1.2
Public Transport Access
There is no passenger rail linkage to the Port or the V&A Waterfront and no formal road
based public transport to the Port.
Public transport traffic generated by the Port is
concentrated predominantly at the South Arm and Heerengracht access intersections to
the Port. The Heerengracht provides the least congested traffic route between the Cape
Town Station and the Port during the weekday AM and PM commuter peaks, and should
corridor is already congested for extended periods during the weekday AM and PM
commuter peaks, and this situation is likely to get worse over time.
Based on the
projected growth in Port activities, it is likely that peak period public transport demand will
increase.
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remain relatively free-flowing in the future. The route to South Arm via the Buitengracht
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Two way taxi and bus flows on various sections of Duncan and Container Roads are
indicated in the table below:
Two Way Flow (vehicles per hour)
Route Section
Weekday AM
Weekday PM
Buses
Taxis
Buses
Taxis
Duncan Road
3
18
12
83
East of South Arm
4
12
6
11
West of Heerengracht
1
10
2
14
East of Oswald Pirow
1
2
2
8
0
2
2
8
East of Container Road
Container Road
North of Marine Drive
Table 30: Traffic Volume on Port Roads
The Port is well served by both buses and taxis, predominantly as feeder services from
Cape Town Station. Significant taxi flows were measured on Duncan Road in the vicinity
of South Arm Road, which is possibly serving as an informal pick up point during the
weekday PM peak period. The bus services are a contracted service between Cape
Town Station, South Arm Road and the Container Terminal Building.
3.9.1.3
Non-Motorised Access
Pedestrian access to the port is via an uncovered pedestrian bridge between Esplanade
and the Port.
Other pedestrian activities are from Cape Town Station via the CBD
towards the Port and the Victoria & Alfred Waterfront.
3.9.2 Simon’s Town Harbour
Simons Town is South Africa‘s major naval port and of major importance for the defence
of the country. Land access to Simon‘s Town is via a limited coastal corridor, with both
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road and rail ways or alternatively roads through mountain passes that are unsuited to
much beside light vehicle traffic. The rail line is primarily used for passenger rail services
and whilst the roads to the naval base can facilitate some heavy traffic, historic
development of the area is such that the heavy freight requirements of the naval base are
mostly provided by ships loading at other commercial harbours.
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3.9.3 Other harbours
Cape Town also has several much smaller harbours. These include:

Kalk Bay fishing harbour

Hout Bay fishing Harbour

2 harbours in Gordon‘s Bay
These are all relatively small and self contained harbours with Hout Bay being the most
commercially active, including a small industrial area focused mainly on the fishing
industry. All include some pleasure boat facilities and the one Gordon‘s Bay harbour acts
as a naval cadet training base linked to Simon‘s Town naval base as well as a National
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Sea Rescue Institute base.
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3.10 Airports
Key Performance Indicators:
o
Number of planes per annum
Cape Town has one international airport, one military airbase and at least one significant
small aircraft airstrip. The airports and known landing strips are listed in Table 31.
Table 31: Airports and Landing Strips
Cape Town International
Ysterplaat Airbase
Fisantekraal
Public and Private Landing Strips
Cape Town International Airport is the most important airport of the Western Cape region
and the second busiest one in South Africa.
The airport is served by more than 20 airlines connecting the Western Cape Region with
all the important airports in South Africa and with most of the main hubs of Europe and
some important gateways in North and South America, and the Far East.
Cape Town International Airport is presently experiencing significant growth of
passengers, exceeding 14% per annum. In 1999 the airport handled 4.6 mppa (million
passengers per annum), while in late 2007, daily throughput at the airport equated to 8.4
mppa.20.
The principal airport authority of the region, the Airports Company of South Africa (ACSA)
responds to the demands imposed on it by the aviation industry, and has embarked on a
process of identifying the capital expenditure required to ensure that the development of
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airport infrastructures will be relevant to the larger airport stakeholder community.
The airport capacity is continually upgraded. The upgrading of the international terminal is
completed while the upgrading of the domestic terminal enters in the construction phase.
A multiple parking structure serving the domestic terminal was completed in March 2006.
20
ACSA, 2007.
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The development at the airport is guided by the Masterplan of 2000 and subsequent
updates.
The masterplan contains the following objectives with regard to land
development, access and planning.
Land Development:

Land development should enhance Airport capacity and primarily serve aviation uses.

Priority should be given to developing projects that accommodate the needs of the
aviation users of the Airport and their employees.

Non-aviation land users should provide an economic return that helps support the
development of aviation facilities.

Special considerations should be given to land development opportunities which have
significant regional economic impacts and that require on-Airport locations.

Land development policies should be compatible with surrounding community land
use plans.
Access Roads-Parking-Ground Transportation:

The definition of the overall access network concept must be clearly identified.

Terminal area capacity must be supported with adequate roadway, adequate road
junctions, proper curb frontage, public and staff parking.

Provision for a future public transport system (railway) has to be taken into account,
not only considering the airport needs but also of the surrounding communities.
3.10.1
Status Quo
In 2005 about 6.8 million passengers used the Airport. According to forecasts from ACSA
this number of passengers will increase to about 10 million in 2010 and about 20 million in
2020.
3.10.1.1 Access to the Airport
means of a half diamond and quarter cloverleaf interchange. Further access is provided
from Borchards Quarry road which connects south of the airport approach with the N2 by
means of a diamond interchange and north of the airport approach road with Modderdam
Road. Borchards Quarry is a Class 2 road which also provides access to the industrial
development west of the road, Airport Industria and to Airport City Industrial Park situated
east of Borchards Quarry Road and just north of the N2.
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Access to the airport is provided by the airport approach road which connects to the N2 by
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Borchards Quarry Road connects with the airport approach road by means of a half
clover-leaf interchange with signalised intersection on Borchards Quarry Road.
3.10.1.2 Public Transport Access
Cape Town International Airport is not connected to the scheduled metropolitan public
transport network.
Hire vehicles form the main component of the public transport at the airport and consists
of:

Metered taxi services

Airport shuttle services

Chartered buses
Passengers, workers and visitors who wish to access the airport by scheduled
metropolitan services, have to use services on Borchards Quarry Road.
Similarly, people who work in the airport development precincts have poor public transport
access to their work.
3.10.1.3 Modal Split
Private car, including car rentals account for 79% of transport to and from the airport. Hire
vehicles account for 21% and the distribution of the various modes is shown in the table
below.
Table 32: CTIA Modal Split
Modal Split / Car Occupancy
Survey Date : Thursday, 20 February 2003
Modal Split
Private Car
Metered
Shuttle
Bus
Total
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Taxi
Vehicle
8 898
301
649
56
9 904
Occupancy
1.5
2.25
2.7
22.54
1.73
Persons
13 436
677
1 752
1 262
17 127
Modal Split (%)
79
4
10
7
100
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3.10.1.4 Parking
The existing parking facilities and predicted parking bay requirements can be seen in the
table below.
The estimated parking provision is shown in the next table but due to
phasing of construction, at the airport, the available bays might be less till 2010, when
most of the construction should be completed.
Table 33: CTIA – Parking Requirements
Parking Requirements
Year
Public Parking
Staff Parking
Car Rental
TOTAL
2000
2 600
774
786
4 160
2005
3871
946
1 007
5 824
2008
4 431
1 000
1 007
6 438
Table 34: CTIA - Parking Provision
Parking Provision
Year
Public Parking
Staff Parking
Car Rental
TOTAL
2000
2 600
774
786
4 160
2006
4 000
946
1 007
5 953
2008
5 827
1 000
1 000
7 827
2010
5 827
1 000
2 000
8 827
3.10.1.5 2010 Capacity Improvements
The following capacity improvements have been completed or are scheduled for

Upgrading of the terminal buildings.

Construction of multi-storage Parking1, completed March 2006.

Construction of multi-storage Parking 2.

Construction of public transport plaza between the two multi-storage parking
garages.

New facilities for car rental operations.

Upgrading of the internal access road system.
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completion in 2010
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These proposed capacity improvements are shown in the diagram below
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Figure 30: Airport Master Plan
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3.11 Non-Motorised Transport
Key Performance Indicators:
o
Mode share of non-motorised transport
o
Proportion of intersections equipped for special needs users.
The results, in terms of, of the national census in 2001 undertaken by Statistics
South Africa indicated there in Cape Town, 19% of respondents walk and that 0.5%
cycle to work or to school. That the latter is the case may be attributed to a number
of factors, amongst which are distances and the strong winds commonly experienced
in the Peninsula and a very limited cycle path network, although there are plans for a
considerably more extensive network. Pedestrian ways are naturally a feature of
most urban roads but there are still many areas where inadequate provision is made
for safe walking or other non-motorised modes, especially those involving special
needs users.
What is unfortunately the case is that the NMT environment in Cape Town, especially
the low income residential areas, is often substandard, particularly so with respect to
special needs users. Public spaces, including NMT routes within road environments,
are often not sociable, are poorly maintained, suffer from the infiltration of crime and
as a result, are seldom used resulting in a downward spiral of deterioration. This is
due to a mix of factors, including poor infrastructural planning, lack of an integrated
design approach, and difficulties experienced in operation and marketing of public
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spaces. Figure 31 shows NMT usage in the City.
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Figure 31: Non-Motorised Transport Spatial Overview
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3.11.1
Access to Public Transport
NMT is usually an important link in the public transport trip. The National Household
Survey reported that more than 70 percent of the people in the City of Cape Town
are within a 10 minute walk of the nearest public transport mode. Nearly 50 percent
of the residents are within a 5 minute walk of the nearest public transport mode as
illustrated in the summary in Table 35. In terms of NMT, the current public transport
network is adequately served. This will however have to be reassessed in terms of
the public transport planning currently in progress.
Table 35: Walking times to Nearest Public Transport Mode (NTS, 2003)
Percentage of public transport trips
Area
6 - 10
mins
Northern Corridor
54.9
37.0
3.7
4.4
Kraaifontein
42.8
18.7
21.4
17.1
Parow/ Bellville
69.2
10.8
11.8
8.3
Blue Downs
49.7
24.4
18.3
7.6
Belgravia
56.0
32.4
8.3
3.3
Grassy Park
74.0
20.5
1.8
3.7
Mitchells Plain - Gugulethu
42.5
26.8
14.4
16.2
Khayelitsha
24.2
38.4
14.4
23.0
Somerset West
35.3
64.7
Central
45.9
9.6
11.2
33.3
Kuilsrivier
52.7
16.0
11.9
19.4
Durbanville
63.8
36.2
Oostenberg
78.0
14.9
7.1
Langa-Bishop Lavis
58.2
19.1
14.8
8.0
Strand
63.6
18.1
9.7
8.6
Simonstown
81.5
18.5
Wynberg
69.1
17.9
7.6
5.3
Sea Point
65.4
10.7
1.9
21.9
Metro
46.4
26.6
12.5
14.6
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11 - 15
mins
More
than 15
mins
Up to 5
mins
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3.12 Transport Asset Management
Key Performance Indicators:
o
Proportionate condition index
o
Managed Asset Value
o
Proportion of asset value due for replacement in coming year.
Asset Management has been defined as the combination of systematic coordinated
activities and practices involving systems and procedure management, standards,
process execution, financial, economic and engineering applied to physical
infrastructure with the objective of providing optimized level of service and
performance with associated accountability and risk management over their lifecycle
in the most cost effective way.
The Municipal Finance Management Act (MFMA) of July 2004, Generally Accepted
Municipal Accounting Practices (GAMAP), Immovable Asset Management Bill of
2006, Integrated Development plan and other corporate legislative frameworks
requires effective management of Assets (physical infrastructure) by Municipal
Managers.
Municipal Managers are required to establish and manage physical
infrastructure on an information, accounting and management system that promotes
long-term economic sustainability.
An Asset or Infrastructure Management System is required to manage the assets for
which the City is responsible.
An Asset Management System is defined as a system, usually computerized and
comprising a database and GIS, for collecting, analyzing and reporting information on
the existing assets, their utilization, performance, lifecycle management and funding.
The system should be able to answer six questions:
What does the City own?Information on the city‘s assets should be contained
in the base information of an Asset Register. This information should include,
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asset description, location, materials information, construction and acquisition
details

What is it worth?The same Asset Register should contain information on the
assets worth in terms of current value and replacement value
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
What is its performance? P erformance needs to be measured through
current condition, ability to meet current and future demand and the risk and
consequence of failure

What is the remaining service life?This is an evaluation based on
performance of the asset as determined in the previous question.
The
information relating to all these questions should be contained in the Asset
Register.

What must be done and when?Output information for the Asset Register will
include a maintenance plan (routine, periodic, rehabilitation / refurbishment)
to restore and extend the life of the asset. New Asset Plan for new assets or
the replacement of existing assets, which have reached the end of their
economic lives.

What are the cost implications?This is the allocation of costs to the
Maintenance and New Asset Plans. The Asset Management Plan takes this
information and compares this with allocated available funds (budgets) over
the planning period in order to determine what is affordable and what should
be implemented.
An effective Asset Management System is one that is integrated with other system
models (Integration within SAP & GIS) to enable the City Of Cape Town‘s Transport
Department to generate meaningful reports that will promote continuous business
improvement.
The City is responsible for the maintenance of the following assets:
Public Transport Facilities / Interchanges (190) which include some or all of the
following facilities:
o
Pavement areas (vehicles and passengers)
o
Drainage
o
Railway Sidings
o
Public Transport Interchange buildings, canopies, shelters etc
o
Depot Building facilities
o
Road signs and markings
o
Landscaping, street furniture, fencing
o
Other : CCTV, access control
o
Bicycle lockers
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
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
Major and local road systems including the following:
o
Bridges
o
Culverts
o
Sea and retaining walls
o
Stairs
o
Gulleys, catch pits and connections,reticulation outlets, underground pipe
systems, silt traps

o
Refuse racks
o
Stormwater pump stations
o
Road traffic signs, gantries and overhead sign structures.
Bus/Taxi Stops (3000 stops, 1100 shelters) which consists of pavement areas,
shelters, road signs and markings

4500 on-street kerbside parking areas

Open parking areas (Formal and Informal)

Road Reserve Property

Parking Garages

Traffic Monitoring Equipment which include 15 Mikros data loggers, one portable
visual speed display sign (VMS), and one LOTOS laser system (RTMS)
o
29 CCTV camera
o
Approximately 1354 Traffic Signals
o
(934 Traffic Intersections and 325 Pedestrian crossings)
The average age of Traffic Signal Controllers is approximately 8 years, while most
Controllers need to be replaced by the time they are 10 years old. Currently there
are 5 % of controllers that are as old as 18 years.
3.12.1
Existing Transportation Assets
The existing transportation assets are managed by three Departments within the
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Directorate Transportation, Roads and Stormwater.
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In 2002 the City‘s road network was stated as being
Road Type
Length
Bitumen surfaced – Metropolitan
1792 km
Local roads and streets
7134km
Gravel surfaced
185km
Unmade (informal)
About 400km
Other (concrete and block paved)
227km
Total
About 9738 km
The structures assets also stated in 2002 were.
Structure Type
Quantity
Bridges, culverts, footbridges, subways
About 1850
Retaining walls
More than 250 km
Replacement costs in 2007 Rands were stated as being
Asset
Replacement costs
Road
R18 500m
Structures
R4 500m
Other Information
R450m
Total
3.12.2
R27 450m
Existing Management Systems
3.12.2.1 SAP
SAP, the financial and accounting software used by the City, is intended to be the
platform for the Asset Register which is part of the Asset Management System.
However, not all the necessary information is on the SAP platform. Some of the
information, resides in individual databases or modules, other information is still to be
The Asset Register is supported by a Graphical Information System (GIS) platform
which allows for special viewing, searching, manipulation and analyzing of the
database information. The City already has a fairly comprehensive City-wide GIS
running on ArcView and ArcMap, however, only selected elements of the Asset
Register on the system.
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collected and consolidated.
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3.12.2.2 Specialist Systems – Roads
3.12.2.2.1 Specialist Systems – Storm water
Storm water assets are recorded in a separate register. Some of this information is
also contained in a GIS system but this information comprises mainly information
from the City of Cape Town administration before the uniCity was formed. It is
estimated that the GIS information is less than 70% complete.
3.12.2.2.2 Pavement Management System (PMS)
The City currently operates and maintains a PMS which is integrated with an IMQS
viewer which allows analysis of flexible, rigid, segmented block and gravel road
pavement. The system is GIS based and therefore geo-referenced. About 1500 km
of the City‘s road network, mainly local roads, are not yet on the PMS.
The PMS allows for lifecycle cost planning and for maintenance budgets to be
prepared.
3.12.2.2.3 Bridge Management System (BMS)
The City operates and maintains a BMS and a bridge GIS.
The
BMS
manages
the
asset
register
(inventory
data),
conditions
assessments(inspection data), remedial work required (details, prioritization, etc. ),
maintenance and budgeting.
The City‘s bridge GIS runs on Arc View and Arc Map and was developed to allow for
geo-referencing of structures. The BMS and Bridge GIS are not linked and cannot
interact with each other.
3.12.2.2.4 Sign Gantry System
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A rudimentary sign gantry management system has been created on MS Access
3.12.2.3 Transport Information System
The Advanced Traffic Management System (ATRAMS) comprises the following
modules.

Fault Logging and Subsequent Handling System (FLASH) which manages the
condition of the traffic signal system and CCTV installations.
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
Asset map which records information and manages the road signs. The
information includes a photographic record and condition assessment and is
used for geo-referencing for some of the signs.

The Traffic Inspection Management System (TIMS) which is a management tool
for the maintenance and upgrading of signalized intersections is not yet
operational.

The Network Performance Monitoring System which records traffic information is
not operational.
Some of the Advanced Traffic Management System (ATraMS) modules were
developed by external companies and some were developed internally. There are a
number of modules to ATraMS (listed below) but many of them were never properly
utilised, mainly due to a lack of human resources. A number of the databases just
need to be populated with the proper data but collection and management of the data
has been problematic as there are no human resources allocated for this function.
There was a significant skills drain from IS&T‘s Application Development and
Maintenance ADM team and maintaining the databases and servers became
problematic. The ITS systems currently being deployed would automate many of the
functions and decisions regarding ATraMS have to be made.
Option 1: ATraMS modules could be re-engineered/customised for use in the TMC
Option 2: Incorporate elements of ATraMS into the new software integration systems
Option 3: Make ATraMS obsolete and only utilise the new systems
3.12.2.4 Public Transport Facilities
Information on Public Transport interchanges is recorded on a separate database.
The interchanges are geo-referenced and asset and condition information is
available on the GIS System.
Information on bus stops is recorded on the City‘s bus stop inventory together with
the condition relating the information is also geo-referenced in the City‘s oracle
Table 36 A summarizes some of the typical assets managed by Roads, Transport
and storm water and when the Asset Register information currently resides.
Table 36: Current Management Systems
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database.
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CATEGORY
ROADS
Road pavement
Road furniture
Traffic aids
Structures
Coastal Structures
Other
TRANSPORTATION
Public Transport
Network operations
Non-motorised
Transport
Stormwater
ASSET
CURRENT SYSTEM
Pavement layers
Surfacing
Guardrails
Median barriers
Fencing
Noise barriers
Street lighting
Road marking, studs
Road signs
Bridges, subways
Culverts
Retaining walls
Sign gantries
Parking garages
Depot buildings
Sea Walls
Tidal Pools
Slipways
Coastal walkways
Road reserves
Vehicle / plant fleets
Depots
Office furniture, equipment
PMS with IMQS viewer
PMS with IMQS viewer
-
Modal interchanges
Bus stops
Cycle lockers
Traffic signals
Off street parking
CCTV cameras
ITS equipment
Traffic
monitoring
equipment
Off street footways
Off street cycle ways
Pipes
Culverts
Lined channels
Catch pits, headwalls
Manholes
Separate database
Separate database
FLASH
FLASH
-
Assetmap
BMS with spate GIS
BMS with separate GIS
Rudimentary Access Database
-
Rewarded on separate database
and GIS which is only particularly
complete
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3.13 Marketing and Communication
The National Land Transport Transition Act, Act No 22 of 2000 (―NLTTA‖) promotes
the participation of all interested and affected parties in transport planning, including
vulnerable and disadvantaged persons, when reviewing plans, policies, and/or
programmes. Transport Sector stakeholders and the general public must have the
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opportunity to develop the understanding, skills and capacity necessary to achieve
equitable and effective participation. This consultation must be undertaken prior to
any approvals of issues governed by the NLTTA and the provincial Minister may
stipulate the procedures.
The NLTTA requires transport authorities within local government to “encourage,
promote and facilitate public consultation, participation or involvement through
hearings, seminars and workshops and any other means that are appropriate to
ensure effective communication with customers, communities, organised labour and
transport operators, and the Minister may prescribe requirements and procedures in
this regard”. It further requires that the general public be informed of the availability
and location of a particular plan/document for inspection in English and at least one
other official language in a newspaper that serves the relevant areas.
The Requirements also have stipulations in this regard, relating for example to
section 6 of the Operating Licence Strategy ―Stakeholder consultation
Beyond the legal requirement to ensure consultation for the ITP process is the City‘s
marketing plan. This is aimed at mobilising stakeholder and public opinion in favour
of the Restructuring and Transformation of Public Transport over the short to medium
term while devising priorities and strategies for long term sustainability.
Institutionally,
the legal
frameworks that guide the City‘s
Marketing and
Communication, Public Participation/Consultation and Empowerment position are
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amongst others;
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
The National Constitution

Environmental Act

National Land Transport Transition Act

Access to Information Act

Urban Transport Act

Preferential Procurement Act

Municipal Structures Act

Structures Act

Municipal Systems Act

Skills Development Act

Companies Act

Small Business Act

Provisional Illegal Eviction Act

Local Government Structures Act

Promotion of Access to Information 
Various Enabling Provincial Policies

Municipal Finance Management Act
Act

Promotion of Equality and Prevention of Unfair Discrimination Act
Compliance with the NLTTA is achieved through the City‘s public participation policy
on both the Integrated Transport Plan and transport related proposed by-laws. The
public participation process includes:
Advertisements in all the community and daily newspapers

Press release issued to all media outlets

Articles in the City News and website

Distributing documents to all municipal libraries and sub council offices for public
viewing

Publishing the documents on the website and providing a dedicated e-mail
address and fax number

Sending letters to registered Interested and Affected parties inviting comment
and/or participation in a public hearing

Arranging a public hearing

Submission of reports and documents to the Transport, Roads and Stormwater
Portfolio Committee and all Sub councils

Information desks at large shopping malls (optional)
The City regularly reviews and updates its ITP document to ensure the relevance and
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accurate reflection of current transport data and trends.
Specific issues and/or
concerns raised are used to inform the update of the ITP document.
In addition the City constantly communicates all current/topical transport related
matters affecting the travelling public by print, radio and broadcast media.
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3.14 Institutional
Structures
and
Inter-Governmental
Co-
Operation
The NLTA will require that functions eventually be consolidated at City level,
including service level planning for passenger rail.
Until the NLTA takes full effect, insitutional fragmentation remains a challenge.
Current regulatory arrangements are that national government regulates passenger
rail,whilst provincial government regulates buses and taxis. The City has very limited
control over the passenger services operating in its area.
With regard to roads, the road system in the city is provided by three bodies aligned
with the three spheres of government:
Organisation
Length of road with in
the metro boundary
South African National Roads Agency (SANRAL)
148 km
Provincial
352 km
Government
of
the
Western
Cape:
Provincial roads (under the Department of Transport
and Public Works)
City of Cape Town
9,810 km
Note: City data for 2006
While the municipal roads are dominant the national and provincial roads tend to be
higher-volume more strategically important roads. There are concerns about the
extent of integration of planning arrangements relating to these roads.
3.14.1
City partnerships: stakeholders collaboration with
our Partners
It is evident that there is a complex group of stakeholders in the Roads and Transport
sector. There are structures for managing these relationships currently, as shown in
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Figure 32.
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Co-operative arrangements
Key
Ongoing week to
week engagement
RSC
TPAC
WC
Province
SARCC
SANRAL
City
National Ports
Authority
ACSA
Transnet
Freight Rail
Intersite
Other
stakeholders
Figure 32: Cooperative arrangements between the City and other Transport
authorities
The two key forums for dealing with co-operative planning are:
The Transport Planning Advisory Council (TPAC), which includes all the
stakeholders shown in the diagram above, including a range of private sector
institutions. TPAC meets at quarterly intervals21.
The Rail Steering Committee for the Municipal Area of the City Of Cape
Town (RSC): This committee is a cooperative structure between the City, the
Province, National DoT and PRASA The arrangements are governed by a
Memorandum of Understanding. This committee will be subsumed by the IPC.
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3.15 Current financial arrangements
3.15.1
Structure of existing capital finance arrangements
From the point of view of the City, capital expenditure is financed through:
21
See CoCT document on TPAC dated January 2008.
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
Own sources (Capital Replacement Reserve).

Borrowing (External Finance Fund).

Grants from national government (MIG, Housing subsidies, NDPG and
PTISG).

Transfers from province for infrastructure.

Development Charges from property developers (BICL).
From the point of view of public transport operators, vehicles are financed through:

Transfers from the national fiscus for trainsets and taxi recapitalization.

Private sector loans for buses and taxis.
The existing capital grant arrangements are described in the following table.
Table 37: Existing capital grants
Code
Name
Purpose
Controlling
Total amount
national
allocated to
department
CoCT over
medium term
(08/09, 09/10 and
22
10/11)
(R million)
PTISG
Public Transport
Available since 2007, the PTISG is
DoT
424
Infrastructure and
an application-based grant
291
Systems Grant
intended specifically for public
527
transport infrastructure and
systems and paid out primarily to
metros.
MIG
Municipal
A formula based grant for all
DPLG
289
Infrastructure
municipal infrastructure serving
324
Grant
poor households. MIG can be
266
applied to roads and PT
infrastructure but in the latter case
is more appropriate to smaller
scale infrastructure.
22
Neighbourhood
A grant intended to complement
Partnership
private sector financing for
69
Development
commercial developments on
100
Grant
under-developed urban areas.
Source: Division of Revenue Act, 2008
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NT
38
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NDPG
City of Cape Town – Integrated Transport Plan 2006 To 2011
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Code
Name
Purpose
Controlling
Total amount
national
allocated to
department
CoCT over
medium term
(08/09, 09/10 and
22
10/11)
(R million)
Housing
Housing subsidies, paid out
Provincial
subsidies
through the province, are intended
Dept of
to fund internal infrastructure for
Local Govt.
poor households, including roads.
and
While they are applied within city
Housing
NA
boundaries they are not reflected
on the City‘s budget for roads.
In the case of housing subsidies, funding is allocated by the Western Cape
Department of Local Government and Housing to specific projects within the metro
area. Some of this funding is used for the ‗internal infrastructure‘ for low-income
housing projects and part of this is used for ‗internal‘ (or access) roads. It is not
possible to estimate with any degree of accuracy how much is in fact used for roads.
The amount of the other subsidies used for roads and public transport is covered in
following sections.
3.15.1.1 Roads and Transport Budget
3.15.1.1.1 Expenditure
The current roads and transport budget is given in the table below, with totals for four
years included (the current financial year – 2008/09 - and the three coming years, up
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to 2011/12).
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Table 38:Roads and Transport Budget
Budget Item
Capex for 4 years
Average per
Split of
(current plus med
year
total
term budget)
R million
R million
Roads
New roads
501
125
8.7%
Roads upgrading
215
54
3.7%
Roads rehabilitation
326
82
5.7%
Road junctions
182
46
3.2%
Road structures
16
4
0.3%
152
38
2.6%
40
10
0.7%
Auxiliary
Parking and embayments
Traffic signals
14
3
0.2%
395
99
6.9%
Greenpoint precinct
80
20
1.4%
Plant and equipment
24
6
0.4%
Non-motorised transport (including pavements)
Sundry – mostly related to roads
55
13
0.9%
1,999
500
34.8%
3,152
788
54.8%
218
55
3.8%
Public transport related infrastructure (not IRT)
90
22
1.6%
Rail related infrastructure
61
15
1.1%
Public transport systems
Subtotal – Roads
Public transport
IRT infrastructure
Modal Interchanges
135
34
2.3%
Land acquisition
14
3
0.2%
Buildings
81
20
1.4%
Sub-total PT
3,750
938
65.2%
Grand total - roads & public transport
5,749
1,437
100.0%
Note:
3.
4.
Figures are taken from 2009/10 budget.
The infrastructure for the IRT system is include under Public Transport in this table whereas in the City‘s
budget it is included under ‗Roads and Stormwater‘.
The allocation to specific items of infrastructure has been made based on the judgement of the project team
and do not necessarily conform to categories in the City‘s budget.
In the case of roads it is not always evident from the description in the budget whether the road is new, or an
existing road being upgraded to improve the facility it provides to users or rehabilitated to return a road into the
condition that it was in when first built.
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1.
2.
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3.15.1.1.2 Capital finance
The transport budget for the City for the year (2008/09) and for the three following
years is summarised below:
Table 39: Transport Budget
Code
Amount over
4 years
Description
(R million)
National Government
PTISG
Public Transport Infrastructure and
Systems Grant
NDPG
Neighbourhood Development
Partnership Grant
MIG
Municipal Infrastructure Grant
OGOV
Other government grants
% split
3,330
832
57.9%
218
55
3.8%
274
69
4.8%
17
4
0.3%
Provincial Government
WC
Average
amount per
year
(R million)
-
Transfers from the WC Provincial
Government
323
City's own funding
81
5.6%
-
CRR-B
Capital Replacement Reserve (BRT
specific)
CRR
Capital Replacement Reserve
EFF
External Finance Fund
375
94
6.5%
43
11
0.7%
955
239
16.6%
Private sector funding
-
BICL
Bulk Infrastructure Contribution Levy
Private
Other contributions from the private
sector
Total
204
51
3.5%
10
3
0.2%
5,749
1,437
100.0%
Note: Figures taken from 2009/10 budget.
An interesting statistic is the proportion of the capital available to the City as a whole
which is allocated to the roads and transport budget.
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following table for the major funding sources:
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This is estimated in the
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Table 40: Capital finance for Roads and Transport as a proportion of total
finance in the City‟s budget
Code
Description
Total budget
Roads and
%
for the City
public transport
allocated
(average over
amount (average
to roads
MTIEF period)
for 4 years)
and
transport
(R million)
PTISG
(R million)
Public Transport Infrastructure &
Systems Grant
NDPG
832
100%
69
55
80%
293
69
24%
438
81
18%
475
105
22%
1,733
239
18%
1
51
91%
Neighbourhood Development
Partnership Grant
MIG
Municipal Infrastructure Grant
WC
Transfers from the WC Provincial
Government
CRR
Capital Replacement Reserve
(Internal funds)
EFF
External Finance Fund
BICL
Bulk Infrastructure Contribution
Levy
56
Note:
1. This figure is taken to be the total for ‗public contributions and donations in the City budget.
In total the Roads and Transport department is allocated 29% of the City‘s capital
budget over the current and coming three years. The dominance of this capital
commitment to roads and transport is largely related to infrastructure for the IRT
system which itself is allocated 21% of the total budget.
3.15.2
Structure
of
existing
operating
finance
arrangements
From the point of view of roads and transport in the City, there are three key transfers
23

The Local Government Equitable Share (ES) which is an unconditional grant
to all municipalities and which can be used for financing some of the roads
and public transport operating costs.

Bus subsidies which flow via DoT and are mediated by the WC Department ot
Transport and Public Works (currently at a level of R540 million a year23).
Figure still to be checked.
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which originate from the national fiscus:
City of Cape Town – Integrated Transport Plan 2006 To 2011
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
Subsidies for PRASA (rail concessionaire) to cover part of the operating cost
of the commuter rail service in the metro area (currently at a level of R385
million per year24).
Currently the City has little influence over the flow of funds to the rail and bus
operators.
However, this position will change under the NLTA.
3.15.3
Operating budget for the City
3.15.3.1 Expenditure
The preliminary budgeted expenditure for the ‗Public Transport‘ and ‗Roads and
Stormwater‘ units, for the year 2009/10, is given in the table below:
Table 41: Operating expenditure budget for Roads and Transport
Cost item
Preliminary budget (2009/10)
(R millions)
Public Transport
Transport Management
19.7
Transport Network Ops
42.0
Public Transport
70.9
Transport Planning
6.1
Technical Support Services
8.9
Transport Network& Infrastructure Dev
50.2
Repairs and maintenance
18.2
Depreciation
30.1
Interest
19.5
Total – Public Transport
265.6
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Roads and stormwater
24
Capital Implementation
8.3
Director: R & S
8.6
Stormwater Management
16.0
Support Services
7.1
Operations & Assets
514.3
Infrastructure Maintenance: Depots
5.3
Total – Roads and Stormwater
559.5
Figure still to be checked.
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Note: appropriation amounts are excluded in order to get an indicative figure for recurrent
expenditure.
A breakdown of the large item for ‗Operations and Assets‘ is shown below:
Table 42: Breakdown of „Operations and Assets‟ line item on operating budget
Cost item
Preliminary budget
(2009/10)
(R millions)
Remuneration
44
Capital charges
221
Repairs and maintenance
232
Other
17
Sub-total Operations & assets
514
Roads and Transport represents 5.2% of the total budget for the City. The figure for
Roads and Stormwater is projected to grow at 5.5% per year in the medium term. In
the case of the Public Transport the medium term projections in the 2008/09 budget
show a considerable amount of variability25.
3.15.3.2 Revenue
Currently the Roads and Transport operating activities are funded from the Rates
and General revenue raised by the City, with property rates being the largest
25
26
Medium term budget figures still to be assessed.
Assuming that capital grants are stripped out of the revenue to get only recurrent items.
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contributor, with only a very small amount of ‗dedicated‘ revenue for this account26.
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Transport Strategic Informants
4 TRANSPORT STRATEGIC INFORMANTS
4.1 Legal and institutional framework
The following relevant national, provincial and municipal legal and institutional
frameworks are relevant to the ITP and are highlighted below:
4.1.1 The National Land Transport Act
During the course of the review of this ITP for Cape Town, the National Land
Transport Act was promulgated but not given effect pending the promulgation of the
associated regulations. The preparation of this document is thus taking place during
a transition period, with significant implications on the City and the way transport
systems are run within the City.
The most important provisions of this Act from the point of view of this ITP are
summarised below.
4.1.1.1
Institutional structure
The most important aspects of the roles and responsibilities of the three spheres of
Government have been substantially reviewed and can be summarised as follows:
National government

National policy and strategy.

Assigning functions to other spheres of government.

Matters relating to issuing of operating licenses except were assigned to a
municipality.

Contracting authority for subsidised service contracts and various other
contracts established under the Transition Act.
Transport Strategic Informants
Provincial government

Provincial policy and strategy.

Co-ordination between municipalities.

Ensuring that municipalities that lack capacity are capacitated.

Ensuring implementation of policy and strategy, with specific attention to rural
areas and less capacitated municipalities, with direct implementation where
necessary.
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Local government

As the Planning authority, preparing transport policy and plans for the area of
jurisdiction of the municipality.

Financial planning with a focus on rehabilitation and maintenance of
infrastructure.

Planning, implementation and management of modally integrated public
transport networks.

Service level planning for passenger rail on a corridor network basis with
Metrorail.

Establishment and management of integrated ticketing systems, where
appropriate.

In the case of gross cost contracts for subsidised systems, determining fare
structures.

Concluding subsidised service contracts, commercial service contracts and
negotiated contracts with operators.

When assigned that function, deal with matters relating to issuing of operating
licences.
It is clear that the intention of the Act is to provide considerable responsibility to local
government with provincial government playing a supportive role in municipalities
which have relatively high capacity and a more direct role in the case of low capacity
municipalities.
Further it is notable that the Act no longer provides for the
establishment of a Transport Authority. Rather, emphasis is placed on the concept of
a ‗Planning Authority‘ with this responsibility specifically allocated to local
government.
4.1.1.2
Operating licenses
Another important feature of the Act is that the licensing and related contracts
established under the Transition Act are now the responsibility of National
course. Considerable attention is given in the Act to the responsibilities of a City of
Cape Town which is given the operating licence function and it is presumably the
intention for this to be assigned to metros within a fairly short time frame. However,
even without assignment the Planning Authority must provide ‗direction‘ to the entity
responsible for operating licenses.
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Transport Strategic Informants
Government, presumably to be assigned to provinces and municipalities in due
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants
4.1.1.3
Municipal Land Transport Funds
The municipality must establish a Land Transport Fund into which all funds
transferred from national and provincial government, user charges and various other
sources of funding must be paid. This, in essence, sets up a ‗ring fenced‘ accounting
system for public transport.
4.1.1.4
Contracting arrangements
The Act provides for a municipality to be a ‗Contracting Authority‘ once this function
has been assigned by the Minister. Three types of contract are identified in the Act:

Negotiated contracts.

Subsidised service contracts.

Commercial contracts.
4.1.1.5
Inter-modal planning committees
Every municipality which is establishing an integrated public transport network or has
significant rail services within its area must establish an inter-modal planning
committee with membership of rail operators and other public transport operators,
inter alia.
4.1.2 The Development Facilitation Act (DFA)
The aim of the DFA was to introduce extraordinary measures to facilitate and speed
up the implementation of reconstruction and development programmes and projects
in relation to land; and in so doing to lay down general principles governing
development throughout the Republic.
While the DFA does not apply in the Western Cape, the land development principles
are prescribed for all land development. The following principles are of particular
Transport Strategic Informants
relevance to the ITP:

Positively perform in terms of convenience, equitability, efficiency and
attractiveness. Land development practices should be focused on the promotion
of economic growth, facilitating higher-densities in appropriate locations and
thereby containing sprawl. The creation of people scaled development, good
public spaces as well as land use, spatial and social integration should be core
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objectives of land development.

Work harmoniously with nature, avoiding hazards, respecting natural uniqueness
and recognizing ecological interdependencies.
Land development should be
based on designing with nature, promoting ecological sustainability, respecting
natural landscapes and creating a sense of place.

Accelerate the pace of development (overcoming line function fragmentation and
conflict resolution).

Promote security of tenure (i. e. individual ownership, collective ownership and
rental or communal ownership).

Provide for urban and rural land development and facilitate development of
formal and informal, existing and new settlements;
4.1.3 The National Environmental Management Act (NEMA)
NEMA requires that its principles be applied by municipalities and used to undertake
Environmental Impacts Assessments and prepare Environmental Management
Frameworks.
The key principles require that development be environmentally,
socially and economically sustainable, protect natural resources and maintain natural
systems, provide access to resources and that environmental management must
place people and their needs at the forefront of its concern. NEMA requires that the
City support international agreements.
This is of particular importance as Cape
Town has two World Heritage Sites, extensive coastline and is situated within the
Cape Floristic Kingdom.
4.1.4 The National Heritage Resources Act (NHRA)
NHRA and the Provincial Heritage Ordinance promulgated in terms of the NHRA,
empower local authorities, with conditions, to formulate by-laws for managing local
heritage resources, or other higher order heritage resources where a responsibility
authority shall, must or may do to protect valuable heritage resources.
The
promotion of Equality and Prevention of Unfair Discrimination Act, 2000 (Act No 4 of
2000)
4.1.5 The Municipal Systems Act (MSA)
The MSA requires the preparation of an Integrated Development plan (lDP).
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A
Transport Strategic Informants
may be delegated. There are numerous sections in NHRA which set out what a local
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants
central component of the IDP is an SDF. The requirements of an SDF are listed in
the Local Government: Municipal Planning and Performance Regulations (2001)
and include the following longer-term, medium-term and shorter-term products:

A city-wide longer-term spatial plan/ policy/ strategy guiding the direction, nature
and extent of longer-term growth and development.

Guidelines for the land use management system (LUMS)

A Public Infrastructure lnvestment Framework (PllF) for spatial development
indicating where the authority intends to focus investment

A Strategic Environment Assessment (SEA) evaluating the impact of the citywide and/ or district level plans.
The city-wide longer-term spatial plan is the primary focus of this report.
The MSA prescribes a much stronger link between spatial plans (forward planning)
and land use management.
It does not, however, prescribe a process or
requirements in this regard. The National Department of Land Affairs has recognised
this shortcoming and preparing a new national planning law that will replace all the
existing land use regulatory laws in country and give effect to the provisions of the
MSA. The Provincial Government has similarly proceeded with their Law Reform
Project with its purpose to replace the existing Land Use Planning Ordinance. Both
these processes have provided some indication of the how planning and land use
management should be taken forward. The national process promotes a normative
approach to planning and moves away from a development restrictive/control
approach based on zoning schemes towards a more development encouraging/
facilitative approach. This implies a more policy driven approach to LUMS where a
broader range of instruments and policies set the guidelines in which all land use
decision making takes place. Zoning schemes are therefore not seen as the means
Transport Strategic Informants
of implementing spatial plans but as the law that regulates land use rights. Guided
by these considerations the City has started updating/ redesigning the LUMS for
Cape Town.
A "Strategic assessment of the environmental and heritage impacts of the SDF
process for the City of Cape Town" was undertaken in 2006 and Environmental
Management Frameworks (EMFs) for four District SDPs have been completed. The
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preparation of the EMFs for the other" four districts is underway. The findings and
recommendations of the MSDF Review, phase 1 public consultation process,
SEA and EMFs have been incorporated into the SDF. In terms of the Municipal
Systems Act, the SDF, as part of the lDP, prevails over any other plan as defined in
Section 1 of the Physical Planning Act, The PllF is an integral component of the
medium to long-term City Development Strategy and it and the SDF inform the
preparation of the lDP. The PllF is regularly reviewed. The future land use and
development projections contained in the SDF and District are critical informants of
the PllF Review.
4.1.6 The Provincial Land Use Planning Ordinance (LUPO)
The Land Use Planning Ordinance (15 of 1985) (LUPO) applies to the entire Western
Cape and includes provides for structure plans (forward spatial planning), zoning
schemes (regulation of development), the way in which applications may be made for
new development rights and the appeal rights.
4.1.7 Land Use Management Bill (LUMB)
Although still being developed, the Land Use Management Bill (March 07) is intended
to eventually partly replace currently existing fragmented planning legislation in the
country.
4.1.8 Draft Integrated Zoning Scheme (IZS)
A zoning scheme is a legal document that records all land use rights on properties in
its area of jurisdiction. It also includes regulations pertaining to restrictions on such
rights and how they can be exercised.
throughout Cape Town, with each one applying to a specific area.
In order to
standardise zoning arrangements and achieve consistency and efficiency throughout
the City, the department is consolidating and rationalising the zoning schemes listed
above into a single standard Integrated Zoning Scheme (IZS) for the entire city.
However, until the new scheme is promulgated, the existing ones remain in force.
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Transport Strategic Informants
Currently, there are a number of separate individual local zoning schemes in force
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants
4.2 Policy Framework
Based on the principle and approach of developmental local government and
integrated development planning as prescribed in the Municipal Systems Act of 2000,
it is imperative that the transport policies and strategies in the Integrated Transport
Plan must be aligned and integrated with corporate plans policies and strategies.
This section provides an overview of how various policies and strategies in the City,
have been conceptualized and formulated, with a distinct integration with and
relationship to transport (See Figure 33); these reports are available from the City‘s
Communications Directorate.
Spatial Plan, Tourism…
Economic Dev. Strategy
Mobility Strategy
Mission
Integrated
To transform and restructure
Transport
Public Transport by
Plan
“Putting public transport,
people first
and quality of life
first”
Transport Strategic Informants
Figure 33: Relationship between ITP and City Strategies
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Transport Strategic Informants
4.2.1 South African Context National
The figure below shows the ITP within the South African and regional context.
Integrated Transport Plan : Contextual Framework
Department of Transport
• National
Strategic
Framework
National
Land Transport
Transport
Strategic
Framework
•Priorities
National
Priorities
Province
Provincial
Land Transport
Framework (PLTF) &
Spatial Development
City of Cape Town
CDS
City Development Strategy (CDS)
Integrated Development Plan (IDP): 2020 Vision
IDP
Mobility Strategy: Macro Transport Strategy:
SDF:
Spatial
Development
Framework
PIIF:
Public
Infrastructure
Investment
Framework
Service
Delivery
Year 2020 & Beyond
(Access & Mobility Programme)
Integrated Transport Plan (ITP): Statutory Plan
(5 Year Horizon)
• Public Transport Plan
• Freight Movement & Distribution Plan
• Airport Planning & Development Plan
• Port & Harbour Planning & Development
• Transport Infrastructure Development Plan
• Transport Investment & Financial Plan
Figure 34: South African Context of ITP
The City‘s ITP is informed from the bottom up through the public participation
process, and sectorally through the strategies adopted by its various departments,
and by the legislation and policy documents on transport produced by the Provincial
and National Government.

Public Transport Strategy and Action Plan that sets out IRPTN‘s etc.

Department of Transport (1996), National White Paper on Transport

Department of Transport (1999), Moving South Africa Transport Plan

Department of Transport (2005), National Freight Logistics Strategy

National Government (2005), Breaking New Ground: A Comprehensive Plan
for the Development of Sustainable Human Settlements
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Transport Strategic Informants
The National policies and documents that inform this ITP include:
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants

National Household Travel Survey (2006)

Office Of The Deputy President (November 1997), Integrated National
Disability Strategy White Paper

National Public Transport Strategy and Action Plan, 2007

Road Infrastructure Framework of South Africa (RIFSA)
4.2.2 The Accelerated and Shared Growth Initiative of South
Africa (ASGISA)
National government has set itself the target of halving poverty and unemployment
by 2014.
To meet this target an average growth rate of 6% of gross domestic
product has been set and infrastructure programs, sector investment strategies, skills
and education initiatives, second economy interventions and macro economic and
public administration adjustments are advocated.
4.2.3 The National Spatial Development Perspective (NSDP)
The NSDP spatially directs social and infrastructure investment within the three
spheres of government. At a national scale, it advocates capital investment in areas
of growth and potential, with an emphasis on providing basic services and access to
social services and human resource development in areas of need and less potential.
Future settlement and economic development opportunities are directed at growth
centres such as Cape Town and the activity corridors that link the growth centres.
4.2.4 Regional Context (Western Cape Province)
The functional urban region requires co-ordination and planning that typically
Transport Strategic Informants
transcends the boundaries of metropolitan areas, and encompasses a wider
hinterland connected by commuter flows, economic linkages and shared facilities.
Major strategic challenges transcend city boundaries and must also be addressed at
a more regional scale.
Determining a Cape Town functional region includes the service catchment area for
larger scale services, commuting patterns and economic linkages. The functional
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region probably extends in a radius of 150 kilometres from the Cape Town centre,
encompassing Saldanha to the north, Worcester to the north-east and Hermanus to
the east (See Figure 3).
This is not a political or jurisdictional boundary and is only relevant for planning
purposes. Given the dynamic and changing nature of the planning process, it should
be viewed as a flexible boundary depending on the functional or planning issues
under consideration.
The Intergovernmental Integrated Development Task Team27 agreed on the desired
outcomes as a starting point for a common intergovernmental approach to growth
and development. These outcomes should be bold, simple and challenging, helping
to define a shared vision of a transformed city.
Four critical outcomes have been identified:

Shared prosperity;

An inclusive and equitable society;

An ecologically sustainable future; and

Increase 50% of public transport usage
The following action items summarise the outcome of the intergovernmental
workshop:

Establish the long-term requirements for key transport hubs and axes for both
passenger and freight needs. This will include investigating the respective
roles of Saldanha and Cape Town as complementary ports, and their
competitive positioning in the national economy as well as the long-term
airport needs of the region – and whether these are adequately met by
existing facilities.
Promoting much higher density mixed income settlement within and adjacent
to key economic areas and along the core public transport corridors

Improving the quality of resource poor settlements through the creation of a
hierarchy of transport and public service points that facilitates access to public
27
A Proposed Agenda for Action, An Intergovernmental Approach to the Development
Challenges of Cape Town, Initial Report of the Intergovernmental Integrated Development
Task Team for the Cape Town Functional Region, 28 February 2006
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
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transport, economic and social opportunity. The clustering of public facilities
and transport access within walking distance will be a key principle.

Facilitate maximum access to strategic locations by poorer residents and
promote a safe and reliable 24/7 public transport system

The 2010 transport investment must ensure the linkage of the inner core to
the wider city transport system including that of the functional region
encompassing Saldanha, Worcester and Hermanus.

The establishment of integrated transport authority and progress towards an
integrated ticket system

The ultimate aim is that Cape Town achieves levels of geographical accessibility in which all citizens are within one kilometre of public transport.

A major expansion in facilities for non-motorised transport.

The on-going improvement of safety and security on public transport and at
transport interchanges will be a common priority.

The on-going expansion of the CCTV network covering key economic and
transport locations as well as crime hot spots.

The provision of safe and secure public environments, including transport
facilities, schools and commercial districts.

A business plan for public transport in Cape Town must be completed as a
matter of priority, even in advance of the lead initiatives.

Public transport is key to both integrated human settlement and to growth and
competitiveness in the functional region. As a first step, national assistance is
required to define scope and budget for, a comprehensive transport
intervention at the city region scale focused on public transport.
The Strategic Infrastructure Plan of the Provincial Government of the Western Cape
expects the following from public transport:

Providing the ability to move many people efficiently, reducing congestion in
Transport Strategic Informants
the transportation network, with the following resultant benefits:

Reduced travel time in the delivery of people, goods and services;

Improved reliability of delivery of goods, people and services, improving
economic efficiencies;

Reduced social and economic costs associated with externalities such as
emissions, noise and accidents;

Promoting and supporting economic growth directly and indirectly as follows:
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
A larger public transport system stimulates activity in the transport sector
(increasing the market for vehicles, vehicle parts, fuel etc). The upgrading
and recapitalisation of the minibus taxi industry, allowing vehicles to be
maintained in a good condition would provide additional economic impetus;

Supporting economic efficiencies through reducing congestion and thus
saving time, particularly when diverting trips from private cars to public
transport.

Supporting the development of other economic sectors such as tourism,
hospitality and catering, retail and communications through providing greater
accessibility for those who do not have access to private vehicles.
The Provincial legislation and policy documents that inform this ITP are:

Provincial Government: Western Cape (1997), White Paper on Transport

Provincial Government: Western Cape (2004), Provincial Land Transport
Framework

iKapa Elihlumayo – A Framework for the Development of the Western Cape
Province 2004-2007

Provincial Government: Western Cape, Strategic Infrastructure Plan

Provincial Land Transport Framework, 2004

Western Cape Provincial Spatial Development Framework July 2005

Public Transport Policy Statement wrt Special Needs Passengers
The Western Cape Provincial Growth and Development Strategy, 2006
4.2.5 The Provincial Growth and Development Strategy
(PGDS)
Through broadening economic participation, investing in 'connectivity infrastructures',
improving the public and non-motorised transport systems, creating integrated living
environments, social interventions and improving governance it aims to achieve
shared growth and integrated development. In terms of this Strategy transport is the
―path-breaking‖ factor to boost the economy of the Province.
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The development vision put forward by this strategy is a sustainable "Home for Alf'.
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4.2.6 Provincial Spatial Development Framework (PSDF)
The purpose of the WCPSDF is to:

Be the spatial expression of the Provincial Growth and Development Strategy
(PGDS);

Guide municipal (district, local and metropolitan) Integrated Development
Plans (IDPs) and Spatial Development Frameworks (SDFs) and provincial
and municipal Spatial Development Plans (SDPs);

Help prioritise and align investment and infrastructure plans of other provincial
departments, as well as national departments' and parastatals' plans and
programmes in the Province;

Provide clear signals to the private sector about desired development
directions;

Increase predictability in the development environment, for example by
establishing ―no go‖, ―maybe‖ and ―go‖ areas for development; and,

Redress the spatial legacy of apartheid.
The Framework sets out a number of strategies to address the issues specific to
Cape Town. The strategies that relate to transport include:

Acknowledge the City's pre-eminent role in the Provinces' demographic,
social and economic affairs, but also its significant resource constraints;

Reduce resource consumption, especially water and energy, and increase
efficiencies;

Restructure - particularly transport corridors and public transport so as to
better facilitate social and economic development especially for low and
middle income communities;

Protect agricultural resources inside and outside urban edges to secure
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cheap food supplies (reduce transport costs);

Continue encouraging investment into second economy localities; and,

Directly target measures to reduce air and noise pollution by reducing factory
and motor vehicle emissions, and promoting public and non-motorised
transport.
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4.2.7 Metropolitan Spatial Development Framework Redraft
(MSDF - CT)
The MSDF, which has been adopted as policy by the City of Cape Town, effectively
defines a working strategy for the promotion of efficient and integrated land
development through applying policies that bring about a more realistic social,
economic and physical integration of communities.
The plan encourages residential areas closer to work opportunities, mixed use
development, more efficient and cheaper transportation, and the utilisation of existing
resources and infrastructure, and will correct historically distorted development of
Cape Town.
One of the tenets of the MSDF is the need to direct a significant portion of new
investment in public facilities and services to areas of greatest need and to
encourage private investment in these areas. Another is to plan the development of
new centres for economic and other related activities towards the creation of
employment, community and new entrepreneurial opportunities along existing
structures.
A focal point of the MSDF – and relevant to the city‘s rapid growth, is the strategy to
containing urban sprawl through clear definition of an urban edge and the promotion
ofresidential densification within existing urban areas. People have to understand
that residential areas will need to be a higher density to protect agricultural land and
environmentally sensitive land.
4.2.8 Cape Metropolitan Guide Plan
The Cape Metropolitan Guide Plan, now the Cape Metropolitan Area: Peninsula
Urban Structure Plan (Guide Plan) (1998), Hottentots Holland Guide Plan (Guide
of Cape Town and inform land-use management decisions.
Changing legal
requirements and new development trends have made these Guide Plans outdated
and the intention is that they will be replaced by the Cape Town Spatial Development
Framework.
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Plan) (1998) are long-term Guide Plans that sought to guide the spatial development
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4.2.9 Mobility Strategy
By co-operating at the highest level with the National Government (the Moving South
Africa Strategy), the Provincial Government (22 Delivery Plan and 5-Year Vision) and
the City of Cape Town (City Development Strategy), have designed a plan of
implementation which will ensure a sustainable, accessible, reliable, safe and
affordable public transport system for all users.
The Strategy will achieve:
Better ways to work together with elected politicians, public officials and
citizens

Changed public transport corridors to destinations, not just through roads

Changed nodes and interchanges to service villages

Improved efficiency, productivity and fair competition among minibus taxis,
metered taxis and scheduled services

Increased safety and security through stricter law enforcement

Limited private cars and encourage pedestrians and cyclists through stricter
safer walkways and cycle paths

Single-lane bus rapid transit systems (BRT) and low cost forms of mobility
over time

Improved public spaces next to corridors and nodes to restore the dignity of
communities

The development of transport infrastructure to encourage small businesses,
larger developments and overall urban renewal, including social upliftment
4.2.10
Parking Policy
A Parking Policy is a vital component of an Integrated Transport Plan for the City of
Cape Town. In this sense, the parking policy supports the City‘s broad vision and
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strategic objectives.
Furthermore, an appropriate and efficient parking strategy
should support metropolitan and economic growth, protect the environment and offer
support to Travel Demand Management while enhancing a safe and secure
environment.
The parking policy affects how and when people travel by car or other transport
modes, potentially reducing private vehicle trip-making and encouraging sustainable
alternative means of travel.
Hence, parking is an essential tool in managing
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congestion and by using appropriate parking locations, together with visible and
effective guidance signing, vehicle emissions can be reduced with an improvement in
local air quality for pedestrians and inhabitants of the City.
4.2.11
City Partnerships
Transport discipline alone cannot solve the transport problems in Cape Town. It
requires a multi-disciplinary approach in order to achieve the vision of achieving
sustainable transport.
Amongst others, the key requirements are;

Multi agency co-operation

Multi disciplinary approach

Multi modal corridor projects

Multi sectoral integration

Modal integration/ intermodalism
Partnership is a critical ingredient in each of these requirements and therefore the
City of Cape Town will strive to engage with all its partners to make this plan a reality
The City‘s partners are:

Residents of the City

Chamber of Business

City of Cape Town Departments

Provincial Government of the Western
Cape

CBD City Partnerships

PRASA

Taxi operators

Ports Authority

Bus operators

Airports Company of South Africa

Civil society

National Department of Transport

Western Cape Network on Disability /


Academics

local
reps
of
SADA
(SA
Disability
4.3 Spatial Development Framework and Other Land Use
Informants
The spatial development framework is a long term plan to manage growth and
change, as it provides the vision of the desired spatial form and structure of Cape
Town. It guides the medium term (± 10 years) proposals contained in the 8 District
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Alliance)
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Spatial Development Plans and more detailed Local Spatial Plans. It aligns the City‘s
spatial development goals, strategies and policies with relevant national and
provincial spatial principles, strategies and policies.
The framework provides policy guidance to direct decision making on the nature,
form, scale and location of urban development, land-use change, infrastructure
development, disaster mitigation, and environmental resource protection. It identifies
the areas not suited for development – where there are no development constraints –
but where development needs to be managed. The 5 year Integrated Development
Plan serves to spatially co-ordinate, prioritise and align public investment through the
shorter term
4.3.1 Draft Cape Town Spatial Development Framework
4.3.1.1
Background and Process:
In 2006 the City embarked on a process of preparing a city-wide Spatial
Development Framework (SDF) which includes the development of more detailed,
medium term spatial development plans (SDP‘s) for each of the 8 planning districts of
the City. The intention is that these plans replace the MSDF Redraft and the Urban
Structure Plans (Guide Plans) and, as far as is possible and appropriate, replace
existing approved 4(6) Structure Plans that guide decisions at district and local level.
Currently a rigorous and inclusive public engagement process for the Draft SDF and
District SDP‘s is underway, after which the Provincial Government of the Western
Cape (PGWC) approval of these plans in terms of the Land Use Planning Ordinance
(LUPO), as well as the withdrawal of the outdated 4(6) structure plans will be sought.
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4.3.1.2
Spatial Development Goal:
The overarching goal of the SDF is to manage the spatial development of Cape
Town in a way that provides a sustainable future and creates equity for all.
Sustainability is the capacity to sustain and support, indefinitely.
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4.3.1.3
Spatial Development Strategies:
Five key spatial strategies have been proposed to help Cape Town achieve its vision
for a sustainable future and realise the spatial goals associated with this vision. A
series of sub-strategies and policies have been developed in the SDF that will ensure
the future implementation of these Strategies. These Strategies, sub-strategies and
applicable ITP policies are outlined in Table 43:
Table 43: The Cape Town Draft SDF – Strategies and Policies
1
Strategy
Sub-Strategy
Policies applicable to the ITP
Enhance the
Manage urban development impacts
Apply the principles of Transport Impact
value and
on natural resources sustainably;
Assessments (TIA) and environmental policies.
accessibility of the
Improve access to quality
natural and rural
metropolitan open space system
environment and
(MOSS)
open spaces for
the people of
Cape Town
Enable multi-modal metropolitan access to the
MOSS.
Protect and enhance the rural
Apply the principles of TIAs and urban/rural
environment
development policies.
- Walking and cycling should be recognised as
Develop and enhance the nonmotorised transport (NMT) system
the base for movement / predominant
movement system in the City;
- The provision of NMT facilities should be
guided by the City‘s NMT Strategy and plans
- Create a hierarchy of public transport services
related to the accessibility grid;
- Promote the intensification of land uses along
2
integrated, grid
based movement
system
public transport routes;
Create an efficient and integrated city-
- New urban development should be provided
wide public transport system that
with appropriate public transport
supports the accessibility grid
infrastructure and services;
- Along Development and Activity Routes and
Activity Streets the maximum parking
allowance should be applied to support public
transport ; services;
-Industrial, commercial, mixed land uses, public
Align the land-uses with the
accessibility grid
institutions and social facilities should be
located on the accessibility grid i. e. on
Developmentand Activity Routes and Activity
Streets;
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Establish an
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Strategy
Sub-Strategy
Policies applicable to the ITP
- Develop an integrated system of airports;
- Create and manage a functional linkage
between the ports/ harbours and their
Facilitate the development of strategic
transport infrastructure
surrounds;
- Lobby for the introduction and/ or expansion
of passenger rail services
- Take the proposed new railway station
locations into account when assessing
development applications;
- Ensure that the strategic economic
infrastructure is in place;
- Streamline land use planning processes and
Enhance Cape Town and its broader
improve investment sector support and
region‘s global economic positioning;
advise;
- Maintain and enhance the high quality
environment and lifestyle opportunities
afforded by the City
Redress the spatial dislocation
between jobs and the population
3
Improve access to
living in the metro south-east of the
economic
city
- Prepare and enhance the urban core corridor,
especially in the vicinity of Bellville;
- Unlock other large scale / significant
employment generating opportunities in /
close to the metro south-east;
opportunities and
amenities:
Support investors through the
economic
provision of improved strategic
information and planning
- Prepare and regularly update an Opportunity
Zone Management Plan;;
- Make developers aware of the Urban
Development Zone (UDZ) incentives;
Improve SMME‘s and informal
traders‘ access to economic
opportunities;
- Introduce appropriate land use management
policies and support mechanisms;
- Do not support developments located on the
edge of/ outside of the opportunity zones and
Encourage economic activity to locate
away from the accessibility grid that will
on the accessibility grid
negatively impact on existing proposed
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opportunity zones and/ or accessibility of
public transport users;
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Strategy
Sub-Strategy
Policies applicable to the ITP
- Development edges should be used to
contain sprawl and protect natural and rural
assets
- The growth edges should not be amended on
Contain the footprint of the city
an ad hoc basis;
- The assessment of development applications
on either sde of the edge line should be
guided by the management / protection zone
guidelines
4
Promote appropriate densification
Primarily along IRT trunk corridor.
Direct urban
Direct new growth to appropriate
Location near places of employment to reduce
growth and
locations
the need to travel.
promote compact,
Promote green living
Appropriate choice of mode.
integrated
Promote a greater, responsible mix of
development
land uses and people in appropriate
Location near quality public transport .
locations
Implement the Land Use
Transport contributes through processing of
Management System |(LUMS)
TIAs associated with land-use change.
Ensure adequate ad integrated
provision of social facilities, public
Location near quality public transport.
institutions and public open space
Transform townships and informal

Upgrading of transport facilites
settlements (where appropriate) into

Facilitate linkages to surrounding
suburbs
amenities.
Support land reform initiatives
Enhance the value of heritage
resources for the people of Cape
Town
Promote the development of an
great people
accessible city-wide system of
places
destination places
Challenge traditional transport solutions to
adapt to heritage requirements.
Ensure IRT system encompasses regional
destinations.
- Carefully manage land uses along scenic
Preserve and enhance scenic routes
routes;
- Identify additional scenic routes
Source:SDF Working Group January 2009. Itailicised text in table added by Integrated Transport Planning.
Two maps included in the Draft Spatial Development Framework that are directly
related to the integration of transport and spatial planning / urban development are
the maps indicating future ―Land Use Transport Network‖ and the ―Phasing of City
Growth‖. These plans have been included below.
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5
Develop more
Plan bulk transport infrastructure required.
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Transport Strategic Informants
Figure 35: Phasing of City Growth
(The numbers indicate the development phases 1, 2 and 3. )
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City of Cape Town – Integrated Transport Plan 2006 To 2011
Figure 36: Land Use Transport Network
The key aspect of this figure is the land use associated with each of the the road
corridors, such as activity, connector or development corridor.
influence access and mobility features of the routes.
165
This function will
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City of Cape Town – Integrated Transport Plan 2006 To 2011
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4.3.2 Draft District Plans
As part of the process of preparing an updated city-wide Spatial Development
Framework (SDF) and more detailed, medium term spatial development plans for
each of the 8 planning districts of the City have been developed. The eight district
integrated Spatial Development Plans (SDP‘s) and Environmental Management
Frameworks (EMF‘s) will apply the strategies and policies identified in the City‘s
Spatial Development Framework at a district scale.
4.3.3 Cape Town Draft Densification Strategy
Densification is viewed as a necessary step to promote longer-term sustainability of Cape
Town. In August 2007, the City of Cape Town‘s Planning and Environment Portfolio
Committee endorsed the establishment of a Densification Task Team to oversee the
preparation of the densification strategy. The City‘s Draft Densification Strategy (August
2009), when approved will guide all decisions related to the densification of Cape Town.
As an outcome to this strategy the Cape Town Spatial Development Framework seeks to
adopt the policy of a ‗middle path‘ densification strategy that sets a gross base density
(average density) of 25 dwellings units / hectare. Higher levels of densification will be
encouraged at specified spatial locations and incremental densification will be permitted
across the city where appropriate and feasible. A gross base density of 25 du/ha is the
minimum target, as the City should aim for a significant greater average density over the
medium to longer term (15+years).
4.3.4 Urban Edge Policy
An urban edge is a demarcated line and inter-related policy that serves to mange,
Transport Strategic Informants
direct and limit urban expansion. The edge may perform so as to protect valuable
natural and agricultural environments abutting urban settlement from urban
encroachment / sprawl (resource boundary) or redirect the form, pattern and aerial
extent (footprint) of urban growth towards compaction and intensification (urban
growth management boundary) towards more efficient city functioning especially in
the provision of services and public transport.
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National legislation requires that the City prevents urban sprawl and encourages the
development of more compact and efficient cities (Development Facilitation Act).
The City‘s Spatial Development Framework (SDF) incorporates and reflects the
urban and coastal edges as spatial structuring elements for guiding the long-term
sustainable development of the City.
4.3.5 Transport Integration with Land Use Planning
Land use and transport systems are reciprocal, mutually supportive and intrinsically
related. Increasingly there is acceptance that transport systems cannot be planned
in isolation of land use or vice versa and that urban development must take transport
into consideration to be successful in an urban growth management approach.
The City of Cape Town recognises the importance of the relationship between
transport and land use and understands that the Integrated Transport Plan (ITP)
need to incorporate and support strategies for better coordination between spatial
planning, housing and other activities that impact land use and development.
4.4 Demographics
4.4.1 Population
Understanding the demographics of a City is important for transport planning.
Population growth is a key driver of demand for transport services.
The City of Cape Town had a population of 2.89 million in 2001. Population growth
between Census 1996 and Census 2001 was 2.4% per annum on average.
Population projections conducted for the City in 2005 suggested that population

Declining fertility rates (from 2.5 children born to each woman between the
productive ages of 14 to 44 years in 1985 to 1.5 by 2021).

Rising mortality rates, driven strongly by HIV/AIDS (from 8.5 deaths per 1 000
people in 1985 to 14 by 2021).

Approximately constant migration (high migration scenario is that migration
for Black, Coloured and Indian populations remains at the same rate as 1996
to 2001 while White net emigration ceases in 2001) (Dorrington, 2005).
The projections suggest that the population of the City of Cape Town in 2021 would
be 4.1 million people.
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growth rates will start to decline over time due to:
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Table 44: Population projections for the City of Cape Town: high migration
scenario (Dorrington, 2005)
2006
2011
2016
2021
3 304 272
3 591 794
3 840 252
4 055 219
High migration scenario: migration for Black, Coloured and Indian populations continues at the 1996 to
2001 rates. White net emigration ceases from 2001.
This represents a decline in average annual population growth, as shown in the table
below.
Table 45: Average annual population growth projections for the City of Cape
Town: high migration scenario (Dorrington, 2005)
2001 to 2006
2006 to 2011
2011 to 2016
2016 to 2021
2.7%
1.7%
1.3%
1.1%
Own calculations based on populations shown in Table 1.
Note that the Community Survey 2007 conducted by StatsSA suggests that the
population of Cape Town in 2007 was 3.50 million. Although there has been some
doubt cast on the accuracy of Community Survey 200728, this is roughly in line with
the high migration scenario projections shown in Table 44.
4.4.1.1
Population Density
Table 45 shows population density per km2 by metro suburb. The highest densities
occur in the low-income areas of Khayelitsha, Gugulethu/Nyanga, Delft, Philippi/
Crossroads/ Browns Farm and the low/middle income areas of Mitchells Plain. A
strongly contributing factor is the tightly packed extensive informal development
juxtaposed to the formal housing, particularly in Khayelitsha, Nyanga, Gugulethu and
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Crossroads/Philippi.
The southern suburbs is characterised by very low density and high car
ownership. A number of the other metro suburbs show very low density but it
should be noted that these include vast tracts of vacant land e.
g.
Study
28
See http://www. polity. org. za/article/community-survey-039unreliable039-2008-01-08 for ex
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Milnerton suburb, and the area to the south east of Atlantis. This arises from
the metro suburb delimitations.
4.4.1.2
Age Structure
The City has a young age structure, typical of a developing region. Of significance is
the high number of persons between 5 and 19 falling into the school going category.
The issue of transport of learners, particularly in low income households, is an
important and challenging transport issue due to low levels of affordability. Figure 10
shows the age structure.
Figure 37: Age Profile of Population
CENSUS 2001 - AGE STRUCTURE for CITY OF CAPE TOWN
900,000
800,000
700,000
600,000
500,000
400,000
300,000
200,000
100,000
0-4
5 - 19
20 - 34
35 - 64
Over 65
4.4.2 Passengers with Special Needs
National Department of Transport, in a document entitled ―Moving South Africa‖,
Life Cycle Passengers - Including children between 5 and 14 years old, people with
health conditions, pregnant women and the elderly (aged 65 and above).
Impairment Passengers - Any customer with physical; sensory or cognitive
impairments including full or partial impairments in motor functions, sight, hearing,
speech, psychiatric or intellectual impairments.
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considers any passenger in the following categories, to have special needs:
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Signage Passengers - Including people who are not literate and foreigners who are
unable to read or understand transport signs and notices and require non-verbal
forms of communication; as well as people who are unfamiliar with transport system
in use.
Table 46 Shows the Prevalence of Special Needs Passengers in Cape Town
Special Needs Passenger Category
Life Cycle Passengers
Children (between 5 and 14)
Pregnant women (2 months only)
Elderly (aged 65 and above)
Subtotal
Impairment Passengers
Sight
Hearing
Communication
Physical
Intellectual
Emotional
Multiple
Subtotal
Signage Passengers
TOTAL
City of Cape
Town
% Population
518 195
Not known
144 168
662 363
18%
5%
23%
19 261
14 270
3 798
31 147
13 079
13 926
12 470
107 951
0.7%
0.5%
0.1%
1,0%
0.5%
0.5%
0.4%
3.7%
Unknown
-
770 314
26.6%
Table 46: Prevalence of Special Needs Passengers (2001 Census Data)
A total of 26% of the population falls into the category of special needs passengers
taking the broad definition to include both life cycle and impairment passengers.
The two most prevalent categories of impairment passengers are people with
physical and sight impairments which account for 50 400 passengers or 1,7% of the
Transport Strategic Informants
population.
These groups are impacted most acutely in terms of access and
utilisation of the transport system.
4.4.3 Sustainability
Due to the increasingly dispersed nature of development, rising demand for space,
increasing private vehicle usage and the growing congestion in the City, the following
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concerns around sustainability must be addressed through integrated land use and
transport strategies.
4.4.3.1
Increasing demand for space
Current growth trends in economy and population together with market demand for
low-density housing are unsustainable. There is an increasing demand for space in
the City, but due to natural barriers and existing development, patterns and growth in
the City is directed northwards. This northward growth is problematic and in conflict
with environmental issues due to major bulk infrastructure constraints. Transport
infrastructure in these areas is also largely inadequate to cope with the growing travel
demand generated by the additional development.
The City‘s plan is to try to accommodate this growth pressure by directing
development into existing infill sites and to expand the existing CBD into a broader
central geographic area. This will move travel patterns away from its current radial
bias to a more balanced grid travel pattern.
4.4.3.2
Transport and land use do not reinforce each other
Although coordination between transport and land use has increased within the City it
has taken place mostly at a planning level. Patterns for land use and transport
currently still do not reinforce each other.
Increasing private vehicle ownership
continues to demand development forms that support its usage. Current land use
does not support the thresholds that are required for effective mass operations i. e.
public transport, while current public transport levels of service in turn do not support
quality and liveable environments. It is important to coordinate between land use and
transport to inform which corridors should be encouraged for higher development
densities and prioritised for
public transport
and non-motorised transport
4.4.3.3
Poor liveability and integration of neighbourhoods
Expansive road and rail transport infrastructure negatively impacts on the
opportunities for positively integrating various neighbourhoods.
The increasing
demand for road space with little provision for pedestrians or special needs persons
creates sterile environments that are unfriendly to people.
171
Mixed land use and
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infrastructure and service improvements.
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants
service activities that support dynamic and lively neighbourhoods must be
implemented, underpinned by an effective and sustainable transport system.
Transport connections perform specific functional roles, i.
e.
either mobility or
connectivity. It will be necessary to plan and obtain agreement between transport
and spatial planning on which roadways perform which functions and ensure that
supportive land use and access is provided.
4.4.3.4
The environment is being compromised
Current trend in private vehicle usage is environmentally unsustainable with respect
to demand for space, air and noise pollution as well as usage of limited fossil fuel
reserves. It will be necessary to develop transport and land use solutions that take
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cognisance of these environmental issues.
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4.5 Economic Development Framework and Other Economic
Informants
4.5.1 Socio-economic profile
The City of Cape Town uses a Level of Living index to assess social well-being, and
most notably the distribution of deprivation, in the City. The index is a composite of
two other sub-indices, Socio-Economic Status (SES index) and Service Level index.
4.5.1.1
Socio-economic profile for the City of Cape Town as a whole
The data used to compile these indices is all drawn from Census 2001, which makes
it rather out of date. The absolute level of the indices, shown in Table 47 below, may
thus no longer be relevant. However, the indices are still likely to provide a useful
indication of relative deprivation across the City.
The Level of Living index for Cape Town as a whole in 2001 was 25.22, and is
derived as shown below.
Indicator
% of adults (aged 20+) with highest education levels less than
matric
% of the economically active population that was unemployed
% of households earning less than R19 200 per annum
% of the labour force employed in elementary/unskilled
occupations
SES index
% of households living in informal dwellings
% of households with no access to electricity for lighting
% of households with no flush or chemical toilets
% of households with no potable water on-site or in dwelling
% of households with no refuse removal by local authorities
weekly or less
Service level index
Level of Living index
Value
2001
Value
2007
62%
58%
29%
39%
17%
39%
21%
21%
37.97
19%
11%
12%
16%
33.87
12%
3%
6%
7%
4%
4%
12.46
25.22
6.35
20.11
2001 data taken from “The spatial distribution of socio-economic status, service levels and levels of living in the City
of Cape Town 2001 – To highlight suburbs in need” (March 2006).
2007 data taken from http://www.capetown.gov.za/en/stats/Documents/City%20stats%20summary%20page.htm
The table above also provides estimates of the indices in 2007.
These are the
author‘s own estimates, based on information provided on the City of Cape Town
173
Transport Strategic Informants
Table 47: Derivation of Level of Living Index for the City of Cape Town
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants
website
29
for some of the parameters. The 2007 estimates are provided to give an
indication of likely shifts in levels of living over the years since 2001. There has been
an improvement in level of living in Cape Town, driven most strongly by advances in
the provision of services since 200130.
The decline in unemployment shown in Table 47 is also notable. Labour Force
Survey data indicates that employment has declined steadily since 2001, although
there was an increase in 2007.
35
29.2
% unemployed
30
23.4
25
20.8
19.6
20
17.3
16.9
15.1
15
10
5
0
1995
1996
2001
2004
2005
2006
2007
Source: Census 1996, Census 2001, Labour Force Survey 2005, Labour Force Survey 2006, Labour Force Survey
2007 ex http://www.capetown.gov.za/en/stats/Documents/Unemployment.mht
Figure 38: Unemployment in the City of Cape Town
Note that the percentages in the figure above are for the official definition of
unemployment. Under the expanded definition unemployment in September 2007
was 22%.
4.5.1.2
The distribution of social well-being in the City of Cape Town
In order to obtain a measure of relative well-being in the City of Cape Town, suburbs
Transport Strategic Informants
were grouped together based on their Level of Living index, using the natural break
method.
29
http://www.capetown.gov.za/en/stats/Documents/City%20stats%20summary%20pag
e.htm
30
Note however that no updated data was available for % of households earning less than
R19 200 per month, nor for % of labour force employed in elementary/unskilled jobs. It is
possible that there has been some improvement in these two parameters, which would result
in further improvement in the SES index.
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City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants

Informal settlement areas: The worst off areas in the City of Cape Town
were informal settlement areas, which registered Level of Living indices of
between 56.21 and 83.97 in 2001. These areas are located largely in the
South East of the City and have poor access to services combined with low
levels of education, little economic activity and high levels of poverty.

Public housing and low-income private residential areas: With Level of
Living scores of between 34.27 and 56.20, low-income public and private
housing areas are the second most deprived areas of the City. These areas
are located largely in the South East of the City, as well as the far North.
These areas have good access to services, but poor social and physical
environments.

Lower to middle-income private residential areas: With Level of Living
scores of between 20.44 and 34.26, the needs of these suburbs relate largely
to maintaining existing levels of services and economic activity.

Middle to high income private residential areas: Scores of between 0 and
20.43 were registered by these areas. They are well serviced and have a
strong social and economic environment.
The analysis of Levels of Living highlights strongly the spatial distribution of
deprivation in the City, with the most deprived areas concentrated on the outskirts of
the City to the South East and the North.
4.5.2 Economy
The City of Cape Town generated a Gross Domestic Product (GDP) of R130 billion in
2007, approximately 11.6% of the national GDP and 77.3% of the GDP of the
Transport Strategic Informants
Western Cape Province.
175
City of Cape Town – Integrated Transport Plan 2006 To 2011
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140
7%
GDP
% GDP grow th
6%
100
5%
80
4%
60
3%
40
2%
20
1%
Rbillions
120
-
0%
2000
2001
2002
2003
2004
2005
2006
2007
Source: Quantec data received from CoCT Strategic Information unit
Figure 39: Trends in City of Cape Town GDP since 2000
GDP in the City has growth steadily since 2000 with an average annual economic
growth rate of 5.4%. This high growth is expected to come under pressure in the
next few years due to the effects of the current international economic crisis.
The three most significant sectors in terms of contribution to the GDP of the City of
Cape Town are finance and business services, wholesale and retail trade and
manufacturing. The former is particularly dominant, contributing 33% of the total
GDP in 2007. This dominance is particularly notable when compared to South Africa
as a whole.
Percent contribution to GDP
40%
35%
National
Cape Tow n
30%
25%
20%
15%
10%
Transport Strategic Informants
Government,
social and
personal
services
Finance and
business
services
Wholesale and
retail trade
Construction
Electricity, gas
and water
Manufacturing
Mining
Agriculture,
forestry and
fishing
0%
Transport and
communication
5%
Source: Quantec data received from CoCT Strategic Information unit
Figure 40: Contribution of economic sectors to GDP in Cape Town and South
Africa, 2007
Prospects for growth in the various sectors can be summarised as follows:

The three sectors showing the biggest increase in contributions to GDP
between 2000 and 2007 were Finance and Business Services, Wholesale
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City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants
and Retail Trade (which includes catering and accommodation) and Transport
and Communication.

Construction has been a rapid growth sector in recent years, although growth
in this sector slowed early in 2008 due to rising interest rates and building
costs, tightening credit standards by banks and a lagged reaction to the
introduction of the National Credit Act of 2007.

Manufacturing has declined as a share of the economy since 2000, but
remains an important contributor. Manufacturing industries such as clothing
and food are important employers of people with low and medium skills.

Government services and the primary sectors have declined in importance in
the City economy and are likely to continue to do so.
4.5.3 Economic trends in the transport sector
The transport sector has a key role as an enabler for economic growth in other
sectors, as well as an employer and a direct creator of economic activities. As an
enabler, a strong transport sector allows people to get to work and enables them to
travel further in search of better employment opportunities.
The transport sector generated a contribution of R8.2 billion in 2007, 6.3% of the
GDP of the City of Cape Town.
The transport sector has shown declining growth since 2003, as shown in the figure
below.
9
9%
% GDP grow th
8
8%
7
7%
6
6%
5
5%
4
4%
3
3%
2
2%
1
1%
-
0%
2000
2001
2002
2003
2004
2005
2006
2007
Source: Quantec data received from CoCT Strategic Information unit
Figure 41: Trends in GDP generated by transport in the City of Cape Town
since 2000
177
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Rbillions
GDP
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants
There were 31 269 people formally employed in the Transport sector in 2006, 3.3%
of the total 959 164 people formally employed in that year. Note that this excludes
people employed in the informal taxi industry.
4.5.4 Economic strategy for the City
The economic strategy for Cape Town recognises that financial services are likely to
remain the backbone of the economy, and have an important role as a creator of
high-end skilled jobs. The City must also support employment of semi-skilled and
unskilled workers, particularly in tourism and manufacturing as well as through
support to SMMEs.
Creative industries (such as film, graphic design, advertising, performing arts etc)
and green industries have been recognised as key new sub-sectors for support.
The City has identified a number of strategic thrusts to support economic
development.
4.5.4.1
Strategy 1: Improve good governance, service delivery, public and
market confidence
This is identified as critical in order to attract and retain business and investment and
leverage growth to address poverty. Two transport related initiatives are identified as
part of this strategic thrust:

Transport pricing strategies: Investigate and develop incentives to support
non-motorised transport and energy efficient public transport

Transport vouchers: Investigate transport vouchers for the City‘s poor and
carbon credit exchange and reflect in the City‘s fare policy and programmes.
4.5.4.2
Strategy 2: Invest in Cape Town
Leverage infrastructure to maximise economic growth and development. Promote
direct investment in the City through Wesgro and other partnerships, as well as
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create investment incentives.
Interventions relevant to transport in this regard include:

Port and airport as strategic economic infrastructure: Lobby for more local
control and influence over this infrastructure.

Port capacity expansion: Intensify lobbying of NPA and other stakeholders for
support for the Marine Industries Strategy.
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City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants

Transport and other linkages to northern growth corridor and Atlantis:
Investigate feasibility of transport and other linkages to Atlantis to provide
expanded and efficient transport passenger services to the northern growth
corridor to stimulate growth in Atlantis and the surrounding areas

Energy efficiency: Promote low carbon investments and energy efficiency
initiatives.
While this does not refer directly to transport, increasing the
proportion of passenger trips undertaken on public instead of private transport
can have a significant impact on the energy efficiency of the City.
4.5.4.3
Strategy 3: Spatial analysis and planning, exploiting comparative and
competitive advantages, area targeting
Interventions are required to overcome historical patterns of spatial isolation and
exclusion, as well as to improve degraded areas with high economic potential.
Interventions relevant to transport in this regard include:

Provide access to Phillipi: Investigate and fast track planning and construction
of link off N2 and other access requirements to Phillipi and other areas to
allow for development of Philippi into mixed use growth node. Ensure IRT
phase 2 is extended to this area as soon as possible.
4.5.4.4
Strategy 4: SMME business development and support
SMMEs in the City provide a substantial proportion of output and employment.
Business support must be provided to support existing SMMEs and encourage the
development of new SMMEs.
Interventions relevant to transport in this regard include:

4.5.4.5
SMME support for mini-bus taxi operators through a Business Entity.
Strategy 5: Destination Marketing
Maintain Cape Town‘s status as a tourism node, but also create a reputation as a
Interventions relevant to transport in this regard include:

Cruise Liner strategy: Contribute to the regional Cruise Liner Strategy.

Additional landing slots at Cape Town International Airport: Continue to
engage with SAA, ACSA, Dept of transport to secure additional direct
international flights from continental Europe to support tourism and business
development.
179
Transport Strategic Informants
good place to do business.
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants

Implement City’s Public Transport Strategy initiatives: Through the IRT and
other programmes, redesign and restructure the City landscape to service
tourism sector and improve international appeal.
4.5.4.6
Strategy 6: Promote skills development
Develop the skills base of Cape Town‘s residents in order to reduce poverty and
unemployment by enhancing competitiveness, productivity and sector-based skills.
There are no interventions relevant to transport in this regard.
4.5.5 Socio-Economic Determinant of Mode Choice
The use and demand for public transport is to a large extent by captive riders. Figure
42 shows the percent usage of public transport by employed persons. It shows the
high percentage use of public transport in the metro south east, particularly the
lowest income areas of Khayelitsha, Gugulethu, Nyanga and the low/middle income
area of Mitchells Plain and Blue Downs.
The lowest % use of public transport is the Durbanville area. This area has high car
ownership but also little incentive to use public transport with a lack of convenient
access to rail, and few bus services. For instance, there are extremely limited bus
services to the Cape Town CBD using the N1 as a direct, fast route.
It is important to recognise the relation between the perceived demand for public
transport services and the provision, and which comes first. A number of aspects will
need to be in place for choice riders to use public transport, both as incentives
through good public transport services, and restraint measures on the use of private
transport. As the Integrated Transport Planning process is developed and evolves,
these strategies will need to be refined and implemented.
Transport Strategic Informants
It is possibly significant that the high income southern suburbs, with income levels
comparable to the Durbanville area, have the tendency for greater % use of public
transport, possibly due to better access to the rail system, more extensive proximity
to employment areas.
The findings above are also clearly demonstrated in Figure 43 which shows the
percentage use of private car by employed persons.
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City of Cape Town – Integrated Transport Plan 2006 To 2011
Figure 42: Percent Employed Using Public Transport
181
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City of Cape Town – Integrated Transport Plan 2006 To 2011
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Figure 43: Percent Employed Using Car
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4.6 Public Consultation
Engagement and consultation with interested parties is a critical step within the
Integrated Transport Plan (ITP) revision process. In order to meet the objectives31 of
the review process, stakeholders and the public must be given an opportunity to
comment on the plan to ensure that their needs and concerns are reflected and/or
adequately addressed in the revised document. Potential interested parties include
all public (motorised) transport users, non-motorised transport users32, private vehicle
users, interest groups, organisations and service providers (e.
g.
Pedal Power
Association, Metered and Mini-bus Taxi Associations), authority departments (e. g.
Provincial Government of the Western Cape: Safety and Security - Public Transport),
as well as key stakeholders (e. g. Transnet, SANRAL, Cape Town Tourism).
In order to meet the National Land Transport Transition Act‘s (No 22 of 2000) public
participation requirement33 for review processes, an extensive public consultation
process was undertaken that included letter distribution, newspaper advertisements,
a public hearing, information desks and general engagement with interested parties
and/or key stakeholders and organisations. This is discussed in more detail below.
A number of comments and/or issues were raised as part of the in the first public
consultation processes34 in 2007. A summary of the key issues raised by the public
were themed into a table and used to inform the update of the ITP document. The
comments made and issues raised are listed below in Table 48.
Table 48: Public Comments on ITP and Transport in Cape Town
THEME
Road
SUMMARY OF COMMENT OR ISSUE

improvement/
Intersection of Marine Drive, Paarden Eiland and Table Bay
Boulevard.
upgrades
Widen major routes for high occupancy vehicles.
31
Revise and update the goals for transport with changing transport needs, ensure that the
ITP aligns with all relevant legislation, projects etc, includes the latest transport related
initiatives, reflects current transport data and trends
32
skateboarders, cyclists, pedestrians
33
public participation of all Interested parties including, vulnerable and disadvantaged
persons in transport planning must be promoted, taking into account that people must have
the opportunity to develop the understanding, skills and capacity necessary to achieve
equitable and effective participation
34
Undertaken by City of Cape Town in 2006 and again in 2008-2009
183
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
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants
THEME
Safety
SUMMARY OF COMMENT OR ISSUE
and

Accidents due to high truck speeds on Ou Kaapse Weg.

Silvermine intersection dangerous.

Need for pedestrian footpaths.

Need traffic calming measures in beach car parks.

More effective traffic law enforcement particularly for the
security
taxis.

MetroRail safety- Metro security guards abusive.

Government needs to play more of an active role to reduce
current safety and security problems.
Toll roads

Particularly during off-peak times.

Unsupportive of Chapmans Peak toll road and other toll
road proposals.
Non-motorised
transport
Pedestrians

Request safer facilities/ infrastructure including additional
bridges and subways.
Cyclists

Better design of pedestrian and car traffic lights.

Zebra crossing to allow for pedestrian priority.

Request safe cycling paths into CBD and in general along
Main roads as more economical means of transport.

More protection for cyclists from motorcars- should be
Transport Strategic Informants
separated.

Construction of cycle-paths along pedestrian walkways.

Change unused pedestrian paths for use by cyclists.

More access to cyclists of pedestrian paths.

Construct cycle-paths along long arterial roads

Replace white lines with gravel rows glued to the road
surface to formalise barrier between cyclists and motorists.
General

Consider skateboarders and rollerbladers as form nonmotorised transport.

Audit
sidewalks
reconsideration.
184
previously
prohibited
for
NMT
for
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants
THEME
SUMMARY OF COMMENT OR ISSUE

Use of Table Mountain National Park for NMT especially
cyclists.

Use of floodplain for cyclists.

Provide NMT along the Black River.

Closed roads during peak hours should be considered for
NMT.

Heavy vehicles
Restrict size of HGVs or limit time of travelling during the
day along Ou Kaapse Weg.
Information
in/
content of the ITP
Toll roads

No mention in ITP of Toll roads and elaboration required re
commitments.
General

Identified errors/ corrections in the ITP re roles and
responsibilities.

Goals require measurement criteria/ measurable targets.

Suggestions regarding omissions of information.

No mention of SANRAL where required.

Omission of certain projects currently underway.

More investigation into the safety and accessibility aspects.
Suggested

Statistics outdated and need to be updated.
corrections

Suggested changes to statements made re ACSA in the
ITP.

Include social, economic and environmental aspects in
overall metropolitan development goals.

Better integration of policies into the transport system/
policies.

Incorporation of higher densities to promote more viable
integrated land use patterns- tight urban edge needed.

ITP must inform CoCT‘s SDF processes and vice versa.

Must
develop
implementation
approach
for
both
infrastructure and service level improvements.

Inclusion and consideration of the Land strategy.

Clarity and resolution with regards to the institutional
framework that underpins the restructuring of public
transport.
185
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Policy and Planning
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants
THEME
SUMMARY OF COMMENT OR ISSUE

Legal clarity regarding who should manage public transport
in the CMA.
Recommendations

for improvement to
the transport system
Establish a Transport Authority that is efficient and
accountable.

No negotiated contracts between monopolies in the
industry- agreement must be reached re contracts and
tenders.

Phases and timing for the restructuring of the transport
system must be set.

Focus on areas that poorly serve passengers using public
transport as well as infrastructure requiring improvements/
upgrades.

Bus transport should link with other passenger transport
services- high frequency express bus should be established
including network of supporting feeder services.

All government officials and relevant stakeholders should
be advised on implementing the transport policy.

Travel demand management must be investigated and
defined in terms of the broader (national) economy.

Urgently deal with the challenges wrt resolution of the
operator business model.

Prior to 2010 the public transport system must be
successfully implemented.
Public transport
Accessibility

Inaccessibility to public transport infrastructure.

Limited/ no public transport available in key areas that rely
heavily on public transport- particularly taxi and bus routes.

Published timetables for more efficient public transport
Transport Strategic Informants
services required.

Limited use for the disabled.

Lack of link rail to suburban areas and other transport
modes.
Unreliability

Public transport was considered to be unreliable as
inefficient and infrequent.
Taxi operations

Feeder services must be scheduled and timetables
published.
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City of Cape Town – Integrated Transport Plan 2006 To 2011
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THEME
SUMMARY OF COMMENT OR ISSUE

Operators to be held accountable for reliability and quality
of services rendered.
Mini-bus
taxi

Feeder system must be integrated with transport system.

Daily and consistent traffic law enforcement essential and
industry
needs to be regularised.

Too many taxis are not roadworthy, unlicensed and
operating unlawfully.

Reckless driving of taxi operators.

Taxi drivers bad attitude towards the passengers.

Speeding taxis and lack of alternative public transport
modes in Belhar Estate.
Buses

Uncomfortable and unsafe.

Buses not adequately maintained and were old.

Must be less polluting, user friendly with adjustable
platforms and adequate space for wheelchairs and prams
etc.

Publication of schedules/ timetables.

Increase operating hours with adequate security.

Re-configuration of local bus network to ensure that feeds
into rail and mini-bus modes.

Reliable, fast and frequent bus service should be
developed.

Equal opportunities to tender for subsidized public transport
contracts.

Hygiene- buses need to be cleaned. The toilets servicing
Rail

Additional buses should be made available to public users.

Upgrades needed.

Overcrowding and trains in disrepair a concern.

Development and improvement of existing rail routes
required.

Urgent need for modern rolling stock and signalling.

Trains to be more energy-efficient, comfortable and
smoothly operating.

Request express line.
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Transport Strategic Informants
the bus users also require upgrading.
City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants
THEME
SUMMARY OF COMMENT OR ISSUE

Vast improvement of lines to other communities e.
g.
Malmesbury.

Increase operating hours and safety.

Improvement and where required, development of intermodal network including the electrification of rail and
completion of un-used rail lines.
Airports

Trains were unhygienic.

Limited influence that ACSA has on travel demand
management due to restrictive legislation, geography and
‗natural‘ economic demand.
General

More integration of ITP with City and PGWC public
transport initiatives.

Park and ride systems required for motorists.

Need investment in transport infrastructure and services as
well as transport interchange facilities.

A comprehensive high quality passenger transport network
should be developed thus providing real alternatives for
private motor users.

New and developing areas should be serviced with different
types of public modes of transport.

Passenger services must be effectively communicated,
promoted and marketed.

Integrated (single) ticketing, real time information and a
simpler fare structure must be introduced.

Recommend changes to the City of Cape Town ‘s
passenger transport network.

Concerns re tenders and contracts and joint ventures with
GABS as a service provider.

Dissatisfied with the public transport system in generalinadequate systems available.
Transport Strategic Informants

Government should proactively improve the quality and
frequency of services- including safety and security issues.

Public transport was overcrowded.

More information on public transport (times etc) should be
made available for tourists.

Double-paying for trips due to being transferred to more
direct routes unacceptable.
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City of Cape Town – Integrated Transport Plan 2006 To 2011
Transport Strategic Informants
THEME
SUMMARY OF COMMENT OR ISSUE

Government should regularly inform the public on what was
being done to improve the current transport problemsbetter communication.
Supporting
Transport
Public

Require street names on corners.

More, larger bus shelters (bad weather).

Long queues resulting long waits- negative travelling
experience.

Lack of actual road space to accommodate public transport
resulting in congestion and longer travelling times. Need
additional lanes.

Need sidewalks.
Transport Strategic Informants
Infrastructure
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4.7 Strategic Environmental Informants
4.7.1 Introduction
One of the strategic informants to the development of an integrated transportation
plan is the environmental opportunities and constraints related to the suite of
transportation development options. The previous version of the ITP did not explicitly
include environmental informants. The strategic environmental informants presented
here are a summary of a more detailed document which investigated the strategic
environmental informants to transportation planning in the context of the City of Cape
Town.
This study provides a framework guideline with regards to the broader environmental
issues which should be incorporated in the decision-making stages with regards to
broad transport infrastructure plans.
The methodology utilised to carry out this study incorporates four distinct steps,
namely; a review of existing strategic city plans/programmes, scoping of impacts,
environmental evaluation of the transport register contained in the 2006 – 2011 ITP,
and the compilation of a monitoring plan.
4.7.2 Alignment with Existing Strategic City Plans /
Programmes
The ITP‘s transport developmental objectives were reviewed and compared to the
strategic objectives of the City‘s relevant environmental policies, plans and
programmes.
These included the Integrated Metropolitan Environmental Policy
(2003 and 2008), the Metropolitan Spatial Development Framework (2001), the
Integrated Development Plan (2007), the State of the Environment Report (2003) the
Transport Strategic Informants
State of Energy Report (2007), and the Energy and Climate Change Strategy (2007).
The details of the comparison are contained in the full Environmental Evaluation
report, in tabular format.
It must be noted that, in most cases, the objectives of the various environmentally
related policies, plans and programmes tend to align with one another and the ITP
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objectives. There are no identified objectives which are counter to one another.
Scoping of Potential Impacts
The potential environmental impacts that apply broadly to the range of potential
transportation solutions under consideration in the transport register have been
divided into two categories, namely biophysical and socio-economic impacts. The
baseline conditions within these two categories are highlighted in the table below.
Table. 49: Baseline biophysical impacts
Impact
Baseline Levels
BIOPHYSICAL IMPACTS
Air quality
Air pollutants impact on human health, and result in smog and acid
rain. Transport sector pollutants (tons/year):
Biodiversity
CO = 200 000
SO2 = 8 100
NOx = 26 000
VOC = 47 000
PM10 = 5 800
PM2 5 = 3 500
Development of new transport infrastructure and continued/increasing
air pollution impacts on the biodiversity of the City of Cape Town ,
which is considered to be a biodiversity hotspot.
Currently 8 of the local vegetation types are critically endangered,
while 10 faunal species are endangered and 4 are on the red data
species list.
Climate
The transport sector generates 4.8 million tons of CO2 equivalent
Change
emissions per year. Climate changes will induce new weather and sea
level extremes, requiring frequent/proactive operational responses.
Landscape
It is estimated that the road network constitutes some 5% (i.e.
125 km2) of the total land surface of the city (excluding road
Storm
Road surfaces allow for pollutant accumulation during dry periods, and
Water
provide a run-off pathway during wet periods. Storm water quality from
Quality
road surfaces typically exceeds many of the wastewater discharge
limits to surface water resources (including COD, EC, Cu, Fe, Mn, Pb,
Zn).
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servitudes).
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Impact
Baseline Levels
SOCIO-ECONOMIC IMPACTS
Access
Currently, the number of vehicles per household in the City is 0.68.
Motor vehicle ownership is some 178 people in a 1000.
In this
environment, access to public transport which is affordable and reliable
becomes critical.
With respect to the mobility impaired, Dial-a-Ride provides a
transportation service to those with sight and physical disabilities. The
service currently operates 17 vehicles and provides a service to some
50 400 people in need.
Equity
Poor communities typically live far away from the city centre, a source
of employment. Reliability of the transport services as well as safety
and security are significant concerns for commuters, who need to
travel large distances.
Heritage
Heritage issues are considered to be paramount, and a draft Cultural
Heritage Strategy has been developed for the City. Heritage impacts
must however be covered at an individual project specific level when
required.
Noise
Levels should not exceed 65dBA and comply with SANS10103
standard
Safety
& Accident costs per year in the City of Cape Town exceed R1.9 billion.
Security
On the other hand, 49% of rail passengers are reported to be
dissatisfied with the level of service provided, mainly related to
overcrowding and safety issues.
The above table provides an overview of the transport-related biophysical and socioeconomic impacts considered from a strategic level.
A detailed, project specific
assessment of the potential impacts related to each specific project would have to be
undertaken prior to implementation, as is required by the EIA Regulations of the
Transport Strategic Informants
National Environmental Management Act (107 of 1998).
4.7.3 Environmental Evaluation of the Transport Register

The approach taken to the environmental evaluation of the various aspects of
the transport register is described below, followed by the results of the
evaluation:
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
The transport register categories are split into two types, the first is
characterised
as
transport
vehicles
and
infrastructure
(includes
public/private/freight transport and transport infrastructure), while the second
includes operational and management processes of the transport register (all
other register aspects).

The transport vehicles / infrastructure type is evaluated according to the scale
of the biophysical impacts of the various components of that particular
register aspect, which is defined as either high (represented by the colour
red), medium (represented by the colour yellow), low (represented by the
colour green).

For the purposes of this evaluation, a high scale impact is considered likely to
cause a severe change to the processes in the environment and could extend
beyond the boundaries of the City of Cape Town.

A medium scale impact is likely to have a notable impact on the environment
and the associated processes.

A low scale impact as defined for this study is likely to alter environmental
functions and process slightly, and is likely to be limited to the immediate
environment of the City of Cape Town.

The ―operational and management processes‖ type are evaluated based on
whether they have a positive (+), negative (-) or neutral (N) effect on both the
biophysical and the socio-economic impacts highlighted in this report.
The scale of the various impact categories for the different modes of transport is
presented in the table below:
Table 50: Impacts Comparison for Various Transport Modes
Private (Petrol)
Air
Quality
High
Biodiversity Climate Landscape
SW
Change
Run-off
Medium
High
Medium
High
Private (Diesel)
High
Medium
Medium
Medium
High
Medium
Bus
Medium
Medium
Medium
Medium
Medium
Medium
Rail
NA
Low
Medium
Low
Low
Low
Minibus (Petrol)
High
Medium
Medium
Medium
Medium
Medium
Minibus (Diesel)
Medium
Medium
Medium
Medium
Medium
Medium
Boats
Medium
Medium
Medium
Medium
High
Medium
Planes
Medium
Low
Medium
Low
High
Medium
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Overall
Rating
High
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Table 50 above compares the biophysical impacts of various motorized transport
modes from a strategic environmental perspective. The focus of these comparisons
is firstly with regards to private versus public transport, and secondly with regards to
various public transport types. The former comparison reveals that reduced private
vehicle usage would reduce vehicle numbers on the road, and may thus necessitate
less road infrastructure extensions or upgrades to accommodate greater traffic
volumes (and the consequent encroachment on surrounding landscape and the
associated biodiversity impacts).
However, the development of dedicated public
transport lanes may require extensions to road infrastructure if existing lanes are not
utilized. The selection of public transport over private transport is likely to reduce
storm water contamination and result in a lesser impact on climate change and air
quality (except in the case of particulates and SO2 emissions) provided that sufficient
controls are in place to monitor the emissions of public transport vehicles and to
encourage that the requisite vehicle maintenance be undertaken.
Comparing the different public transport modes, rail transport evidently provides the
lowest impacts except in the case of climate change exhibiting the second highest
public transport mode greenhouse gas emission factor. However, rail for commuter
transportation in the City requires the use of electricity which is largely generated
outside the city bounds and the impacts of this activity are thus largely deferred to
other communities, typically located on the Highveld of South Africa. The promotion
of efficient diesel minibus taxis is important to ensure impacts from this transport
mode are reduced. Both buses and minibus taxis need to be properly controlled to
ensure effective maintenance.
The possible management options which exist to reduce air quality emissions,
incorporate the promotion of catalytic converters in vehicles (in the case of petrol
vehicles), greater vehicle exhaust testing, as well as stricter limits on sulphur levels in
produced fuels (in the case of diesel vehicles). From a biodiversity and landscape
Transport Strategic Informants
impact basis the possible management options include control of private vehicle
usage, as well as using existing road lanes for dedicated bus lanes, rather than the
construction of new infrastructure.
In terms of climate change, greater vehicle
combustion efficiency testing serves as a possible management scenario.
With respect to the transportation of freight goods, an environmental evaluation of the
potential impact on the biophysical environment is presented in the table below:
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Table 51: Impacts Comparison for Various Freight Transport Modes
Mode
Air
Biodiversity
Quality
Rail
Climate
Landscape
Change
SW
Overall
Run-off
Rating
Medium
Low
Medium
Low
Low
Low
Truck (Petrol)
High
Low
Medium
Medium
Medium
Medium
Truck (Diesel)
Medium
Low
Medium
Medium
Medium
Medium
Table 51 above compares the biophysical impacts of various freight transport modes.
The comparison reveals that reduced petrol truck usage would reduce CO and NOx
emissions; however diesel trucks would generate greater particulate and SO2
emissions. Consequently, from a strategic environmental evaluation perspective, rail
freight is likely to offer a lower significance for all impacts evaluated except climate
change.
This is due to rail freight reliance on electricity which is a significant
contributor to global climate change in South Africa, due to the majority of the power
generated being derived from the combustion of coal.
The possible management options which exist to reduce air quality emissions from
the transportation sector incorporate the promotion of catalytic converters in vehicles
(in the case of petrol vehicles), greater vehicle exhaust testing, stricter limits on
sulphur levels in produced fuels (in the case of diesel vehicles), and gradual
replacement of older less efficient locomotives with newer models.
The significance of the environmental impacts related to different types of transport
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infrastructure is shown below:
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Table 52: Impact Comparison for Various Transport Infrastructures
Mode
Air
Biodiversity
Quality
Climate
Landscape
Change
SW
Overall
Run-off
Rating
Road Network
High
High
High
High
High
High
Freight Network
High
High
High
High
High
High
Rail Network
Medium
Medium
Medium
Medium
Low
Medium
Harbours and
Low
Medium
Low
Medium
High
Medium
Medium
Low
Medium
Low
High
Medium
Low
Low
Low
Low
Low
Low
Low
Low
Low
Low
Low
Low
Horse Trails
Low
Low
Low
Low
Low
Low
Parking
Low
Low
Low
Low
Medium
Low
Low
Medium
Low
Low
Medium
Medium
Low
Low
Low
Low
Medium
Low
HGV Routes
Boat Launching
Facilities
Airports and
Landing Strips
Pedestrian
Pathways /
Sidewalks
Bicycle
Pathways /
Parking
Facilities
Facilities
Public
Transport
Interchanges
On-Street Bus
Stops / Shelters
Transport Strategic Informants
As is indicated in Table 53 above the road network is likely to result in the most
significant environmental impacts, which is heavily influenced by the vehicular
emissions.
The possible management options which exist to reduce vehicle
emissions incorporate reducing new road and extensions emissions footprint,
reducing road friction factor, and road freight management and control through
testing and weighing of freight trucks. Management options for airports to reduce
emissions include controls on fuel requirements and monitoring of climatic
interferences with respect to landing.
From a biodiversity and landscape impact
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perspective, the possible management options include careful placement of new
roads to minimise impact on sensitive biodiversity and landscapes, ensuring HGV
permit compliance and sufficient city disaster management personnel/resources,
careful placement of boating facilities away from fish nurseries, and multiple storey
parkades instead of single storey facilities.
In terms of storm water quality
management, removal of contaminants through the use of swales, sedimentation
vessels, litter screens, etc are possible management options.
Possible noise
management strategies incorporate the construction of sound barriers (berms and
sound-absorbent walls) in areas that are particularly noise sensitive.
A possible management option in terms of sea storm surges and extreme rainfall
events is the establishment of evacuation routes, and the use of contra-flow
operations may become common place. This could be done through the following:
 More accurate and timely weather prediction and communication of storm warning
in real time to those potentially threatened localities (to assist with present and
short-term preparation for weather and climate conditions).
 Decisions about rehabilitating, retrofitting and new infrastructure and assets
should be based on ensuring performance of assets with long service lives for
many decades and thus should take longer-term climate projections into account.
 Monitoring performance and use of technology or new organisational
arrangements will cut across timeframes and will offer ways to adapt in their own
right and thus better incorporate climate change in transport decision making.
The following table highlights whether the various operational and management
process aspects of the transport register have positive (+), negative (-) or neutral (N)
effect on both the biophysical and the socio-economic impacts highlighted in this
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report.
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Table 53: Impacts comparison of operational and management process aspects of the transport register
Aspect
Air
Biodiversity
Quality
Climate
Landscape
Change
SW Run-
Access
Equity
Heritage
Noise
off
Safety &
Security
Road Network Operations
Area Traffic Control
+
+
+
+
N
N
N
N
N
+
Intelligent Transport Systems
+
+
+
+
N
N
N
N
N
+
CCTV
N
N
N
N
+
N
N
N
N
+
Parking
N
N
N
N
N
+
N
N
N
+
Traffic Flow Monitoring
+
+
+
N
+
N
N
N
N
+
Violations Monitoring
N
N
N
N
N
N
+
N
N
+
Traffic Accidents
N
N
N
N
N
N
N
N
N
+
Traffic Law Enforcement
+
N
+
N
+
+
+
N
+
+
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Non-motorised Transport
Pedestrians
+
+
+
N
+
+
+
N
+
N
Bicycles
+
+
+
N
+
+
+
N
+
N
Horse Trails
+
N
+
-
+
+
+
N
+
N
Travel Demand Management (TDM)
Mode Incentives/Disincentives
+
N
+
+
+
-
+
N
N
N
User Education/Awareness
+
N
+
N
+
+
+
N
N
+
Land Use Interventions
+
+
+
+
+
+
+
+
N
N
Strategies/Management Prog.
+
+
+
+
+
+
+
+
+
+
Parking Management
N
N
N
N
+
+
N
N
N
+
: positive effect on impact category
-: negative effect on impact category
N: no effect on impact
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It is evident from Table 53 above that the road network operations in general have positive
or no effect on the potential traffic and transport related impacts. Area Traffic Control and
other Intelligent Transport Systems have a positive effect on all of the biophysical impacts
except storm water run-off, since they reduce inefficient driving in traffic scenarios and
minimise stops at intersections. They also have a positive effect on safety and security
since it ensures smoother traffic flow. CCTV camera monitoring has a positive effect on
storm water run-off (ability to identify HGV spillages) and safety and security monitoring.
Traffic flow monitoring has a positive effect on air quality and climate change (improved
driving efficiency), storm water run-off (improved driving efficiency) and safety and
security. Violations monitoring improves equity and safety and security since this ensures
greater compliance with regulations in an equitable manner, while traffic law enforcement
has a positive effect on all impact categories (except biodiversity, landscape and
heritage), since this operation ensures efficient and effective usage of transport systems.
Non-motorised transport is likely to have a positive or neutral effect on all of the impact
categories aside from landscape impacts since the implementation and incorporation into
the transport system is likely to require extensive an amount of land.
Bicycle paths
especially were not generally factored into road design in the past.
The various travel demand management components of the transport register all have
positive or no effects on the impact categories evaluated, aside from mode
incentives/disincentives having a negative effect on accessibility, since these typically
reduce private vehicle accessibility into the Central Business District (CBD).
4.7.4 Conclusion
This section of the ITP aims to provide a strategic evaluation of the environmental and
socio-economic aspects to be considered in the integrated transport plan. A number of
documents have informed this study and outlined the focus areas to be considered. The
climate change, landscape, and storm water. The range of socio-economic impacts that
were considered include: accessibility, equitability, heritage, noise, and safety and
security.
The predominant air quality pollutant in terms of quantity generated is carbon monoxide,
namely 200,000 tons/year. The air pollution guidelines exceedances were reported on 75
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range of bio-physical impacts that have been considered include air quality, biodiversity,
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of the 366 days of 2008 (mainly attributed to PM10 guideline being exceeded). The
estimated contribution of the transport sector in generating smog is as high as 65% (with
an uncertainty of ±30%). The City of Cape Town‘s integrated transportation plan has the
ability to have a significant influence over one of the key environmental impacts
associated with transportation. Changing the mix of transportation modes in the City
could have a significant impact on human health, pollution levels and the impact on Cape
Town‘s biodiversity and heritage.
The actual greenhouse gas contribution of the transport sector amounts to 4.8 million tons
CO2e/year (approximately 30% of greenhouse gas emissions generated in the City of
Cape Town).
The City‘s transportation plan has the potential to affect the biodiversity in multiple ways.
Firstly, the development of new routes and transportation corridors could result in the
destruction of more of the last remnants of the above vegetation types. Furthermore, the
continued or increased production of atmospheric pollutants would have a detrimental
effect on the floral and faunal communities of this biodiversity hotspot.
Road surfaces allow for the accumulation of pollutants during dry periods, and provide a
pathway for the transportation of these pollutants into the environment via run-off during
the wet periods.
Storm water run-off from roads is thus a significant impact to be
mitigated.
The environmental evaluation has revealed that reduced private vehicle usage would
reduce vehicle numbers on the road, and thus necessitate less road infrastructure
extensions to accommodate greater traffic (and the consequent encroachment on the
surrounding landscape and its associated biodiversity). Furthermore, the reduction of
private vehicle usage would also have a significant impact on the acid rain and smog
Transport Strategic Informants
causing pollutants, as well as the greenhouse gas emissions from the transportation
sector.
However, the development of dedicated public transport lanes may require
extensions to road infrastructure if existing lanes are not utilized. Public transport versus
private transport offers reduced storm water contamination and lower impact on climate
change and air quality (except in the case of particulates and SO 2 emissions) provided
that sufficient controls are in place to monitor the maintenance of public transport vehicles.
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Rail freight impacts are the lowest of the three assessed freight transport options for all
parameters except in the case of NOx and CO emissions. Diesel trucks generate less
greenhouse gases per ton-km than petrol trucks, due to their greater fuel efficiency.
The different operational and management aspects of the transport register have different
effects on the various impacts evaluated, and depending on their effect can be used as
tools to mitigate certain impact types (eg: traffic law enforcement used to monitor safety
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and security, etc. )
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Transport Needs Assessment
5 TRANSPORT NEEDS ASSESSMENT
The last two chapters presented a snapshot of the transport system and informants
to be taken into account in preparing and implementing a transport plan for the City
of Cape Town that better satisfies the City of Cape Town‘s vision for Transport:
“To provide a world class sustainable transport system that moves all its
people and goods effectively, efficiently, safely and affordably. ”
In the context of the structure depicted in Figure 44, the following sections present a
distillation of that perceived as necessary to move from the present to the desired
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situation.
Figure 44: A depiction of the Integrated Transport Planning Process.
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5.1 Satisfying the Vision
In assessing the transport needs of the City, the ―world class‖ concept provides the basis
for benchmarking the transport system.
Central to the achievement of a world-class
transport system is the concept of Universal Design that ensures access and mobility for
all, irrespective of physical or financial constraints. This concept must be carried further,
to recognise that not only people, but the goods required to sustain those people must
also be moved. However, the people and goods movements must be coordinated to
minimise negative interference of the two movement systems, which have different needs.
The minimisation of negative interference is important to such matters as efficiency and
effectiveness, to environmental sustainability and of course, safety, heavy goods traffic
and, for example, non-motorised transport modes not being compatible.
In terms of world benchmarks, South Africa ranks very poorly in the world for road safety
and it is clear that road safety remains a very serious and significant problem for both
motorists and pedestrians. Improved safety and security are cross cutting matters that
take into account spatial and network planning, engineering design, law enforcement and
education amongst other things.
Environmental sustainability ultimately requires that the impacts of the transport system
are at an absolute minimum and are such that the negative effects can be countered.
Minimisation of negative impacts relies on the one hand on technology, but on the other
with the effective and efficient use of the transport system. This implies using the best
modes of transport and minimising wasteful travelling though circuitous routes and or
congestion problems. The transportation system can only achieve optimal effectiveness
and efficiency if the solution is fully integrated. This entails integration of all modes of
transport, all elements of operations and all aspects of planning and implementation. It
thus includes integrated planning to achieve the City goals across all multi-disciplinary
areas and the effective implementation of cohesive policies (within and across disciplines)
5.2 Transport Network (Supply)
The City has a well developed transport network, rail and road. Much of this network was
however established at a time when the Central Business District of Cape Town was an
almost exclusive focal point within the City, resulting in a radially oriented network. Over
the years however, the City structure has changed so that the activity base is more
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aimed at achieving the City Vision.
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broadly spread but this has not been matched by the development of a more grid like
transport network structure as would be appropriate for the facilitation of diverse travel
patterns. In particular, rail and road linkages on the southeast-northwest alignment are
lacking, focusing most travel on this axis onto a few key nodes in the network via northsouth or southeast-northwest alignments. This need applies equally to the rail and road
networks and in both cases to the establishment of public transport routes on this axis.
Overlaid on this, new industrial and commercial developments have given rise to the need
for the movement of heavy goods vehicles and there are places where the linkages for
freight are poor and in the case of abnormal or hazardous loads, extremely circuitous. An
example is Capricorn Park near Muizenberg which is only accessibly to abnormal loads
(on defined routes) from Cape Town Harbour or Paarden Eiland via the M14 in Table
View.
The identified need in respect of the transport network is thus the establishment of key
links, especially on the rail network, and the implementation of road developments and
upgrades that will lead to improved movement, particularly on the southeast-northwest
alignment
5.3 Transport Network Utilisation (Demand)
In spite of the diversification of travel patterns noted in Section 5.1, both the rail and road
network utilisation patterns in Cape Town remain highly directional and relatively high
temporal peaking. The directionality represents a considerable inefficiency, with half of
the network operating at capacity and half at a small fraction of capacity. The peaking
aspect also represents inefficiency although one that is eclipsed by the directionality
issue. Both factors have the effect of requiring more infrastructures and, in the case of
public transport rolling stock, than would be the case with reduced directionality and
temporal peaking. The infrastructure required to accommodate the peaks is relatively
poorly utilised in the off-peak (time and or direction) and a reduction in these peaks could
Transport Needs Assessment
significantly reduce capital and maintenance costs in the long run.
The identified need is thus the promotion of more balanced travel patterns, especially in
directional terms, but also in temporal terms. The former is best addressed through the
promotion of land use diversity, whilst the latter is best addressed through travel demand
management techniques, which may include incentives for adjustment of work hours.
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5.4 Transport Network Performance
Many elements of both the rail and road networks in the City of Cape Town are observed
to operate at capacity for several hours each working weekday. On the rail network, the
capacity limitations relate primarily to inadequacy of rolling stock rather than network
capacity although the issue of linkages raised in Section 5.2 are a factor. On the road
network capacity constraints may be ascribed to the lack of both the appropriate
southwest-northeast alignments and of public transport that is competitive with private
transport.
The identified needs are thus those presented in Sections 5.2 and 5.3 above.
5.5 Transport Network Safety
Whilst the number of fatalities appears to be on a downward trend, the number of
fatalities, serious and minor injuries and accidents in general remain completely
unacceptable.
Whilst some accidents may be attributable to mechanical failure, the
majority of accidents are deemed to be the result of human error. Whilst modern vehicle
technology is starting to play a role in accident prevention, the emphasis will have to
remain, for many years to come, infrastructure design and law enforcement focused. The
fact that over half of fatalities involve pedestrians implies that this is an area of key
concern.
With respect to transport network safety, the basic need is the reduction of accidents
although the reduction of transport system crime may also be considered a safety issue.
The reduction of accidents specifically, requires a number of parallel interventions,
including improved law enforcement, which will also help to reduce transport system
crime, an enhanced focus on transport system user education and a greatly enhanced
programme of non-motorised facility improvements that will reduce the number of
5.6 Transport Network Planning
Transport network planning is an ongoing process and is essentially the mechanism by
means of which all other transport needs, as outlined in this chapter, are satisfied.
Planning does however rely on up to date and accurate information, something that has
not always been available in preparing this Integrated Transport Plan.
Transport planning is also the initiation point for travel demand management measures.
Such measures can, through the use of solution alternatives not based on an increase in
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pedestrian fatalities.
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available infrastructure, result in improvements in overall system throughput and
efficiency.
The identified needs in respect of Transportation Network Planning are thus: The
improvement of information acquisition, storage and dissemination mechanisms that will
ensure that planning can proceed on the basis of being well informed and: The promotion
of travel demand management strategies as a basis for limiting the expansion of
infrastructure.
5.7 Network Operations Management
One of the key mechanisms for maximising transport network efficiency, rail or road, is the
operational management of the facility.
Law enforcement, incident response, speed
management, ramp metering, signal coordination and lane control can all play a very
significant role in improving the safety and capacity of the road network, especially during
periods of congestion. In rail terms, the specifics are slightly different, but operational
management is actually even more critical owing the operating characteristics of trainsets.
From the City‘s perspective, Road Network Operations Management is the focus. All the
above mentioned factors play a role. That the City has an operational transport network is
evidence of functional network operations management. It is recognised however, that
growing demand calls for improved measures.
The identified need of network operations management within the City are thus the
expansion of the Operations Management team, especially with respect to law
enforcement, but also in all other areas so that such tools as variable message signs and
real-time traffic and incident management systems can be implemented. The expansion
of the team would then need to be backed by the provision of the technology to improve
Transport Needs Assessment
network operations.
5.8 Public Transport
Cape Town has a fragmented public transport system that includes rail, bus and minibus
taxi services each operated under a different regime, with, in particular, the minibus
industry operating in a manner that does not promote efficient and effective public
transport, nor support significant improvements in the bus system. However, good public
transport is central to the achievement of the City‘s vision for transport, being the
cornerstone of achieving social equity, efficiency and sustainability in both operational and
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environmental terms. The enactment of the NLTA brings the possibility of bringing at least
all road based transport planning and management under one structure and thus the
possibility of transforming the current commuter focused public transport system into a
world class public transport system.
The identified needs are thus that the City of Cape Town take overall control of its public
transport system, including playing a greater role in rail service provision, and that it
implements a programme that will see the transformation of the present situation into one
where all current operators work to a common operational programme, providing city
wide, scheduled services that make use of the most appropriate vehicles on designated
routes that are affordable to all.
5.9 Freight Transport
Presently, there is little regulation of freight movement within the city and large proportion
of that freight moves by means of road, even that passing through the city between the
hinterland and the port or airport. The movement of freight on City roads, whilst vital to
the economy, poses a number of problems, amongst which are pavement damage and
network capacity reduction at critical times. At the same time, road freight movement is
often inhibited by the lack of available loading and offloading facilities, especially in
business districts, and these delays deliveries at the same time as causing congestion on
the roads. This lack of loading facilities is sometimes due to poor planning and often due
to inadequate law enforcement in respect of existing facilities.
The identified needs are in respect of freight transport are thus the development of a
comprehensive freight transport policy for the City, and the improvement of law
enforcement with respect to both overloading and illegal loading bay usage.
Cape Town is a port city and its harbours, especially Cape Town Harbour, are of
significant importance to the local economy. Cape Town Harbour, as the only major
commercial port, is a freight hub and thus generates a considerable portion of the road
freight in and around the City. Mainly, present congestion problems relating to freight at
the Port are due to Port operations and not to the surrounding road network. However,
the effects of the congestion as well as the general freight movement are felt and need to
be addressed by the City.
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5.10 Harbours
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The identified needs are firstly, the promotion of freight rail into and out of the harbour.
Secondly, the development and implementation of an infrastructure plan that permits
management of goods movement into and out of the port by means of dedicated links and
container and vehicle holding areas external to the port.
These transport needs are
supplemented by the need to address stormwater run off into the harbour that brings with
it pollutants and sediment that reduces the harbours effective depth.
5.11 Airports
Cape Town International Airport, as the only major commercial airport in the City, is a key
economic driver within the City. With a projected 10 million passenger movements for
2010, the airport is a significant traffic generator, but one with limited access. Whilst road
infrastructure in the area is presently relatively good and internal infrastructure is being
upgraded, the airport presently lacks any formal public transport system. Without public
transport, access to the airport will deteriorate whilst also not making the most of tourism
by promoting easy movement to and from the airport.
The key identified needs relating to Cape Town International Airport are the maintenance
of high quality road links between the airport and the surrounding major arterials and the
establishment of a formal road base public transport system that links the airport with all
major surrounding destinations, which include the CBD, Bellville, Claremont, Somerset
West and Stellenbosch, albeit that the latter is outside of the Municipality.
5.12 Non-Motorised Transport
Cape Town has a significant carless population. This, the need for learners to get to and
from school, and the fact that the City is subject to congestion and vehicle related pollution
Transport Needs Assessment
problems is reason enough to promote non-motorised transport. However, non-motorised
transport users, especially children, are considerably more vulnerable than motorized
transport users when in transport related accidents. NMT users are also, by the very
nature of their mode, more exposed to the elements, which in Cape Town, can be a factor
of note.
The identified needs are thus the promotion of NMT through a range of measures. These
measures need to include greater land use diversity, so that average travel distances can
be reduced, and the provision of a comprehensive non-motorised transport network that
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permits a wide range of travel without conflict with motorized traffic.
The latter is
particularly important in the vicinity of community schools, where Safe School
programmes are required to protect walking a cycling children. The NMT network should
seek to provide a degree of shelter from the elements and ready access to public
transport in the event that the NMT mode becomes untenable due to weather or other
conditions.
5.13 Transport Asset Management
An important aspect of achieving an efficient and environmentally sustainable transport
system is the minimisation of lifecycle costs, financial, environmental and social, of
infrastructure. The minimisation of such costs depends on appropriate maintenance and
replacement programmes. The City of Cape Town already has an asset management
programme that is as effective as it can be within the budgetary constraints.
These
constraints do however result in what is sometimes less than ideal asset maintenance.
The identified need is the allocation of sufficient resources to the maintenance and
management of existing infrastructure so as to minimise the overall life cycle cost.
5.14 Marketing and Communication
Optimal use of the transport system can only be achieved through the possession of good
information. The average network user has no direct access to information regarding road
conditions, accidents, congestion, parking availability and so on. The result is that the
choices made are based on average experience rather than current data and this tends to
increase overall costs, as system users make less than optimal choices. This, combined
with the need to promote alternative modes to the private car is key reasons for ensuring
The identified needs are the establishment of a comprehensive transport information
service that makes use of a range of media, including live radio and internet information
services to keep the public informed of all aspects of transport operations.
This
information should include information about traffic levels on main roads, public transport
timetable adherence, parking availability and so on.
Concurrent with this information
service is the need for a marketing programme that promotes the City‘s vision for
transport, promoting NMT and Public transport usage, recommending alternative travel
times and routes and improved driving habits that will reduce accidents and pollution.
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that the City maintains a vigorous marketing and communications programme.
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Transport Needs Assessment
5.15 Institutional Structures and Inter-Governmental Co-Operation
Achievement of any of the goals in this Integrated Transport Plan requires the appropriate
institutional structures and good inter-governmental cooperation. In the recent past, there
have been a number of transport related projects that have seen less than ideal intergovernmental cooperation, with the result being duplication of effort on particular
programmes. That and the limited ability of the City to influence rail operations within the
City indicate that there is still room for improvement.
The identified needs take two forms, both to a degree, influenced by the implementation of
the NLTA, which is expected to result in devolution of a number of transport functions to
the City from the Provincial Government in the near future. The one relates to internal
structures, where the capacity within the City to achieve its goals is limited by the
availability of appropriate and or adequate human resources and sometimes unclear lines
of communication. The need is thus the clarification of the institutional structures required
to meet the goals and objectives of the ITP and then the appointment of resources to
those structures to ensure implementation. The other relates to the need to promote intergovernmental relationships such that wasteful effort and expenditure are avoided and the
most is made of the skills and powers of each sphere, rather than that there is competition
between spheres, as perceived by the public.
5.16 Current financial arrangements
Funding is a critical aspect of transport system development, maintenance and
management.
There is a perennial lack of funds to achieve all the goals and
objective, given that transport must compete with health, education, housing and
other important social objectives for a limited pool of funds.
Transport Needs Assessment
The identified need is the development of an improved approach to attracting private
investment funding in transport infrastructure through various mechanisms.
Recognising that the transport system is public property, nevertheless, an innovative
approach to creating precincts in which more is made of certain aspects of transport,
especially in regard to public transport, needs to be investigated.
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5.17 Legislative Changes
In support of the foregoing the recent introduction of the NLTA requires the City to
undertake as follows:

As the Planning authority, prepare transport policy and plans for the area of
jurisdiction of the municipality.

Financial planning with a focus on rehabilitation and maintenance of infrastructure.

Planning, implementation and management of modally integrated public
transport networks.

Service level planning for passenger rail on a corridor network basis
withPRASA.

Establishment and management of integrated ticketing systems, where
appropriate.

In the case of gross cost contracts for subsidised systems, determining fare
structures.

Concluding subsidised service contracts, commercial service contracts and
negotiated contracts with operators.

Providing for the needs of special categories of passengers in planning and
providing public transport infrastructure, facilities and services meet their needs, in
so far as possible by the system provided for by mainstream public transport
Emphasis is placed on the concept of a ‗Planning Authority‘ with this responsibility
specifically allocated to local government. Every municipality which is establishing an
integrated public transport network or has significant rail services within its area must
establish an inter-modal planning committee with membership of rail operators and
other public transport operators, inter alia.
The following represent a high-level summary of the transport needs of the City:

Comprehensive and integrated public transport.

Integrated and effective planning, implementation and monitoring of transportation
through appropriate Key Performance Indicators.

Development of transportation and land-use policies to encourage a desirable and
sustainable environment for all communities.
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5.18 A Summary of overarching needs for the transport system
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
Promotion of education and development of skills, resources and manpower.

Promotion of appropriate enforcement of all transportation policy, regulation and
legislation.

Encouragement of investment and development contributions in the most
appropriate forms of transportation services and infrastructure.

Application of Universal Design principles to all planning and implementation
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projects
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Transport Needs Assessment
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Strategies For Integrated Transport
6 STRATEGIES FOR INTEGRATED TRANSPORT
A central tenet of this ITP is integration, in the context of the City‘s vision for Transport.
That vision foresees a world class transport system in a City that promotes shared growth
and economic development with effective and equitable service delivery.
The City has thus developed a set of overarching transportation strategies that are to be
seen in their broader context of improving the overall quality of life of all the people of
Cape Town. This quality of life goal aims at ensuring access to health, education and
social services, to employment and social interaction opportunities and to a healthy
environment in which the transport system is not a safety hazard.
The strategies thus promote the concept of integration where the primary interventions
tend to be crosscutting, satisfying several or all the strategies simultaneously. This is
considered important as it ensures that projects supporting any strategy or mitigating
measure will provide advantage in more than one way. A summary of the strategies and
major interventions is shown in Table 54.
In this table, the vertical list of Strategies arises from the City Vision while the interventions
are those arising most prominently from the Needs Assessment, as described in Chapter
5. While Chapter 7 outlines the Sectoral Strategies, as is the requirement of legislation,
this chapter outlines the benefits accruing from strategies aimed to address multidisciplinary goals. In effect, this chapter reinforces the need for cooperation within and
across departments in the City in pursuit of the City‘s Vision. The following discussion,
therefore, outlines the potential benefits from integrated planning and the joint pursuit of
all-encompassing goals for the City, with the focus still remaining on transportation-related
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matters.
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




Travel
Demand
Management



Land Use
Management





Freight
Transport
Transport Safety
Congestion Management
Managing Metropolitan Growth
Economic Growth
Environmental Protection
Non-Motorised
transport
Strategy \ Intervention
Public
Transport
Table 54: Strategy – Intervention matrix demonstrating crosscutting effects








6.1 Transport Safety
A fundamental and non-negotiable aspect of the transport system is that is must be safe
for all users. It is imperative that the planning, design, implementation, management and
operation of all transportation in the City must ensure that safety is treated as a priority.
The primary objective is the reduction of transport related deaths and serious injuries with
the associated trauma and cost to the community and economy. A secondary objective is
the provision of a more secure transport environment that reduces crime on the transport
system.
Both safety and security must take account of all users, which includes special needs
users as well as all facets of the transport system, including non-motorised and motorised,
private and public transport modes. Safety and security must further encompass both the
access to and use of the system.
The reduction of deaths and injuries requires a multi-faceted strategy:
6.1.1 Design (Engineering)
Accidents on the transport system occur because of insufficiently safe design, often
population. The City‘s approach to this is twofold:
a)
Firstly, all new transport system design is subject to safety review prior to approval.
This particularly requires the adequate geometric design and the appropriate setting of
speed limits and management of access.
It also requires the careful placing of
appropriate signage to inform users on how to appropriately use the system, through the
use of ITS for example.
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relating to the improved performance of vehicles and increases in both traffic and
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b)
Secondly, where existing network elements are identified as being potentially
unsafe or, more particularly, accident hotspots, these are prioritised for the implementation
of interventions designed to improve safety.
6.1.2 Operations
Although there are clear guidelines for the response of system users to certain conditions,
such as for example, malfunctioning traffic signals, nevertheless, such malfunctions are
often inappropriately handled by users. Operational safety is to be targeted through the
establishment of targets for the repair of faulty control devices as well as programmes for
user education relating safe use of the transport system.
6.1.3 Education
A major cause of accidents on the transport system is inappropriate behaviour on the part
of system users. This applies to all modes, with pedestrians crossing where they should
not, drivers exceeding the speed limit and not adhering to other rules of the road and the
use of unroadworthy vehicles or of vehicles by people not fully trained in their use. A key
approach to dealing with this is education, at all levels, from kindergarten through to senior
professionals, on and off the road, awareness of the rules and the safety implications of
ignoring them.
6.1.4 Enforcement
In parallel with education and operational management, a key approach to minimising
accidents is vigorous enforcement of appropriate laws and regulation. Such enforcement
needs to take account of infringements of the rules across the board, including the range
of unsafe practices from jay-walking through to driving under the influence of alcohol. The
implementation of improved law enforcement in respect of operations will also aid in
addressing the matter of security through the visibility of law enforcement officers and
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equipment.
6.2 Congestion Management
In support of strategies for metropolitan growth, economic growth and environmental
protection, it is vital that the City has a strategy for Congestion Management. In essence,
this means ensuring that the movement of people and goods is managed to achieve the
objectives of the other strategies. Key to this strategy is the improved operation, reliability
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and utilisation of the transport system through improved coordination, integration and
customer information services that will promote more sustainable travel through demand
management. Central to the City‘s primary strategy for congestion management is the
improvement of public transport in the City, which is supported by a number of parallel
interventions and facilitates other transport priorities, such as event management. The
city is considering congestion charges as a TDM tool as well as a revenue stream in the
medium to long term in line with usage in many third world countries.
6.2.1 Public Transport
As a primary intervention in managing congestion, public transport provides the
opportunity to make significantly more efficient use of the transport network, by increasing
the number of people moved per vehicle, thus freeing up road space for improved
economic use. The City is thus focusing considerable attention on the upgrade of its
public transport system.
6.2.2 Freight Transport
Although the movement of people is central to the needs of a community, the movement
of the goods that make that community viable is also critical.
Ultimately, it is the
movement of goods that ensures the food, clothing and shelter are available and also that
people have the jobs necessary to purchase these commodities. Thus, management of
freight movement is important to optimising transport network utilisation. The two aspects
of this are:
a)
ensuring the appropriate transport mode and travel times are promoted and;
b)
ensuring that the transport network makes appropriate allowance for the
movement of that freight through appropriate design and operational management.
This operational management includes control of abnormal and hazardous loads in
a manner that minimises both congestion and safety related aspects.
In an appropriate spatial environment, many short trips can be made by means of nonmotorised transport. The main focus of such non-motorised transport will be in terms of
community activities, such as school attendance, participation in local sporting activities
and minor shopping activities as well as access to public transport for longer trips. An
emphasis in congestion management is thus the improvement of non-motorised transport
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6.2.3 Non-motorised Transport
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facilities that promote linkages between residential and other land uses in local
communities as well as to public transport access points.
6.2.4 Promotion of land use diversity
Fundamental to the all the above congestion management interventions is the
development of appropriate land use diversity.
The objective of such diversity is to
encourage more local trips by providing employment opportunities close to residential
opportunity on the one hand, and to increase the overall utilisation of the transport system
on the other, by reducing trip directionality. This latter; leads to a reduced demand for
transport infrastructure and public transport rolling stock, thus reducing congestion.
6.2.5 Travel Demand Management
As an overarching approach to congestion management, general principles of travel
demand management will be applied.
These principles will be reinforced by revised
parking policy as well as the promotion of land use diversity. These will be reinforced by
the public transport system which will also have the impact of eliminating some road
network capacity, travel lanes and parking, which will further promote the use of public
transport.
6.3 Managing Metropolitan Growth
The City of Cape Town experiences ongoing growth in its population, with the average
being around 2,5% per annum. With the population standing at around the 3.5 million
people mark, this means 87500 additional people each year. These people need access
to the necessities of life and thus transportation. Given the objectives of maintaining an
urban edge that protects our surrounding environment and promoting land use
densification, whilst providing for this growth in the Metropole, a clear strategy is required
Strategies For Integrated Transport
for addressing the expanding needs of the community.
6.3.1 Public Transport
Leading the approach to managing metropolitan growth is the improvement of public
transport in the City as a mechanism to reducing the total amount of private car usage in
spite of a growing population. The focus of this densification strategy is ensuring that;
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a)
There is public transport available within reasonable walking distance of every place
of employment or residence within the City.
b)
That there is adequate capacity and quality within this public transport system to
accommodate the needs of all users including those with special needs.
c)
That priority is given to public transport over private transport to ensure consistent
public transport trip times comparable with private transport travel times.
6.3.2 Travel Demand Management
In support of the promotion of public transport, Metropolitan Growth will further be
managed through improved travel demand management techniques. Key amongst these
will be parking management in all new development through a revised parking policy for
the City.
6.3.3 Land Use Management
As a parallel to the implementation of public transport and the implementation of more
stringent travel demand management measures, the City‘s Transport Department will
work closely with the Planning Department to promote land use development that
supports reduced travel and where travel is necessary, promotes public transport.
6.4 Support for Economic Growth and Development
The growth in population, in combination with the undesirably high level of unemployment
presently experienced in the City, dictates the need to ensure appropriate economic
growth in the City. This growth needs to comprise a range of components, which will
include commerce, industry and tourism.
These require a combination of transport
interventions.
6.4.1 Public Transport
the promotion of public transport as a key means of travel for all. For the former, this
provides an affordable mode (both rail and road) that does not induce economy restricting
congestion. For the latter, the ability to travel by public transport reduces the number of
vehicles on the road and the number of road users unfamiliar with the local network and
road rules whilst attracting visitors who wish not to use private car and cannot afford
personalised services.
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Facilitation of access to employment as well as the movement of tourists is dependent on
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6.4.2 Freight Transport
For the development of a vibrant economy, the movement of goods, which covers a wide
range from heavy industrial goods, agricultural produce and food through clothing and
office supplies to waste removal?It is critical to economic development that the transport
system facilitates the quick and efficient movement of raw materials and finished products
that result in the City being internationally competitive. This can only be achieved through
a combination of interventions that:

Ensure good linkages between industrial and related areas that facilitate goods
movement along corridors designed to accommodate such traffic, promoting rail
transport opportunities wherever possible. Within Cape Town, key areas include the
harbour, the airport and all major industrial areas.

Ensure access to goods loading areas, a matter of planning and law enforcement;

Minimise congestion and;

Regulate the access of certain classes of freight vehicle to key areas so that goods
movement occurs in a manner that does not result in undue negative impacts for
other network users through use of inappropriate vehicles or times of day for certain
activities.
6.4.3 Non-motorised Transport
As noted above, non-motorised transport plays a major role in access to public transport,
and in an appropriate land use environment, also to education and employment
opportunities. On the tourism front, the ability to use walking or cycling as part of the
tourism experience is also important and must be facilitated by the provision of
appropriate facilities, especially, in the latter case, as relating to places of interest to
tourists. This strategy extends to the creation of employment through the promotion of
such alternatives as pedicabs that are also beneficial environmentally as well as
addressing congestion issues. The city is aware that pedicabs are not regulated in terms
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of the NLTTA/NLTA. The City could make by-laws to regulate them.
6.5 Environmental Protection
The environmental impact of transport is significant, with transport representing a major
contributor to air, noise, land, and water pollution. Key factors in worsening the air, noise
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and land use impacts are congestion and the use of vehicles that are inappropriate or in
poor condition. Reduction of the negative impacts is to be addressed through:
6.5.1 Public Transport
Central to reducing the environmental impact of transport is the provision and promotion of
public transport.
The City‘s integrated strategy targets the provision of such public
transport, new vehicles for which will have environmental performance as a selection
criterion. The promotion of public transport and the resultant reduction of private car use
as well as the related congestion will have a positive impact on land use and air pollution
in particular.
6.5.2 Non-motorised transport
As with public transport, environmental protection will be enhanced through the promotion
of non-motorised transport, which is linked to the promotion of diversity of land use
development that limits trip distances.
6.5.3 Freight Transport
Although it is necessary for economic growth to promote goods movement, it is important
for the environment that goods movement is undertaken with vehicles that meet minimum
standards in terms of pollutant generation.
To this end, the City will act to enforce
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regulations regarding excessive vehicle emissions.
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Sectoral Strategies
7 SECTORAL STRATEGIES
The overarching strategies set out in Chapter 6 are fundamental to all facets of the
integrated transport system of Cape Town and are the basis for evaluation of all projects
and proposals. However, in support of these strategies, there are a number of sectoral, or
mode related, strategies. These are set out in this chapter.
7.1 Public Transport Operations Strategy
Public transport is vital to providing the opportunity for all citizens and visitors to access
the full range of facilities that the City offers, whether for work, education, recreation,
health, and social activities etc. It is particularly important for the poorer sections of the
community, without access to private cars, in providing mobility through accessible, safe
and affordable public transport. The City of Cape Town is thus committed to improving
access and mobility for all its residents, goods and services by putting ―Public Transport,
People and Quality of Life First‖.
In achievement of this goal, the City seeks to
transform the public transport system to ensure regular, integrated scheduled services
operating throughout the day and much of the night.
An improved public transport system is also a key tool in achieving the overarching
strategies set out in Chapter [6], offering major advantages to the City by providing an
alternative for car users thereby benefiting the environment, and reduced travel costs
through easing congestion and lowering the costs of doing business in the City. A good
public transport system also serves to promote the City for investment, for further growth
in tourism, and for major events, such as the FIFA 2010 Soccer World Cup.
7.1.1 General Strategy: Improved public transport systems
Sectoral Strategies
The overall strategy for public transport is set out in a number of key policies:

To give priority to public transport over private transport

To direct investment in transport infrastructure, services and facilities to enhance
social and economic development

o
To encourage investment and growth in sustainable mobility corridors
o
To focus on public transport to stimulate development on mobility corridors
To provide public transport to meet the needs of all users, including those with special
needs
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Sectoral Strategies

To support the use of the most appropriate mode in terms of cost / service trade-off,
with an emphasis regarding road-based public transport on the integrated rapid transit
project, described in section 8.6, as follows:
o
To support investment in rail
o
To restructure the minibus-taxi industry into a unified formal public transport
sector
o
To restructure the existing bus and minibus-taxi services operating in
competition into a unified scheduled service utilising the optimum vehicle into
line haul routes, distribution and feeder services. The DORA requires them to
be transformed by 30 September 2009.
o
Transform the interim contract into tendered or negotiated contracts on a
phased programme
o
To restructure the scheduled services to align with the Mobility Strategy and
Corridor Strategy and based on the City‘s Rationalisation Plan
o
To develop tendered (or negotiated) contracts to provide enhanced quality of
service in line with a public transport service charter, extended 18 hour day
service on the primary accessibility routes, provision for Special Needs
Passengers, strict monitoring of service quality and timetabling, etc
o

To introduce an integrated fare management system
To ensure safety and security
7.1.2 Passenger Rail
As a central element of the public transport system of the City, passenger rail services
must be promoted and supported in all ways possible. Passenger rail is primarily the
function of PRASA and out of the direct management control of the City. However the city
is the planning authority and defines the controlling strategies for all public transport
modes in support of the passenger rail programme. .

The City’s Rail Strategy
To actively engage with Metrorail / Intersite to facilitate coordination of planning of
public transport for the City.

To actively promote the use of rail as part of the City‘s public transport promotion
campaign.
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7.1.2.1
City of Cape Town – Integrated Transport Plan 2006 To 2011
Sectoral Strategies

To ensure coordination, wherever possible, of road based and rail based public
transport services, planning road-based services that support and supplement rather
than compete with rail services.

To facilitate non-motorised and motorised access to rail services, especially in the
local context, so as to improve the customer experience of rail in terms of access to
rail facilities.
The short-term strategy is to bring the existing system on priority corridors to a good
state of repair and good overall condition through fleet upgrading and service
improvements aimed at:

Retaining current ridership

Regaining lost riders on priority corridors

Attracting new riders in existing travel markets through a higher quality and more
attractive service
Priority rail corridors: focus investment on key corridors
7.1.2.2
In 2005/2006, the South African Rail Commuter Corporation (now PRASA) identified
issues that were posing a serious threat to the future of the rail commuter service. The
attempt to address to address these issues resulted in the identification of rail recovery
strategies. The Priority Rail Corridor Strategy was selected from the identified strategies
to address particular rail related operational challenges.

High service specification on higher density corridors and lower priority on others

Spread success to additional routes as and when rail proves itself

Cost will be more than current cost however focused investment will yield value for
Sectoral Strategies
money
7.1.2.2.1

The Priority Rail Corridor strategy was chosen for the following reasons
In an integrated public transport environment each mode must perform to its
strengths

The strengths of rail are most evident on higher density corridors / routes

Effective, higher density corridors can be identified in each region
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Sectoral Strategies

On these corridors, rail has the potential to play a much larger role
As part of the strategy, there is an urgent need to:

Accelerate the rolling stock refurbishment program

Improve the condition of critical infrastructure systems

Improve the level of service on priority corridors

Reduce fare evasion

Improve safety and security
7.1.2.2.2
The Current Corridors (Implementation Priorities)
Category A

Kraaifontein to Bellville to Cape Town corridor (via Thornton and Monte Vista)

Simonstown to Cape Town corridor (including the Cape Flats line)

Khayelitsha to Cape Town (including the Kapteinsklip line)
Category B

Strand to Bellville to Cape Town

Bellville to Sarepta to Langa to Cape Town corridor (including the Pinelands link)

Worcester to Wellington to Cape Town corridor
Category C

Muldersvlei to Eersterivier Corridor (via Stellenbosch)

Malmesbury to Cape Town
The Future Corridors (Planning priorities):
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7.1.2.2.3
Category A

Blue Downs link

Atlantis corridor and links
Category B
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
Philippi to Southfield link

Cape Town International Airport link
Category C

Khayelitsha to Somerset West link
The medium and long term strategies extend these investments to the other corridors in
priority order and consider new and extensions to the rail system subject to full financial
and economic evaluations.
7.1.2.2.4
Rail Interventions
The following rail interventions are planned for the next five years
New Railway Lines

Airport Rail Link (to be implemented in the short to medium term in line with the
national directive to link all International Airports to the CBD via rail)

Blue Downs Link (planning to be prioritised in the next five years)
Rail Studies for New Commuter Services on Existing Rail Corridors

Kraaifontein to Fisantekraal / Klipheuwel (planning for an improved service with
doubling and electrification on a C corridor)

Cape Town to Du Noon / Atlantis (planning for a new commuter service on a
freight line)

Eerste Rivier to Strand Line Doubling (to address network deficiencies)
New Rail Stations
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
Windermere Station – proposed name ―Century City Station‖ (to be commissioned
within the next five years)

North-East Corridor Railway stations (as per implementation priority to be
determined)

Bloekombos Station (implementation priority to be determined)
2010 Rail Projects
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
Railway station Upgrades (Langa, Heideveld, Athlone, Cape Town Station)
7.1.3 Scheduled Bus
Although rail is a central component of the public transport system of the City, road-based
public transport remains the only available mode in all areas outside of the walkable
catchment of the rail network. Central to this road-based public transport is the scheduled
bus system, in all its forms, including conventional scheduled services as well as bus rapid
transit and integrated rapid transit systems.
The City‘s strategy for bus services is:

To give priority to the ongoing planning and implementation of upgraded bus services
in the City, ensuring both temporal and spatial coverage commensurate with the actual
and realistic potential demand for public transport services.

To promote high capacity bus services, such as the Integrated Rapid Transit services
promoted by national government and as already being implemented in the City.

To advance the coordination of all road-based services.

To promote the use of bus services through the promotion of these as part of the
City‘s public transport promotion campaign.
7.1.4 Minibus Taxi
Minibus taxi services play a major role in public transport provision in South Africa and the
industry has a significant role player in the economy.
However, the vision for an
integrated, effective and efficient public transport system requires a strategy of
transformation for this industry. The City, in keeping with national and international trends
thus seeks to implement the following strategy with respect to the minibus taxi industry:
To promote the formalisation of the minibus taxi industry in such a manner that permits
the current industry role players to take up an equal or greater role in a formal,
scheduled public transport system of world-class standards. The NLTA will remove
the requirement for minibus taxi associations and operators to be registered. The City
could make by-laws to promote formalization, or request the Province to pass
legislation in that regard.
Alternatively other methods of formalization could be
applied.
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
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
To engage with and support the minibus taxi industry in respect of the above,
facilitating the transformation process and incorporation into formal public transport
through the integrated rapid transit project described in section 8.6.

To phase out minibus taxi ranks within the City, placing greater reliance on appropriate
utilisation of integrated public transport interchanges.

To phase out unstructured minibus taxi services, except where acting in coordination
and cooperation with the formal public transport system.
7.1.5 Metered Taxi
Owing to the diversity of demand for transport services, some demand simply cannot be
met by conventional public transport. Such diversity includes personal preferences with
respect to mode, temporal and spatial factors, and trip purpose. In order to accommodate
those whose needs cannot be met by the conventional system, it is vital that the City has
an active and vibrant metered taxi industry, supplementing the formal public transport
system. This, it will be observed is the situation in all major cities where there is a strong
formal public transport system and people become less reliant on private vehicles and as
a result, tend to make considerably more use of the convenient metered taxi. In order to
facilitate good quality and inexpensive metered taxi services that can be called by
telephone or found at conveniently located ranks, the City embraces the following
strategy:

To set aside appropriate space for metered taxi facilities wherever these may be
warranted in light of actual and potential demand.

To promote metered taxis as a supplementary mode in the planning of public transport
systems, facilitating their use where and when conventional services would not be
appropriate.

To promote the use of metered taxis as a mode of transport through the promotion of
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these as part of the City‘s public transport promotion campaign.
7.1.6 Learner Transport
Learner transport is presently a function of the Department of Education. This situation is
under investigation and is expected to change in the foreseeable future. Education is a
critical facet of the economic growth strategy of the City. Ensuring access to educational
facilities is thus a key requirement of the public transport system. Whilst there are safety
and security issues relating to the use by school pupils of the mainstream public transport
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system, nevertheless, it is imperative that this system be adapted to accommodate
scholars and students so as to promote access to education. In facilitation of this, the City
is following the strategy below:

To actively plan all public transport routes so as to ensure that all centres of learning,
be they schools, colleges or universities are served by public transport.

To actively plan public transport operations so as to facilitate system use by learners
and students in accessing places of learning at appropriate times, if necessary,
providing services geared especially to learners.

To promote learner safety and security by implementing additional measures on roadbased public transport vehicles, such as closed circuit television.

To promote learner safety and security by implementing training and education
programmes and a public transport equivalent of the scholar patrol.

To promote learner safety and security through the promotion of smart card
technology, not only as a means of fare payment, but also as a means of ―keeping an
eye‖ on learners, facilitating quicker response when problems do arise.
7.1.7 Long Distance Public Transport
The promotion of a public transport oriented movement system has the implication of
reducing car ownership and increasing dependency on public transport. Not all trips are
urban trips and it is thus necessary that long distance public transport services be readily
available to users, providing a wide range of opportunities. Such services, road and rail
based, are already available and well supported throughout South Africa. It is incumbent
on the City however, to ensure that these services are broadly promoted to which end the
following strategy is adopted:

To ensure integration of the Metropolitan public transport system with long distance
services, both road and rail based through provision for long distance services at

To ensure coordination of services such that long distance services are accessible via
metropolitan public transport.

To facilitate efficient long distance public transport, with respect to road-based
services, by protecting preferred long distance routes within the City and giving access
to dedicated bus ways for these services where this is feasible.
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appropriate modal interchanges.
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
To promote the use of long distance public transport as a mode of transport through
the promotion of these as part of the City‘s public transport promotion campaign.
7.1.8 Tourist and Related Services
Tourism is an important facet of the economy of Cape Town.
From a transport
perspective, central to promoting tourism is ensuring an appropriate public transport
system. Such a public transport system will be of primary benefit to the citizens of Cape
Town but it must also meet the expectations of visitors, necessitating a mix of services
that include scheduled rail and bus, tour and charter services, metered taxis and private
shuttle services and the proposed NPTR. .
Achievement of such a mix of services requires a commitment by government and
acceptance by operators of the principles of regulated competition. Other than in respect
of safety and quality standards, there is little need to regulate market entry for most of the
services that are provided specifically for tourists, as this competition is healthy. Some
shuttle and other charter services (such as chauffeured services and limousines) may
however need to be regulated in various ways to minimize any detrimental impacts on
scheduled services and metered taxis.
In using public transport as a tool for the promotion of tourism, the City will continue with
the following strategy:

Develop coordinated transport plans to support Tourism initiatives, through the
establishment of a tourism and transport forum, comprising City, Provincial and
tourism stakeholders. Such a committee should be responsible for operations and
planning, but also regulate licences, manage vehicle safety and quality standards,
training for guides.
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
Market and promote tourism through brochures, timetables, maps in multilanguage and web-based materials.

Enhance the route guidance and orientation information on the roads and ensure
coordination of information and consistency of policy.
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7.1.9 Passengers with Special Needs
It is considered a fundamental principle of all transport planning of the City that
passengers with special needs be accommodated in the transport system. This gives rise
to the adoption of the principle of Universal Access which is essentially cross-cutting,
affecting non-motorised as well as motorised, private as well as public transport. As such,
the matter is dealt with in a variety of paces within the City‘s Integrated Transport Plan. In
respect of public transport however, the City is committed to the following strategy:

The application of universal design principles to all new services and infrastructure
through:
o
Ensuring that access to services and infrastructure can accommodate special
needs users.
This implies providing ramps, appropriate ablution facilities,
audible information services and tactile information through walkway design as
a standard component of the design and not an ―add-on‖.
o
Ensuring that public transport vehicles and facilities are designed to
accommodate wheelchairs and assistance dogs and incorporate systems
designed to assist special needs passengers.
o
Ensuring that the public is well informed and educated regarding the availability
and use of these systems.
o
The training of all public transport staff in the provision of support and
information to special needs users.

The conversion of all existing facilities and services to accommodate special needs
users, as described above, as these facilities are upgraded.
7.1.10
Monitoring
Transport, including public transport is dynamic, with changes in demand levels and, on
occasion, spatial demand, being the norm. In addition to the dynamics of demand, there
are those of service quality, which is not necessarily maintained, due either to a lack of
capacity or to external factors relating to infrastructure usage. It is the duty of the City to
when and where necessary, modifying services and service quality in accordance with
observed conditions. To this end, the City has the following strategy:

Travel demand patterns are constantly monitored through various surveys.

Potential demand is constantly monitored through two programmes:
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monitor the public transport system on a continuous basis, facilitating corrective action
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o
A close engagement between the transport planning department and that of
the planning authorities responsible for monitoring land use development.
o
An ongoing programme of household surveys that monitors changes in public
perceptions of what is required in terms of transport and public transport in
particular.

Facility utilisation is constantly monitored through on-site management teams.
7.1.11
Public Transport Safety
In assessing the security of a public transport journey, passengers make their judgement
on the basis that the route is only as safe as its most vulnerable part.
This concept presents challenges to the operator or provider, who does not have control
over some of these factors. Essentially, it involves working with the other agencies that do
have responsibility for these things. It means securing commitment at the highest level,
establishing a common agenda, and developing joint initiatives which will benefit both
agencies and ultimately the passenger.
The public transport safety strategy has three focus areas:
Preventative Controls – This aspect of the public transport safety and security strategy
acts as the first line of defence and cuts across both the controlled and uncontrolled
environments. It requires an integrated institutional and organisational base, focused and
shared information management and sound public transport safety and security physical
design elements. Preventative strategies force compliance with prescribed or desired
actions and therefore decrease the opportunity for aberrant events. A large number of
undesirable events or factors that compromises public transport safety and security can
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be blocked out through preventative interventions.
Detective Control – Detection of problems within the public transport environment is the
second line of defence.
Detective abilities are devices, techniques and procedures
designed to identify and expose undesirable events that evaded the preventative control
measures of the public transport safety and security strategy. As indicated earlier some of
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the same activities operative under the preventative control measures are also
internalised by the detective control aspects of the strategy.
Corrective Controls - The following elements comprise the corrective control:
Overall Law Enforcement: this action takes place around the public transport facility and
forms part of the general policing and enforcement strategy undertaken by the South
African Police Services, the City Police and the Traffic Department.
Public Transport Law enforcement – this action provides a safety and security blanket at
public transport facilities through the provision of law enforcement programmes aimed at
correcting specific ―high impact‖ incidents such as robbery, murder and assault.
Emergency response – this action provides for the coordinated and focused response of
multiple agency deployment in case of major incidences within the public transport
environment.
Post emergency response – this action provides for a ‗corrective plan of action‘ after the
occurrence of major incidents within the public transport environment and requires the
formation of a multi agency emergency response team to review techniques and
procedures used in response to major emergencies.
Lastly, where public transport safety and security design elements have failed to either
prevent or detect the potential or actual occurrence of an incident, the same agency
cooperation is required in undertaking ongoing safety and security audits of the physical
design aspects of public transport facilities so to ensure that the flawed design elements
are corrected.
7.2 Transport Infrastructure Strategy
Transport Infrastructure is the fundamental component of the transport system and
and roads, to cycle and walkways, with many associated facilities, such as rail stations,
bus stops, and depots, even infrastructure maintenance yards.
The bulk of this infrastructure is extremely costly and has a significant long-term impact on
society and the environment. Once in place, this expensive infrastructure will have a long
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encompasses a very wide range of facilities from airports and harbours, through rail lines
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and useful life if appropriately maintained, thus minimising the need for additional
infrastructure.
Given the impacts, financial, economic, social and environmental, it is
critical that all new transport infrastructure is carefully considered and planned and that all
existing transport infrastructure be suitably monitored and maintained.
The strategy for transportation infrastructure design, monitoring, implementation and
upgrading shall be the following:

To improve safety on the road system;

To optimise traffic flow on arterial and freeway networks ;

To reduce congestion within and between nodes and activities;

To co-ordinatetraffic/transit operations;

To manage incidents, and reduce delays and adverse effects of incidents,
weather, work zones, special events, emergencies and disaster situations;

To effectively manage maintenance and construction work to minimise the impact
on safety and congestion;

To inform travellers with timely and accurate information;

To improve the interfaces between modes of transport for passengers and freight;

To eliminate bottlenecks due to inadequate geometrics;

To provide reliable and convenient infrastructure for public transport services.
The operations refocus is also consistent with the mission of developing Sustainable
Transport, providing for the mobility needs of the customer while avoiding critical negative
environmental impacts.
7.3 Travel Demand Management Strategy
Amongst the approaches towards a more sustainable transportation system is Travel
Demand Management (TDM). Travel Demand Management essentially seeks to modify
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how people travel and goods are moved on the transport system so as to achieve the
most effective and efficient use of the system through reduction in congestion and
pollution whilst also facilitating access to transport for a broader community.
Travel
Demand Management is thus a cross-cutting theme of the Integrated Transport Plan,
being a fundamental tool in the achievement of the City‘s vision for transport.
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and the City as a draft Travel Demand Strategy that will eventually become a key tool in
promoting all the Integrated Strategies of the City, promoting a diversity of sustainable
travel modes and practices that will influence the choices made by commuters in order to
reduce the overall number of trips, minimize travel time, and optimise travel cost –
especially during the peak times. Three strategies will be required to encourage this
approach:- :

Introduce feasible and attractive alternative travel modes.

Create an awareness of alternatives to private car use and change perceptions in the
minds of the travelling public and that of business that car travel is not the only means
of transport. This includes creating an awareness of the true cost of travel and the
long-term sustainability of the system.

Encourage land use activities, and a supporting legal and policy environment that
promote alternatives to private car travel.

Incrementally impose constraints on private vehicle usage.
Achievement of the above conditions involves a mix of travel demand strategies such as
those enumerated in Table 55. These strategies are categorised at three levels: local,
intermediate and macro (city-wide) and influence both the physical environment and the
social or cultural ethos of neighbourhoods or localities.
Table 55: Summary of TDM measures
TDMor Traffic Calming Strategies (Darwin Matrix)
SCOPE
OF Physical/Environmental
Social/Cultural
MEASURE
(„Technique‟) E
(„Ethos‟) C
Local
Local Environment
Local Cultural
Local
Local
Area
Traffic Neighbourhood speed watch;
Management
or Residential
Street Focused traffic law enforcement;
neighbourhood) Management
Speed
and
entry
control Community action plans
devices;
Green streets‘ program;
Attitudinal
change
communication)
235
(marketing
&
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(street
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TDMor Traffic Calming Strategies (Darwin Matrix)
SCOPE
OF Physical/Environmental
Social/Cultural
MEASURE
(„Technique‟) E
(„Ethos‟) C
Intermediate
Intermediate Environmental
Intermediate Cultural
Intermediate
Environmentally-adapted
Voluntary behavior change: mode
through roads;
choice, speed
(zone, precinct, Shared zones,
corridor,
lower-speed Traffic law enforcement
zones;
regional)
Pedestrianised
shopping Marketing & Communication
precincts;
Corridor
projects
(e.
g.
Klipfontein/
Koeberg Roads)
Road pricing (precinct);
Parking policies
Macro
Macro Environmental
Macro Cultural
Macro
Travel Demand Management Cultural change;
(TDM);
(city-wide)
Transportation
System Loss of choice (e.
g.
energy
Management
constraints,
(TSM)
Significant drop in living standard);
Total system measures (fares Population decline;
police,
City-wide road pricing)
Futurology
Manipulation or urban form Traffic law enforcement
and structure
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Parking policies
Marketing and communication
Toolbox of interventions
The concept of TDM covers a broad range of tactical interventions and as part of the
City‘s strategy, it is busy formulating a comprehensive TDM policy document to encourage
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an integrated approach which builds on the opportunities arising from improved public
transport. Such a policy document will include the following aspects:
Rights of Way / Road Classification

TDM (traffic calming) at three levels

Parking Policy

Operational Management Strategy

Enforcement Strategy (speeds, parking, deliveries, HOV/PT lanes)

Loading / Delivery Strategy

Spatial Development Plan (integrated/densification)

Public Transport Strategy

Funding contributions strategy (funds, use, prioritization, implementation)

Off-peak operations strategy
7.3.1 Parking Policy
A Parking Policy is a vital component of an Integrated Transport Plan, and parking
strategy, for the City of Cape Town.
An appropriate and efficient parking strategy
supports metropolitan and economic growth, protects the environment and supports to
travel demand management. The objective is a pragmatic parking policy accepts that
elements be periodically reviewed.
The parking policy affects how and when people travel by car or other transport modes,
reducing private vehicle trip-making and encouraging sustainable alternative means of
travel. Hence, parking is an essential component in managing congestion. By using
appropriate parking locations, together with visible and effective guidance signing vehicle
emissions are reduced with an improvement in local air quality for pedestrians and
inhabitants of the City.
The Parking Policy combines various issues such as public transport, on and off-street
management and encouragement of development at appropriate locations.
The City‘s draft Integrated Zoning Scheme (IZS) 2009 supports a return to the Public
Transport applied approach by addressing a number of other parking management issues.
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parking ratios and provision for deliveries using the parking as a vital tool in the
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Given that the perceived cost of parking is an effective deterrent to trip by private car. A
sustainable road transport system relies on increased constraints on the use of private car
mobility, and assumes quality of public transport service delivery which successfully
absorbs future growth in travel demand.
The policy anticipates a significant improvement in the metro passenger rail services that
does the services revert to the 18 hours with headways not exceeding 60 minutes.
A road based public transport services will similarly operate for 18 (then 24) hours with 30
to 60 minute maximum headways. At least 85% of residences and employment in the
built area of the City of Cape Town within 400 m or 5 minute walking distance of public
transport stop.
Transport zones are designed to facilitate efficient operation of the various transport
systems. Provision is made for controlled mixed-use development in certain transportation
zones. All properties within the area of jurisdiction of the City of Cape Town are allocated a
zone. The TR1 zone provides for all other transport undertakings which serve the public
such as airports, harbours, railway lines, bus depots, taxi ranks, and cable car stations.
The TR2 Zone provides for public streets and roads, as well as premises for the public
parking of operable motor vehicles. On-site parking for a permitted activity in any zone is
considered to be an associated use.
The Overlay Zone is the mechanism to elevate specific policy guidelines to land use
regulations.
The Parking Policy identifies specific parking regimes each where parking is provided at a
minimum ratio in accordance with the zoning scheme. These may be supplemented on
the property for which the parking is required by public parking facilities available in the
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vicinity.
Parking for the Physically Disabled
Parking that is capable of use by a physically disabled person in any parking facility
serving the public, parking for physically disabled persons shall be provided.
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Loading
Loading bays shall be provided in accordance with the following table titled ―Minimum OffStreet Loading Requirements‖.
On-Street Parking
The availability of on-street parking space is a limited resource and is linked to the road
function. It is not desirable to eliminate all forms of on-street parking. Worldwide trends
indicate that roadside parking can no longer be perceived by the public as a ‗free and
exclusive right‘. On-street parking location is determined by traffic safety at pedestrian
priority areas, crossings and intersections.
The Parking Policy will address mechanisms for the development of Parking Zone
Diagrams, establishment of parking zones within specific areas, on-street parking
charges. This is exemplified in Table 56.
Table 56: Parking implications for various zones.
Development
Environment
Road Categories
High Order Arterials(1)
Freeway
Distributors
Expressway Primary(2) District(3) Local(4)
Urban
Intermediate
Suburban
Semi-Rural
ZONE 1
ZONE 2
ZONE 3
Rural
Source: RAG
Within Zone 1, on-street parking not be permitted.
In Zone 2 such on-street parallel parking can be provided
Public and Private Parking Lots
The distribution of these parking facilities is widespread and includes public parking lots
within business activity centres, Park & Ride facilities at public transport interchanges.
A number of parking lots have been established over time, often on undeveloped or
underutilized land by the private sector as financial ventures.
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In Zone 3 on-street parking may be permitted
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Park & Ride (P&R) Facilities
During the 1980‘s a number of P&R facilities were provided at rail stations throughout the
Cape Town area. Each site is subject to more detailed evaluation, taking cognizance of
the railway stations nodal development opportunity in the first instance. The transport
linkages with attention given to pedestrian accessibility level, feeder public transport,
bicycles, taxis (metered), Kiss & Ride and lastly P&R in priority order. The parking lot
consumes land that could otherwise be developed. The policy provides for mechanisms
to develop satellite parking locations through public engagement with users and private
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sector developers.
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7.4 Freight Logistics Strategy
Key Performance Indicators:
o
Mode Split (as measure of tonne. kilometres)
7.4.1 The Importance of Freight
Freight Logistics is important because freight movement is fundamental to almost all
economic activity, be it agriculture, infrastructure development, energy production or
general industry. It is thus incumbent upon the City to ensure that the movement of freight
is facilitated to permit growth, development and thus job creation and the welfare of our
people, as emphasised in the City‘s Integrated Development Plan (IDP). However, this
very same freight movement can have significant negative impacts upon the City and
society as a whole and it is thus necessary to ensure that the facilitation of freight
movement is suitably directed so as to minimise the negative impacts. The National Land
Transport Transition Act and subsequently, the National Land Transport Act have
recognised some of the key issues (underlined) and Section 37 of the NLTA sets the
following requirements for an Integrated Transport Plan Freight Strategy:

Subject to requirements prescribed by the Minister under section 36(2), planning
authorities must develop a freight transport strategy, with due regard to national
and provincial policy, covering the transporting of goods to, from and through the
area by road, taking into account—
o
the movement of goods to, from, and through the area by rail or pipeline;
and
o

the movement of goods to and from ports or airports.
The strategy contemplated in subsection (1) must identify routes for moving goods
so as to promote their seamless movement and to avoid conflict with road traffic.
The strategy must also include a plan for the movement of dangerous substances
contemplated in section 2(1) of the Hazardous Substances Act, 1973 (Act No. 15
of 1973), by road along designated routes in accordance with the general strategy
or plan provided for in the relevant Provincial Land Transport Framework.

A person must not transport dangerous substances in the area of a planning
authority except on a route so designated and indicated in an integrated transport
plan, where such a route has been determined and published.
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
Any person who contravenes or fails to comply with subsection (4) is guilty of an
offence.

By virtue of the deregulation of the road freight industry effected by the Transport
Deregulation Act, 1988 (Act No. 80 of 1988), planning authorities must collaborate
with the MEC and registering authorities contemplated in the National Road Traffic
Act, to promote effective regulation of freight operations by means of the operator
card system provided for in Chapter VI of the National Road Traffic Act, to prevent
damage to the road system and to achieve the other objects of this Act.
7.4.2 Vision, Goals and KPIs
In support of the visions for the City and for the City‘s transport, the vision for freight
transport in Cape Town is:
“Development of a safe and efficient freight transport system, that will ensure Cape
Town as a world class City, building the economy by connecting markets, businesses
and people in a sustainable and cost effective manner, while supporting and
complementing the city’s mobility corridors and strategy. ”
7.4.3 Desirable Freight System Characteristics
In facilitating the, movement of freight, and thus of economic activity of our City, it is seen
as desirable that the following characteristics of the transport system, as relating to freight
movement, be achieved:

Strong transport linkages along main freight corridors

Appropriate modal choice for various freight types

Appropriate temporal use of network for freight versus passenger transport

Minimum environmental impact through management of goods vehicle fleet
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7.4.4 Key Freight Centres within the Cape Town Metropolitan
Area
Freight centres within the Metropolitan area may be divided into heavy industrial and
commercial freight centres.
The commercial freight centres tend to be distributed in all the commercial activity nodes
around the City and are thus widely dispersed and need to be catered for by means of the
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general transport network.
The key industrial freight centres within the Cape Town
Metropolitan area are indicated in Figure 13, whilst the main rail and road links between
these centres as well as the abnormal load routes are shown in Figure 14.
Although there are many other areas of less intense industrial activity, main areas of
current industrial significance include:
 Cape Town Harbour

 Cape Town International Airport

 Airport Industria

 Simon‘s Town Harbour (Naval yard)

 Sacks Circle

 Montague Gardens

 Epping Industria

These centres require that more specific consideration
Stikland
Paarden Eiland
Belcon
Brackenfell Industria
Blackheath Industrial
Somerset West (N2)
Phillipi
be given to heavy goods
movement, accessibility for large road vehicles and for rail and to access to regional and
national routes that limit the movement of heavy goods within the commercial and
residential areas of the City. There are other areas, zoned for industrial development,
such as Capricorn Park in Muizenberg, the full development of which is yet to occur.
7.4.5 Freight Management
The following are the main management aspects that the City is required to consider in
achieving its vision for freight.
7.4.5.1
Freight Route Designation
Whilst most elements of the road network can accommodate all standard freight vehicles,
there are certain road network elements within the Cape Town Metropolitan Area that are
unsuited to any heavy freight movement. Reasons for this include road widths and corner
radii, road gradients, height clearances and load bearing capacity. Examples of roads of

Church Street, Muizenberg: The railway bridge clearance is inadequate.

Chapman‘s Peak Drive:Height limitations, road width and turning radii all play a role
here.
Whilst certain of these roads are marked, there remain cases of use by inappropriate
vehicles of the routes with accidents or considerable inconvenience and sometimes quite
extensive damage occurring. It is proposed that the City prepare and publish a map
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this nature are:
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indicating route limitations through a colour coding scheme and that restricted roads be
revisited for signage and other interventions, such as pavement colour, that will clearly
identify restricted areas early enough to permit alternate routing.
7.4.5.2
Linkage of primary Industrial Areas and major Transport Facilities
Most of the major industrial areas listed above are well served by the primary road
network, most in fact being close to national roads.
The problems associated with
linkages between industrial areas and transport facilities are mainly related to facility
capacity, with Cape Town Harbour being an example of internal capacity giving rise to
traffic related problems, and general network congestion arising from overall traffic
demand. Simon‘s Town is one area poorly served by road with respect to heavy goods
vehicle movement, but is accessible by rail and is in fact, mainly served by naval vessels
in respect of its heavy industrial needs.
7.4.5.3
Provision for movement of Abnormal Loads
As depicted in Figure 14, the City maintains an abnormal load network. This network
naturally satisfies the needs of more conventional heavy goods movement. However, the
National Department of Transport is finalising a revised policy on the movement of
abnormal loads. A key element of the policy is the categorisation of routes and a focus on
minimising the impact of abnormal loads by promoting the use of off-peak times,
especially weekends and public holidays for such movement. The City‘s strategy for the
movement of abnormal loads follows a similar path, with the key objective being the
maintenance and modification, where necessary, of a route network that links all the major
industrial centres, thus providing an abnormal load network.
7.4.5.4
Provision for movement of Hazardous Loads
At present, the City manages the movement of hazardous goods on an ad hoc basis. It is
required in terms of this Integrated Transport Plan however, that certain key routes be
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classified as hazardous goods routes and that these routes be clearly demarcated and are
closely monitored by the Incident Management team, with provision for appropriate
response times in the event of an incident. The major movements of hazardous materials
are presented in Table 25, which should be considered the basis for evaluation of
demarcated hazardous goods routes.
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It is also proposed that certain areas be declared no-go areas for hazardous materials
except for limited volume local deliveries.
Such areas will mainly comprise central
business districts and dense residential areas.
The implementation of a rigorous
hazardous loads movement plan will also involve regulating land use involving such
hazardous materials to ensure that such development occurs only adjacent to appropriate
routes.
Factors35 to be considered in the preparation of a hazardous goods route network will
include, but not necessarily be limited to:

population density

terrain considerations

type of road

continuity of routes

types and quantities of hazardous

delays in transportation climatic
material
7.4.5.5
conditions

emergency response capabilities

alternative routes

results of consultation

effects on commerce

exposure and other risk factors

congestion and accident history
Management of overall network capacity
The movement of goods on the transport network of the city is fundamental to the
maintenance of attractive economic conditions that promote investment and create
employment. There is thus a clear need to ensure that the transport system is able to
accommodate goods movement in an efficient manner. Similarly however, it is important
to maintain the overall capacity of the network through ensuring that particular vehicles do
not consume more than their fair share of the system‘s capacity.
7.4.5.5.1
Maintaining efficiency of Goods Movement
The facilitation of goods movement may be best achieved by ensuring that the key freight
along the routes as well as traffic management and law enforcement on the routes. In
respect of the latter, the promotion of law enforcement in respect of illegal parking in
loading zones is to be emphasised, as is the provision of proper access and egress
35
U.S. Department of Transportation, Federal Highway Administration, 1996. Highway Routing of Hazardous
Materials: Guidelines for Applying Criteria. Publication No. FHWA-HI-97-003. (NHI Course No. 38064. )
http://hazmat.fmcsa.dot.gov/nhmrr/index.asp
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movement routes are designed to accommodate heavy vehicles in terms of clearances
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arrangements for heavy vehicles on the premises of larger commercial and industrial
properties.
7.4.5.5.2
Temporal control of freight movement on key commuter routes
Certain types of freight can be associated with large and slow moving vehicles. These
vehicles can significantly reduce the capacity of the transport network for a period and this
in turn may have disproportionate social, economic and environmental impact on the City.
It is thus seen as appropriate to restrict such freight movement to suitable travel times on
these key routes. Mainly, this will limit the movement of certain classes of vehicle on
certain roads during prescribed times, typically the morning and evening peak traffic
periods; i.e. 06h00 to 09h00 and 16h00 to 18h00 on weekdays.
7.4.5.5.3
Limitations on vehicle classes permitted on sensitive routes
A similar problem as that addressed above arises when inappropriate vehicles are used to
move heavy freight over the numerous mountain passes in the Metropolitan area.
Underpowered vehicles are unable to negotiate the passes at anything more than a crawl,
thus considerably reducing network capacity and often promoting unsafe driving
conditions, due to speed differentials, and behaviour arising from frustrated car users
seeking to overtake in unsafe places. A restriction on vehicle classes (mainly in terms of
power to weight ratio) on certain routes requires consideration, especially in peak
commuter periods.
7.4.6 Inner City Freight
It has become common practice in many major cities around the world to restrict the
movement of heavy goods vehicles within the central business district of the City. In the
case of Cape Town, the movement of heavy goods vehicles within the Inner City does not
presently pose a problem. However, there are frequently disruptions to the movement of
traffic as a result of loading and off-loading of goods vehicles for which adequate provision
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has not been made, or where the loading areas allocated have been blocked by illegal
use of the bay. The strategy of the City in this regard is to emphasise law enforcement
with respect to the use of loading bays and also to re-examine the distribution of loading
bays in the context of the needs of commerce and industry within the Inner City. This
examination will also investigate the potential for temporal management of goods
movement within the Inner City.
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7.5 Non-motorised Transport Strategy
Non-motorised transport (NMT), which includes walking, cycling and the use of animaldrawn carts, amongst others, is a valuable component of the transportation system and is,
ultimately, an element of all journeys, most notably those made by public transport, which
involves non-motorised access. Access to schools for most children also includes nonmotorised access and, in this case, access that particularly takes into account their safety.
The City is thus committed to improving and promoting non-motorised transport so that it
plays a more significant role in Cape Town's transport system.
In the Cape Town context, NMT is represented mainly by walking and cycling and the
policies and strategies are mostly developed around the needs of these users. However,
the policies, strategies and resulting design and implementation projects should strive for
improved universal access that also takes into consideration the needs of other users
such as the special needs people that include there with impairments, perambulators,
shopping trolleys, etc.
Hence, the City NMT strategy is guided by the following
statement:“Cape Town will be a city where all people feel safe and secure to walk and
cycle, NMT is part of the transport system, public space is shared between all
users (NMT and motorised users) and everyone has access to urban
opportunities and mobility. ”36
The following policies shall guide the implementation of the strategies for NMT.

NMT shall be recognised as an essential mode of transport.

The culture and respect of NMT must be promoted throughout Cape Town through
example by political leaders of City of Cape Town, evidence of projects, supportive
law enforcement and visibility of NMT.
The City of Cape Town should support and reinforce programmes and projects
that target key markets/sectors and promote public life and NMT, such as events
to reclaim public space, like ―Vehicle Free Days‖ and Night Markets.

The City of Cape Town shall promote and support training of officials and
stakeholders with respect to NMT planning and infrastructure design.
39 Add Reference
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
The City of Cape Town shall promote NMT by example through the provision of
NMT support facilities such as showers and bicycle parking at municipal buildings
that include depots, offices and the development of incentives promoting NMT,
such as public transport allowances, bicycle travel allowances, etc.
The NMT strategies are therefore the following:-

To increase cycling and encourage walking by creating a safe and pleasant bicycle
and pedestrian network of paths to serve all the citizens in the Cape Town Area. ‖

To create safer pedestrians and cyclists environments, especially where the
majority of users are children, such as in the vicinity of schools.

To develop a quality, attractive and dignified environment; and

To promote a changed culture that accepts the use of cycling and walking as
acceptable means to move around in the city and elicit more responsible NMT
behaviour.
7.6 Safety, Security, Education and Enforcement Strategy
The provision of safe and secure transportation is fundamental to the entire system within
the City. The appropriate education and enforcement goes hand in hand with safety and
security for both supply and demand of all transportation aspects.
This section
encompasses a vast diversity of issues as reflected below.
ITP09 - Sectoral Strategies Chapter 7.
7.6.1 Incident Management
The occurrence of traffic incidents on the metropolitan road network is inevitable. As an
example, there are 800 to 1 000 motor vehicle accidents per month that have injuries
requiring medical attention. The manner in which incidents, and their respective degrees
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of severity, are handled by the emergency services is generally known as ―Incident
Management‖. The City‘s strategy is therefore to:
Implement and maintain an effective incident management system to co-ordinate
the emergency services and their joint response to incidents on the metropolitan
road network.
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To date, the Road Incident Management System has been a guideline document with
protocols and procedures.
This however has not been a really effective (positive)
contribution. Steps taken to improve this are that t has been recently endorsed by the
Council of the City of Cape Town and the establishment of the Transport Management
Centre.
The establishment of the Transport Management Centre (TMC) in Goodwood has Road
Incident Management as one of its key functions.
While there is emphasis on an
Intelligent Transport System (ITS) with a Freeway Management System (FMS)
component, - the resources applied will have to be used on arterial and minor roads as
well. An appropriate planning, monitoring and recording system for all incidents (including
accidents, events, works etc. ) is an essential part of the successful operation of the TMC
and the road network as a whole. This will include developing and resourcing additional
items to fit the needs of the City in particular.
The prime objectives of a Road Incident Management System are:
1. to improve safety, and
2. reduce incident duration.
By reducing the incident duration, the first objective is also enhanced as the number of
people involved (including normal traffic) and the chance for secondary incidents is less
with a short rather than long duration.
While the improved early stage management of road incidents (detection, verification and
response) is of some benefit, by far the greatest benefit can be derived from an equally
proportional improvement in the later stage, particularly the clearance, of the incident.
The CCTV and monitoring resources of the TMC will assist in the early stage by the
acquisition and readiness of resources (augmented by the resources with the TMC) to
clear the incident.
Examples are Service Patrols, specialised heavy duty recovery
equipment have a significant positive effect in the effort to reduce incident duration.
Service Patrols have the added advantage of being proactive in remedying minor
incidents before they become major problems e. g. removing obstructions before these
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cause an accident.
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7.6.2 Disaster Management
Disaster situations are usually more wide spread and may involve a wide range of
interventions involving transport over a quite wide area. With a few notable exceptions e.
g.
Koeberg Nuclear Power Station, disaster management from a transportation
perspective is generally covered under the Incident Management initiative above.
7.6.3 Special Event Management
Generally, Special Events are large, well-known (―iconic‖) events that are pre-planned
events and, by definition, permit a certain time to prepare and coordinate all the necessary
services, routes and respective accommodation to ensure a successful event. In this
regard, the City has a fine record of hosting special events and the traffic department are
well experienced to offer the necessary support and enforcement thereof. In this regard,
the key success factor has been the development and implementation of a Transport
Management Plan (―TMP‖) for such events. This had led to an exponential increase in the
number of registered events (―special‖ and ―ordinary‖) taking place in the City.
The
objectives of a TMP are to:

ensure the safe separation of event patrons, participants and volunteers from
traffic,

manage the reduced capacity of the road system,

-event community & the emergency services,
and

.
The City is furthermore developing an Events Bylaw and Events Policy which include the
requirement that a Traffic and Transport Management Plan be drawn up by the event
organiser and submitted for approval by the City‘s Traffic, Transport, Roads and
Stormwater Directorates. This is also in line with new national legislation (Safety at Sports
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and Recreational Events Bill) and international best practice.
More emphasis is being placed on the use and accommodation of public transport at
events. The IRT project promises to provide better transport facilities to and from events
around the City.
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The Transport Management Centre, which will incorporate Traffic, CCTV, IRT, and TNO in
one venue, will have the potential to facilitate co-ordination of many aspects of transport at
events. Additional resources that are required will be available for application to future
events.
This will ensure that such events continue to be safely and successfully managed.
7.6.4 Incident Management
The occurrence of traffic incidents on the metropolitan road network is almost inevitable.
The manner in which incidents, and their respective degrees of severity, are handled by
the emergency services is generally known as ―Incident Management‖.
The City‘s
strategy is therefore to:
Implement and maintain an effective incident management system to co-ordinate
the emergency services and their joint response to incidents on the metropolitan
road network.
7.6.5 Disaster Management
Disaster situations are usually more wide spread and may involve a wide range of
interventions involving transport over a quite wide area. With a few notable exceptions e.
g. Koeberg, disaster management from a transportation perspective is generally covered
under the Incident Management initiative above.
7.6.6 Special Event Management
Generally, Special Events are pre-planned events and, by definition, permit a certain time
to prepare and coordinate all the necessary services, routes and respective
hosting such events and the traffic department are well experienced to offer the necessary
support and enforcement thereof. In this regard, the continued development of incident
management procedures and protocols will ensure that such events continue to be safely
and successfully managed.
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accommodation to ensure a successful event. In this regard, the City has a fine record of
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7.6.7 Pedestrian Safety
Based on the need for the provision of walking as a mode of transport in the City of Cape
Town, especially in the low-income household and rural / semi-rural areas, the safety of
these pedestrians should be ensured.
The strategies to enhance pedestrian safety in the past were based on an approach
where the total separation of vulnerable road users from vehicular traffic was the
predominant mechanism to address traffic safety problems. The integration of road users
and combination of a separated approach would be more socially acceptable and
provides a more holistic platform to work from.
In this regard, the proposed TDM
strategies will encourage pedestrian safety and become integrated into the overall
planning approach of the City.
However, the policy objectives can be accomplished through implementation of the
following priority strategies:

Institutional Integration
o
Improve internal communication between pedestrian safety role players;
o
Obtain agreement with national and provincial authorities on strategies and
implementation of pedestrian safety projects;
o
Establish a working group that will take ownership of the Pedestrian Safety
Implementation Plan, the ongoing development of the Plan and the coordination of the application of national, provincial and local funding sources;
and
o
Establish reporting structures within the working group for reporting of
pedestrian safety related concerns.

Planning
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o
Explore additional funding sources, e. g. national, provincial and private, for
pedestrian safety improvements via different line function departments;
o
Develop and review transport policy, also review related policy development in
other corporate sectors;
o
Develop a comprehensive transportation management plan for the City of Cape
Town, addressing pedestrian safety at major events and venues;
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o
Provide pedestrian facilities where there is a reasonable expectation that such
facilities will be used by pedestrians, even if the current pedestrian volumes are
relatively low;
o
Establish a set of approved City of Cape Town pedestrian planning guidelines
to improve uniformity of implementation;
o
Include pedestrian planning into the City of Cape Town‘s transportation network
planning;
o
Ensure that existing pedestrian routes are protected, that development does not
sever or prejudice accessibility on foot, and that the developments themselves
are easily accessible on foot;
o
Ensure that developers provide through routes across major sites where these
will result in improvements to the pedestrian network;
o
Identify, plan and evaluate new transport and land-use projects, schemes and
interventions in terms of technical viability as well as strategic, economic,
financial, social and environmental criteria;
o
Re-assess the appropriateness of warrants pertaining to the provision of traffic
calming or pedestrian facilities;
o
Promote more comprehensive pedestrian accident reporting procedures and
systems, especially with respect to the location of accidents;
o
Maintain an annual transport monitoring and research programme to, amongst
others, determine pedestrian safety trends; and
o
Move from a reactive to a proactive approach to pedestrian safety for the long
term.
Road Environment
o
Establish a set of approved City of Cape Town pedestrian facility design
guidelines or design requirements for implementation purposes, such as the
DoT‘s Draft Pedestrian and Bicycle Facility Guidelines;
o
Identify high pedestrian accident locations through continuous audits, especially
on major movement corridors and neighbourhoods, and implement remedial
measures;
o
Assess appropriateness of posted speed limits at high pedestrian accident
locations;
o
Assess appropriateness of signage, especially warning signs, at high pedestrian
accident locations;
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o
Assess appropriateness of the proposed location of new pedestrian
infrastructure, i. e. does it satisfy pedestrian desire lines or only convenience
of construction;
o
Assess provision of street lighting at high pedestrian accident locations;
o
Improve pedestrian crossing facilities, e. g. raised block pedestrian crossings
at schools situated on lower order roads;
o
Implement traffic calming measures where appropriate;
o
Prioritise the allocation of resources around the understanding of essential
pedestrian safety needs;
o
Improve quality, accessibility and analysis of pedestrian accident data;
o
Monitor and evaluate the effectiveness of remedial measures, i. e. conduct
before and after studies to investigate the effectiveness of implemented
measures;
o
Conduct regular visual inspections for all elements of pedestrian infrastructure
assets; and
o
Implement a comprehensive maintenance management plan that includes
repair of fences, trimming of vegetation, upkeep of walkway surfaces and so
forth.

Awareness
o
Target behaviours, situations and locations through marketing and mass
communication;
o
Improve dialogue between and awareness of pedestrian safety issues for
national, provincial and local politicians in order to review strategies for
pedestrian safety and to obtain political support and commitment to address
pedestrian safety related issues;
o
Establish Community Road Safety Forums and support their pedestrian safety
programmes;
o
Promote general community involvement in road safety;
o
Promote pedestrian safety awareness by use of communication media such as
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radio broadcasts or community newspapers;
o
Improve communication between the public and officials;
o
Develop an appropriate public participation process before the implementation
of any pedestrian safety improvements; and
o
Market and promote pedestrian safety improvement projects.
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
Education
o
Co-ordinate and improve educational programmes between the City, Province
and National Departments. (Education, Health etc. )
o
Develop educational material and products aimed at pedestrians and according
to specific target groups.
o
Create an understanding of the role of the use of alcohol and or drugs by
pedestrians.
o
Create an understanding of the role of the use of alcohol and or drugs by
drivers of motor vehicles.
o
Create an understanding of the role of speeding on roads in the event of a road
traffic accident.
o
Create an understanding of the role of visibility of pedestrians in all weather
conditions.

Enforcement
o
Identify pedestrian problem areas and address same through the means of
education, enforcement, engineering and evaluation.
o
Develop a comprehensive network operations model for the City.
o
Enforce all traffic laws and regulations continually.
o
Continue to support scholar patrols and all initiatives pertaining to safety where
community involvement s required.
o
Evaluate the effectiveness of all initiatives on a regular basis.
7.6.8 Traffic Safety
The City has over 8 500 km of public roads and traffic volumes have been growing
steadily over the last ten years at approximately 3% per annum. The road network now
accidents is estimated to be more than R1.9 billion. The last road safety project37 was
undertaken in 2002 which had a five year plan. A summary of the report is outlined below,
however it must be noted that a study to identify appropriate projects is necessary.
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carries about 90 million vehicle- km of travel annually and the total annual social cost of
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The City is committed to making its roads amongst the safest in the world. To meet this
goal, the Metro Road Traffic Management Coordination Committee (RTMCC) has
developed a Road Traffic Safety Management Plan that outlines the broad framework for
a road safety strategy based on national and provincial road traffic safety policies and
strategies.
The aim of the Road Traffic Management Operations Plan is to develop mechanisms that
will be utilised to give effect to the implementation of these strategies in order to achieve
the road safety targets.
This Operations Plan aims to reduce the number of casualties resulting from road traffic
accidents in the City by 10% over 5 years.
The National Department of Transport has set the objective as being ―to reduce crashes,
deaths and injuries on South Africa‘s road by 5% year-on-year. This means that our risk
will be reduced to a similar level as in France or New Zealand.
Programmes
The City is taking an approach to road traffic safety that focuses attention on the most
critical problem areas and priority targets, without losing sight of broader road safety
issues.
SPEEDING and ALCOHOL are the biggest contributors to road fatalities in the City and
PEDESTRIANS are amongst those who suffer most in road accidents.
While speeding and alcohol is the biggest contributor, SEATBELTS are the most effective
means of reducing fatal and serious injuries in traffic accidents. When lap and shoulder
belts are used correctly, they reduce the risk of fatal injury to front-seat passengers by 45
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percent and the risk of moderate to critical injury by 50 percent.
The City aims to improve road safety through better community understanding of road
safety issues, a systematic change in the planning, design and management of the road
network and the enforcement of road traffic regulations.
The City aims to pursue three key areas in meeting the road safety challenge, namely:

Safer road users (better drivers and safer pedestrians)
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
Safer roads (safe, sustainable road network)

Safer vehicles (roadworthy vehicles)
Safer Road Users

Speed
Travel speed affects the severity of accidents as well as the risk of involvement in an
accident.
Compliance with speed limits must be increased to achieve the target,
especially in built up areas where pedestrians, cyclists and motorist share the same
road space.

Alcohol
Alcohol remains a major factor in a large percentage of fatal accidents in the City.
Alcohol, illicit and prescription drugs can affect a driver‘s performance and a
pedestrian‘s ability to use the road environment safely.

Seatbelts
The seatbelt and child restraint are one of the most important safety features in a
vehicle. In an accident the use of a seatbelt, child restraint or protective headgear
reduces the risk of death or serious injury. Death and serious injuries will also be
avoided if more cyclists wear helmets.

Fatigue
The contribution of fatigue to serious road accidents is difficult to quantity, but cannot
be overlooked as a large factor in serious accidents.

Driver incompetence
The National Road to Safety notes that research into recurring patterns of driver error
in accident points to a relationship between such error and the low levels of skill and
awareness prevailing amongst thousands of drivers on South Africa‘s roads. This is in
turn clearly linked to the prevalence of low standards of driver training-both informal
and in many driving schools-and to widespread fraud and corruption in the driving
licence testing and issuing system.

Intersection offences
factors that contribute to accidents at intersections.
Ideally, all possible variables
should be taken into account when analysing accidents at intersections, e. g. human
factors, vehicle factors and environmental factors such as the area, road classification,
and intersection geometry and control type.

Visibility of pedestrians and cyclists
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Accidents as a result of an offence committed by the driver are one of a variety of
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Studies have shown that increased visibility of pedestrians and cyclists lead to a
significant reduction in fatal and serious accidents.
Safer Roads

Speed
It is essential that posted speed limits are appropriate to the road environment.
Special attention should be given to areas with high pedestrian activities and
vulnerable users such as the elderly and school children.

Design
Road design should focus on the safety of the road user and special consideration
should be given to the road users who are more at risk such as pedestrians and
cyclists. Improvements to the existing roads and higher safety standards in new road
and intersection design will lead to a reduction in accidents.

Maintenance
Poor maintenance of the road surface results in potholes, flooding of the road and
poor ride quality. Broken fences allow animals to stray onto roads. Inadequate road
signs and lane markings are important areas that require attention.

Safety Audits
Road safety audits are essential in assessing the accident risk and safety potential of
both existing and the planned roads. ―Black spot‖ programmes target locations with
high frequency accidents.

Pedestrians and cyclists
The safety of pedestrians and cyclists can be improved through the provision of
adequate road crossing facilities, audio-tactile signals, ramps, pedestrian bridges,
cycling lanes etc.

Intelligent Transport System
Currently road users have limited access to information about hazards, congestion
and other traffic safety issues through radio. Through ITS, traffic signal systems can
be enhanced to assist law enforcement agencies.

Street lighting
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Visibility of the vehicle and pedestrian is enhanced through the provision of street
lighting.

Road policies
It is the goal of the City to engineer and operate the road network in a professional
manner through the implementation of best practises and compliance with appropriate
national regulations.
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Safer Vehicles

Safety standards
Vehicle safety standards and vehicle design can be improved to further increase the
protection provided to occupants and minimise the hazard to non-occupants struck by
a vehicle.

Roadworthy vehicles
Although the numbers are not known, at least some vehicles on the road are unfit for
use. The National Road to Safety Strategy lists the following as key problem areas:
under-inflated tyres; smooth or worn tyres or fitting the wrong types of tyres; poor
brakes; faulty steering; poor lights/vehicles visibility; poor general maintenance of
other vehicle parts such as the chassis, body, wheel alignment and shock absorbers.
This is to some extent at least, a matter of law enforcement, but can also be
addressed through more frequent roadworthy testing regulations.
7.7 Ports Strategy
The Port of Cape Town is a central feature of the City, a port of national importance and a
key economic driver within the City. A review of the relevant land use and transport
planning studies has indicated that the existing accesses to the Port by both rail and road
are likely to remain for the foreseeable future. Initial indications by the Port Authorities to
the proposal for an additional access via the Lower Church Street intersection (as per the
Culemborg Development Framework) have been negative. It is therefore anticipated that
the status quo will be maintained regarding points of access to the Port. The future traffic
situation has therefore been assessed based on the assumption that the current access
intersections to the Port have been maintained. Access to the proposed Port Industrial
Park situated on the ICS Power Station Site has been assumed via the Marine
Drive/Paarden Eiland Road intersection.
The City has a duty to ensure, through good coordinated planning, excellent accessibility
and all the ports in the Metropolitan area in general is thus:

To maintain and expand the necessary infrastructure to enable the ports to meet
their future growth projections with, in particular
o
Promotion of rail freight and improved container handling and storage
facilities in the vicinity of the Port of Cape Town (particularly but not only
Culemborg) so as to facilitate maximisation of cargo handling capacity. The
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to this vital facility. The City‘s strategy in respect of the Port of Cape Town in particular
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port is currently faced with space constraints and there is a need to relocate
some activities to areas outside the port, such as the Port Industrial Park,
alongside Paarden Eiland, and the Culemborg Site.

To facilitate port expansion by promoting appropriate zoning of land around the port.
7.8 Airports Strategy
The City recognises the vital gateway to the City that is the airport facility, for both
passenger and freight. In this regard, it is incumbent upon the City to ensure and maintain
excellent accessibility and connectivity to facilitate future growth and development in a
coordinated manner with ACSA.
To this degree, the following strategies are
recommended:

Non-aviation related commercial development in and around the airport precincts
should not compromise the primary function of the airport as an air/land transport
interchange.

Adjacent non-aviation development proposals (and their impact on shared
infrastructure) will be assessed using the normal public sector land development
management procedures and requirements.

A distinct division between the aviation and non-aviation developments will be made
with regard to their respective transport and bulk engineering services infrastructure
requirements. This will enable the authorities to agree on the scale of infrastructure
required to maintain a high level of accessibility to the airport for its main function as a
transport interchange.

ACSA will ensure that the internal road network serving CTIA is designed and
constructed to a standard that will facilitate and recognise the growth and future
access requirements of the airport.

Existing and future access to CTIA will be designed to provide a high standard of
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safety and convenience, taking into account existing and future traffic flows.

Public transport routes to the airport will be developed and promoted.

There will be integration of metropolitan public transport with airport public transport
including provision for aviation and development precinct workers‘ needs.

The City will continue to work together with ACSA to ensure that the road network
provides and acceptable level accessibility to airport.

Rail access to the Airport will remain a consideration for regular review of demand
levels and service viability and land will be protected to facilitate rail development
when warranted.
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7.9 Road Network Operations Strategy
The Vision for the City‘s Road Network Operations is to provide –
a reliable, safe and efficient network for all road users, taking full cognisance
of the needs of competing modes and different users.
This should be achieved under the auspices of an appropriate budget, with the
optimisation of scarce resources in an effective and sustainable manner.
The goals of operations management are:

Optimising traffic flow on the complete network through ongoing monitoring and
assessment of and response to traffic and road environment conditions,

Maximising operational safety and efficiency of the road network, especially with
respect to ensuring safe and convenient pedestrian and non-motorised operations

Minimising congestion and delays and particularly the negative impacts caused by
recurring congestion,

Managing incidents, special events, inclement weather conditions and disaster
situations, and reducing congestion and delays associated with these non-recurring
incidents,

Ensuring effective multi-modal operations,

Communicating navigational and operational information to all road users to help
support their judgment on travel and relieve their mental stress while driving.
Achievement of these goals involves expanding the Transport Network Operations Centre
(TNOC) in Goodwood. The TNOC needs to operate on a 24/7/360 basis, integrating all
the relevant services and technology such as Intelligent Transport System (ITS)
technology, which will include variable message signs (VMS) and Closed Circuit
Television (CCTV. )Full functionality of the TNOC requires, amongst other things, the
deployment and training of additional staff as well as the implementation of additional
The strategy for network operations can be summarised in the following tasks:

Develop an Integrated Transport Telecommunications Strategy

Develop an Integrated Transport System (ITS) Strategy

Develop an Integrated Transport Information Strategy
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technology.
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7.10 Coordination of Transportation Planning
The National Land Transport Act, 2009 providesthat
―every municipality that is establishing an integrated public transport network or has
significant passenger rail services in its area must establish an intermodal planning
committee consisting of the prescribed technical officials and prescribed representatives
of rail operators, other public transport modes, users and organised business‖,
section15(1).
The function of this committee is to coordinate public transport between the modes in
order to achieve the objects of this act, namely,
a) to further the process of transformation and restructuring the national land transport
system initiated by the Transition Act;
b) to give effect to national policy
c) to prescribe national principles, requirements, guidelines, frameworks and national
norms and standards that must be applied uniformly in the provinces and other matters
contemplated in section 146 (2) of the Constitution and
d) to consolidate land transport functions and replicate them in the appropriate sphere of
government.
To this end, the strategy for coordination shall be to formulate a committee with the sole
purpose of achieving this aim and enhancing the implementation of integrated
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transportation within the City.
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7.11 Asset Management Strategy
The City has to maintain its facilities and public infrastructure at an acceptable level so
that the general public have access to an acceptable level of service, and also so that the
taxpayer receives value for money. The City provides an:
Asset Management Strategy (AMS) for the Transport Department within the ambit of the
Municipal Finance Management Act (MFMA), Generally Accepted Municipal Accounting
Practice (GAMAP), Immovable Assets Management Bill, 2006 and corporate legislative
framework with SAP as the information monitoring system and database.
The AMS
strategy will include the development of the following:

Asset Management Policy

Fixed Asset Information Management System on SAP Plant Maintenance and GIS

Movable Asset Management Register as per the Corporate Asset Control Policy
and Procedures document

Asset Maintenance Management Plan

Staff Resource Plan will enhance a recruitment and training strategy of suitable
and adequately qualified and experienced professionals to execute the legislative
mandate.
7.12 Public Consultation Strategy
The City of Cape Townis dedicated to informing the City‘s transport users of its vision for
transport as well as provide up-to-date information on projects and policies relating to
transportation and associated improvement. The City‘s Communication Strategy commits
to the following actions being undertaken:

compile media statements and distribute to stakeholders within the newspaper and

distribute the requisite information and/or advert to corporate papers for
publication, and

distribute the requisite information and/or advert to all local community
newspapers, and

make the information/ document etc available at all public libraries, municipal
offices, as well as on the City‘s website, and
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radio sectors, and
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
make reports available for a minimum of a 30 day public comment period, and

provide adverts and summary documents in English, Afrikaans and Xhosa.
The City also has a Communication and Marketing Strategy which details how the public
should be consulted and/ or informed of changes to the City‘s policies, plans and
programmes. There are detailed guidelines that stipulate the procedures to be followed
by the Communications department.
These guidelines are used by all departments
(including transportation) when informing the public via advertisements, letters and other
means of communication.
In brief, the Communications department is required to promote open and transparent
communication between the City and its stakeholders, while working within the policy
framework of the City. Numerous key principles underpin the way in which the City of
Cape Town communicates with the City‘s residents. These are listed below.
Communication:

is a pro-active, strategic function, not a reactive support function.

is often part of the City‘s statutory obligation to inform people and involve the in
decision-making (public participation).

should be centralized with the Corporate Communication department for
consistency of message, brand uniformity, synergy and cost-effectiveness.

Line departments should be obliged to answer media questions and provide
information where requested (in terms of the media protocol).

should be considered as part of decision-making, not after the fact.

is an integral part of service delivery – it prepares the way and confirms the City
has done its job.

is a two-way tool for contact with and feedback from residents.

builds long-term relationships with staff, residents and stakeholders.

The Department is the ultimate and overall custodian of effective, professional
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communication by the City of Cape Town.

Line specific communication such as accounts, and rates letters should be in line
with corporate tone and style – simple, informative, pro-active and professional.

Operational spokespersons such in departments such as Emergency Services and
Safety and Security should have indirect reporting lines to the Communication
department to decide when an operational matter has a corporate impact.
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Key principles underpin the dissemination of information to the public.
Effective
communication requires that appropriate language is used for the target audience and that
messages are clear and written clearly for easy comprehension.
Where practically
possible and/or required, the three languages (English, Afrikaans and Xhosa) of the
Western Cape are used. The City of Cape Town aims to integrate the various elements of
communication (media, external and internal communication, marketing events and
publications) to ensure that communication is optimal, integrated and the message
consistent.
A number of communication channels are used by the City to disseminate and/ or
communicate information.
These include the 34 community newspapers, ten daily
newspapers, 12 radio stations, the three news agencies as well as City News.
Information is also made available electronically on the City‘s website. The City News
provides short summaries of technical information using images and diagrams where
necessary.
7.13 Institutional Strategy
The important changes to this framework are:

The potential shift of operator contracting responsibility from the Province to the
City (see regulatory lines on the diagram).

The establishment of a new IRT entity which is intended to be a municipal entity in
terms of the Municipal Systems Act.

The contracting of IRT bus operators to the IRT entity.

The establishment of two contractual relationships with companies who will
undertake fare collection and station services for the new IRT system.
IRT system: scheduling and control of vehicles (probably with procurement included). At
this stage it is assumed that these activities will be done by a unit within the IRT entity.
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Currently there is no firm position on another important set of activities associated with the
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7.14 Funding Strategy
7.14.1
Motivation
Clearly it is of paramount importance for the success of this plan for there to be sufficient
funding to cover both the operating costs and capital costs incurred in implementing all of
the strategies identified in the earlier sections of this chapter. Costs have to be matched
with revenue on the operating account and capital finance on the capital account. It is in
fact a statutory requirement that a capital budget cannot be approved by Council if
sufficient operating funds are not available to maintain the planned new assets as well as
the already existing assets.
7.14.2
Introduction
Implementing the Integrated Transport Plan requires marshalling of financial resources to
do so.
From a financial perspective there are currently two critical and related challenges on
which the Financial Framework should seek to give guidance.

Firstly, an increase in financial resources above current trajectories is required if
the envisaged public sector improvements in the transport sector are to be realized

Secondly, the institutional framework and associated revenue generating powers
must be enhanced
Any actions taken over the next few years should be consistent with a long term vision.
Thus, this chapter seeks to sketch out such a vision from a financial perspective before
focusing on the more immediate steps to be taken.
There is some evidence of financial innovation in the transport sector. Overall, however,
the current arrangements for financing transport in Cape Town represent significant
missed opportunities. The first part of the chapter suggests how this could be remedied.
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The second part of the chapter seeks to give a rough indication of the levels of financial
resources required to address requirements, informed by the ten year perspective
developed in the recently prepared Transport Authority Business Plan. It outlines the
current sources of capital and operating revenue and suggests how these might be
enhanced in the context of a new financing vision for transport.
The third part of the chapter focuses on the practical steps that should be prioritized in the
short to medium term in pursuit of that vision.
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7.14.3
Enhancing the basis of transport funding
The current basis for financing transport represents significant missed opportunities.
Taxes and charges are easiest to raise in a context where:

a clear link can be drawn between the revenue raised and the benefits provided

the revenue raised and costs of public provision represent a relatively small
proportion of the economic activity which is taxed

the revenue raising activity helps limit socially or environmentally destructive
behaviour
All these characteristics are potentially available in the transport sector yet generally not
capitalized upon because of poor institutional design, relatively poor revenue instrument
design, and poor communication around the links between revenue paid and benefits
received.
The integrated transport plan can be funded through sources generated locally, or through
grants from national government.
Ultimately, grants from national or provincial
government must be financed through taxation. National government has access to a
wider range of higher yielding tax instruments than local government, although there are
strong accountability and efficiency arguments for financing services out of local revenue
sources. In practice a combination of the two is likely.
Transport costs consist of both recurrent and capital costs. Unless capital is received in
the form of grants it needs to be borrowed and repaid – with interest – over time, or paid
directly out of recurrent revenue. Infrastructure should logically be loan financed by loans
over periods which match the life of the asset provided. Thus the beneficiaries pay for the
infrastructure.
Once a reliable stream of revenue can be assured it should be possible to raise capital
which must be sufficient to finance new infrastructure as well as maintain and operate it
and the services it supports.
7.14.4
Financial Framework – capital investment
The financial framework for the future investments in roads, public transport infrastructure
and related systems remains much as it is currently. However, there is a new feature to
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finance for infrastructure provision. The key thus lies in the recurrent revenue flows,
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this framework in that the financing of the IRT buses needs to be provided for. The
options for doing this include:

The bus operators finance the buses themselves using private sector sources
(primarily loans).

A capital subsidy is applied from the National Fiscus, mediated by DoT.

A capital subsidy is provided by the City.
7.14.5
Capital
expenditure envelope
– public transport
infrastructure and systems38 (new section)
The capital expenditure envelope for public transport infrastructure and systems, a
financial model developed for City of Cape Town , referred to here as the CTTP model, is
applied. This includes individual line items for the key elements of the public transport
systems with some key assumptions relating to the future trends with respect to this
expenditure.
For this draft of the plan only a summary of the capital expenditure figures is included
below. However, considerable more detail can be provided for later drafts, if necessary.
The preliminary estimates for capital expenditure for the public transport system, with all
modes included‘ is shown in the figure below.
TA Infrastructure Capital Account Summary
2,500
R'million
2,000
Total IRT
1,500
Other
Modal interchanges
1,000
Rail line Category 'A' investments
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500
2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Figure 45: Capital expenditure projections for public transport (all modes)
38
Note that all the figures given in this section are preliminary. Further work is required by the
project team to refine and improve these estimates.
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It is clear that expenditure on the IRT systems is dominant, with high levels of expenditure
in the years 2012 to 2014 particularly (Phase 2 infrastructure). With regard to other items
there is still work to be done:

Figures for rail were taken from the Rail Plan in 2006 and need to be checked.

Estimates for model interchanges beyond 2010 have still to be related to the
strategy in the earlier part of this Chapter.
In relation to these figures the current budget (average over the current year and three
coming years) is R938 million a year (see Table 38 in Chapter 3). This is aligned with the
expenditure shown in the figure above.
7.14.6
Capital expenditure envelope –Transport39
For roads and stormwater infrastructure the Municipal Services Financial Model (MSFM)
developed for DBSA, DPLG (now Department of Cooperative Governance and Traditional
Affairs) and National Treasury is applied. This allows for all services provided by the City
to be modelled but the emphasis here is obviously on roads and stormwater. However, it
is useful to assess the scale of expenditure projected by the model for roads and
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stormwater in relation to other services, as shown in the figure below:
39
As with public transport the figures in this section are preliminary.
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City of Cape Town – Integrated Transport Plan 2006 To 2011
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Capital expenditure: Excluding land and top structure for
housing
8,000
7,000
R millions
6,000
5,000
4,000
3,000
2,000
1,000
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
Water Supply
Sanitation
Electricity
Solid Waste
Roads
Public services
Public transport
Public places
Economic infra and buildings
Admin buildings and systems
Figure 46: Projected capital expenditure for all infrastructure in the City40
The reason for the ‗bulge‘ in the graph is that the model is currently set up to assess what
is required to meet national targets by 2013 and hence there is a large amount of
expenditure required on ‗backlogs‘ – including internal infrastructure for low income
housing developments – over the coming 6 years. The scale of capex shown here can be
compared with the current capital budget for the City of approximately R4.0 billion a year.
The model is indicating the need for higher expenditure, probably driven by the need for
greater expenditure in rehabilitation for all infrastructure categories. But the figures for
roads in the model are probably too low as discussed below.
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Looking specifically at roads the figures from the model are shown below41:
40
Note that the public transport figures in this graph have no yet been aligned with those shown in
the previous figure specific top public transport.
41
All figures in real terms, at constant 2008 prices.
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Capital Expenditure - Roads
800
700
Rmillion (real)
600
500
400
300
200
100
2007
2008
District distributor
2009
2010
District collector
2011
2012
2013
Access roads (urban)
2014
2015
2016
Access roads (rural)
Figure 47: Estimate of Envelope for Capital Expenditure on Roads.
Currently the figures shown in this graph for the first 6 years give an average of about
R500 million a year which is what is being budgeted for presently. However, the figures
require considerable revision once better estimates are available from the detailed work
on each strategy. Further:

The current target in this run of the model for all new roads to be in place and
rehabilitated to at least an ‗adequate‘ condition is unlikely to be achieved and it is more
probable that the shape of the curve will not have the bulge shown and that
expenditure will not fall off as shown.

Currently the model provides for approximately R220 million a year expenditure in
rehabilitation and this figure needs to be checked.

If is likely that expenditure on ‗district collectors‘ and ‗district distributors‘42 is too low.
7.14.7
Capital finance strategy – look at the City’s position for
all infrastructure
the City, once the National Land Transport Act takes effect, it will not be possible to look
at the capital finance options for the roads and transport sector as a whole without
understanding the financial position of the City as a whole. The main reason for this is
that the ‗roads and transport‘ sector will always be funded through a mix of grant funding,
42
These term for road classes are based on the Roads Infrastructure Strategic Framework for SA
(RIFSA) classification system.
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Although there will be the need to establish a separate Municipal Land Transport Fund for
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the City‘s own internal resources, and borrowing. In the latter two cases the availability of
capital is linked to the overall viability of the City of Cape Town and the demand for capital
for other sectors.
A preliminary look at how this could look over a 10-year period can be taken from the
MFSM model, shown in Figure 48:
Sources of finance: Excluding land and top structure for
housing
8,000
7,000
R millions
6,000
5,000
4,000
3,000
2,000
1,000
2007
2008
2009
2010
2011
Housing subsidies
Other grants and subsidies
Service provider funding
Borrowing requirement
2012
2013
2014
2015
2016
MIG
Developer contributions
Internal funds
Figure 48: A preliminary assessment of a capital finance profile for all infrastructure
and systems in the City.
While the shape of the curve still has to be reviewed (as discussed under the capital
expenditure sections above) and some of the financing options require adjustment, there
are some important observations which can be made at this preliminary stage:

The availability of housing subsidies for internal infrastructure is unlikely to
continue as the national Department of Housing is pushing for all housing
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subsidies to be used for ‗top structure‘. This is likely to mean that financing of
internal infrastructure (including roads) will move increasingly onto the municipal
account.

MIG funding allocations shown are low (shown as about R200 million a year in the
first few years). These are likely to increase, at least to R300 million with trends
beyond 2011 being quite uncertain.
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
The ‗other grants‘ includes for 2010 Soccer World Cup funding and PTISG. The
former will fall away but the PTISG is likely to continue and needs to be reflected in
the above analysis.

The modelling shows that Development Charges (Developer contributions) can
provide a significant proportion of the capital requirements, with the amounts
shown here of the order of R550 million a year being an upper extreme. These
amounts have been calculated in the basis that development charges should cover
all new bulk and connector infrastructure costs for high income residential and
non-residential developments. The type of infrastructure includes water supply,
sanitation, electricity, solid waste (landfills) and municipal public services.

Service provider funding applies only to electricity (Eskom capital for the part of the
City it serves).

Internal funds are those categorised as Capital Replacement Reserve (CRR) in
the City finances43. The extent to which they will remain available at the level
shown will depend on the City‘s policy relating to reserve accumulation.

Borrowing: The indication from the modelling is that levels of borrowing by the
City will have to increase substantially if it is to finance the capital programme
shown. Based on an indicator that interest payments on external loans should not
exceed 7% of revenue then this programme, with this level of borrowing is just
viable. However it is unlikely that the City will increase borrowing to the extent
shown (up to R2.8 billion a year, up from the currently budgeted R1.8 billion a year
approximately).
7.14.8
Capital finance strategy – Public Transport
At the outset it is important to note that the public transport infrastructure is included with
this component of the strategy, even though the current arrangement is for such
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infrastructure to be implemented by the Roads and Stormwater branch.
43
The figure shown on the graph is somewhat higher than the City provides for currently (about
R800 million a year vs about R600 million budgeted for the coming 3 years).
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PT Infrastructure and Systems Capital Finance
2,500
R'million
2,000
City finance
1,500
PTISG
MIG
1,000
Province busw ay funding
DoT funding for rail
500
2009 2010
2011 2012 2013
2014 2015
2016 2017 2018
Figure 49: Financing profile for public transport infrastructure and systems
Key features of this funding profile are noted as follows:

As with expenditure, the figures for rail are taken from the PRASA Rail Plan in
2006 and need to be checked.

In the scenario shown here there is no funding included from the Province and no
MIG funding. Development charges (BCIL or similar) are also not included.

Overall the strong dependence on the PTISG grant is evident. However, there is
currently no certainly that it will continue to be available at the level of R800 million
a year shown here.
But this is a reasonable assumption given national
government‘s commitment to improving public transport arrangements in the
country.

A substantial contribution is required from the City‘s own funding (capital reserves
and borrowing), particularly for Phase 2. Obviously if levels of grant funding are
lower than the R800 million a year shown a greater contribution from the City will
be required. Currently for the 10 year programme the mix of grant to City funding
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is 3:1 which is quite reasonable.
7.14.9
Capital financing
The City is currently budgeting to finance roads and stormwater (excluding public
transport infrastructure but including non-motorised transport) as follows:
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Table 57: Current financing profile for roads and stormwater capex
Finance
source
PTISG
Amount
for 4 years
(R million)
366
MIG
% Split
18%
270
14%
17
1%
WC
177
9%
CRR
43
2%
EFF
918
46%
BICL
209
10%
Total
1,999
100%
OGOV
Some observations relating to this profile which have strategic relevance are:

The PTISG grant is used primarily for non-motorised transport and some road
junctions. The extent to which it will be available in the future for Non-IRT activity
is debatable.

Currently levels of MIG funding for roads and SW at about 25% of total MIG
available to the City is appropriate.

There is considerable uncertainty relating to levels of funding from the Province in
the future.

The transfers to ‗own sourced‘ funding ratio is 0.9:1 (close to 1:1). However, with
the uncertainty of some of the transfers this may need to decrease with the City
taking greater responsibility for financing its roads and stormwater programme.

The BICL contribution is significant but it needs to be investigated further. The
City urgently needs a new policy for Development Charges and it may be possible
to increase the proportion of capital funded from this source somewhat44.
Effort needs to be made to assess all options but, assuming that levels of capex need to
increase from the level of about R500 million at present, it is probable that much of the
additional funding will need to come from borrowing.
Operating expenditure – Transport
An estimate of the trends with respect to operating expenditure on the transport system
are given below with the figures calculated using the MDFM model:
44
The benefit is likely to be far greater for the other services in comparison to roads but there is the
potential for improved finance flows from this source for roads as well.
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7.14.10
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Operating Expenditure - Roads
1,200
Rmillion (real)
1,000
Depreciation
800
Interest payments
600
Access roads (rural)
400
Access roads (urban)
District collector
200
District distributor
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
Figure 50: Trends with respect to the transport operating account
The current operating expenditure budget for transport is R559 million. It is notable that a
significant portion is attributable to finance charges: interest and depreciation.
7.14.11
Operating revenue –Transport
There is considerable uncertainty relating to funding sources for transport. There are not
firm conclusions on this yet for this ITP and work is still in progress. But suitable local
revenue instruments for the financing of the transport sector are being considered. The
following are to be seen as possible directions for investigation:
7.14.11.1 Fuel levy
Levies on motor vehicle fuel are arguably the most suitable mechanism for financing
public goods and services in the transport sector. There is a strong link between revenue
raised and benefits received.
The volume of fuel used is closely linked to distance
travelled, while heavier vehicles – which cause more damage to the road surface – also
consume more fuel. Indeed, the link is so direct that a fuel levy could almost be viewed as
a form of road user charge.
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In 2006, the fuel levy currently levied by national government (of R1 a litre on diesel and
R1.16 a litre on petrol) represents less than one fifth of fuel costs – which, in turn, are only
a limited portion of total vehicle costs.
Yet in 2005/06 this was estimated to raise
approximately R2.1 billion a year from within the metropolitan area of Cape Town – well in
excess of the total recurrent spending by the public sector on transport in the area,
including subsidization of the commuter rail and bus services.
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Vehicle emissions are polluting, thus the taxation of fuel tends to reduce fuel usage and
thus pollution.
Concomitantly, it tends to support less fuel intensive public transport
modes.
However, it is not possible to levy this tax without the approval of National Treasury.
Recent indications from National Treasury are positive on the one hand in that that they
are likely to introduce a local fuel tax. But on the other hand these proposals are quite
negative in that the levy will be raised nationally and transferred to municipalities based on
a nationally standardised amount.
Therefore this levy will not be unlike the current
Equitable Share and will, in all probability be scaled to be at a level equal to the RSC levy
replacement grant which will then be removed as a source of revenue for municipalities.
7.14.11.2 Taxation of property
Property value is generally enhanced by good transport infrastructure and services.
Private dwellings need access to the transport network while the commercial and retail
sector needs to be conveniently and comfortably accessible. Industrial property is also
dependent upon good transport linkages. The value lies not just in the link to the network
but in the effectiveness of the transport network as a whole.
Property can be taxed differently for different purposes.
7.14.11.3 Taxation for maintenance and general expansion of the overall network
All properties benefit from the overall efficacy of the transport sector and should pay a
common cent in the rand to promote and maintain it. This should be part of the general
rate, but could usefully be identified separately from other general rates to enhance
willingness to pay and enable ring-fencing of revenue.
7.14.11.4 Taxation for specific enhancements to the network
feasible to levy an additional rate on the direct beneficiaries to finance the infrastructure.
This is not currently common in South Africa, but the new Claremont Boulevard project
financed to the tune of R26 million through an additional rate levied on properties falling in
the Claremont Improvement District represents a highly significant example of such an
instrument. The rate is to be levied over a 20-year period to pay for the interest and
redemption costs of the capital project.
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Some enhancements have impact mainly on an area or a group of properties. Here it is
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7.14.11.5 Taxation for infrastructure for new developments(development charges)
Where new developments are created this often requires new infrastructure linkages to be
built. Development charges, linked to the cost of new direct infrastructure requirements
are currently levied. There are strong arguments, however, for broadening this to take
into account some of the wider impact on network use beyond the immediate new
linkages required. This may also be linked to the significant value enhancement arising
from rezoning or the granting of development permission.
These contributions are often provided in kind through the developer directly providing the
new infrastructure required.
These are once-off revenues, and are thus an instrument for financing capital expenditure
directly.
7.14.11.6 Provision of facilities through public-private partnerships
There is scope for expanding the use of development contributions to more pro-actively
provide for new transport facilities. Railway stations and public transport interchanges, in
particular, can offer huge market opportunities for the commercial and retail sector, and
the costs of such infrastructure may in some cases be entirely covered by the commercial
and retail beneficiaries.
This would generally represent a form of capital financing, but could also extend to more
recurrent uses, where, for example, a property owner bears some ongoing responsibility
for the maintenance and operation of facilities provided through this mechanism.
7.14.11.7 Local business tax
In some countries transport is financed to a large degree through local business taxes.
The logic of this is that business efficiency is often highly dependent upon effective
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transport systems. While the benefits of good transport systems are often reflected in
property values this is not always the case; industrial property may be substantially
dependent upon the transport network, but not have as high a value as other nonresidential property.
This suggests the need to complement local property taxes on
business with other local business taxes.
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In France public transport is largely financed through a local payroll levy – almost identical
to the payroll component of South Africa‘s recently abolished Regional Services Council
levies.
In recent years the total annual RSC levies (turnover and payroll components) have
approximated the total recurrent expenditure on transport in Cape Town by all three
spheres excluding bus and rail subsidies.
National government envisages introducing new local revenue instruments to replace the
RSC levies, with a new local business tax viewed as one possibility.
7.14.11.8 Vehicle licenses
In 2004/05 approximately R400 million was collected in vehicle licence fees in the
metropolitan area over and above the costs incurred in implementing the licensing system
and collecting revenue.
These revenues are paid to the provincial government, but not earmarked specifically for
financing the transport system.
Vehicle license fees are an appropriate instrument for financing transport costs incurred
by the public sector.
7.14.11.9 Parking and congestion charges
Revenue can be raised by charging levies on parking bays in designated areas, and by
charging fees to enter certain areas of the city at certain times – so-called ‗congestion
charges‘.
However the amount of revenue that is collectable on this basis is somewhat limited.
Such charges should be viewed primarily as instruments for travel demand management.
elsewhere, contributing to urban sprawl rather than reducing private car use.
Nevertheless, work is being done by the IRT consulting team to estimate what amount of
revenue can be raised from this source.
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Overuse of such mechanisms can lead to inducements for developments to shift
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7.14.11.10
User fees
User fees are attractive since they are based on a clear link between payment and benefit
received. Yet there are some important constraints on the scope for basing the financing
of transport costs on user fees.
7.14.11.11
Fare revenue
For public transport users, fare revenue is an obvious revenue source. The constraint is
that public transport users tend to have less ability to pay, while pricing public transport
too high will result in a shift to private motor vehicle use. For this reason there is a need
to subsidise fare revenue contributions.
International experience suggests that fare box revenue should cover about half of the
operating costs of public transport providers, with the remainder covered in subsidies.
Large capital investments, such as rail networks or dedicated bus lanes would have to be
separately financed by the public sector.
7.14.11.12
Tolling
Tolling of roads is an effective means for raising revenue for long haul routes. However, it
is largely inappropriate within the boundaries of a metropolitan area since it requires
significant entrance and exit control and is inimical to the network nature of metropolitan
transport systems.
Road tolling is not supported within the metropolitan area other than on highly specific
scenic routes, such as Chapman‘s Peak drive which do not display the normal
characteristics of metropolitan transport routes.
7.14.11.13
Traffic fines
Traffic fines are a useful source of revenue which should accrue to the transport sector,
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but should be viewed primarily as part of the enforcement system rather than as a key
revenue earner.
There are strong arguments for dedicating traffic fine income to
improving enforcement. In 2004/05 the City of Cape Town‘s fine income was close to
R100 million.
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7.14.11.14
Carbon credits
The enhancement of the public transport system in Cape Town would significantly reduce
projected carbon emissions in the city. There may be potential for covering a portion of
the infrastructure costs through earning carbon credits.
This option needs further
investigation, although initial evidence suggests that it would not yield very significant
revenue compared with envisaged needs.
7.14.12
Sources of loan finance for capital expenditure
As indicated above, once a continuous revenue stream can be assured it is usually
possible to access loan finance.
There are broadly three different approaches which can be taken to loan financing,
although within each approach there are a variety of different ways in which finance can
be structured mainly related to different ways of addressing risk.
7.14.13
Loans from private and public sector
financial
institutions
These include the commercial banks, as well as public sector institutions such as
Development Bank of Southern Africa, and the Industrial Development Corporation. The
public sector lenders tend to offer some limited form of subsidy, often reflected in the fact
that they are willing to embrace certain risks more easily. However, they are often not a
substantially cheaper source of revenue than the private sector.
7.14.14
Bonds
Bonds are often used internationally to raise money for transport infrastructure. They can
be especially effective where they are repaid out of a clearly identified revenue stream –
linked ideally to the benefits flowing from the infrastructure provided.
They are not
citizens – to participate profitably in the financing of infrastructure in their own city.
Currently there is an expanded appetite for investing in bonds both nationally and
internationally.
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substantially different from loans, but can offer the scope for smaller investors – and even
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7.14.15
Off-balance sheet financing
A wide range of possibilities are available which essentially involve a private provider
raising capital, rather than the public sector doing so itself.
Concessions, and build,
operate and transfer schemes (BOT‘s) are examples of this.
In such instances a private provider raises capital and provides new infrastructure and
services which generate a revenue stream out of which the private provider repays the
loans and generates a profit. The advantage of such schemes lie in private providers
being able to raise capital at lower interest rates and design and run the service more
efficiently than the public sector.
The provision of facilities through public-private partnerships, as mentioned above, would
fall into this category.
7.14.16
Institutional changes to enhance revenue generation
While the introduction of appropriate revenue instruments will greatly enhance the
financing of the transport sector, the effectiveness of such instruments would be further
enhanced by appropriate institutional change.
Firstly, responsibility for the transport sector must be much better configured
Secondly, revenue streams should be clearly identified and earmarked for transport
provision
Where responsibility for transport is clearly and suitably assigned, revenue streams can
also be clearly identified and linked to benefits received. The earmarking of revenue
streams further supports this.
The earmarking of revenue is a contentious issue in public finance. Critics argue that it
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introduces inflexibility and thus a misallocation of funds, and that it infringes on the powers
of the duly elected representatives to allocate resources as they see fit.
On the other hand, in a sector such as transport it:

can assist very significantly in overcoming taxpayer resistance to new or increased
taxes,
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
allows the benefit principle to be more rigorously applied, matching revenue streams
to specific infrastructure and services

can often lead to a reduced cost of capital, and

can assist in ensuring adequate resources for maintenance of infrastructure, which
saves substantial costs over the long term.
The NLTA will provide for the establishment of an earmarked Municipal Land Transport
Fund. The earmarking of revenue does not require that a Transport Authority be set up as
a separate and independent entity. Indeed, earmarking may be more feasible within the
context of the Transport Authority remaining a ring-fenced business unit internal to
metropolitan government.
7.14.17
Comparison of fares for each mode
Figures will be included in the next draft for indicative fares for each mode, with
comments.
7.14.18
Affordability of public transport for poorer residents
The affordability of fares for public transport is central to the success of any transport
strategy. This can be gauged by estimating the percentage of household income which
needs to be spent on transport.
Calculations relating to affordability and associated
comments are still to come and will be included in the next draft of this ITP. One of the
responsibilities of the City in terms of the National Land Transport Act, 2009 is for it to
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determine concessionary fares for special categories of passengers.
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8 PROJECT IMPLEMENTATION PROGRAMME
A key function of the Integrated Transport Plan is the presentation of information relating
to current, approved and proposed future transport projects.
Ultimately, all projects
undertaken by the City should be geared towards promoting the overall vision as set out
in the City‘s IDP. Similarly, all transport projects should promote the transport vision as
set out in the ITP.
Noting that there are limited resources, human and financial, a role of the Integrated
Transport Plan (ITP) is thus to guide the evaluation and prioritisation of projects across a
range of sectors, ensuring that investment efforts are coordinated to achieve the desired
vision for transport in the City of Cape Town as well as the broader City goals as
expressed in the IDP.
Keeping in mind that transport is a long-term investment, the implementation programme
has been developed to include a 10-year horizon to reflect the medium term context, but
focus has been placed more on the short-term timeframe i. e. five-year plan, which is a
building block towards achieving the overall transport vision.
This chapter sets out the current and approved projects being or to be undertaken by the
City and other role players in respect of transport operations and infrastructure in the
Metropolitan area. It also presents a list of projects, as yet not formally adopted, but
proposed for consideration and inclusion as approved projects in the next review of this
integrated transport plan. Prior to presenting the project lists however, the mechanism
being introduced for prioritisation of projects is discussed.
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8.1 Project Prioritisation
The City of Cape Town has adopted a triple bottom line approach to the evaluation of
projects. This triple bottom line addresses economic, environmental and social aspects.
These in turn are influenced by the City‘s Vision for Transport, which is achieved through
the implementation of its overarching and sectoral strategies.
Whilst conventional economic evaluation is required to address certain questions, it is not
always true that only projects with appropriate benefit cost ratio or internal rate of return or
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some other economic measure should be undertaken. There are projects the social or
moral value of which is extremely difficult to measure in terms of monetary value.
In the absence of a formal evaluation method, a strategically focused methodology has
been employed to date, which reflects the broader City goals. The evaluation process
included the following steps:

Projects, budgets and timeframes were assembled by transport sector as outlined in
the respective ITP transport chapters.

Projects were organized according to IDP categories.

A high, medium or low priority was allocated for the triple bottom line measures i. e.
environmental, economic and social.
(The projects list in Appendix A shows this
prioritisation approach. )

Projects were then incorporated based on their strength to holistically support the
sustainability indicators and directed to reflect greatest geographic needs.
As part of the ITP review, the City has sought to develop a tool, still in a trial stage, to
facilitate and improve on this process, incorporating achievement of the transportation
strategies as well as the triple bottom line imperatives. During the period of the current
ITP, the model will be tested and, where necessary, modified. The project prioritisation
model is aligned with the existing SAP system used for budgetary management, ensuring
that data is interchangeable and that common codes are used. In principle, the system is
functional and the database with all the projects contemplated in this ITP loaded into the
prioritisation system is included on the accompanying compact disc.
The prioritisation model is based on the concept of the Project Identification Form. This
form essentially describes the project, indicating the type of project and its location,
anticipated costs, funding sources, implementation period and so on. This is standard
score the project in terms of the triple bottom line elements and the overarching transport
strategies.
These scores are preset on the basis of council approval and apply
universally to all projects. The triple bottom line scoring is a weighting of the perceived
importance of the three elements. At present, economic, environmental and social issues
are given an equal weighting, pending a Council debate on the appropriate weightings as
shown in Table 58.
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information. The expansion on this base is the inclusion of three underlying matrices that
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Table 58: Triple Bottom Line Measure Weightings.
TBL Measure Weight
Economic
0.333
Environmental
0.333
Social
0.333
As an example of the application of these weightings:There is a current emphasis on
global warming, which has social impacts, and on housing and employment creation,
directly social issues.
It may thus be a Council decision to weight the Social and
Environmental measures at 40% and the economic measure only at 20%. At some time
in the future, concerns might change and this could influence project selection based on
governmental policy.
Not only does each triple bottom line measure have a weighting, but there is also a
relationship between each of these measures and each of the transport strategies given
in Table 54. These weightings should remain relatively static over time, but may also be
modified by policy decisions. A matrix depicting this relationship is shown in Table 59.
Table 59: Relationship between Transport Strategies and Triple Bottom Line.
Strategy
Economic Environmental Social
Transport Safety
10
1
10
Congestion Management
7
8
5
Managing Metropolitan Growth
4
4
6
Economic Growth
9
1
7
Environmental Sustainability
1
8
7
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The principle of this matrix is that it sets the relative importance attributed to each strategy
– triple bottom line pair. Thus, for example, Congestion Management is perceived to
score 7 out of 10 in terms of its economic impact, 8 in terms of its environmental impact
and 5 in terms of its social impact. Transportation Safety is however considered to score
10 out of 10 for Economic and Social impacts but to be almost irrelevant in terms of
environmental impact. (Please note that these are examples and the actual values are to
be debated and set by Council. )
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The third underlying matrix is intended to address the relationship of each project with the
transport strategies. This matrix essentially provides a number of options with respect to
the impact of the project on each of the transport strategies. The impacts presently being
considered and their numeric values are shown in Table 60.
Table 60: The Needs Ratings applied to each project in respect of each transport
strategy.
Value
Needs Rating
3 Essential
2 Desirable
1 Acceptable
0 Not Applicable
-1 Detrimental
-2 Highly detrimental
An example application of these Needs Ratings to the strategies relating to a project is
shown in Table 61.
Table 61: Needs Ratings applied to transport strategies in respect of a particular
project.
Strategy
Importance
Transport Safety
Desirable
Congestion Management
Essential
Economic Growth
Essential
Environmental Sustainability
Acceptable
At present, the prioritisation model relies on the project champion and subsequent
engagement with the project review committee to determine the importance of each
project in terms of the strategies. It has been proposed however, that the model be
modified so that each strategy is associated with a short questionnaire the answers to
which generate the importance rating. This questionnaire can possibly be used introduce
certain key performance indicator concepts as part of the assessment process. (KPIs are
most useful in determining if something has been achieved rather than as predictors. )
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Managing Metropolitan Growth Desirable
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Once a project is captured in the system and the importance of the project to each
strategy is set, the model calculates the score for the project in terms of each triple bottom
line measure, as well as an overall score. These values are determined as follows:
The matrix of Table 59 is multiplied by the numeric values attributable to the Importance
column in Table 61 as determined from Table 60. This produces a new matrix of the
same form as Table 59. The sum of each column represents the relevant triple bottom
line measure score. These triple bottom line measure scores are then multiplied by their
respective weightings as set out in Table 58 and summed to give an overall weighting.
The higher the score, the more likely a project is to be selected for implementation.
The process is not however quite complete. The Project Identification form shown in
Figure 51 also contains information regarding the location of the project, the focus area
and the project type. In order to ensure equitable distribution of funds, the projects can be
grouped and sub-grouped according to these criteria. This provides the opportunity to
select projects in each district for each focus area and project type even though the
overall prioritisation score is not high enough to warrant inclusion using a global selection
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process rather than a district based one.
Figure 51: The Project Identification Form and Prioritisation tool user interface.
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8.2 Projects in first issue of this ITP
In order to ensure that it provides for growth and development, whilst maintaining its
existing investments, the City has an ongoing programme of projects. These projects
start out as proposals and, after a process of evaluation, are either:

Approved for implementation within an agreed timeframe

Set aside for future implementation or

Set aside as being inappropriate – usually as a result of changed circumstances
since their initial proposal.
The original of this ITP, this being the first review, contained a list of projects that were
being or to be implemented or for consideration as future projects. This project list is
presented as Appendix A.
8.3 Council Approved Projects
Subsequent to the finalisation of the first issue of this ITP, certain of the projects listed
were undertaken or initiated, some since being completed.
In the mean time, new
projects have been taken forward for Council approval, giving rise to a set of projects
currently in hand or scheduled for commencement within the next three years. This list of
projects is presented as Appendix B. At this stage, the projects have not been prioritised
in terms of the mechanism described above, but this process will be undertaken as part of
a prioritisation model test process during the period leading to the next review of this ITP.
8.4 Projects for future consideration
Perhaps the most important aspect of the Integrated Transport Plan is the proposal of
new projects that will address identified needs given the City‘s transport vision and
These projects tend to link to the categories
comprising the sectoral strategies set out in Chapter 7. The following sections set out
project and programme proposals that follow a similar structure.
8.4.1 Public Transport Projects
Public transport is a central element of this Integrated Transport Plan, with the Integrated
Rapid Transit (IRT) project being well under way.
This broad-based public transport
project encompasses nearly all facets of public transport, from infrastructure development
and upgrading, through operations planning to branding, marketing, ticketing and
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strategies for achieving that vision.
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information systems. As a result, there are no ―new‖ public transport proposals arising out
of this ITP. The IRT, as a major current project, is presented at some length in Section
8.6.
8.4.2 Transport Infrastructure Projects
As with the public transport projects, the current implementation of several major projects,
which include the Koeberg Interchange and Hospital Bend upgrades as well as the
construction of Granger Bay Boulevard amongst other projects is such that the ITP has
not identified any ―new‖ projects of a general infrastructure nature.
8.4.3 Travel Demand Management Projects
With the development of the IRT system underway, a range of opportunities for
implementing a more rigorous travel demand management programme arise.
These
opportunities serve several purposes. Central amongst these is the achievement of a
mode shift from private to public transport once the IRT is operational. This mode shift
then seeks to reduce congestion and the related environmental and economic impacts
thereof. Simultaneously, the City has a strategy for land use densification that, amongst
other things, requires changes in trip making behaviour, something that involves travel
demand management interventions.
The following TDM projects are thus under
investigation:
Promote Higher Vehicle Occupancies. Higher vehicle occupancies are to be promoted
through ride sharing and/or car-pooling. A large number of private motor vehicle trips
during the peak hours are single occupant trips. Commuters prefer to travel alone due to
a variety of reasons of which one is the absence of reasonable access to other modes or
other commute options.
The promotion of higher vehicle occupancies will focus on
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commuters that will benefit from sharing cars with other commuters while providing them
with more opportunities to travel.

Car-Pooling Desk. Establish a phone-in service where commuters can get information
on how to car pool, how to start a car pool, what the legal issues are, the different
ways to share costs, and to provide realistic cost estimates of travelling. This must go
together with a marketing campaign to make users aware of the Service
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
Car Pool Website. Establish a website with information on all aspects of car-pooling.
This can also include options to match commuters that would like to share rides. This
must go together with a marketing campaign to make users aware of the Service

Establish additional high occupancy vehicle lanes and extension of existing lanes
Policies and Tax Incentives. All travel occurs within a specific legal, policy and tax
environment. The policies and tax incentives in the City will be investigated and must be
aimed at encouraging not only the individual to use alternative more efficient modes of
transport, but also to encourage large employers to focus on the transportation needs of
their employees.

City Management and the Provincial Government must be encouraged to actively
pursue changes in legislation, which currently inhibits car-pooling and ride sharing.

Investigate tax incentives to entice large employers to encourage their employees to
travel less and use modes other than private vehicles.

Investigate legislation that will force large employers in the City to report annually on
the trip making characteristics of their employees.
Park-and-Ride. There are currently several Park-and-Ride facilities in the City of Cape
Town. Many of these are under-utilised for a variety of reasons. These facilities must be
identified, the use thereof revisited and strategies and implementation plans be identified
to encourage their use. This action will include the following:

Identify all the current park-and-ride facilities in the City and establish their current
usage as well as the operational issues impeding their use.

Develop a strategy to improve the usage of these facilities
Programmes for Large Employers. In addition to identifying policies and tax incentives
to persuade employers to focus on the travel needs of their employees, there must be
encouragements. Therefore, it is proposed that large employers in the City be contacted
and that a short list of employers be prepared who would volunteer to be part of a pilot
study to investigate reduction in single vehicle employee trips. Specific actions to develop
this focus area include the following:

Identify at least three large employers in the City Bowl that would be prepared to
initiate a pilot programme to encourage employees to use other modes of
transportation.
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several large employers in the City that will do that without legal or policy
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
Develop a pilot programme in conjunction with the large employers to assist them in
reducing the number of single vehicles trips to/from the company. This programme
could include encouraging of car pooling through preferential parking for carpools,
subsidies or rewards for carpools, subsidising public transport tickets, work-at-home
programs through telecommuting, subsidies for bicycles and providing bicycle parking.
Congestion Pricing. Within a congested urban environment, the costs of the system are
not carried equitably by all users. If road space is un-priced traffic volumes will increase
until congestion limits further growth. The need and practicality of congestion pricing in
Cape Town must be evaluated.
Marketing and Education. The City and also the Provincial Administration must pursue
the marketing of all alternative modes. This should be a concerted effort to improve the
perceptions of all users.
8.4.4 Freight Projects
Central to employment creation and economic development within the City is the
movement of freight. This is thus an area of considerable concern in terms of ensuring
the most efficient and effective use of the transport system for goods movement.
Considerable work has been undertaken in studying freight in the City and Western Cape
by the Provincial Government. This work has given rise to a number of proposals. The
following are adapted from the Provincial ―Western Cape Urban Freight Traffic Study‖ of
2006 and extended based on the observations of the ITP review process.

Establishing a directorate to promote and facilitate an optimised freight transportation
system, utilising all modes of transport with coordinated planning for the future of
freight transport by all modes between the City, Port (Transnet), Airport (ACSA),
National DoT DOT Pretoria and the Western Cape Provincial Government. The
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immediate tasks of this directorate would be:
o
The establishment of a freight monitoring strategy for the City.
o
Engaging with DOT Pretoria and the railways administration to initiate
revitalisation of the freight rail services in the area. This should incorporate the
development of services that will meet the local needs and then the vigorous
marketing thereof.
o
Examining the feasibility of establishing a logistics hub outside, but close to the
port precinct to relieve pressure within the port. (This would focus on balancing
the flow harbour capacity with the movement of road freight vehicles. It may be
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possible to create a sort of ramp metering system, but there must be penalties for
holding vehicles too long in the depot. )
o
Investigating the introduction on certain routes and in certain areas, of
prescriptive nighttime or off-peak deliveries – as is done in certain overseas
countries to free roadways of freight vehicles during the high congestion daytime
hours.
o
The completion of the abnormal load linkage from the Harbour and Paarden
Eiland through the Epping Industrial area, along the N7 to the Phillippi
Agricultural area on the one hand and to the M5 and thence to Capricorn Park on
the other. A conceptual proposal is shown in
o
The reinstatement of a detailed Hazardous Goods movement plan as required in
terms of the NLTTA and NLTA.
o
The promotion of more extensive vehicle monitoring in respect of emissions, with
the intention of reducing road transport induced atmospheric pollution.
The expansion of the overload-monitoring programme, especially as part of route
control where limitations and restrictions exist. The introduction of weigh in
motion sensors with camera activation at key points requires consideration.
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o
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Figure 52: Extension of Abnormal Load Routes.
(Generic proposal – details to be determined through proper study of alternatives. )
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8.4.5 Non-motorised Transport Projects
An important element of the transport system that affects many facets of life and transport
operation in the City is non-motorised transport. It is thus important that non-motorised
transport be facilitated wherever possible, taking account of the range of needs involved.
The following are key focus areas:

Expansion of non-motorised transport network in accordance with the existing
non-motorised transport network plan

Institution of maintenance and upgrade programme to ensure safety of cycle ways
and pedestrian paths.

Development of cycle storage facilities at key locations to promote cycle access to
public transport and other services

Continued implementation of adaptations for special needs users, such as:
o
Dropped kerbs for people using wheelchairs or other mobility impairments
users
o
Use of tactile paving for users with sight impairments
o
Audible signals at pedestrian crossings for users with sight impairments.

Improved signage in key areas to facilitate NMT user guidance, especially tourists

The establishment of a Transport Users Forum (TUF), comprising of
representatives from different areas utilizing the various modes of transport. The
purpose of the TUF is to ensure that local government acts within the legal
framework and take the appropriate action where the law is not being applied.
8.4.6 Universal Design

A clear policy on the provision for Special Needs Users (SNU‘s) in terms of the
South African Constitution and Employment Equity Act, (Act 55 Of 1998), the UN
convention on the rights of persons with disabilities, and other human rights
This policy must address the retrofitting of
existing facilities and the development of guidelines required for new facilities

The research and development of a Universal Design (UD) policy that can be
applied unilaterally across all services departments. The policy will establish a set
of criteria and standards that all new facilities must follow and which upgrades to
existing facilities will target.
Comprehensive environmental access audits that
highlight users requirements and their priorities will assist in establishing costs;
interventions, levels of service and types of facilities needing upgrading.
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legislation should be formulated.
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
Incorporate processes within design procedure to ensure that universal access
requirements are met.

A monitoring body/authority to be established with representatives from all the
major stakeholders.
8.4.7 Developing a website for all research and development work
in the transport field as well as all projects executed.
Safety, Security, Education and Enforcement Projects
As highlighted elsewhere in the ITP, safety is an overriding concern and must thus take
precedence over all other matters.
The addressing of safety matters relating to
engineering is an ongoing process and does not constitute a ―project‖ for listing here.
What is perceived as important are the following:

Increase in enforcement staff complement to provide greater visibility and temporal
coverage.

Promotion of engagement of law enforcement officers in school education
programmes.
8.4.8 Ports and Airports Projects
The City of Cape Town has no direct control over the operation and development of either
Cape Town Harbour or Cape Town International Airport. The City is however engaged
with both and very much involved in ensuring that freight and passenger movement in and
out of these facilities is functional. Projects achieving these goals are associated with
other aspects of the transport system, such as Public Transport and Freight and are thus
presented elsewhere.
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8.4.9 Road Network Operations Projects
There has been a strong move from the approach of building new infrastructure to the
approach of optimising utilisation of existing infrastructure.
Much of this optimisation
relies on traffic control measures. The following main projects are thus proposed:

Introduction of Variable Message Signage to guide route selection, provide
parking availability information, manage network operating speeds and provide
cautionary information.
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
Upgrade the extent and performance of the Automatic Traffic Control system,
which manages signal timing at intersections, especially with respect to the
prioritisation of public transport vehicles when and where necessary.

Establishment of an integrated Metropolitan Transport Network Operations Centre.

Roll out the existing City Smart Card to become the Integrated Ticketing medium
as part of the Public Transport Restructuring Process.

Roll out of the CCTV surveillance system for the Klipfontein Corridor.

Roll out of the complete suite of ITS infrastructure on the N2 as part of the 2010
WC projects.
8.4.10
Strive towards an integrated CCTV model in the City.
Coordination of Transportation Planning
Transport projects invariably involve many role players from various spheres of
Government, government agencies, parastatals and the private sector. Ensuring that
planning is effective requires that everyone is kept informed of relevant planning initiatives
and is also well equipped with the information to make decisions. The following projects
and interventions are thus necessary:

Review and update of statutory plans

Demographic forecasts and land use integration

Update and refinement of the transport network model (an ongoing process required

Corridor and project identification feasibility studies

Funding strategy and Public transport impact studies

Restructuring public transport, including the Taxi Recapitalisation Programme,

Transport information system

User preference surveys and user attitude surveys

Environmental policy for transport and alternative technologies

Transport operational plans for the FIFA 2010 World Cup
8.5 Projects being undertaken by other spheres of government
or government agencies
Although also presented in the main lists, it is useful to have an overview of the major
transport projects being undertaken in the City by agencies or authorities other than the
City. A summary of such projects are provided in Tables 62 and 63.
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for effective strategic network planning. )
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Table 62: SANRAL Projects within the Cape Town Municipality.
SANRAL
ROAD SECTION
DESCRIPTION
REMARKS
CURRENT
R300: Stellenberg I/C to Swartklip I/C
Upgrading of interchanges and carriageways
Completion end 2010?
Metropolitan Freeways
Freeway Management System
ITS, etc. combined project SANRAL, CoCT, PGWC
PLANNED
298
N1 from R300 to De Doorns, N2 from N1/N2 Toll Road. Includes second tunnel beyond Paarl
R300 to Botrivier
and Somerset West bypass
RoD received and intention to Toll approved
Unlikely to proceed to construction before 2012
R300 from West Coast Road to M5 Prince R300 Toll Road includes extension to West Coast and No activity since 2005. Not sure if RoD has been
George Drive
to M5
received
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Table 63: PGWC Projects within the Cape Town Municipality.
WESTERN CAPE PROVINCIAL ADMINISTRATION
ROAD SECTION
DESCRIPTION
REMARKS
CURRENT
299
Koeberg Interchange
Upgrading of interchange
Table Bay Boulevard from Church Street Upgrading of carriageways
to Koeberg I/C
TR2: Somerset West (Hazelden) to bottom Contruction of dual carriageway road
Sir Lowry's Pass
N1 Koeberg to R300: Streetlighting
Installation of streetlighting
M5 Services relocations
Relocation of services in preparation for future road
upgrading
Public Transport Restructuring
Conversion of GABS interim contracts and
development of smaller contracts
Ramp A completed 2010,Ramp B 2011
Completion 2010
Completion 2010
At tender award stage
In progress
In progress
PLANNED
TR2: De Beers Interchange to Somerset
West (Hazelden)
M5 Upgrade: Koeberg to Settlers Way
Stellenbosch Arterial: Strand Road to
Stellenbosch
Chapmans Peak Drive
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Upgrading of dual carriageway road
Upgrading to 3 lanes per carriageway
Upgrading single carriageway sections to dual
carriageway
Toll Plazas, slope stabilisation outside concession
section
Start 2011?
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8.6 Integrated Rapid Transit System
The City‘s vision is promote modal integration into the most effective possible single
seamless system. For this reason the City of Cape Town has decided to implement an
Integrated Rapid Transit system provisionally expected to be put in place over the next
10 to 12 years. This would involve the establishment of a full public transport network,
encompassing high quality rail, Non Motorised Transport and road services, which will
place at least 75% of Cape Town‘s population within 500 metres of the system.
NMT
Public Transport
Road
& Rail
Travel Demand
Management
Road Upgrade
Figure 53: Integrated Rapid Transit
Full details of the IRT system and proposed roll-out is documented in a report titled
Integrated Rapid Transit Project: Project Status, financial and strategic assessment dated
22nd October 2009. This report was an annexure to a Report to Council on the 28th
October 2009.
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8.6.1 National Public Transport Strategy and Action Plan and
Department of Transport ITP Guidelines
The national policy intentions for public transport are contained in the national Public
Transport Strategy and the Public Transport Action Plan (PTAP). These intentions and
the alignment of the City of Cape Town‘s IRT project with these intentions are discussed
below.
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DOT Public Transport Action Plan:
The Cabinet approved the national Public Transport Strategy in January 2007.
The
Strategy has two thrusts:

Accelerated Modal Upgrading, and

Integrated Rapid Public Transport Networks (IRPTNs)
Modal Upgrading focuses on the 3-7 year transitional period with regard to improving the
quality of the public transport fleet and its current operations.
IRPTNs focus in the 4-20 year period and aim to implement high quality networks of car
competitive services. In this regard, the aim is to upgrade both commuter rail services
respectively in all major cities.
As per the national ITP guidelines, the letter of confirmation from the MEC of Transport
and Public Works of the Western Cape, and the Provincial Gazette 6635 of 12 June 2009,
the city of Cape Town is a category 1 municipality, part of national program to prepare
Integrated Rapid Transport Networks, as part if the Integrated Transport Plans.
The principles and objectives of the IRT are in line with those of the Integrated Transport
Plan
and the DOT‘s national Public Transport Strategy and this is depicted through the Rapid
Public Transport Network for the bus-based IRT system.
8.6.2 IRT overview
The Cape Town Integrated Rapid Transit System is an initiative to transform the public
transport sector by improving the customer experience.
This initiative will seek to
integrate all modal options into a coherent package for the customer. Among the modes
to be integrated are: metrorail services, road-based services on trunk routes, conventional
bus services, minibus taxi integration, feeder bus services, improved pedestrian and
bicycle access, metered taxi integration, and park-and-ride facilities.
The principal way in which the City of Cape Town will transform the road-based public
transport services is a concept known as Bus Rapid Transit (BRT). BRT is a high-quality
bus-based transit system that delivers fast, comfortable, and cost-effective urban mobility
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301
and bus and mini-bus services to Rapid Rail and Bus Rapid Transit levels of quality
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with segregated right-of-way infrastructure, rapid and frequent operations, and excellence
in marketing and customer service.
BRT has virtually all the performance and comfort of a modern rail-based transit system
but at a reduced cost. The central defining feature of BRT is its focus on customer
service. Dedicated, median trunk services provide customers with dramatically reduced
travel times. Because the trunk vehicles move quickly in peak hour more people are
encouraged to switch from private car use to public transport, which makes the whole
system far more viable. The dedicated lanes also reduce operating costs so that fare
levels are quite affordable. Special attention is also given to safety and security through
the presence of extensive security personnel and the use of CCTV cameras.
8.6.3 Implementation program
The full implementation of the project has been divided into four Phases.
Phase 1
focuses on the central city and the west coast, which will then be followed in Phase 2 by
the more pressing public transport needs of the metro south east, including Khayelitsha
and Mitchells Plain. This will be followed by Phases 3 and 4 to include the Durbanville
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area and Delft/Helderberg area respectively as schematically shown in Figure 54.
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303
Figure 54:: Phases of the full Integrated Rapid Public Transport Network.
(rail not indicated)
Phase 1 has been divided into 2 parts: Phase 1A and the full Phase 1. Phase 1A includes
the inner city and extends up the west coast to include the rapidly growing residential area
in Blaauwberg north of the Diep River, as well as the low-income communities of Atlantis,
Mamre, Dunoon and Doornbach. This corridor faces some of the worst peak period
congestion levels in the City, especially to the south and east of the bridges over the Diep
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River. The full extent of Phase 1A is shown inFigure 55.
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Figure 55: Full Phase 1 A.
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The roll-out of the IRT is driven substantially by availability of funds, and especially funds
for infrastructure, vehicle procurement and once-off initiation and transition costs. Various
IRT roll-out options for Phase 1A were assessed based on different financial scenarios.
Table 64 summarises the key financial scenarios, upon which the various roll-out options
were based.
Table 64: Financial scenarios used to assess roll-out of IRT
Base scenario: Assume
Base scenario from which
others are derived, with
the necessary adjustments. Timeline set by
required construction time;
and based on operational,
industry transition and
statutory factors.
Alternative scenario 1:
Financially conservative
Finance to be committed in advance, but on
the understanding that
it will only be paid after
secured through DORA
allocations for a current
year, for spending after
expected receipt of
funds (based on past
practice).
Alternative scenario 2: Uses
bridging finance to optimise
rollout within budget
All DORA and CoCT monies
previously allocated for
2010/2011 and 2011/2012
are available as and when
required, either through
funding or through
bridging; and funding in
future years provided as
needed.
Alternative
scenario 3:
Additional R1bn
Same as Scenario
2 plus R500m as
from April 2011 /
2012, & R500m in
2012 / 2013
assuming such
extra funds will be
made
The roll-out options were assessed in detail and are documented in the IRT Project
Status, Financial and Strategic Assessment report dated 22nd October 2009.
The recommendation in this report followed the financially prudent Scenario 1 plus the
basic requirements to adequately provide for the 2010 World Cup event.
The basic
requirements cover reduced fleet size, depot requirements and an operator as discussed
in detail in the report. Should additional funding, such as through the 2010/2011 PTI&SG,
be received from national government, then consideration can be given to expedite and
expand roll out beyond delivery as per scenario 1.
The summary of the impact assessment of scenario 1 is detailed in Table 65.
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Description
necessary funding is
available
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Table 65: IRT Impact Assessment
Criteria
Scenario 1 amended
Description
Financially conservative. Spend occurs when indicated
funding becomes available.
What can be delivered by the World
Cup
Minimum requirements for 2010.
What can be delivered AFTER THE
WORLD CUP by the date currently
allocated funds have been exhausted
(referred to below as “date present funds
will be spent”)?
(Indicating date the relevant service will be able to
commence, unless funds are secured and received earlier)
Feeders: Inner City (Oct 2011)
Trunks:
• Airport – CBD (Jul 2010)
• Bayside – CBD (Apr 2011)
• Atlantis – Bayside (May 2012)
Depots:
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• Inner City (Sept 2011)
• Atlantis staging area (May 2012)
Date when funds will be exhausted
(ie by when all the services described
under „What can be delivered‟ are
completed)
Jul 2012
Estimated total implementation cost
(whole of Phase 1A)
R4.16 Billion
Estimated annual operational deficit
regarding services under „What can be
delivered‟ (ie for components that can
start by the date present funds will be
spent)
R99.1m per year (assuming re-allocation of provincial bus
operating subsidy for existing services on these routes of
R15.7m in terms of Regulation 1(2) of the NLTA contracting
regulations, 2009
By when will all currently completed
infrastructure be used? (Refers to
infrastructure being constructed in terms
of contracts already committed, eg trunk
route Bayside to CBD)
From Oct 2011
(Infrastructure will lie dormant under this scenario for 14
months after 2010 World Cup)
‘Secured’ operating subsidy once
allocated funds depleted: Current
national bus operating subsidy
reallocated to IRT in terms of recent
NLTA Contracting Regulations, by date
present funds are spent
Only subsidy for CBD bound services available (estimated at
R15.7m pa)
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Should additional funding be received from national government, then consideration can be given
to expedite roll-out beyond this conservative approach.
As comparison for the Base financial
scenario, Phase 1A can completed by end September 2011 if the necessary funding is available.
Details are comprehensively discussed in the IRT Project status, financial and strategic
assessment report dated 22
nd
October 2009.
The atbles below are indicative of the funding
requirements.
Construction of infrastructure for the Integrated Rapid Transit system has begun including
dedicated bus ways, stations and cycle ways.
Figure 3: Current construction projects
The requirements for the 2010 World Cup will be met through the provision of elements of the IRT
to augment transportation during this period. This will include a shuttle service to the stadium, City
to Airport trunk service and a ―top-up‖ of the existing services to cater for the additional demand.
8.7 2010 FIFA World Cup
South Africa, the first country on the African continent to host a Fédération Internationale
de Football Association (FIFA) World Cup, will host the 2010 event. Cape Town is one of
the host cities for the event.
Figure 56, to host a semi-final match and to serve as a multi-purpose 55 000 seat facility
thereafter. Athlone and Newlands Stadia will be match practice venues.
The Green Point Stadium is surrounded by public roads such as, Western Boulevard,
Granger Bay Boulevard (under construction at the time of preparation of this ITP review)
Somerset Main Road, Portswood Road and Beach Road. In order to comply with FIFA‘s
conditions for hosting such an event, among other things, South Africa is required to
provide efficient public transport infrastructure
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A new 68 000 seat stadium is being constructed on the Green Point Common, shown in
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Figure 56: Location of 68,000 Seat Green Point Stadium.
8.7.1 Planning Objectives and Principles
8.7.1.1
DoT’s 2010 Transport Action Plan
The DoT‘s vision, set out in the Action Agenda document and endorsed by the National
Treasury, is:
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
To use the 2010 FIFA Soccer World Cup to speed up a lasting legacy for public
transport in South Africa.

To ensure that the 2010 FIFA World Cup will quietly showcase appropriate sustainable
mobility solutions that will serve the majority of South Africans at the venue cities both
during and after the 2010 event.

To have assisted major South African cities to accelerate the implementation of the
first phases of their integrated transport plans, and to fast track key public transport,
non-motorised transport and transportation management projects.
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
For these newly integrated systems to cater for the needs of the estimated 3 million
2010 FIFA World Cup ticket holders and to demonstrate the initial benefits of the longterm economic and social transformation such a system enables.
8.7.1.2
Western Cape Transport Mission Statement
The Provincial Land Transport Framework sets out its transport mission statement as
follows:
―to deliver an integrated, accessible, safe, reliable, affordable, sustainable and quality
transport system and property infrastructure through socially just, development and
empowering processes, to improve the quality of life for all‖.
In order to achieve the above mission statement, the Provincial Department of Transport
& Public Works has identified the following strategic goals:

Community development and economic empowerment of the poor.

Job creation.

Providing access and opportunities to all communities with a bias towards the
disadvantaged

Enhancing the mobility of all communities particularly those currently without or with
limited access.

Facilitation and enhancement of economic opportunities.

Promotion of rural development.

Internal transformation and capacity building to improve service delivery.

The promotion of co-operative governance.

Alignment of all planning processes with the broader development goals of the
Department‘s iKapa Elihlumayo initiative.
Generation of revenue.
8.7.1.3
8.7.1.3.1
FIFA Requirements and Key 2010 World Cup Transport Components
World Cup FIFA Family
A total of 20 200 FIFA Family members are expected to arrive in Cape Town for the World
Cup. The FIFA Family includes FIFA members and officials, players and team officials,
referees, medical officials, media and sponsors and suppliers. FIFA requires that 1 700
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parking bays be provided at the match venue and also requires a dedicated transport
system for the World Cup Family.
8.7.1.3.2
World Cup Accommodation
Cape Town is an attractive destination, with quality accommodation and as a main 2010
host city, it is estimated there will be up to 55 000 international supporters based in Cape
Town. In addition regional supporters of around 6 000 to 8 000 will also be seeking short
term accommodation. Quality transport provision (both public and private transport mode)
needs to be planned for all these visitors for the entire stay, and not solely for access to
the match stadium.
8.7.1.3.3
Spectator Movements and Travel Demand
An initial travel demand projection for South Africa was conducted by the Department of
Transport. There will be approximately 400 000 international ticket holding visitors to
South Africa during the 2010 World Cup. Following the most recent FIFA Soccer World
Cup Guidelines, planning for 2010 assumes teams will move venues between matches,
as opposed to having a ―home‖ venue for the group stage. Thus, there will be large daily
movements between venues by supporters putting pressure on regional transport
networks.
8.7.1.3.4
2010 Green Goal Programme
In 2006 Germany hosted the first FIFA World Cup games incorporating FIFA‘s new Green
Goal Programme. This initiative strives to offset carbon emissions through supporting
Gold Standard projects. The Gold Standard is an internationally recognised guarantee of
the highest social and environmental standards. Green Goal‘s target is to reduce the
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global climate impact of the FIFA World Cup games to a minimum.
There are five core areas covered by Green Goal: water, refuse, energy, mobility and
climate neutrality. The event inevitably requires the transportation of vast numbers of
supporters, players and officials resulting in a significant increase in greenhouse gasses.
For the 2006 FIFA World Cup Germany is boosted public transport to account for 50% of
transportation to strive to reduce emissions.
Promoting public and non-motorised
transportation plays an important role in reducing the effects of greenhouse gases on the
climate.
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Transportation and effective transport planning plays a major role for Cape Town and
South Africa in attaining the standards set by FIFA‘s Green Goal Programme.
8.7.1.3.5
Location of Public Viewing Areas
Another important part of the overall World Cup concept is the location of a number of
public viewing areas (PVAs) with big screens, which can easily be accessed by non-ticket
holders. The public viewing areas will play the following roles:

Allow non-ticket holders to be part of the excitement and fun of the World Cup.

Divert non-ticket holders away from the vicinity of the match venue.

Provide important commercial opportunities for local businesses, in terms of food,
beverages and World Cup merchandise.
These public viewing areas have been limited in number and have been located to
provide easy access to a large number of local people. Four locations for these PVAs,
including the official FIFA PVA have been chosen.

Grand Parade, Cape Town – FIFA Official PVA

Vygieskraal, Athlone

Bellville Velodrome

Swartklip Sports Complex
8.7.1.3.6
Location of Practice Venues
One of the SAFA‘s objectives of hosting the 2010 FIFA World Cup is to leave a legacy of
improved football facilities throughout the country. One aspect of improved facilities is the
construction of new, and upgrading of existing, football venues for the run-up period to the
2010 World Cup.
by being selected as potential practice venues:


Athlone Stadium
Phillipi Stadium
Transportation issues regarding these stadiums will need to be addressed in the 2010
host city transport operating plan.
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The following stadiums have been made part of the overall 2010 FIFA Soccer World Cup
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8.7.2 World Cup Priority Transport Projects
The World Cup transport system focuses on making the best use of air, road and rail
infrastructure in place by 2010, supplemented with additional services only where
necessary to ensure fast and efficient access between venues.
The Department of
Transport intends to use the excitement and focus of the 2010 events to catalyse a lasting
legacy for public transport in South Africa.
The City of Cape Town, as host city, is responsible for the management of the spectators
destined for the FIFA World Cup. The performance of this function will ony be possible
with the assistance of and contributions from our partners, PGWC, SANRAL, ACSA and
PRASA.
To-date, R 8.4 billion in new and additional monies have been allocated for 2010 transport
projects including public transport and non-motorised transport projects and systems
investment, with priority to venues supporting the 2010 soccer events. The DoT now
oversees these monies under the Public Transport Infrastructure and Systems Grant
(PTISG).
The PTISG has been created as a vehicle to accelerate the pace of
implementation of investment in sustainable mobility infrastructure. While support to 2010
host cities is the initial priority of the PTISG, the Government intends grants in later years
and potential additional replenishments to support public transport improvement in every
corner of the country. Figure 57 indicates all 2010 transport projects.
8.7.2.1
Priority Statements (Motivation to source funding from PTISG)
The Priority Statements aim to accelerate and fast track projects forming part of the
integrated transport strategy for the City with an emphasis on the improved delivery of
public transport services, key public transport interventions including facilities, non-
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motorised transport, and transport management for the 2010 FIFA Soccer World Cup.
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Figure 57: 2010 World Cup – Funded Projects.
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Implementation Funding and Budgets
9 IMPLEMENTATION FUNDING AND BUDGETS
This Chapter is to be read in conjunction with Appendices A, B and C which provide the
detailed project lists from previous and this ITP. The City of Cape Town budget comprises
two main components. The Capital Expenditure budget and the Repairs and Maintenance
budget.
9.1 Capital Expenditure Budget
The registered, uncompleted projects in Appendices B and C have an estimated total
value of over R3.9 billion over the 2009 – 2012 financial period, as set out in Table 66.
Table 66: Total Capital Budget Projections 2009-2012.
Year
2009/10
2010/11
2011/12
Budget
R1,794,218,001
R1,086,716,778
R1,081,545,588
Total
R3,962,480,367
These projects, as noted in the budget tables of Appendices B and C, are funded from a
variety of sources, that include internal and external funding sources. The breakdown of
that spent is shown in Tables 67 and 68 whilst that still to be spent is shown in Tables 69
and 70.
budget and the Repairs and Maintenance
main components. The Capital Expenditure
The City of Cape Town budget comprises two
detailed project lists from previous and this ITP.
Appendices A, B and C which provide the
This Chapter is to be read in conjunction with
Implementation Funding and Budgets
Table 67: Budget Allocation Spent on Completed work by Funding Source.
Funding Source
1 EFF
3 AFF: Ward Allocation
4 CMTF PG: WC
DOT&PW
4 MIG
4 NG DOT PTI&SG
4 STATE_NT_URP
Grand Total
Completed
2008-2009
2009-2010
R73,385,628
R13,904,704
R600,000
R20,188,064
R48,855,148
R1,500,253
R441,002
R158,274,799
314
R600,000
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Table 68: Budget Allocation Spent on Completed work by Focus Area.
Completed
Sum of 2008Sum of 2009Focus Area
2009
2010
Non-motorised Transport
R4,811,761
Parking
R733,957
Public Transport
R7,831,523
Roads
R88,589,827
Safety & Security
R276,984
Traffic Management
R4,169,433
Unclassified
R51,861,314
R600,000
Grand Total
R158,274,799
R600,000
Table 69: Capital Budget Projections for 2009 – 2012 by Funding Source.
Grand Total
R54,223,508
R12,258,713
R280,098,990
R50,283,280
R1,500,000
R117,186,634
R37,700,000
R829,914,509
R40,000,000
R3,200,000
R78,900,000
R93,500,000
R647,569,109
R39,600,000
R1,559,000
R6,000,000
R17,500,000
R85,500,000
R782,256,292
R62,570,000
R1,500,000
R620,167,578
R1,635,943,202
R1,086,116,778
R1,081,545,588
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Implementation Funding and Budgets
Funding Source
1 EFF
3 AFF: Ward Allocation
3 BICL SWater:Hel
3 BICL T&Roads: Blg
3 BICL T&Roads: Hel
3 BICL T&Roads: Oos
3 BICL T&Roads: Tyg N
3 CMC INFR. FUND
3 CRR:BRT System
3 PRK AREAS DEV FUND
4 CAPE METRO TRAN FN
4 CMTF OTHER
4 CMTF PG: WC
DOT&PW
4 MIG
4 NG DOT PTI&SG
4 NT NDPG
4 PRIVATE SECTOR FIN
4 STATE DEPT:OTHER
Budget
2008-2009
2009-2010
2010-2011
2011-2012
R138,470,124
R290,992,498
R154,729,946
R130,219,296
R827,939
R339,561
R1,500,000
R3,000,000
R3,138,651
R15,100,000
R1,000,000
R10,346,320
R5,900,000
R12,750,967
R7,000,000
R3,000,000
R194,975
R3,556,883
R3,100,000
R45,000,000
R275,010,000
R55,000,000
R4,200,000
R1,000,000
R258,723
R6,000,000
R3,317,228
R2,000,000
R2,000,000
R2,000,000
City of Cape Town – Integrated Transport Plan 2006 To 2011
Implementation Funding and Budgets
Table 70: Capital Budget Projections for 2009 – 2012 by Focus Area.
Budget
Sum of 2008Sum of 2009Sum of 2010Sum of 2011Focus Area
2009
2010
2011
2012
Non-motorised Transport
R118,202,311
R171,358,491
R94,500,000
R14,000,000
Parking
R6,050,000
R19,550,000
R24,758,723
Public Transport
R237,799,758
R947,385,000
R695,500,000
R829,256,292
Roads
R162,523,635
R244,474,059
R175,742,946
R140,919,296
Safety & Security
R7,023,408
R4,952,920
R2,000,000
R2,000,000
Traffic Management
R53,141,801
R102,357,500
R25,069,109
R8,500,000
Unclassified
R35,426,665
R145,865,232
R68,546,000
R86,870,000
Grand Total
R620,167,578
R1,635,943,202
R1,086,116,778
R1,081,545,588
9.2 Repairs and Maintenance Primary Cost.
Along with the capital expenditure budget, the City of Cape Town is required to repair and
maintain its existing assets. The primary budget for repairs and maintenance for the
2009–2012 period is shown in
Table 71: Repairs and Maintenance: Primary Costs – 2009-2012
2009/10
2009/10
2009/10
Plan Costs
Plan Costs
Plan Costs
R 223,564,147
R 243,237,791
Transport
R 19,590,934
R 21,295,345
R 23,169,336
TOTAL
R 226,082,989
R 244,859,492
R 266,407,127
budget and the Repairs and Maintenance
R 206,493,055
main components. The Capital Expenditure
Roads & Stormwater
The City of Cape Town budget comprises two
detailed project lists from previous and this ITP.
Appendices A, B and C which provide the
This Chapter is to be read in conjunction with
Implementation Funding and Budgets
Department
316
City of Cape Town – Integrated Transport Plan 2006 To 2011
Implementation Funding and Budgets
Implementation Funding and Budgets
317
City of Cape Town – Integrated Transport Plan 2006 To 2011
Public Participation
10 PUBLIC PARTICIPATION
10.1.1
Summary of Public Participation To Date
Each year the City of Cape Town‘s (CoCT) ITP document is reviewed and updated to
ensure that the information provided is relevant and accurately reflects current transport
data and trends. Public participation and consultation with interested parties forms an
integral part of the review process for the ITP and specific issues and/or concerns raised
are used to inform the update of the ITP document.
In 2006, the 1st version of this ITP document was circulated for public comment and more
than 800 interviews were undertaken by the City of Cape Town. As part of this ITP
review, second and third rounds of public consultation were undertaken by the City in
October 2008 and from August to September 2009 respectively. Table 35 illustrates the
public consultation process undertaken as part of the ITP review process.
Table 35: Overview of the public participation process undertaken to date
Cape Town.
800
February 2007
 Mayoral Transportation week to review existing transport conditions, transport plans
etc.
4.4.1
318
to
than
June 2007
 Engagement with and presentation to Council representatives (sub-councils,
Transport Roads & Stormwater Portfolio Committee and full council).
35
respectively.
Table
2009
September
October 2008 and from August
were undertaken by the City in
rounds of public consultation
November 2006 – February 2007
 Video interviews conducted.
interviews
update of the ITP document.
August 2006
 Workshops held as part of the IDP Transportation Sector.
ITP review, second and third
As part of this
undertaken by the City of
were
for public comment and more
ITP document was circulated
4.4.2 In 2006, the 1st version of this
and/or concerns raised are used to inform the
review process for the ITP and specific issues
interested parties forms an integral part of the
trends. Public participation and consultation with
accurately reflects current transport data and
July 2006
 Engagement with Council representatives (sub-councils, Transport Roads &
Stormwater Portfolio Committee and full council).
the information provided is relevant and
document is reviewed and updated to ensure that
Each year the City of Cape Town‘s (CoCT) ITP
Summary of Public Participation To Date
Public Participation
PUBLIC CONSULTATION UNDERTAKEN BY CITY OF CAPE TOWN ~ 2006 - 2007
March 2006:
 1st draft (dated June ‗06) circulated for comment- summary documents and DVDs
distributed, advertisements.
 Presentations and workshops- stakeholders.
 Transport Symposium held at the Cape Town International Conference Centre.
City of Cape Town – Integrated Transport Plan 2006 To 2011
Public Participation
PUBLIC PARTICIPATION OF ITP REVIEW UNDERTAKEN BY CITY OF CAPE ~ 20082009
October / November 2008
 Identification of key stakeholders from existing databases.
November 2008
 Distribution of letters to the Interested & Affected Parties detailing the ITP review
process and inviting comment.
 Advertisements in all local community newspapers.
November 2008- January 2009
 Written comment submissions received from the Interested & Affected Parties.
January 2009
 Formalisation and grouping of comments into Comments Report for Project Team‘s
consideration as part of the revision process.
August 2009 – September 2009
 Legal adverts placed in some regional and all local community newspapers.
 Hard copies of the ITP review report and public documents made available at all
106 public libraries and 23 subcouncils as well as on the City‘s website.
 Presentations on ITP review given at all the Sub council meetings.
 Six Public Information Desks held at regional shopping malls.
 Additional Pamphlet distribution to 5 Sub-Councils in the Metro South East area of
the City.
 Public Hearing held for key stakeholders in the transport industry to present their
issues, concerns and/ or comments on the revised ITP Report.
October 2009
 Formalisation and grouping of comments into Comments Report for Project Team‘s
consideration.
10.2 Public Participation process for the 1st edition of this ITP
(2006/ 2007)
Undertaken by City of Cape Town in 2006 and 2007, various means of public
This included information45 dissemination, holding a Transport Symposium for key
stakeholders, presenting to Council representatives (sub-councils, Transport Roads &
Stormwater Portfolio Committee and full council), holding workshops and undertaking
more than 800 video interviews in 77 areas in and around the Cape Metropolitan Area.
The majority of the public transport users interviewed were dissatisfied with the current
public transport system that they felt was inadequate. It was believed that the government
45
ITP and summary document, DVD etc.
319
Public Participation
engagement/ consultation was undertaken as part of the review of the ITP document.
City of Cape Town – Integrated Transport Plan 2006 To 2011
Public Participation
was not actively improving the quality and frequency of services that also included safety
and security issues, which were considered to be of huge concern by those interviewed.
Other issues raised included the unreliability of services (insufficient and infrequent),
overcrowding, uncomfortable and unsafe minibuses, safety and security at train stations
during off-peak times, and badly maintained taxis that drove recklessly. Infrastructure
(more bus shelters, lanes dedicated for public transport users) also required attention.
Other issues that were raised included no facilities for physically disabled users, as well
as no bus/ taxi routes in many areas.
This information was used as a key Strategic Informant to the latest ITP review process.
10.3 Further Public Engagement (2008/ 2009)
In November 2008, the City of Cape Town advertised the ITP review process in some
regional and local community newspapers.
Posters were erected at all of the public
libraries in the Cape Metropolitan Area and identified key-stakeholders were sent written
notification of the availability of the ITP document for review and comment. The ITP
document was lodged at all of the subcouncil offices within the metropolitan area, and
made electronically available for download from the City of Cape Town website. A public
participation register was created and included contact details of non-governmental and
non-profit organisations, relevant district and local municipal representatives, national,
provincial and local government officials, and stakeholders from previous public
Cape Town.
10.4 Public Engagement on the updated ITP (2009)
800
Based on the comments received on the ITP document during the 2008/ 2009
consultation period, the ITP Report was updated and revised, and made available for
4.4.1
320
than
comment from 26 August 2009 until 28 September 2009.
35
Table
September
of the ITP, public transport, and infrastructure supporting public transport.
to
interviews
update of the ITP document.
and security, toll roads, non-motorised transport, heavy vehicles, information in. / content
respectively.
were themed into eight main categories, namely road improvement and upgrades, safety
2009
October 2008 and from August
were undertaken by the City in
rounds of public consultation
ITP review, second and third
As part of this
undertaken by the City of
were
for public comment and more
ITP document was circulated
4.4.2 In 2006, the 1st version of this
and/or concerns raised are used to inform the
review process for the ITP and specific issues
interested parties forms an integral part of the
trends. Public participation and consultation with
accurately reflects current transport data and
Seventeen written comments were received from Interested & Affected Parties. Issues
the information provided is relevant and
document is reviewed and updated to ensure that
Each year the City of Cape Town‘s (CoCT) ITP
Summary of Public Participation To Date
Public Participation
engagement/ consultation.
City of Cape Town – Integrated Transport Plan 2006 To 2011
Public Participation
The ITP review process was advertised in some regional46 and all local community
newspapers. A media release was also published in the regional newspapers. Interested
parties on the database received written notification of the availability of the revised ITP
document for review and comment.
The revised ITP document, response forms in
English, Afrikaans and Xhosa as well as an Executive Summary was lodged at the 23
subcouncil offices as well as the 106 public libraries within the management area. The
documentation was also made electronically available for download from the City of Cape
Town website. The public participation register was updated with new interested parties
who submitted written comment on the revised ITP Report.
As part of the consultation process, presentations were given by City officials at the
subcouncil meetings that were held during the month of September. Information Desks
were also held at six regional shopping malls47 within the MA to assist the public access
and locate the ITP documentation, as well as to receive any relevant queries on the plan.
To address the gaps in coverage in the shopping malls in the Metro South East area of
the City, additional pamphlets in English, Afrikaans and Xhosa were distributed to 5 SubCouncils for distribution to it‘s affected 23 wards.
A public hearing was also held on 9 September 2009 and was attended by the following

Metrorail,

The Department of Transport & Public Works-Planning,

Transnet National Ports Authority,

Disabled People of South Africa,

Western Cape Metered Taxi Council,

Cape Town Association for the Physically Disabled,

The Institute for the Promotion of Disabled Manpower,

The Western Cape Network on Disability,

The National Department of Transport,

Cape Peninsula University of Technology: Transport Engineering,

SA National Roads Agency Ltd,
46
Cape Argus, Cape Times and Die Burger
Canal Walk (Century City), Fair Bridge Mall (Brackenfell), Vangate Mall (Athlone), Kenilworth
Centre (Kenilworth), Promenade Mall (Mitchells Plain), and Somerset Mall (Somerset West)
47
321
Public Participation
key stakeholders from the transport industry:
City of Cape Town – Integrated Transport Plan 2006 To 2011
Public Participation

Provincial Government of the Western Cape: Department of Environmental Affairs
and Development Planning,

National Taxi Alliance, and

Congress of Democratic Taxi Associations (CODETA).
A total of 32 written comments/ submissions were received. All issues/ comments were
summarized into the following ten themes, namely: information in/ content of the ITP,
public transport, freight, port/ harbour, non-motorised transport, integrated rapid transit
system, road improvement/ upgrades, safety and security, special needs passengers, and
a general theme.
10.5 Public Comments on the ITP
A number of comments and/or issues were raised as part of the public consultation
process undertaken from 26 August 2009 to 28 September 2009. A summary of the key
issues raised by the public were themed into a Comments Report and used to inform the
finalisation of the updated ITP document. The key comments made and issues raised are
listed below.
In summary, there was general support for the revised ITP document with suggested
changes being made relating to more accurate information, clarity of figures etc. Other
key issues/ comments made included:
The mindset amongst citizens (particularly private car users) needed to change for
Cape Town.
800
public transport to be utilized. However, public transport needed to be safe, affordable
and reliable in order to convert and retain private car users in the public transport
system.
than
Improved reliability and frequency of different modes of transport,
Requests for additional and better infrastructure for non-motorized transport,
particularly for cyclists,
322
35
Table
2009
to
private car users,
September
Improved safety and security of public transport to make this mode more attractive for
respectively.
interviews
October 2008 and from August
were undertaken by the City in
rounds of public consultation
ITP review, second and third
As part of this
undertaken by the City of
were
for public comment and more
ITP document was circulated
4.4.2 In 2006, the 1st version of this
facilities would be built or what services would be provided.
4.4.1

Request that the Summary document provide more specific information on what
update of the ITP document.

and/or concerns raised are used to inform the

review process for the ITP and specific issues

trends. Public participation and consultation with

accurately reflects current transport data and
person.
interested parties forms an integral part of the
Some felt that the ITP report was too complex and difficult to read for the average
the information provided is relevant and
document is reviewed and updated to ensure that
Each year the City of Cape Town‘s (CoCT) ITP
Summary of Public Participation To Date
Public Participation

City of Cape Town – Integrated Transport Plan 2006 To 2011
Public Participation

Request for more suitable facilities and infrastructure for disabled people to effectively
use public transport that is safe and convenient,

Requests were made for information pertaining to the financing of transport projects,

More information on the projects that the City has undertaken and timeframes for
future key transport projects,

Request for more information pertaining to future policies or transport developments
for inclusion in the ITP.

Request for more integrated transport that is accessible to all,

Large support for universal access in transport,

Requests for additional rail infrastructure and linkages,

Recommendations provided to improve public transport, as well as bus operations,

Support for the BRT, however many requests for more detailed information on the
initiative,

Requests to focus transport projects/ improvements in previously disadvantaged
areas,

Specific requests were also made for road upgrades and improvements in specific
areas.
Detailed comments relating to freight, the port/ harbour, the metered taxi industry, the
Public Participation
minibus industry, airport were also submitted and are included in the Comments Report.
323
City of Cape Town – Integrated Transport Plan 2006 To 2011
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11 BIBLIOGRAPHY
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City of Cape Town – Integrated Transport Plan 2006 To 2011
Glossary
12 GLOSSARY
ABET
Adult Basic Education and Training
ACSA
Airports Company South Africa
AFS
Annual Financial Statistics Survey
AIDS
Acquired Immune Deficiency Syndrome
AMS
Asset Management System
ARTS
Athlone Refuse Transfer Station
ASGISA
Accelerated and Shared Growth Initiative South Africa
ATC
Area Traffic Control
AVL
Automatic Vehicle Location
BEE
Black Economic Empowerment
BELCON
Bellville Container Terminal
BICL:
Bulk Infrastructure Contribution Levy (also known as Development
Glossary
Contributions).
BMS
Bridge Maintenance System
BOT
Build, Operate and Transfer
BRT
Bus Rapid Transit
CAPCON
Cape Town Container Terminal
CBD
Central Business District
CCTV
Close Circuit Television
CDM
Cleaner Development Mechanisms
CF
Contextual Framework
CITP
Comprehensive Integrated Transport Plan
CMRIMS
Cape Metropolitan Road Incident Management System
COASA
Coach Operators Association of Southern Africa
CoCT
City of Cape Town
CPTR
Current Public Transport Record
CRR:
Capital replacement Reserve
CTC
Centralised Traffic Control
CTIA
Cape Town International Airport
DBSA
Development Bank of South Africa
DFA
Department Facilities Act
DOT
Department of Transport (National)
DPLG
Department: Provincial and Local Government
332
City of Cape Town – Integrated Transport Plan 2006 To 2011
Glossary
EFF:
External Finance Fund
EPWP
Expanded Public Works Programme
ES(P):
Equitable Share of national revenue allocated to provincial
ES:
Equitable Share of national revenue allocated to local government
FIFA
Fédération Internationale de Football Association
GABS
Golden Arrow Bus Services
GAMAP
Generally Accepted Municipal Accounting Practice
GIS
Geographic Information System
GPS
Global Positioning System
HIV
Human Immune Virus
ICLEI
International Council for Local Environmental Initiatives
IDP
Integrated Development Plan
IMS
Incident Management System
IRT
Integrated Rapid Transit
ITP
Integrated Transport Plan
ITS
Intelligent Transport Systems
KPI
Key Performance Indicators
LOS
Level of Service
LPG
Liquid Petroleum Gas
MFMA
Municipal Finance Management Act
MIG:
Municipal Infrastructure Grant
MSDF
Metropolitan Spatial Development Framework
MTI
Metropolitan Transport Information
NDoT
National Department of Transport
NDPG:
Neighbourhood Development Partnership Grant
NLTTA
National Land Transport Transition Act
NMT
Non Motorised Transport
NQF
National Qualifications Framework
PGWC
Provincial Government Western Cape
PIG:
Provincial Infrastructure Grant
POLB
Provincial Operating Licensing Board
PPP
Public Private Partnerships
PRASA:
Passenger Rail Agency of South Africa
PTISG:
Public Transport Infrastructure and Systems Grant
RSC
Regional Services Council
333
Glossary
government
City of Cape Town – Integrated Transport Plan 2006 To 2011
Glossary
RSC:
Rail Steering Committee for the Municipal Area of the City of Cape
Glossary
Town
RTMC
Road Traffic Management Corporation
SAFA
South African Football Association
SANRAL:
South African National Roads Agency Limited
SAP
South African Police
SAPO
South African Port Operations
SATSA
Southern African Tourism Service Association
SDBIP
Service Delivery and Budget Implementation Plan
SDF
Spatial Development Framework
SES
Socio-Economic Status
SETA
Skills, Education and Training Authority
SIC:
Standard Industrial Classification
SLA
Service Level Agreements
SMME
Small Medium Micro Enterprises
SNU
Special Needs Users
SOV
Single Occupancy Vehicle
TDM
Travel Demand Management
TIA
Transport Impact Assessment
TOACT
Tour Operators Association of Cape Town
TPAC:
The Transport Planning Advisory Council
TPT
Transnet Port Terminals
TSM
Transportation Systems Management
TUF
Transport Users Forum
UD
Universal Design
UTC
Urban Traffic Control
VMS
Variable Message Signage
WCDLG&H:
Western Cape Department of Local Government and Housing
WCDT&PW:
Western Cape Department of Transport and Public Works
WSSD
World Summit on Sustainable Development
Mobility:
Is the ease with which people can travel at relatively high speeds
without interruptions on a road.
Accessibility:
Is the ability of people to get to surrounding land uses such as
shops, schools and residential areas.
334
City of Cape Town – Integrated Transport Plan 2006 To 2011
Glossary
Universal Design48:
Universal Design is the design of products and environments to be
useable by all people, to the greatest extent possible, without the
need for adaptation or specialized design.
Sustainable Transportation49: A sustainable transportation system is one that:

Allows the basic access needs of individuals and societies to be
met safely and in a manner consistent with human and ecosystem
health, and with equity within and between generations.

Is affordable, operates efficiently, offers choice of transport mode,
and supports a vibrant economy.

Limits emissions and waste within the planet‘s ability to absorb
them, minimizes consumption of non-renewable resources, limits
consumption of renewable resources to the sustainable yield level,
reuses and recycles its components, and minimizes the use of land
Glossary
and the production of noise.
48
49
Ron Mace as quoted on http://www.universaldesign.com/.
The Centre for Sustainable Transportation on http://cst.uwinnipeg.ca/documents/Definition_Vision_E.pdf
335
City of Cape Town – Integrated Transport Plan 2006 To 2011
Glossary
Key Definitions (based on Gudmundsson, 2001)
Baseline (or benchmark) – existing, projected or reference conditions if change is not implemented.
Goal – what you ultimately want to achieve.
Index – a group of indicators aggregated into a single value.
Indicator – a variable selected and defined to measure progress toward an objective.
Indicator data – values used in indicators.
Indicator framework – conceptual structure linking indicators to a theory, purpose or planning
process.
Indicator set – a group of indicators selected to measure comprehensive progress toward goals.
Indicator system – a process for defining indicators, collecting and analyzing data and applying
results.
Indicator type – nature of data used by indicator (qualitative or quantitative, absolute or relative).
Objective – a desirable change defined in a planning process, often intended to address a problem.
Target – A specified, realistic, measurable objective.
Glossary
Sustainable Transportation Indicators, A Recommended Research Program For Developing
Sustainable Transportation Indicators and Data
10 November 2008, By the Sustainable Transportation Indicators Subcommittee of the Transportation
Research Board (ADD40 [1])
336
APPENDIX A: 2007 APPROVED PROJECT LIST STATUS UPDATE
Plan Title
Focus Area
Project Type
Funding Source
2006-2009
Claremont Relief Rd& Public Transport
Interchanges.
Comprehensive
Intervention
Design &
Implementation
CoCT/CID
R22,000,000
Strandfontein Road: Dualing of
carriageway and BMT priority
Comprehensive
Intervention
Comprehensive
Intervention
Comprehensive
Intervention
Design &
Implementation
CoCT/ PGWC/ DTI/ Dev
Statutory Planning
CoCT
R1,800,000
In progress
Study
CoCT
R1,100,000
In progress
Construction Khayelitsha: Pedestrian
and Bicycle Paths/ Mitchell's
Pedestrian Footways
Non-motorised
Transport
Design &
Implementation
R16,000,000
In progress
Klipfontein Corridor: Design and
Construction Public Transport
Improvements
Non-motorised
Transport
Design &
Implementation
R31,000,000
Complete
Klipfontein Corridor: Design and
Construction of Pedestrian and Cycle
Improvements
Non-motorised
Transport
Design &
Implementation
R10,500,000
Complete
Mobility Strategy: Bicycle and
Pedestrian Facilities
Non-motorised
Transport
Design &
Implementation
R88,000,000
Complete
NMT and Dignified Spaces
Non-motorised
Transport
Design &
Implementation
R15,500,000
Complete
Universal Access NMT and Dignified
Urban Spaces
Non-motorised
Transport
Design &
Implementation
R28,800,000
In progress
Gugulethu/ Nyanga/ Crossroads
Non-motorised
Transport
Design &
Implementation
R13,500,000
In progress
Mitchell's Plain
Non-motorised
Transport
Design &
Implementation
R11,900,000
In progress
Integrated Transport Plan
337
Demographic Forecasts & Land Use
Integration
Other
2009-2010
2010-2011
Future
Status
Complete
R4,000,000
R20,000,000
R32,000,000
In progress
This budget is as approved by the City of Cape Town Council in May 2009. An adjustment budget is tabled after six months and there are interim changes relating to the External Finance Fund (EFF. )
338
Plan Title
Focus Area
Project Type
Funding Source
2006-2009
2009-2010
2010-2011
Future
Status
Philippi East/ Mandalay/
Khayelitsha(N)
Non-motorised
Transport
Design &
Implementation
R14,000,000
In progress
Khayelitsha (S)
Non-motorised
Transport
Design &
Implementation
R6,900,000
Complete
Delft/ Belhar/ Wesbank
Non-motorised
Transport
Design &
Implementation
R8,900,000
In progress
Signals/ Signage (NMT /Universal
Access)
Non-motorised
Transport
Design &
Implementation
R7,500,000
In progress
Bicycle Lockers
Non-motorised
Transport
Design &
Implementation
R1,300,000
In progress
City Wide: Pedestrian & Cycle
Non-motorised
Transport
Design &
Implementation
Other
R40,000,000
In progress
NMT and Dignified Spaces
Non-motorised
Transport
Design &
Implementation
Other
R15,500,000
In progress
Ped Footways/Bicycle Path:
Khayelitsha/Mitchells Plain
Non-motorised
Transport
Design &
Implementation
Other
R16,000,000
In progress
Marine Drive & Church Street
Interchanges(Pirow Str to R27)
Public Transport
Design &
Implementation
PGWC/DoT
R70,000,000
R4,000,000
Public Transport Priority lanes on N1
& lane balance (incl ITS)
Public Transport
Design &
Implementation
PGWC/DoT
R163,000,000
R68,000,000
R11,000,000
In progress
N2 BMT lane extension to Cape Town
International Airport
Public Transport
Design &
Implementation
2010 DoT Legacy
R69,000,000
R23,000,000
R5,000,000
In progress
M5 BMT Lanes N2 to N1
Public Transport
Design &
Implementation
R37,000,000
R2,000,000
BMT lane extension: NY1 to Vanguard
Drive
Public Transport
Design &
Implementation
PGWC/CoCT
R32,000,000
Postponed
BMT lane extension: Jan Smuts Dr to
Mowbray
Public Transport
Design &
Implementation
PGWC/CoCT
R20,000,000
Postponed
R27 : Contraflow PT lanes and TSM
improvements
Public Transport
Design &
Implementation
CoCT/Dev
R20,000,000
Replaced (IRT)
Bayside PTI (Blaauwberg)
Public Transport
Design &
Implementation
Developers
R5,000,000
Replaced (IRT)
Terminated
Postponed
This budget is as approved by the City of Cape Town Council in May 2009. An adjustment budget is tabled after six months and there are interim changes relating to the External Finance Fund (EFF. )
339
Plan Title
Focus Area
Project Type
Funding Source
2006-2009
2009-2010
2010-2011
Koeberg Rd PT Priority lanes
Public Transport
Design &
Implementation
PGWC/DoT
R39,000,000
R24,000,000
R3,000,000
Potsdam Rd PT Priority Lanes
Public Transport
Design &
Implementation
R16,000,000
R13,000,000
In progress
Oostenberg: Public Transport facilities
Public Transport
Design &
Implementation
CoCT
R9,000,000
R3,000,000
Postponed
Bus/Taxi Embayments :General
Provision
Public Transport
Design &
Implementation
Other
R3,000,000
In progress
General Public Transport Facilities
Public Transport
Design &
Implementation
Other
R13,500,000
In progress
Oostenberg Improvements - Public
Transport facilities
Public Transport
Design &
Implementation
Other
R5,800,000
Postponed
Parow Railway station: North Side
Public Transport
Design &
Implementation
Other
R5,000,000
Postponed
Provision of Bus/Taxi shelters
Public Transport
Design &
Implementation
Other
R2,000,000
In progress
Public Transport Facilities: Signage
Public Transport
Design &
Implementation
Other
R1,500,000
In progress
Klipfontein Public Transport Corridor:
Public Transport Improvements
Public Transport
Design &
Implementation
CoCT/Other
R184,500,000
Postponed
Provision of New and Improved
Facilities
Public Transport
Design &
Implementation
CoCT
R400,000
In progress
Station Deck Long Distance
Public Transport
Other
R6,000,000
In progress
Station Deck PTI for Long Distance
services
Public Transport
CoCT
R5,000,000
In progress
Hanover Park Transport Interchange
Public Transport
Other
R5,500,000
Complete
Khayelitsha CBD PTI
Public Transport
Other
R8,500,000
In progress
Design &
Implementation
Design &
Implementation
Design &
Implementation
Design &
Implementation
Future
Status
In progress
This budget is as approved by the City of Cape Town Council in May 2009. An adjustment budget is tabled after six months and there are interim changes relating to the External Finance Fund (EFF. )
340
Plan Title
Focus Area
Project Type
Funding Source
2006-2009
2009-2010
2010-2011
Future
Status
Lentegeur & Mandalay Station
PTI's:Const
Public Transport
Design &
Implementation
CoCT/Other
R14,000,000
In progress
Macassar PTI
Public Transport
Design &
Implementation
Other
R1,200,000
Postponed
Mitchell's Plain Station TI
Public Transport
Design &
Implementation
Other
R35,100,000
Complete
Mitchells Plain Station TI (East)
Public Transport
Design &
Implementation
CoCT
R11,000,000
Complete
Nomzamo PTI: Strand
Public Transport
Design &
Implementation
Other
R4,000,000
In progress
Somerset West PTI
Public Transport
Design &
Implementation
CoCT/Other
R8,000,000
Postponed
Ysterplaat PT Facilities Improvements
Public Transport
Design &
Implementation
CoCT/Other
R8,000,000
Replaced (IRT)
Allocation of Ranks in the V&A
Waterfront
Public Transport
Design &
Implementation
CoCT
R1,000,000
Postponed
Claremont CBD:Taxi Facilities
Public Transport
Design &
Implementation
CoCT/Other
R17,500,000
Complete
Edgemead Taxi Rank
Public Transport
Design &
Implementation
CoCT
R500,000
Postponed
Imizamo Yethu Taxi Facility: Hout Bay
Public Transport
Design &
Implementation
Other
R2,000,000
Postponed
Kuilsrivier CBD Taxi Facilities
Public Transport
Design &
Implementation
Other
R3,500,000
Postponed
Masiphumelele (Site 5) Taxi Rank
Public Transport
Design &
Implementation
Other
R800,000
Postponed
Mfuleni Ext 5: Bus/Taxi Rank (South)
Public Transport
Design &
Implementation
CoCT
R100,000
Postponed
Samora Machel Taxi Rank: Philippi
Public Transport
Design &
Implementation
Other
R2,500,000
Postponed
Southern Delft Taxi Rank
Public Transport
Design &
Implementation
Other
R2,000,000
Postponed
This budget is as approved by the City of Cape Town Council in May 2009. An adjustment budget is tabled after six months and there are interim changes relating to the External Finance Fund (EFF. )
341
Plan Title
Focus Area
Project Type
Funding Source
2006-2009
Table View Taxi Rank (Bayside)
Public Transport
Design &
Implementation
Other
R1,500,000
Replaced (IRT)
Wallacedene Taxi Rank
Public Transport
Design &
Implementation
Other
R2,300,000
Postponed
Infrastructure Needs of Taxi
Recapitalisation Programme
Public Transport
Design &
Implementation
R1,600,000
Postponed
Service/Call centre for metered taxis
Public Transport
Design &
Implementation
CoCT
R700,000
Postponed
Implementation of Comprehensive
Passenger Information System
Public Transport
Design &
Implementation
CoCT
R10,000,000
Postponed
Current Public Transport Record
Public Transport
Design &
Implementation
CoCT
R4,000,000
In progress
Development of a Comprehensive
Passenger Information System
Public Transport
Detailed Design
CoCT
R1,500,000
Postponed
CCTV Enforcement on Public
Transport lanes
Public Transport
Enforcement
CoCT
R415,300,000
In progress
Corridor Feasibility Studies
Public Transport
Feasibility Study
CoCT
R3,500,000
In progress
Project Identification and Feasibility
Public Transport
Feasibility Study
CoCT
R1,000,000
In progress
Public Transport
Management
CoCT
R500,000
Replaced (IRT)
Public Transport
Management
CoCT
R18,500,000
In progress
OLS Management for Unscheduled
Services
Public Transport
Management
CoCT
R600,000
In progress
Allocation of rank V&A Waterfront
Public Transport
Management
CoCT
R400,000
In progress
Accreditation of Tourist Services
Public Transport
Management
CoCT
R200,000
In progress
Code of Conduct and Operating
Practices for Metered taxi services
Public Transport
Management
CoCT
R400,000
In progress
Accreditation of Driver Training for
Metered Taxi Operators
Public Transport
Management
CoCT
R800,000
In progress
Establishment of a Transport
Authority
Rank Management & Interchange
Management Advisory Committee
2009-2010
2010-2011
Future
Status
This budget is as approved by the City of Cape Town Council in May 2009. An adjustment budget is tabled after six months and there are interim changes relating to the External Finance Fund (EFF. )
342
Plan Title
Focus Area
Project Type
Funding Source
2006-2009
2009-2010
2010-2011
Future
Status
Taxi Recapitalisation Programme
Public Transport
Management
CoCT
R800,000
In progress
MTI Call Centre
Public Transport
Management
CoCT
R24,800,000
Complete
Provision of Scheduled Bus Services
through Interim Contract
Public Transport
Operations
Other
R630,000,000
In progress
Design and Preparation of Scheduled
Service Contract Documents
Public Transport
Operations
Other
R2,000,000
In progress
Provision of Scheduled Service Tender
Contracts/Negotiated
Public Transport
Operations
Other
R1,100,000,000
In progress
Monitoring of the Scheduled Public
Transport Services
Public Transport
Operations
Other
R11,000,000
In progress
ModelContracts for Learner Service
Public Transport
Operations
CoCT
R200,000
In progress
ModelContract for Staff Services
Public Transport
Operations
CoCT
R200,000
In progress
Development of Integrated Fare
Management & AVL System
Public Transport
Operations
Other
R700,000
In progress
Implementation of an Integrated Fare
Management System
Public Transport
Operations
Other
R60,000,000
In progress
Provision of the Dial-a-Ride Service
Public Transport
Operations
CoCT/Other
R48,000,000
In progress
Pilot Project of Public Transport Safety
& Security Audit
Public Transport
Operations
CoCT
R1,000,000
In progress
Management of Long Distance Bus
and Minibus Taxi Ranks
Public Transport
Operations
CoCT
R4,100,000
In progress
Deployment of Security Services
Public Transport
Security
CoCT
R62,700,000
In progress
PTI's: Improved surveillance (CCTV) on
Khayelitsha and Mitchells Plain Rail
Corridor
Public Transport
Security
CoCT
R204,000,000
In progress
Operating Licences Strategy
Public Transport
Statutory Planning
CoCT
R600,000
In progress
Rationalisation Plan
Public Transport
Statutory Planning
CoCT
R400,000
In progress
Public Transport Plan
Public Transport
Statutory Planning
CoCT
R2,400,000
In progress
Investigate Services for SNP
Public Transport
Study
CoCT
R1,000,000
In progress
This budget is as approved by the City of Cape Town Council in May 2009. An adjustment budget is tabled after six months and there are interim changes relating to the External Finance Fund (EFF. )
343
Plan Title
Focus Area
Project Type
Funding Source
2006-2009
Demand for Learner Transport
Public Transport
Study
CoCT
R400,000
In progress
Demand for Staff Services
Public Transport
Study
CoCT
R300,000
In progress
Surveys for Unscheduled Services
Public Transport
Study
CoCT
R400,000
In progress
Surveys of Long Distance Bus and
Minibus Operators
Public Transport
Study
CoCT
R200,000
In progress
Develop Public Transport Branding
Public Transport
Study
Other
R300,000
In progress
Public Transport
Study
Other
R200,000
In progress
Public Transport
Study
CoCT
R1,300,000
In progress
Development of a Public Transport
Charter
Public Transport
Study
CoCT
R400,000
In progress
Public Transport Impact Studies
Public Transport
Study
CoCT
R900,000
Ongoing
Funding Strategy
Public Transport
Study
CoCT
R300,000
In progress
Environmental Policy for Transport &
Alternative Technologies
Public Transport
Study
CoCT
R400,000
In progress
User Preference & Attitude Surveys
Public Transport
Study
CoCT
R1,600,000
In progress
Claremont Main Rd
Roads
Design &
Implementation
CoCT/CID
R4,000,000
Postponed
Granger Bay Boulevard
Roads
Design &
Implementation
R23,000,000
In progress
Koeberg Interchange improvements
(incl M5 improvements)
Roads
Design &
Implementation
PGWC/V&AW
R210,000,000
R11,000,000
In progress
Paarden Eiland Interchange & links to
Port
Roads
Design &
Implementation
PGWC/DoT
R59,000,000
R3,000,000
In progress
Foreshore Freeway: Completion of
reduced scheme
Roads
Design &
Implementation
NPA
R345,000,000
R165,000,000
Buitengragt/Coen Steytler Ave:
Pedestrian bridge and landscaping
Roads
Design &
Implementation
CoCT/PGWC
R13,000,000
Develop the livery for Contracted
Services
Develop and Implement a
Comprehensive Marketing Strategy
2009-2010
2010-2011
R25,000,000
Future
Status
Postponed
In progress
This budget is as approved by the City of Cape Town Council in May 2009. An adjustment budget is tabled after six months and there are interim changes relating to the External Finance Fund (EFF. )
344
Plan Title
Focus Area
Project Type
Funding Source
2006-2009
2009-2010
2010-2011
Future
Status
Berkley Road Extension: M5 to Malta
Road
Roads
Design &
Implementation
CoCT
R20,000,000
Frans Conradie Dr. extn & Sable
Rd:Vanguard Dr. to Marine Dr.
Roads
Design &
Implementation
CoCT
R114,000,000
R40,000,000
Century City Transport Improvements
to permit additional bulk
Roads
Design &
Implementation
CoCT/Land Rest
R68,000,000
R23,000,000
Culemborg Spine Rd: Church Street to
Adderley Street
Roads
Design &
Implementation
Developers
R3,000,000
R30,000,000
Hospital Bend :Westbound preselection lanes
Roads
Design &
Implementation
2010 DoT Legacy
R61,000,000
R3,000,000
In progress
Hospital Bend: Eastbound preselection lanes
Roads
Design &
Implementation
2010 DoT Legacy
R21,000,000
R2,000,000
In progress
Liesbeeck Parkway/Malta Rd to Salt
River
Roads
Design &
Implementation
N7/M12 Interchange & M12: Potsdam
to Contermanskloof
Roads
Design &
Implementation
M12: Diep River Bridge
Roads
Sandown Road: Braselton to
Parklands Main Rd
Postponed
R8,000,000
Postponed
In Progress
R20,000,000
R3,000,000
In progress
R20,000,000
In Progress
CoCT
R54,000,000
Complete
Design &
Implementation
Developers
R27,000,000
Complete
Roads
Design &
Implementation
Developers
R15,000,000
In Progress
R27: Additional lanes and intersection
improvements
Roads
Design &
Implementation
PGWC
R60,000,000
Parklands Main Rd: Gie Rd to
Sandown Rd
Roads
Design &
Implementation
Developers
R6,000,000
Raats Dr: Widening: Short to
Parklands Main Rd
Roads
Design &
Implementation
Developers
R4,000,000
Parklands Main Rd: 2nd carriageway:
Park Dr to Sandown Rd
Roads
Design &
Implementation
Developers
R16,000,000
Sandown Road:Parklands Main Rd to
M12
Roads
Design &
Implementation
Developers
R14,000,000
M12: Sandown Rd to N7 & Sandown
Rd to Industrial Area
Roads
Design &
Implementation
PGWC/DoT
R17,000,000
R20,000,000
Postponed
R3,000,000
In Progress
This budget is as approved by the City of Cape Town Council in May 2009. An adjustment budget is tabled after six months and there are interim changes relating to the External Finance Fund (EFF. )
345
Plan Title
Focus Area
Project Type
Funding Source
2006-2009
2009-2010
2010-2011
Future
Status
DURBAN RD/SYMPHONY
WAY/SHEFFIELD RD CORRIDOR
Roads
Design &
Implementation
PGWC/CoCT
R50,000,000
R80,000,000
R80,000,000
R10,000,000
Postponed
WETTON RD/LANSDOWNE RD
CORRIDOR
Roads
Design &
Implementation
PGWC/CoCT
R5,000,000
R50,000,000
R50,000,000
R5,000,000
Postponed
VANGUARD DRIVE CORRIDOR
Roads
Design &
Implementation
PGWC/CoCT
R65,000,000
R60,000,000
R80,000,000
R520,000,000
Postponed
Roads
Design &
Implementation
PGWC/DoT
R118,000,000
R6,000,000
Postponed
Roads
Design &
Implementation
CoCT/PGWC/DTI/Dev
R34,000,000
R2,000,000
In progress
N2: Helderberg Freeway
Roads
Design &
Implementation
R310,000,000
R100,000,000
R20,000,000
R300(N21): Extension N1 to N7 & R27
Roads
Design &
Implementation
R10,000,000
R100,000,000
R200,000,000
Jan Smuts Dr: N2 to Viking Way: 2nd
carriageway
Roads
Design &
Implementation
CoCT
R24,000,000
In progress
Viking Way: 2nd carriageway
Roads
Design &
Implementation
CoCT
R24,000,000
Postponed
Ottery Rd/South Rd/Constantia Rd
Roads
Design &
Implementation
Baden Powell Dr: Strandfontein Rd to
Prince George Dr
Roads
Design &
Implementation
M5: Additional lanes & Wetton Rd
Interchange
Roads
Ou Kaapse Weg: Climbing lanes
Cape Flats Freeway (R300)
Extn:Vanguard Dr. to M5/ De Waal
Rd.
Steenberg Rd Extension/Zandvlei
Parkway
Postponed
R15,000,000
R22,000,000
R30,000,000
R20,000,000
PGWC/DoT
R17,000,000
R15,000,000
R2,000,000
Design &
Implementation
PGWC/CoCT
R0
R4,000,000
R30,000,000
R22,000,000
Postponed
Roads
Design &
Implementation
CoCT
R0
R4,000,000
R42,000,000
Postponed
Bottelary/R300 Interchange
Roads
Design &
Implementation
CoCT
R105,000,000
Brackenfell Boulevard: De Bron to
Langeberg
Roads
Design &
Implementation
CoCT
R24,000,000
R25,000,000
R4,000,000
Postponed
Postponed
Postponed
Postponed
Postponed
This budget is as approved by the City of Cape Town Council in May 2009. An adjustment budget is tabled after six months and there are interim changes relating to the External Finance Fund (EFF. )
346
Plan Title
Focus Area
Project Type
Funding Source
2006-2009
2009-2010
2010-2011
Wimbledon / Eersteriver Way (M12 to
Hindle Rd)
Roads
Design &
Implementation
CoCT
R15,000,000
R7,000,000
Postponed
Buttskop Rd:Level crossing
elimination & road network imp.
Roads
Design &
Implementation
CoCT
R20,000,000
R17,000,000
Postponed
Hindle Rd: Raymond Ackerman to
Forest Rd
Roads
Design &
Implementation
CoCT
R19,000,000
R1,000,000
Postponed
Amandel Road: Langverwacht to
Brackenfell Blvd
Roads
Design &
Implementation
CoCT
R7,000,000
Postponed
Brackenfell Blvd: Van Riebeeck to Old
Paarl Rd
Roads
Design &
Implementation
CoCT
R27,000,000
Postponed
Oostenberg bridges
Roads
Design &
Implementation
CoCT
R6,000,000
R3,000,000
Postponed
Okavango Road - Stellenbosch Arterial
to Old Paarl Rd
Roads
Design &
Implementation
R7,000,000
R26,000,000
Postponed
Bottleray - Okavango to Old Paarl
Roads
Design &
Implementation
R0
R12,000,000
Postponed
Church Street
Roads
Design &
Implementation
R0
R5,000,000
Postponed
Cilmore Road - Amandel to Old Paarl
Roads
Design &
Implementation
R0
Langverwacht Road - Okavango to
Van Riebeeck
Roads
Design &
Implementation
R0
Wellington Road
Roads
Design &
Implementation
R20,000,000
New lageberg Road
Roads
Design &
Implementation
R0
De Villiers Road
Roads
Design &
Implementation
R16,000,000
Brackenfell Blvd
Roads
Design &
Implementation
R18,000,000
Darwin (de Bron Ext)
Roads
Design &
Implementation
R6,000,000
R5,000,000
Future
Status
Postponed
R4,000,000
Postponed
Postponed
R13,000,000
Postponed
R8,000,000
In Progress
In Progress
R6,000,000
R7,000,000
In Progress
This budget is as approved by the City of Cape Town Council in May 2009. An adjustment budget is tabled after six months and there are interim changes relating to the External Finance Fund (EFF. )
347
Plan Title
Focus Area
Project Type
Fairtrees
Roads
Design &
Implementation
R6,000,000
Carl Cronje
Roads
Design &
Implementation
R0
Bhunga
Roads
Design &
Implementation
R35,000,000
Postponed
Symphony
Roads
Design &
Implementation
R42,000,000
In Progress
Ph 1 Complete
Hindle
Roads
Design &
Implementation
R0
Silversands
Roads
Design &
Implementation
R9,000,000
Driftsands
Roads
Design &
Implementation
R5,000,000
Update & Refinement of the
Transport Model
Strategic
Planning
Study
CoCT
R1,200,000
In progress
Integrated Information System
Traffic
Management
Study
CoCT
R1,500,000
In progress
Transport Operational Plan for FIFA
2010
Unclassified
Management
CoCT
R1,600,000
In progress
Expenditure
Funding Source
2006-2009
R3,820,900,000
2009-2010
2010-2011
Future
R2,000,000
Status
In Progress
R13,000,000
Postponed
R15,000,000
In Progress
Complete
R10,000,000
R183,000,000
In Progress
R59,000,000
R35,000,000
This budget is as approved by the City of Cape Town Council in May 2009. An adjustment budget is tabled after six months and there are interim changes relating to the External Finance Fund (EFF. )
APPENDIX B: ADDITIONAL COMPLETED PROJECTS
Plan Title
Focus Area
Project
Status
Funding Source
2008-2009
2010:Sea Point:Upgrading Footways
Bishop Lavis-Sidewalk Construction continuation
Bothasig
construct
sidewalk
Oranje/Nassa
Non-motorised Transport
Completed
1 EFF
R245,519
Non-motorised Transport
Completed
Completed
3 AFF: Ward Allocation
R14,282
3 AFF: Ward Allocation
R30,000
Constr. Footpath: (Westerford )Alfred Str
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R55,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R20,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R75,000
3 AFF: Ward Allocation
R197,000
3 AFF: Ward Allocation
R35,000
3 AFF: Ward Allocation
R59,497
Constrct footway - Joe slovo
Construct footway - Bloubergrant
Construct Footway,kerb,channel: Lotus
Riv
348
Construct Footway: Orrellaan, Retreat
Construct Premix Sidewalk Petunia
Street
Construct sidewalks-various streets W.
41
Non-motorised Transport
Completed
Non-motorised Transport
Non-motorised Transport
Completed
Completed
Non-motorised Transport
Completed
Non-motorised Transport
3 AFF: Ward Allocation
R200,000
Construction of Footways: Athlone
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R50,000
Construction of Sidewalks
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R80,000
Construction of Sidewalks in ward 41
Non-motorised Transport
3 AFF: Ward Allocation
R55,142
Construction of sidewalks ward 91
Construction of Sidewalks Zone 27,
Langa
Non-motorised Transport
Completed
Completed
3 AFF: Ward Allocation
R85,000
Completed
3 AFF: Ward Allocation
R200,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R70,000
Continuation Bilston Rd Footway Constr.
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R90,000
Continuation of pavements (Ph2) B/Lavis
Non-motorised Transport
3 AFF: Ward Allocation
R119,000
Creation of cycle lanes -signage marking
Non-motorised Transport
Completed
Completed
3 AFF: Ward Allocation
R10,000
Construction of Pathway: Riverside Road
Non-motorised Transport
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
Funding Source
2008-2009
Non-motorised Transport
Project
Status
Completed
3 AFF: Ward Allocation
R20,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R100,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R250,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R106,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R142,000
Footway construction - Killarney Gardens
Footway Construction: Elsjieskraal Rd &
a
Footway on verge:MR, Hout Bay: nr
Mandela Park
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R26,000
3 AFF: Ward Allocation
R200,000
3 AFF: Ward Allocation
R66,543
Gravel sidewalks Vissershok Rd
Non-motorised Transport
Completed
Completed
3 AFF: Ward Allocation
R40,000
Install bollards/cncr benches: Downing St
Install
of
pedestrian
Signals
Bosmansdam
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R25,000
Non-motorised Transport
3 AFF: Ward Allocation
R120,000
Mountain View Rd. Sidewalks
Pedestrian
Crossing-Delta
Primary
School
Proposed Footway, kerb, channel:
Bilston Rd
Raised ped. crossings Lindenberg &
Mills
Non-motorised Transport
Completed
Completed
3 AFF: Ward Allocation
R40,000
3 AFF: Ward Allocation
R16,000
3 AFF: Ward Allocation
R30,000
3 AFF: Ward Allocation
R50,000
Raised pedestrian crossing Pinelands
Reconstruct Clifton footpaths and
handrails
Non-motorised Transport
3 AFF: Ward Allocation
R80,000
Plan Title
Focus Area
Cycle Lanes signage & makings
Drop off bays & Sidewalk Kalkfontein Sch
Footway constr - Bloubergrant
Footway constr - Du noon
Footway constr - Milnerton ridge
349
Sidewalks within Ward 17
Sidewalks: Wolwefontein Rd.
Sidewalks: Wolwefontein/Howard Drive
Tar Sidewalks in Hillview
Completed
Non-motorised Transport
Non-motorised Transport
Completed
Non-motorised Transport
Non-motorised Transport
Completed
Completed
Non-motorised Transport
Completed
Completed
Non-motorised Transport
3 AFF: Ward Allocation
R60,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R100,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R120,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R160,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R120,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
Funding Source
2008-2009
Non-motorised Transport
Project
Status
Completed
3 AFF: Ward Allocation
R100,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R185,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R100,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R140,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R148,778
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R100,000
Tarring of Sidewalks, Broadlands Prk
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R160,000
Tarring Sidewalks:Fisantekraal
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R65,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R20,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R28,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R100,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R25,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R18,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R20,000
Non-motorised Transport
Completed
3 AFF: Ward Allocation
R40,000
3 AFF: Ward Allocation
R100,000
3 AFF: Ward Allocation
R118,000
3 AFF: Ward Allocation
R50,000
3 AFF: Ward Allocation
R30,000
3 AFF: Ward Allocation
R10,766
3 AFF: Ward Allocation
R110,000
3 AFF: Ward Allocation
R96,119
Plan Title
Focus Area
Tarring Entrances to flats Blocks 15
Tarring of Sidewalks in Greenlands
Tarring of sidewalks in Ward 100
Tarring of sidewalks withinWard 11
Tarring of sidewalks withinWard 14
Tarring of sidewalks withinWard 17
Upgrade fountain pathway-R/bosch
Upgrade Bicycle Lanes at Local Schools
Upgrade of footways throughout Ward
350
Upgrade Sidewalks:Ward 101
Upgrading of Sidewalks:Ward 102
Upgrading of Sidewalks:Ward 7
Upgrading of Sidewalks:Ward 8
Constr.
Parking Area: Lotus River
Library
Construct and rehab parking Pentech Stn
Construct
Parking
area:
Polaris
Rd,Lansdn
Extension of Parking Bays: General
Street
Parking
Arrangement-Monte
Vista
Primary
Parking embaym:St.
Athans &
Kromboom Rd
Parking Facilities: Hoosain Parker Street
Completed
Parking
Parking
Completed
Completed
Parking
Completed
Parking
Completed
Parking
Completed
Parking
Parking
Completed
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
351
Funding Source
2008-2009
Parking
Project
Status
Completed
3 AFF: Ward Allocation
R55,000
Parking-Monte Vista Primary School
Repair parking area @ M/ridge park
&shop
Parking
Completed
3 AFF: Ward Allocation
R80,000
R84,072
Claremont CBD: Taxi Facilities
Public Transport
Completed
3 AFF: Ward Allocation
4
CMTF
PG:
WC
DOT&PW
Claremont CBD: Taxi Facilities
Public Transport
Completed
1 EFF
R1,800,000
Claremont CBD:Taxi Facilities (CMIP)
Public Transport
4 MIG
R492,326
Constrct embayment - Huis Zonnekus
Container and furniture-Taxi Rank
Lwandl
Public Transport
Completed
Completed
3 AFF: Ward Allocation
R52,313
3 AFF: Ward Allocation
R75,305
Embayments: General Street,Athlone
Public Transport
Completed
Completed
3 AFF: Ward Allocation
R40,000
Kensington/Factreton Embayment
Public Transport
Completed
3 AFF: Ward Allocation
R30,000
Mamre Taxi Rank:Prov of Toilet Facility
Public Transport
Completed
3 AFF: Ward Allocation
R70,000
Mowbray Taxi RankArea Upgrade
Proposed
Embayment:
Smuts
Rd,Rondebosch
Proposed
Embayments:
Thornton/Lawson/Repu
Refurishment of
Bus Shelter in
Edgemead
Public Transport
Completed
Completed
3 AFF: Ward Allocation
R50,000
3 AFF: Ward Allocation
R26,113
Rondebosch Construct Embayments
Plan Title
Focus Area
Parking Space For Vehicles drop off
Completed
Parking
Public Transport
Public Transport
R2,473,121
Public Transport
Completed
3 AFF: Ward Allocation
R90,000
Public Transport
Completed
Completed
3 AFF: Ward Allocation
R60,000
Public Transport
3 AFF: Ward Allocation
R47,092
Taxi lay-bye in Groove Street, Macassar
Public Transport
Completed
3 AFF: Ward Allocation
R25,000
WC: PT-MTI Call Ctre: PTIF
Public Transport
Completed
4 NG DOT PTI&SG
R1,500,253
WC:PT-MTI Call Ctre:EFF
6m d/way to Pinkster Church in Ring
Aven
Public Transport
Completed
1 EFF
R1,000,000
Roads
Completed
3 AFF: Ward Allocation
R20,000
6m drive way to Mosque in Link Road
Roads
Completed
3 AFF: Ward Allocation
R25,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
Plan Title
Focus Area
Project
Status
Funding Source
2008-2009
Albert Philander Rd - Design/Upgrade
Roads
Completed
1 EFF
R22,954
Belvedere Road CBD Upgrade
Roads
Completed
3 AFF: Ward Allocation
R140,000
Bulk Roads: Wallacedene
Roads
Completed
1 EFF
R1,282,841
Bulk Roads: Wallacedene
Roads
Completed
4 MIG
R1,242,545
Completion (tarring) Bishop Lavis CBD In
Roads
Completed
3 AFF: Ward Allocation
R80,000
Concrete rds TRS Dist 6 (EFF)
Roads
Completed
1 EFF
R203,515
Concrete rds TRS Dist 6 (MIG)
Roads
Completed
4 MIG
4
CMTF
DOT&PW
PG:
PG:
IM: Rehabilitation:Metro Roads (CMTF)
Roads
Completed
IM:Reconstruct Roads Metro
Roads
Completed
R72,511
WC
R10,000,000
352
IM:Rehabilitation:Metro Ro (CMTF)
Roads
Completed
1 EFF
4
CMTF
DOT&PW
R51,750,965
Installation of Road in Ward 60
Roads
Completed
3 AFF: Ward Allocation
R50,000
Langa: Rds Upgrading
Roads
Completed
1 EFF
R100,128
Nonkqubela Minor Rds Phase 2
Proposed Widening concrete Rd: Clover
Cre
Roads
Completed
1 EFF
R2,901,648
Roads
Completed
3 AFF: Ward Allocation
R87,721
Rehabilitation - Minor Roads
Roads
Completed
1 EFF
R330,443
Re-instatement of bridge: Kuils River Dur
Roads
Completed
3 AFF: Ward Allocation
R50,000
Road & Traffic safety measures Sub-C 5
Road
Improvements:
Ferness
Estate,Ottery
Roads
Completed
3 AFF: Ward Allocation
R200,000
Roads
Completed
3 AFF: Ward Allocation
R99,847
Road Shoulders in Firgrove Way
Roads
Completed
3 AFF: Ward Allocation
R32,800
Roads & Stormwater Rehabilitation
Roads
Completed
4 MIG
R8,826,782
Upgrade circle at Chapel/Russel Str
Roads
Completed
3 AFF: Ward Allocation
R70,000
Upgrade entrance Lavender Lane
Roads
Completed
3 AFF: Ward Allocation
R102,054
Upgrade entrance Stikland Indust area
Roads
Completed
3 AFF: Ward Allocation
R60,000
WC
R7,714,943
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
353
Funding Source
2008-2009
Roads
Project
Status
Completed
1 EFF
R1,524,955
Upgrade Intersection:Spine/Ntlazane
Roads
Completed
4 STATE_NT_URP
R341,002
Upgrade of Roads in Steenberg
Roads
Completed
3 AFF: Ward Allocation
R20,000
Upgrade roads and pavements in Bellrail
Roads
Completed
3 AFF: Ward Allocation
R68,889
Upgrading Concrete Roads Gugulethu
Roads
Completed
1 EFF
R273,439
Widening of Victoria St at T2 Inters
Roads
Completed
1 EFF
R894,845
Proposed Safety Facilities along Canals
Safety & Security
Completed
3 AFF: Ward Allocation
R50,000
Safety barriers on pavement on both corn
Wallacedene
FloodDis
Streetlights
(CMIP)
Safety & Security
Completed
3 AFF: Ward Allocation
R6,000
Safety & Security
Completed
4 MIG
R220,984
1 Speed Hump in School Street - Mfuleni
Traffic Management
Completed
3 AFF: Ward Allocation
R3,195
CCTVforTransport and Traffic M/ment
Construct 2 Speed Humps Hazel Str,
E/Riv
Construct 2 Speed Humps Naomi
Str,E/Rive
Construct 3 Speed Humps Betty Str,
E/Riv
Construct 3 Speed Humps CL Adams
ave
Construct 3 Speed Humps May Str,
E/River
Traffic Management
Completed
1 EFF
R344,594
Traffic Management
Completed
3 AFF: Ward Allocation
R15,900
Traffic Management
Completed
3 AFF: Ward Allocation
R15,900
Traffic Management
Completed
3 AFF: Ward Allocation
R23,850
Traffic Management
Completed
3 AFF: Ward Allocation
R31,897
Traffic Management
Completed
3 AFF: Ward Allocation
R23,850
Construct Stop Street, Constantia
Traffic Management
Completed
3 AFF: Ward Allocation
R3,000
Construct Stop Street,Kirstenhof
Construction of 1 speed hump Alexandra
S
Traffic Management
Completed
3 AFF: Ward Allocation
R3,000
Traffic Management
Completed
3 AFF: Ward Allocation
R15,000
Driebergen 3 speedhumps
Traffic Management
Completed
3 AFF: Ward Allocation
R10,000
Install Directional Signs off Lansdowne
Traffic Management
Completed
3 AFF: Ward Allocation
R2,000
Plan Title
Focus Area
Upgrade Intersection:Spine/Ntlazane
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
354
Plan Title
Focus Area
Project
Status
Funding Source
2008-2009
Install Traffic Calming Measures-Ward 47
Traffic Management
Completed
3 AFF: Ward Allocation
R38,000
Install traffic calming within Rondevlei
Installation of Speedhumps: Byrnes
Avenue
Installation of Speedhumps: Harpford
Ave.
Traffic Management
Completed
3 AFF: Ward Allocation
R200,000
Traffic Management
Completed
3 AFF: Ward Allocation
R21,000
Traffic Management
Completed
3 AFF: Ward Allocation
R15,000
Mikpunt:Provision of Road Names
Paarden Eiland replace street name
poles
Proposed Road Signage Ward 60 Infrastr
Traffic Management
Completed
3 AFF: Ward Allocation
R30,000
Traffic Management
Completed
3 AFF: Ward Allocation
R22,000
Traffic Management
Completed
3 AFF: Ward Allocation
R7,150
Proposed Roadmarkings in Ward 60
Traffic Management
Completed
3 AFF: Ward Allocation
R60,000
Proposed Traffic Calming-Hanover Park
Traffic Management
Completed
3 AFF: Ward Allocation
R55,000
Proposed Traffic Calming-Strandfontein
Traffic Management
Completed
3 AFF: Ward Allocation
R24,317
Provision of traffic calming Wndemere Pr
Raised crossing+S/humps Bloekombos P
Sch
Raised crossing+S/humps Ekuthuleni P
Sch
Raised crossing+S/humps Imvumelwano
P Sc
Traffic Management
Completed
3 AFF: Ward Allocation
R25,172
Traffic Management
Completed
3 AFF: Ward Allocation
R45,000
Traffic Management
Completed
3 AFF: Ward Allocation
R45,000
Traffic Management
Completed
3 AFF: Ward Allocation
R45,000
Speed calming W100
Speed calming, Mountain Rd Somerset
West
Traffic Management
Completed
3 AFF: Ward Allocation
R153,432
Traffic Management
Completed
3 AFF: Ward Allocation
R55,000
Speed hump, Hanover Belhar
Speed
Humps
Harvester
Amandal,Cranb
Traffic Management
Completed
3 AFF: Ward Allocation
R6,100
Traffic Management
Completed
3 AFF: Ward Allocation
R100,000
Traffic Management
Completed
3 AFF: Ward Allocation
R100,000
Traffic Management
Completed
3 AFF: Ward Allocation
R150,000
way,
Speed Humps in 6th/7th Streets, Rusthof
Speed Humps-Krymekaar Str, school
patrol
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
355
Plan Title
Speedhump & raised ped crossingR/bosch
Focus Area
Project
Status
Funding Source
2008-2009
Traffic Management
Completed
3 AFF: Ward Allocation
R10,000
Speedhumps in Gqoloma Street
Traffic Management
Completed
3 AFF: Ward Allocation
R15,000
Speedhumps in Ntokozweni Street
Traffic Management
Completed
3 AFF: Ward Allocation
R15,000
Speedhumps-Midmar St, Groenvallei
Traffic Management
Completed
3 AFF: Ward Allocation
R24,000
Speedhumps-Reed St, Bellville
Traffic Management
Completed
3 AFF: Ward Allocation
R10,000
Traffc calmng - Porterfield - Tableview
Traffic Management
Completed
3 AFF: Ward Allocation
R20,000
Traffic calming - Bluegum st - Pella
Traffic Management
Completed
3 AFF: Ward Allocation
R5,000
Traffic calming - Briza ave - tbleview
Traffic Management
Completed
3 AFF: Ward Allocation
R32,000
Traffic calming - Enon st - Mamre
Traffic Management
Completed
3 AFF: Ward Allocation
R10,000
Traffic calming - Kent st - Saxonsea
Traffic Management
Completed
3 AFF: Ward Allocation
R10,000
Traffic calming - Main rd - Mamre
Traffic Management
Completed
3 AFF: Ward Allocation
R30,000
Traffic calming - Poeit st - Mamre
Traffic Management
Completed
3 AFF: Ward Allocation
R10,000
Traffic calming - Sacramento st - Mamre
Traffic Management
Completed
3 AFF: Ward Allocation
R20,000
Traffic calming - Sheridan St - Brooklyn
Traffic Management
Completed
3 AFF: Ward Allocation
R29,000
Traffic Management
Completed
3 AFF: Ward Allocation
R200,000
Traffic Management
Completed
3 AFF: Ward Allocation
R135,000
Traffic Calming Bloubekkie,Montclair drv
Traffic Management
Completed
3 AFF: Ward Allocation
R75,000
Traffic calming Dapper street Factreton
Traffic Management
Completed
3 AFF: Ward Allocation
R13,000
Traffic Calming Erica Drive, Belhar
Traffic Management
Completed
3 AFF: Ward Allocation
R50,000
Traffic Calming Factreton Prim,Maitland
Traffic Management
Completed
3 AFF: Ward Allocation
R40,000
Traffic Calming Hazeldene Rd
Traffic Management
Completed
3 AFF: Ward Allocation
R100,000
Traffic Calming in Site C
Traffic Management
Completed
3 AFF: Ward Allocation
R80,000
Traffic Calming in Ward 43(Speedhumps)
Traffic Management
Completed
3 AFF: Ward Allocation
R100,000
Traffic Calming :Ward 27 Goodwood
Traffic Calming along Resevoir
Mountai
&
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
Focus Area
Project
Status
Funding Source
2008-2009
Traffic Management
Completed
3 AFF: Ward Allocation
R60,050
Traffic Management
Completed
3 AFF: Ward Allocation
R66,000
Traffic Calming Measures :Vukuthu Str
Traffic Management
Completed
3 AFF: Ward Allocation
R5,672
Traffic Calming Measures :Ward 85
Traffic Management
Completed
3 AFF: Ward Allocation
R50,000
Traffic Calming measures in Ward 8
Traffic Management
Completed
3 AFF: Ward Allocation
R100,000
Traffic Calming Measures: Ward 40
Traffic Management
Completed
3 AFF: Ward Allocation
R120,000
Traffic Calming Notrhpine Drive /Little/
Traffic Management
Completed
3 AFF: Ward Allocation
R9,587
Traffic Calming Palmerston, Mountain,Fir
Traffic Calming Royal/Coronation Rds
Mai
Traffic Calming Suikerbossie: 2 x
S/humps
Traffic Management
Completed
3 AFF: Ward Allocation
R74,000
Traffic Management
Completed
3 AFF: Ward Allocation
R50,000
Traffic Management
Completed
3 AFF: Ward Allocation
R26,000
Traffic calming ward 17
Traffic Management
Completed
3 AFF: Ward Allocation
R44,372
Traffic Calming(Ward 72 - Speedhumps)
Traffic Calming: Athlone: Ward48speedhump
Traffic Management
Completed
3 AFF: Ward Allocation
R37,934
Traffic Management
Completed
3 AFF: Ward Allocation
R30,000
Traffic Calming: Hillview/Seawinds
Traffic
Calming:
Mosselbank
Stepping
Traffic Management
Completed
3 AFF: Ward Allocation
R50,000
Plan Title
Traffic Calming in Ward 73
Traffic Calming Jan Van
Ruyterw
Riebeeck
356
and
Traffic Management
Completed
3 AFF: Ward Allocation
R13,200
Traffic Calming: Newfields/Greenhaven
Traffic Management
Completed
3 AFF: Ward Allocation
R145,000
Traffic Calming: Fynbos, Doordekraal, Ek
Traffic Management
Completed
3 AFF: Ward Allocation
R200,000
Traffic Calming: Helderberg Road
Traffic Management
Completed
3 AFF: Ward Allocation
R30,000
Traffic Calming: pref Kabeljou, Magdalen
Traffic
Calming:
Richmond
Rd,
Kenilworth
Traffic Management
Completed
3 AFF: Ward Allocation
R60,000
Traffic Management
Completed
3 AFF: Ward Allocation
R30,000
Traffic Calming: Mini circle Stasie/v Ri
Traffic Management
Completed
3 AFF: Ward Allocation
R14,174
Traffic Calming: Raised Int. Zinnia /Orc
Traffic Management
Completed
3 AFF: Ward Allocation
R65,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
357
Plan Title
Traffic Calming: Raised Inters. Kendal
Road
Traffic Signals & safety improv: Fish
Hoek
Focus Area
Project
Status
Funding Source
2008-2009
Traffic Management
Completed
3 AFF: Ward Allocation
R6,305
Traffic Management
Completed
3 AFF: Ward Allocation
R39,782
Trffck calming - Bunting cresc
Traffic Management
Completed
3 AFF: Ward Allocation
R120,000
Blocking off unmade roads Boy Briers Fis
Bonga(Lwandle)DrRd
safety
Pama/Mongezi
Bulk Roads & Stormwater for Housing
Proj
Unclassified
Completed
3 AFF: Ward Allocation
R5,506
Unclassified
Completed
4 STATE_NT_URP
R100,000
Unclassified
Completed
4 MIG
R3,000,000
Claremont Boulevard:Property Acq
Unclassified
Completed
1 EFF
R30,000
Construct paved area: Gordon Searle Rd
Unclassified
Completed
3 AFF: Ward Allocation
R40,000
Construct pavement in front of Yeshua Pr
Unclassified
Completed
3 AFF: Ward Allocation
R14,377
Construct Pavement: Diep River SAPS
Construct
Pavement:
Klaasens
Rd,Bishopsct
Unclassified
Completed
3 AFF: Ward Allocation
R30,000
Unclassified
Completed
3 AFF: Ward Allocation
R200,000
Construct premix: Sullivan School
Contruct
Pavements,Car
Park
Embayment
Unclassified
Completed
3 AFF: Ward Allocation
R50,000
Unclassified
Completed
3 AFF: Ward Allocation
R185,500
Erect Fence along Devonshire Road
Unclassified
Completed
3 AFF: Ward Allocation
R50,374
Erect Road Barrier: Galway Rd,Bergvliet
Unclassified
Completed
3 AFF: Ward Allocation
R5,000
Erect street names : Hillview
Unclassified
Completed
3 AFF: Ward Allocation
R10,000
ExtentPallisade fence @ Pastorie Park
Unclassified
Completed
3 AFF: Ward Allocation
R20,000
ExtentPallisade fence along South Stre
Unclassified
Completed
3 AFF: Ward Allocation
R50,000
Fence in open space: Annandale Rd
Unclassified
Completed
3 AFF: Ward Allocation
R19,000
Fencing along Pastorie Park S/West
Fencing along south Street, Somerset
Wes
Unclassified
Completed
3 AFF: Ward Allocation
R40,000
Unclassified
Completed
3 AFF: Ward Allocation
R125,000
&
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
R600,000
358
Plan Title
Fencing under Pedestrian BridgeSteurhof
Greenmarket
Square
Roadworks
Infrastruc
Hard Landscaping: Appledene & Petunia
Rds
Hard
Landscaping:
Denchwood
Road,Athlone
Hard Lanscaping Kerbways: Calendula
Rd &
Hard
Lanscaping:
Calendula
Rd,Silvertown
Hard
Lanscaping:
Cnr
Appledene/Petunia Rd
Hard Lanscaping: Cnr Wallis & Brandon
Rds
Hard
Lanscaping:
Denchworth
Road,Gleemore
Hard Lanscaping: Wallis & Brandis
Rds,Ath
Focus Area
Project
Status
Funding Source
2008-2009
Unclassified
Completed
3 AFF: Ward Allocation
R30,000
Unclassified
Completed
3 AFF: Ward Allocation
R145,000
Unclassified
Completed
3 AFF: Ward Allocation
R50,000
Unclassified
Completed
3 AFF: Ward Allocation
R50,000
Unclassified
Completed
3 AFF: Ward Allocation
R85,000
Unclassified
Completed
3 AFF: Ward Allocation
R100,000
Unclassified
Completed
3 AFF: Ward Allocation
R50,000
Unclassified
Completed
3 AFF: Ward Allocation
R20,000
Unclassified
Completed
3 AFF: Ward Allocation
R20,000
Unclassified
Completed
3 AFF: Ward Allocation
R50,000
Hardening of pavement area, Rustdal
Unclassified
Completed
3 AFF: Ward Allocation
R11,162
Improvements Spin/Lansdowne Inters
Inform
Settlmnts:
Tracks&Drainage:
IncrUpG
Unclassified
Completed
1 EFF
R300,000
Unclassified
Completed
1 EFF
R1,500,000
InfSettlements: Trcks & Drng:Incr Upg
Unclassified
Completed
4 MIG
R5,000,000
Install concrete palisade fence :Epping
Install
Gateboom/Refuse
enclHughenden
Unclassified
Completed
3 AFF: Ward Allocation
R95,000
Unclassified
Completed
3 AFF: Ward Allocation
R150,000
Installation of No Dumping Signage
Unclassified
Completed
3 AFF: Ward Allocation
R3,000
Landscaping at Old Flats
Unclassified
Completed
3 AFF: Ward Allocation
R9,825
N2 Gateway: TR&S Services: MIG
Unclassified
Completed
4 MIG
R30,000,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
Focus Area
Project
Status
Funding Source
2008-2009
Unclassified
Completed
3 AFF: Ward Allocation
R5,000
Unclassified
Completed
3 AFF: Ward Allocation
R20,000
OPS Small Plant and Equipment
Unclassified
Completed
1 EFF
R826,138
OPS Upgrading of depot facilities
Palisade Steel Fence Selbourne Rd/East
B
Unclassified
Completed
1 EFF
R326,028
Unclassified
Completed
1 EFF
R300,000
Paving of Meduin Island between Dur
Paving of middle island Durban rd &
Edwa
Paving Strand Beach Front, replce
asphal
Unclassified
Completed
3 AFF: Ward Allocation
R30,000
Unclassified
Completed
3 AFF: Ward Allocation
R14,288
Unclassified
Completed
3 AFF: Ward Allocation
R170,000
Paving Strans Beach Front:continue to r
Unclassified
Completed
3 AFF: Ward Allocation
R150,000
Paving:Edward Street, Bellville
Unclassified
Completed
3 AFF: Ward Allocation
R50,000
PC Wall off Lynberg Road
Unclassified
Completed
3 AFF: Ward Allocation
R30,000
Porteville 3 pnt stop c/o Akademie/La Pr
Unclassified
Completed
3 AFF: Ward Allocation
R5,000
Prop. Acquis. - Hardship
Proposed Basketball Court: St. Frusquin
Rd
Proposed surfacing of Verge, Hanover
Pk
Proposed
surfacing:
Emerald
Crt,Gatesvill
Unclassified
Completed
1 EFF
R5,227,616
Unclassified
Completed
3 AFF: Ward Allocation
R120,000
Unclassified
Completed
3 AFF: Ward Allocation
R35,894
Unclassified
Completed
3 AFF: Ward Allocation
R20,000
Proposed Verge Surfacing: Vision Child
Unclassified
Completed
3 AFF: Ward Allocation
R30,000
Provision of fencing Rondebosch
Unclassified
Completed
3 AFF: Ward Allocation
R52,908
Unclassified
Completed
3 AFF: Ward Allocation
R125,000
Unclassified
Completed
3 AFF: Ward Allocation
R50,000
Plan Title
New Bollards Mahogany Crescent
New
Bollards
Snowball
ProteaValley
359
Renovate Rd Kerbs -Various
Re-tarring
of
freedom
Bonteheuwel
Park
Square
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
Plan Title
Focus Area
Project
Status
Funding Source
2008-2009
Surface Verge: 3rd Ave &Steed Rd, G/Pk
Surface Verge: Edward/Hector/Bruce
Rds
Surfacing
of
verge:
Liverpool
Rd,Wynberg
Surfacing
of
Verge:
Mortlake
Rd,Wynberg
Sweet Valley Primary School: Extended
par
Unclassified
Completed
3 AFF: Ward Allocation
R40,000
Unclassified
Completed
3 AFF: Ward Allocation
R92,188
Unclassified
Completed
3 AFF: Ward Allocation
R15,790
Unclassified
Completed
3 AFF: Ward Allocation
R15,000
Unclassified
Completed
3 AFF: Ward Allocation
R15,049
Traffic Circle Lower Mountain & Pienaar
Unclassified
Completed
3 AFF: Ward Allocation
R89,000
Unmade Roads:Residential
Unclassified
Completed
1 EFF
R2,200,000
Vanguard-Construction of fencing
Unclassified
Completed
3 AFF: Ward Allocation
R92,671
Walkway Pampoenkraal
Unclassified
Completed
3 AFF: Ward Allocation
R70,000
360
TOTALS
R158,274,799
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
20092010
R600,000
APPENDIX C: APPROVED CURRENT AND FUTURE PROJECTS
This budget as as approved by the City of Cape Town Council in May 2009. An adjustment budget is tabled after six months and there are
interim changes relating to the External Finance Fund (EFF. )
Plan Title
Focus Area
Bicycle & Ped Facilities: PGWC
361
Constr:Walkway: R44, Whale Lookout Point
Cycle path signage for schools
IM: Construct Footway and Verges
IM: Construct Footway and Verges
Ped Footways/Bicycle Path:
Khayelitsha/ Mitchells Plain
WC: City Centre Pedestrian
Improvements: EFF
WC: City Centre Pedestrian
Improvements: PGWC
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Project
Status
Funding Source
2008-2009
2009-2010
2010-2011
2011-2012
In
Progress
4 CMTF PG:
WC DOT&PW
R4,553,149
R12,000,000
R8,000,000
R3,000,000
Postponed
1 EFF
R600,000
In
Progress
3
AFF:Ward
Allocation
R7,500
In
Progress
1 EFF
R600,000
R600,000
R500,000
R1,000,000
In
Progress
4 MIG
R2,500,000
R5,000,000
R15,000,000
R10,000,000
In
Progress
4 CMTF PG:
WC DOT&PW
R100,000
R1,406,482
In
Progress
1 EFF
R200,000
In
Progress
4 CMTF PG:
WC DOT&PW
R1,200,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
Plan Title
Focus Area
WC: City Centre Pedestrian
Improvements: PTIF
WC: City-wide NMT Plan: EFF
WC: City-wide NMT Plan:PGWC
WC: City-wide NMT Plan:PTIF
WC: Grade sep Ped
Facilities(WestBlv): EFF
362
WC: Grade separated Ped
Cross(BG): PGWC
WC: Grade separated Ped Crossing
(BG):PTIF
WC: Grade separation Ped
Crossing:(Buitengracht):EFF
WC: Grade seperated Ped
Facilities: PTIF
WC: Klipfontein PT NMT Scheme:
EFF
WC: Klipfontein PT NMT Scheme:
EFF
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Project
Status
Funding Source
2008-2009
2009-2010
2010-2011
In
Progress
4
NG
PTI&SG
R3,600,000
R12,000,000
R10,000,000
In
Progress
1 EFF
In
Progress
4 CMTF PG:
WC DOT&PW
R1,000,000
R4,000,000
R5,000,000
In
Progress
4
NG
PTI&SG
R3,484,582
R10,000,000
R5,000,000
In
Progress
1 EFF
R11,500,000
R3,200,000
In
Progress
4 CMTF PG:
WC DOT&PW
In
Progress
4
NG
PTI&SG
In
Progress
1 EFF
In
Progress
4
NG
PTI&SG
DOT
In
Progress
4
NG
PTI&SG
DOT
In
Progress
1 EFF
DOT
R10,000,000
DOT
DOT
R3,000,000
R11,000,000
R20,700,000
R5,000,000
R13,700,000
R7,000,000
R13,788,723
R10,000,000
R3,000,000
R18,000,000
R8,000,000
R7,000,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
2011-2012
Plan Title
Focus Area
WC: Klipfontein PT NMT
Scheme:PGWC
WC: Klipfontein PT NMT
Scheme:PTIF
WC: NMT Bridge:Bhunga Avenue
Langa: EFF
363
WC: NMT Bridge:Bhunga Avenue
Langa: PGWC
WC: NMT Bridge:Bhunga Avenue
Langa: PTIF
WC: Ped Imprments to Somerset
Rd: EFF
WC: Ped Imprments to Somerset
Rd: PTIF
WC: Stadium Precinct Ped & Cycle
Facil: PGWC
WC: Stadium Precinct Ped & Cycle
Facil: PTIF
WC: Stadium Precinct Ped & Cycle
Facil:EFF
Westlake River Pedestrian Bridge,
Land
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Nonmotorised
Transport
Project
Status
Funding Source
2008-2009
2009-2010
2010-2011
In
Progress
4 CMTF PG:
WC DOT&PW
R10,000,000
R4,800,000
R5,000,000
In
Progress
4
NG
PTI&SG
R10,000,000
In
Progress
1 EFF
In
Progress
4 CMTF PG:
WC DOT&PW
In
Progress
4
NG
PTI&SG
In
Progress
1 EFF
In
Progress
4
NG
PTI&SG
In
Progress
4 CMTF PG:
WC DOT&PW
In
Progress
4
NG
PTI&SG
In
Progress
1 EFF
In
Progress
1 EFF
DOT
R3,000,000
DOT
R1,500,000
R2,000,000
R8,214,254
R5,500,000
R2,000,000
R35,063,286
R20,000,000
R3,000,000
DOT
DOT
R15,000,000
R900,000
R550,000
R1,500,000
R900,000
R292,826
R1,600,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
R2,000,000
2011-2012
Plan Title
Focus Area
Parking Development :City Wide
Parking
WC: Informal Prking for 3000 Veh:
EFF
WC: Informal Prking for 3000 Veh:
PGWC
WC: Informal Prking for 3000 Veh:
PTIF
WC: Rail based Park&Ride
Facilties: EFF
WC: Rail based Park&Ride
Facilties: PGWC
WC: Rail based Park&Ride
Facilties: PTIF
364
Bus shelter c/o Milton&Sithunzi str
Bus/Taxi Embyments:General
Prvsn (CMTF)
General PTI Improvements
Integrated Rapid Transit
Syst(Ph1A): CRR
Integrated Rapid Transit
Syst(Ph1A): PTIF
IRT: AirportService: PTIF
IRT: Granger Bay Blvd: PTIF
IRT: InnerCityService: PTIF
IRT: IntegratedFareManagement
System: PTIF
Parking
Parking
Parking
Parking
Parking
Parking
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Project
Status
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Postponed
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Funding Source
2008-2009
2009-2010
2010-2011
3 PRK AREAS
DEV FUND
R4,200,000
R1,000,000
R258,723
1 EFF
R250,000
4 CMTF PG:
WC DOT&PW
4
NG
DOT
PTI&SG
1 EFF
4 CMTF PG:
WC DOT&PW
4
NG
DOT
PTI&SG
3 AFF: Ward
Allocation
4 CMTF PG:
WC DOT&PW
4 CMTF PG:
WC DOT&PW
3
CRR:BRT
System
4
NG
DOT
PTI&SG
4
NG
DOT
PTI&SG
4
NG
DOT
PTI&SG
4
NG
DOT
PTI&SG
4
NG
DOT
PTI&SG
2011-2012
R450,000
R500,000
R1,600,000
R100,000
R500,000
R 7,000,000
R6,000,000
R16,000,000
R18,500,000
R207,596
R500,000
R500,000
R500,000
R2,500,000
R3,000,000
R 7,600,000
R1,000,000
R25,000,000
R35,000,000
R23,500,000
R166,000,000
R1,000,000
R10,000
R1,000,000
R11,500,000
R10,500,000
R5,000,000
R80,000,000
R2,000,000
R18,000,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
R20,000,000
R532,556,292
Plan Title
IRT: Klipfontein Corridor: PTIF
IRT: PropertyAcquisition: CRR
IRT: PropertyAcquisition: PTIF
IRT: Public Trsprt&Bus Upgr on
Corr: PTIF
IRT: VehicleAcquisition: CRR
365
IRT: VehicleAcquisition: PTIF
IRT: West Coast Corridor: CRR
IRT: WestCoastCorridor: PTIF
IRT:Traffic Management
Centre:CRR
Khayelitsha CBD PTI (CMIP)
Khayelitsha Rail Extension
Khayelitsha Rail Extention TI
Lentegeur & Mandalay Station
PTI's: Dsg
Mitchell's Plain Station TI
Nomzamo taxi rank:provide roof,
toilets
Onverwacht Rd:Bulk Stormwater
Focus Area
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Project
Status
Postponed
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Funding Source
4
NG
DOT
PTI&SG
3
CRR:BRT
System
4
NG
DOT
PTI&SG
4
NG
DOT
PTI&SG
3
CRR:BRT
System
4
NG
DOT
PTI&SG
3
CRR:BRT
System
4
NG
DOT
PTI&SG
3
CRR:BRT
System
2008-2009
2009-2010
2010-2011
R14,000,000
R56,000,000
2011-2012
R75,010,000
R85,000,000
R49,700,000
R100,000,000
R50,000,000
R50,000,000
R30,000,000
R115,000,000
R10,000,000
R90,000,000
R260,000,000
R170,000,000
R15,000,000
R35,000,000
R10,000,000
4 MIG
R400,713
R1,500,000
R1,500,000
1 EFF
R495,378
4 NT NDPG
R22,283,280
R20,000,000
R6,600,000
R12,000,000
4 NT NDPG
R3,000,000
R18,000,000
R15,000,000
4 NT NDPG
R25,000,000
R20,000,000
R15,000,000
R15,000,000
3 AFF: Ward
Allocation
R75,000
R500,000
R2,500,000
R2,000,000
1 EFF
R300,000
R50,000,000
R20,000,000
R4,500,000
R25,000,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
R150,000,000
Plan Title
Focus Area
Provision of Bus/Taxi shelters
Public transport & Related Infra
Improv
Public Transport Facilities:Sign
(CMTF)
Somerset West PTI
Station Deck Long Distance
366
WC: Embayments Green Point
Stadium: PTIF
WC: Embayments Green Point
Stadium-EFF
WC: Embayments Green Point
Stadium-PGWC
WC: Inner City Transport SystemEFF
WC: Inner City Transport SystemPGWC
WC:
IntegratedFareManagementSystem:
PTIF
WC: Klipfontein BRT Scheme: EFF
WC: Klipfontein BRT Scheme:
PGWC
WC: Klipfontein BRT Scheme: PTIF
WC: Long Distance Coach
Terminals: EFF
WC: Long Distance Coach
Terminals: PGWC
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Project
Status
In
Progress
Postponed
In
Progress
Postponed
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Funding Source
4 CMTF PG:
WC DOT&PW
4
PRIVATE
SECTOR FIN
4 CMTF PG:
WC DOT&PW
4 CMTF PG:
WC DOT&PW
4 CMTF PG:
WC DOT&PW
4
NG
DOT
PTI&SG
1 EFF
2008-2009
2009-2010
2010-2011
R500,000
R1,700,000
R200,000
R150,000
R500,000
R165,750
R500,000
R1,500,000
R9,550,000
R1,000,000
4 CMTF PG:
WC DOT&PW
R2,475,000
R1,800,000
4 CMTF PG:
WC DOT&PW
R1,800,000
In
Progress
4
NG
PTI&SG
R5,000,000
R5,000,000
Postponed
1 EFF
R4,000,000
R2,000,000
R9,000,000
R9,000,000
Postponed
Postponed
In
Progress
In
Progress
DOT
4 CMTF PG:
WC DOT&PW
4
NG
DOT
PTI&SG
R1,000,000
R10,000,000
1 EFF
4 CMTF PG:
WC DOT&PW
R500,000
R3,500,000
R2,475,000
1 EFF
2011-2012
R200,000
R1,000,000
R2,000,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
R8,000,000
R1,000,000
367
Plan Title
Focus Area
WC: Long Distance Coach
Terminals: PTIF
WC: PT & Busupgrade on
Corridors: PGWC
WC: PT and related Infrastr
Upgrade: PGWC
WC: PT and related Infrastr
Upgrade: PTIF
Albert Philander Rd Design/Upgrade
Public
Transport
Public
Transport
Public
Transport
Public
Transport
Bardale (erf 451):Bulk Roads (EFF)
Roads
Bardale (erf 451):Bulk Roads (MIG)
Roads
Buttskop Rd upgrading
Constr:Onverwacht Rd:Broadway to
Faure
Construct of Roads:Dualling
Plattekloof
Roads
Construct Rds: Bottelary/R300
Roads
Construct Rds: Broadway Extension
Roads
Construct Rds: De Villiers Rd
Roads
Construct Rds: Onverwacht Rd
Roads
Construct Rds: Onverwacht Rd
Roads
Construct Rds: Onverwacht Rd
Roads
Roads
Roads
Roads
Project
Status
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Postponed
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Funding Source
4
NG
DOT
PTI&SG
4 CMTF PG:
WC DOT&PW
4 CMTF PG:
WC DOT&PW
4
NG
DOT
PTI&SG
3 CMC INFR.
FUND
2008-2009
R1,887,041
2009-2010
2010-2011
R2,000,000
R3,000,000
R5,000,000
R5,000,000
R10,000,000
R5,900,000
R2,000,000
R6,000,000
2011-2012
R600,000
1 EFF
R1,563,106
4 MIG
R3,658,000
R4,000,000
1 EFF
R500,000
R3,000,000
1 EFF
R3,000,000
R1,000,000
3
BICL
T&Roads: Blg
3
BICL
T&Roads: Oos
3
BICL
T&Roads: Hel
3
BICL
T&Roads: Oos
R4,100,000
R1,000,000
R5,046,320
R4,400,000
R8,500,000
R2,000,000
1 EFF
R8,648,649
R2,650,000
4 MIG
R3,000,000
R3,000,000
3
BICL
T&Roads: Hel
R3,000,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
R2,000,000
Plan Title
Focus Area
Project
Status
Funding Source
Dualling: Broadway Blvd: Beach
Rd: MR27
Roads
Future
1 EFF
Erf 17654 Strand: Roads
Roads
Erf 17654 Strand: Roads
Roads
368
Extension of Broadway Blvd
:Broadlands
Foreshore Freeway:Bearing
Replacement
IM: ProjectVukuhmbe Concrete
Roads
IM: Rehabilitation:Metro Roads
(CMTF)
IM:Construct Road Structures
Roads
Roads
Roads
Roads
Roads
IM:Project Vukuhmbe Concrete Rds
Roads
IM:Reconstruct Roads Metro
Roads
Locarno/Oakhurst Road
improvements
Roads
Main Roads:Northern Corridor
Roads
Melton Rd - Design &
construct/Upgrade
Pelican Park:Link Road (MIG)
Pelican Park:Strandfontein Rd
Upgr_EFF
Pelican Park:Strandfontein Rd
Upgr_MIG
Rehabilitation - Minor Roads
Roads
Roads
Roads
Roads
Roads
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Future
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Future
In
Progress
In
Progress
In
Progress
2008-2009
1 EFF
R1,100,000
4 MIG
R700,000
2009-2010
2010-2011
2011-2012
R2,000,000
R4,000,000
R5,000,000
R6,000,000
R5,000,000
R5,000,000
R1,000,000
R4,700,000
R4,000,000
R5,000,000
R10,000,000
R10,000,000
R10,000,000
R7,000,000
R1,000,000
R5,000,000
R47,542,498
R69,529,946
R45,769,296
R7,000,000
R5,000,000
R1,000,000
1 EFF
1 EFF
R5,008,888
1 EFF
4 CMTF PG:
WC DOT&PW
1 EFF
R4,140,466
1 EFF
R3,874,792
1 EFF
R1,059,567
3 AFF: Ward
Allocation
3
BICL
T&Roads: Oos
3 CMC INFR.
FUND
4 MIG
R30,000
R5,000,000
R3,213,339
R1,500,000
1 EFF
R5,000,000
R30,687,000
R17,313,000
R15,000,000
4 MIG
R2,000,000
R10,000,000
R20,000,000
R25,000,000
R3,000,000
R3,000,000
1 EFF
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
369
Roads
Project
Status
In
Progress
In
Progress
In
Progress
In
Progress
Future
Roads
Future
1 EFF
Roads
Future
1 EFF
WC: Granger Bay Blvd: PGWC
Roads
In
Progress
WC: Granger Bay Boulevard: CMTF
Roads
In
Progress
4 CMTF PG:
WC DOT&PW
4
CAPE
METRO TRAN
FN
WC: N2: HospB: Psl: Eb: EFF
Roads
WC: N2: HospB: Psl: Eb: PTIF
Roads
WC: N2: HospB: Psl: PGWC
Roads
Plan Title
Focus Area
Roads & Stormwater Rehabilitation
Roads
Rondevlei Subcouncil:road improv
& infr
Saxdown Road :Land Acq
(Bottelary)
Sheffield Rd Philippi: Plan and
Design
Steynsrus Rd/R44 on-ramp
Upgr: Faure Marine Dr: Gordon's
Bay
Upgrading of Silverboomkloof Rd in
So
Widening MR27: Strand: Piet
Retief,Newton
Widening: Andries Pretorius
St,Bright,Cor
Widening:Lourensford Rd:MR9
Parel Vall
Witsands - Bulk Roads & S/W
Roads
Roads
Roads
In
Progress
In
Progress
In
Progress
Funding Source
2008-2009
4 MIG
3 AFF: Ward
Allocation
3
BICL
T&Roads: Hel
4
STATE
DEPT:OTHER
1 EFF
1 EFF
4
NG
DOT
PTI&SG
4 CMTF PG:
WC DOT&PW
2009-2010
2010-2011
2011-2012
R1,000,000
R19,000,000
R10,000,000
R705,439
R294,561
R2,300,000
R1,500,000
R6,000,000
R500,000
R400,000
R1,000,000
R250,000
R10,003,841
R6,000,000
R42,468,286
R35,310,000
R30,000,000
R50,000,000
R17,502,942
R3,690,000
Roads
Future
1 EFF
R100,000
Roads
Future
1 EFF
R100,000
Roads
Future
1 EFF
R200,000
Roads
In
Progress
4 MIG
R3,500,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
Plan Title
Focus Area
Klipfontein Rd CCTV Cam
Traffic Safety Bureau - Projects
ATC:System Upgrades (SCOOT)
Construct Road Signs - City Wide
Traffic Calming in Ward 44
Traffic Signal and system upgrade
370
Traffic Signals Dev (Recoverable
Works)
Transport Systems Management
Projects
Transport Systems Management
Projects
WC: Intelligent Transport Systems:
EFF
WC: Intelligent Transport Systems:
PGWC
WC: Intelligent Transport Systems:
PTIF
WC: ITS/TDManagement: PTIF
WC: Road signage upgrade: EFF
WC: Road Signage Upgrade:
PGWC
WC: Road Signage Upgrade: PTIF
Safety &
Security
Safety &
Security
Traffic
Management
Traffic
Management
Traffic
Management
Traffic
Management
Traffic
Management
Traffic
Management
Traffic
Management
Traffic
Management
Traffic
Management
Traffic
Management
Traffic
Management
Traffic
Management
Traffic
Management
Traffic
Management
Project
Status
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Funding Source
2008-2009
2009-2010
R3,706,180
R2,952,920
R3,317,228
1 EFF
1 EFF
4 CMTF PG:
WC DOT&PW
4
CMTF
OTHER
2010-2011
2011-2012
R2,000,000
R2,000,000
R2,000,000
R1,000,000
R1,000,000
R1,000,000
R1,000,000
R1,660,802
R200,000
R1,500,000
R1,500,000
3 AFF: Ward
Allocation
R45,000
1 EFF
R1,000,000
R3,500,000
R1,500,000
R1,500,000
4
PRIVATE
SECTOR FIN
R1,500,000
R1,500,000
R1,500,000
R1,500,000
1 EFF
R256,730
R1,200,000
R1,500,000
R1,500,000
4 CMTF PG:
WC DOT&PW
R884,050
R1,000,000
R1,500,000
1 EFF
R801,336
4 CMTF PG:
WC DOT&PW
4
NG
DOT
PTI&SG
4
NG
DOT
PTI&SG
R4,000,000
R9,000,000
R10,000,000
R11,075,200
R7,069,109
R2,063,113
1 EFF
4 CMTF PG:
WC DOT&PW
4
NG
DOT
PTI&SG
R3,500,000
R4,500,000
R4,500,000
R13,500,000
R7,437,300
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
371
Plan Title
Focus Area
WC: Traffic Management Centre:
EFF
WC: Traffic Management Centre:
PGWC
WC: Traffic Management Centre:
PTIF
Traffic
Management
Traffic
Management
Traffic
Management
Atlantis Dev Corr
Unclassified
Atlantis Dev Corr - M12:
Unclassified
Bayside Canal
Unclassified
Brackenfell Blvd
Unclassified
Brackenfell Blvd - De Bron - Lang
Unclassified
Bulk Roads & Stormwater for
Housing Proj
Croydon - roads & storm water
Unclassified
Unclassified
ICS/Powerstation site
Unclassified
Imizamo Yethu:Roads and
Stormwater
Inform Settlmnts: Tracks&Drainage:
IncrUpG
InfSettlements: Trcks & Drng:Incr
Upg
Land Acq:Broadway Blvd,Strand Erf
33427
Land Acq:SLP Village Rd:Somerset
West
Unclassified
Unclassified
Unclassified
Unclassified
Unclassified
Project
Status
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Future
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Funding Source
2008-2009
1 EFF
R475,770
4 CMTF PG:
WC DOT&PW
4
NG
DOT
PTI&SG
2009-2010
2010-2011
2011-2012
R10,000,000
R1,000,000
R19,900,000
R25,000,000
R35,000,000
1 EFF
R2,500,000
R7,000,000
R10,000,000
3
BICL
T&Roads: Blg
R3,138,651
R11,000,000
R1,000,000
1 EFF
R2,696,464
R5,000,000
R500,000
3
BICL
T&Roads: Oos
R4,250,967
1 EFF
R815,771
R3,000,000
R6,000,000
4 MIG
R4,000,000
R14,000,000
R20,000,000
1 EFF
4
PRIVATE
SECTOR FIN
R500,000
R500,000
R1,500,000
1 EFF
R59,000
R500,000
R5,000,000
1 EFF
R1,400,000
R2,000,000
4 MIG
R5,000,000
R10,000,000
1 EFF
R350,000
1 EFF
R1,764,606
R110,000
R103,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
R2,000,000
R10,000,000
372
Plan Title
Focus Area
Project
Status
Funding Source
2008-2009
M12 (De Grendel) - Property
Acquisition
Unclassified
In
Progress
3
BICL
T&Roads: Tyg
N
R194,975
Morkels Cottage
Unclassified
Morkels Cottage
Unclassified
N2 Gateway: TR&S Services:
CMTF
Unclassified
N2 Gateway: TR&S Services: EFF
Unclassified
OPS Small Plant and Equipment
Unclassified
OPS Upgrading of depot facilities
Unclassified
Prop. Acquis. - Hardship
Unclassified
Site C TPI
Unclassified
Site C Transport Infrastructure D
Unclassified
SLP Village Rd upgrading
Unclassified
Soetrivier Upgrading
Unclassified
Somerset West erf 10490:Roads
and Storm
Somerset West erf 10490:Roads
and Storm
South Fork, Strand - roads & storm
water
Sunbird Park - Design&construct
Rds&sw
Unclassified
Unclassified
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Future
In
Progress
In
Progress
2010-2011
2011-2012
4 MIG
R1,000,000
R500,000
1 EFF
R1,000,000
R1,500,000
4 CMTF PG:
WC DOT&PW
R400,000
1 EFF
R10,000,000
1 EFF
2009-2010
R1,062,232
R2,687,000
R800,000
R500,000
1 EFF
R1,000,000
R500,000
1 EFF
R3,500,000
R1,000,000
R2,000,000
4 NT NDPG
R10,000,000
4 NT NDPG
R10,570,000
1 EFF
R9,350,000
3
BICL
SWater:Hel
R1,500,000
4 MIG
R700,000
1 EFF
R100,000
Unclassified
Future
1 EFF
Unclassified
In
Progress
3 CMC INFR.
FUND
R3,000,000
R1,300,000
R300,000
R343,544
R1,000,000
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
Plan Title
Focus Area
Sunbird Park - Design&construct
Rds&sw
Unclassified
Transport Active Network Systems
Unclassified
Transport Active Network Systems
Unclassified
Unmade Roads:Residential
Unclassified
373
Upgr:Gravel St's:Mission Grounds,
SLP
Vlakteplaas Bulk Roads & S/water
Vlakteplaas Bulk Roads & S/water
WC: Green Point Precinct Ifra Relat
Upgra
WC: LocRds On GP Common
Precinct: EFF
WC: LocRds On GP Common
Precinct: PGWC
WC: LocRds On GP Common
Precinct: PTIF
Unclassified
Unclassified
Unclassified
Unclassified
Unclassified
Unclassified
Unclassified
Project
Status
In
Progress
In
Progress
In
Progress
In
Progress
In
Progress
Future
Future
In
Progress
In
Progress
In
Progress
In
Progress
Funding Source
2008-2009
2009-2010
1 EFF
R1,000,000
R1,000,000
1 EFF
R2,711,687
2010-2011
2011-2012
1 EFF
R1,000,000
R1,000,000
R500,000
1 EFF
R1,600,000
R3,000,000
R3,000,000
R1,000,000
R1,000,000
R1,500,000
1 EFF
R1,000,000
R1,000,000
4 MIG
R6,000,000
R5,000,000
R 1,086,116,778
R 1,081,545,588
1 EFF
R1,000,000
1 EFF
1 EFF
4 CMTF PG:
WC DOT&PW
4
NG
DOT
PTI&SG
TOTALS
R80,000,000
R2,500,000
R1,900,000
R2,000,000
R6,500,000
R 620,167,578
R 1,635,943,202
This project list and budget is subject to the City of Cape Town‘s financial approval procedures and processes
City of Cape Town – Integrated Transport Plan 2006 To 2011
Suite of Documents
APPENDIX D: SUITE OF DOCUMENTS
1. The Integrated Transport Plan 2006-2011 (Review October 2009) Executive
Summary
2. The Integrated Transport Plan 2006-2011 (Review October 2009)
3. Operating Licences Strategy 2006 – 2011
4. Public Transport Demand and Supply Analysis 2006 – 2011
Suite of Documents
5. Current Public Transport Record Summary 2006 – 2011
374
City of Cape Town – Integrated Transport Plan 2006 To 2011
Acknowledgements
ACKNOWLEDGEMENTS
This report is one of a series of efforts comprising of the ITP. The City of Cape Town

City of Cape Town, Transport Department, Transport Planning Branch.

City of Cape Town, Creative Services Unit.
375
Implementation
Funding
C and Budgets
Appendix
would like to acknowledge the valuable contributions made by the following: