Chapter 11 - Sedibeng District Municipality

SedibengDistrictMun
icipality
DISTRICT INTEGRATED TRANSPORT
PLAN FOR 2008 TO 2013 FOR THE
SEDIBENGDISTRICTMUNICIPALITY
- 31 Aug 2010 -
J28242A

DISTRICT INTEGRATED TRANSPORT PLAN FOR 2008 TO 2013 FOR
THESEDIBENGDISTRICTMUNICIPALITY
EXECUTIVE SUMMARY
Transport Vision
“The SedibengDistrictMunicipality enhances social upliftment, economic grow th and the
quality of life of people through the provision of peaceful, integrated, safe, reliable, frequent,
affordable, accessible and convenient public transport services, facilities and roads
infrastructure required for human, economic and social interaction and transporting goods in
Sedibeng.”
Transport Objectives
Focus Areas
Objectives
• To provide safe, affordable and accessible public transport
Pubic Transport
to employ ment, education, recreation and markets
• To drive transport user and provider behaviour tow ards
public transport
• To provide road and infrastructure linkages to residential
Transport Infrastructure nodes and betw een key nodes which are currently lacking
• To rehabilitate key roads currently in a poor condition
Land Use and
Transport Integration
• To develop transport infrastructure and services to support
Sedibeng’s Spatial Development Framew ork
Environmental
Protection
• To support sustainable transport solutions w ith ongoing
reductions in environmental externalities
Congestion
Management
• To implement targeted travel demand management
measures
Road Safety
• To provide or upgrade storm w ater drainage, signals and
other road furniture to improve traffic safety
Management
• To develop specific pedestrian safety promotion and
infrastructure investment programmes
• To minimise unroadw orthy public transport vehicles
Regulation and Control • To educate public transport operators about relevant
legislation and buy-law s
Information Systems • To invest in improved transport information services
Stakeholder
Participation
• To actively involve interested and affected parties in
shaping the transport industry and services
Non-motorised
Transport
• To promote non-motorised transport solutions
Funding • To secure appropriate funding for transport
SDM DITP, 2008 to 2013 i 31 Aug 2010

Proposed Interventions / Programmes
Transport Element Proposed Interventions/Programmes
1 Spatial Planning 1.1 Support residential densification / infilling east of N1 at Evaton-
Sebokeng up to CBDs of Vanderbijlpark and Vereeniging.
1.2 Support economic and residential development along R59.
1.3 Support infilling between Ratanda and HeidelbergTown, and
formalisation of informal settlements around Vischkuil and
Devon.
1.4 Support Sedibeng Precinct developments, i.e.: regeneration of
historic area of Sharpeville; creation of Government and
Cultural Precincts in old Vereeniging CBD; and Waterfront
Development along VaalRiver.
1.5 Support establishing the Vaal Logistics Hub west of Arcelor
Mittal Works in Vanderbijlpark.
1.6 Support implementing Planning Framework for Southern Areas
of City of Johannesburg and surrounds (i.e. Sedibeng and
WestRandDistricts), including future housing developments.
2 Development 2.1 Implement Development Framework for R59 corridor.
Corridors
2.2 Implement Development Framework for R82 corridor.
3 Public Transport
Plan
2.3 Implement Lesedi Nodal and Corridor Study.
3.1 Modal Integration
3.1.1 Develop a strategy that integrates mini-bus taxis, buses and
trains into the public transport system operating as a single
seamless system.
3.1.2 Implement initiatives or awareness programmes to instil in the
minds of operators the need for integration of different modes
of transport.
3.1.3 Set-up an institutional body or structure where representatives
of different travel modes can voice their needs and concerns.
3.1.4 Ensure that new or future upgrades of public transport facilities
actively and practically promote modal integration, i.e. facilities
should be designed to cater for more than one travel mode.
3.2 Metered Taxis
3.2.1 Undertake an asse ssment of the metered taxi industry to
establish the future role or market niche of metered taxis in
Sedibeng. Specific aspects to be considered include
establishing a client profile and travel patterns of metered taxis
(pick-up and drop-off points).
3.2.2 Set-up an institutional body or structure (also referred to under
Modal Integration) where representatives of different travel
modes (including metered taxis) can voice their needs and
concerns in an integrated manner.
3.2.3 Investigate how metered taxis should be accommodated in
terms of taking up space / holding bays, i.e. where to provide
holding bays.
3.3 Learner Transport
3.3.1 Develop and implement strategy for learner transport
3.3.2 Set-up an institutional body or structure (also referred to under
Modal Integration) where representatives of different travel
modes (including learner transport) can voice their needs and
concerns in an integrated manner.
3.4 Transport for People with Special Needs
3.4.1 Ensure user-friendly new and existing public transport facilities
in terms of providing for people with special needs.
3.4.2 Use various forums and institutional structures to encourage
public transport operators to be sensitive and considerate to
people with special needs.
SDM DITP, 2008 to 2013 ii 31 Aug 2010

Transport Element
4 Transport
Infrastructure
Plan
Proposed Interventions/Programmes
3.4.3 Invite representatives of people with special needs to
participate in relevant forums by voicing their transport needs
and concerns.
3.5 Management of Public Transport Facilities
3.5.1 Develop a policy on the management and maintenance of
mini-bus taxi facilities. Draft a by-law to enforce such a policy.
4.1 Road Networks and Corridors
4.1.1 SupportGautengProvince with finalising main public transport
corridors for Gauteng (including Sedibeng) – i.e. Integrated
Public Transport Network Design project
4.2 Road Safety
4.2.1 Assist Local Municipalities to meet their responsibility towards
the general public in terms of traffic safety through the phased
implementation of a Road Traffic Safety Management Plan.
4.2.2 Assist Local Municipalities to carry out independent Road
Safety Audits.
4.2.3 Assist Local Municipalities to identify hazardous road locations,
prioritise these locations for remedial treatments, and
systematically budget for and implement improvement
programmes.
4.2.4 Assist Local Municipalities to identify locations where there is a
concentration of schools or high learner pedestrian activities to
implement road safety measures.
4.2.5 Fund safety campaigns and road safety programmes for Local
Municipalities to educate and train road users regarding road
safety matters.
4.3 Traffic Signals
4.3.1 Encourage and assist Local Municipalities to systematically
implement the Traffic Signal Management Process as
stipulated in the South African Road Signs Manual, Volume 3:
Traffic Signal Design.
4.3.2 Assist Local Municipalities with regular maintenance of traffic
signals in their respective jurisdictional areas.
4.3.3 Assist Local Municipalities with asse ssing the need for
signalised intersections (i.e. Traffic Impact Assessments) in
highly developed areas.
4.4 Traffic Signage and Road Markings
4.4.1 Assist Local Municipalities to systematically formulate and
implement a Road Signs Management System as defined in
the South African Road Signs Manual, Volume 2, Chapter 16.
4.4.2 Assist Local Municipalities with improving signage and
information services to tourist attractions.
4.4.3 Assist Local Municipalities with the ongoing maintenance or
replacement of outdated or damaged signs in Sedibeng.
4.4.4 Assist Local Municipalities to identify specific locations where
road markings have a higher than normal impact on the safety
of road users, such as at stop signs, traffic signals or
pedestrian crossings (especially where learners cross a road
section). These locations will be prioritised based on among
other considerations the condition of the road markings, where
after high quality, durable paint will be used for road markings
at such locations.
SDM DITP, 2008 to 2013 iii 31 Aug 2010

Transport Element Proposed Interventions/Programmes
4.5 Upgrading and Maintenance of Roads in Strategic Roads
Network
4.5.1 Ensure that the Pavement Management System (PMS) for
Sedibeng is up to date to assist with prioritising road network
improvements.
4.5.2 Encourage Local Municipalities to ensure that the
upgrading/maintenance of roads is bias towards roads having
a high volume of public transport vehicles.
5 Airports 5.1 Support and cooperate with studies to investigate commercial
and/or private development of AerovaalAirport in Heidelberg
and other local airports, including new airports.
5.2 Ensure adequate road access to exiting airports/ airfields.
5.3 Investigate opportunities to enter into a public-privatepartnership
for the development and operation of airfields in
Sedibeng.
6 Freight Transport 6.1 Develop Freight Transport Management Plan considering
overload control, abnormal loads and transporting hazardous
materials
6.2 Further explore the establishment of a centralised truck stop
facility/hub in the Meyerton industrial area next to the R59
freeway to accommodate freight movements to among other
places Ekurhuleni and City Deep, based on the initial
7 Non-motorised
Transport
investigation done by GPTRW.
7.1 Develop a course Area-wide Master Plan to provide for proper
network planning for NMT purposes.
7.2 Promote the use of bicycles and especially among learners
through the project called Shova Kalula.
7.3 Promote the principle that new roads being designed for high
density areas should make provision for pedestrian sidewalks.
7.4 Explore and use funding opportunities for the implementation
of NMT projects.
8 Waterways 8.1 Investigate feasibility of using VaalRiver to transport public
transport users
8.2 Undertake a course assessment of access acro ss the
VaalRiver for NMT.
9 Monitoring and
KPIs
9.1 Collect data and measure identified KPIs as required by
GautengProvince.
10 Funding 10.1 Explore additional and alternative sources of funding.
11 ITP
Implementation:
Human
Resources
11.1 Confirm resources required for public transport and
infrastructure planning and appoint staff.
SDM DITP, 2008 to 2013 iv 31 Aug 2010

DISTRICT INTEGRATED TRANSPORT PLAN FOR 2008 TO 2013 FOR THE
SEDIBENGDISTRICTMUNICIPALITY
CONTENTS
Chapter Description Page
1 INTRODUCTION 1
1.1 Interrelationship betw een Transport Plans and Framew orks 1
1.2 Status and Jurisdiction 4
1.3 Institutional Overview 7
1.4 Intergovernmental Relations 9
1.5 CPTR, OLS and Ratplan 10
1.6 Layout of District Integrated Transport Plan 10
2 LEGISLATIVE FRAMEWORK FOR TRANSPORT 11
2.1 National Policy and Legislation 11
2.2 Provincial Policy and Legislation 15
2.3 Role of Municipalities in terms of the National Land Transport Act,
2009 (Act 5 of 2009) 17
3 STRATEGIC DIRECTION FOR TRANSPORT 20
3.1 Gauteng Province 20
3.1.1 Vision and Mission for Transport in Gauteng 20
3.1.2 Strategic Approach for Transport in Gauteng 20
3.1.3 Gauteng Global City-Region Concept 21
3.1.4 Gauteng Transport Management Authority 22
3.1.5 Integrated Rapid Public Transport Netw orks 25
3.2 Vision and Objectives for Transport in Sedibeng 26
4 STATUS QUO OF TRAV EL BEHAVIOUR, LAND USE AND PUBLIC
TRANSPORT IN SEDIBENG 28
4.1 Travel Behaviour 28
4.2 Land Use and Population Trends 34
4.2.1 Dw elling Units 34
4.2.2 Population 35
4.2.3 Employ ment Status of Economically Active Population (by Place of
Residence) 37
4.2.4 Employ ment (by Place of Work) 39
4.3 Rail-based Commuter Public Transport System 44
SDM DITP, 2008 to 2013 v 31 Aug 2010

4.3.1 Existing Gauteng Rail Netw ork 44
4.3.2 Existing Stations
4.3.3 Operational Performance
46
46
4.3.4 Assets and Performance
4.3.5 Revenue Sources
51
53
4.4 Road-based Public Transport Services 53
4.4.1 Scheduled and Subsidised Services (Buses) 53
4.4.2 Unscheduled and Non-subsidised Services (Mini-bus Taxis) 56
5 STAKEHOLDER PARTICIPATION AND TRANSPORT NEEDS
ASSESSMENT 59
5.1 Stakeholder Participation 59
5.2 Transport Needs Assessment 59
6 SPATIAL PLANNING / LAND USE 63
6.1 Sedibeng Regional Context 63
6.1.1 Emfuleni 64
6.1.2 Midvaal 65
6.1.3 Lesedi 65
6.2 Land Use Development Trends 66
6.2.1 Emfuleni 66
6.2.2 Midvaal 68
6.2.3 Lesedi 69
6.3 Sedibeng Precincts
6.3.1 Regeneration of the Historic Area of Sharpeville
70
72
6.3.2 Creation of a Government and Cultural Precincts in the Old
Vereeniging CBD 77
6.3.3 Waterfront Development along the Vaal River 80
6.4 Proposed Vaal Logistics Hub 84
6.5 Framew ork Plan for Southern Areas of City of Johannesburg and
Surrounds 86
6.6 Implications of Spatial Planning on Transport Planning 94
7 DEV ELOPMENT CORRIDORS 95
7.1 R59 Corridor 95
7.1.1 Study Area 95
7.1.2 Road Netw ork 95
7.1.3 Rail Netw ork 99
7.1.4 Framew ork Plan 99
7.1.5 Summary 100
7.2 R82 Corridor (Old Vereeniging-Jhb Road) 101
7.2.1 Study Area 101
7.2.2 Provincial Road Netw ork 102
7.2.3 Local Road Netw ork 102
7.2.4 Framew ork Plan 103
SDM DITP, 2008 to 2013 vi 31 Aug 2010

7.2.5 Framew ork Principles 105
7.2.6 Nodes 105
7.3 Lesedi Node and Corridor 105
7.3.1 Study Area 105
7.3.2 Major Road Netw ork 106
7.3.3 Road Netw ork Changes 108
7.3.4 Rail Service 109
7.3.5 Spatial Structure and Land Use 109
7.3.6 Corridor and Nodal Development Potential 113
7.3.7 Summary 113
8 PUBLIC TRANSPORT PLAN 115
8.1 Operating Licence Strategy 115
8.2 Rationalisation Plan 116
8.3 Other Public Transport Topics 117
8.3.1 Institutional and Organisational Setup of the Public Transport
Industry 117
8.3.2 Implementation of the National Rail Plan 118
8.3.3 Modal Integration of Rail and Road-based Transport Modes 122
8.3.4 Metered Taxis
8.3.5 Learner Transport
124
125
8.3.6 Transport for People w ith Special Needs 126
8.3.7 Management of Public Transport Facilities 128
9 TRANSPORT INFRASTRUCTURE PLAN 130
9.1 Strategic Road Netw orks 130
9.2 Strategic Road-based Public Transport Netw ork/Routes 130
9.3 Road Safety 132
9.4 Traffic Signals 135
9.5 Traffic Signage and Road Markings 139
9.6 Upgrading and Maintenance of Roads in the Strategic Roads
Netw ork 141
10 AIRPORTS 145
10.1 Background 145
10.1.1 White Paper on National Transport Policy, 1996 145
10.1.2 Situational Overview 145
10.1.3 Description of Local Airports and Airfields 148
10.1.4 Major Airports in Gauteng 150
10.2 Problem Statement 153
10.3 Strategy 153
10.4 Outputs 154
SDM DITP, 2008 to 2013 vii 31 Aug 2010

11 FREIGHT TRANSPORT 155
11.1 Background 155
11.1.1 General 155
11.1.2 Overload Control 156
11.1.3 Abnormal Loads 161
11.1.4 Hazardous Materials 162
11.1.5 Five-Point Intervention Plan for the Gauteng Freight Strategy 164
11.2 Problem Statement 166
11.3 Strategy 168
11.4 Outputs 168
12 NON-MOTORISED TRANSPORT 170
12.1 Background 170
12.2 Problem Statement 171
12.3 Strategy 171
12.4 Outputs 172
13 WATERWAYS PLAN 173
13.1 Background 173
13.2 Problem Statement 175
13.3 Strategy 175
13.4 Outputs 175
14 TRANSPORT IMPLEM ENTATION BUDGETS AND PROGRAMMES
PLAN 176
14.1 Sedibeng District Municipality 176
14.2 Local Municipalities in Sedinbeng
14.2.1 Emfuleni
177
177
14.2.2 Midvaal 199
14.2.3 Lesedi 201
15 TRANSPORT MONITORING AND KEY PERFORMANCE INDICATORS 203
15.1 Background 203
15.2 Problem Statement 209
15.3 Strategy 209
15.4 Outcomes 211
SDM DITP, 2008 to 2013 viii 31 Aug 2010

16 FUNDING 212
16.1 Historical Overview of Funding 212
16.2 Legislative Overview 212
16.3 Current Funding Dispensation 213
16.4 Additional Funding Measures 214
16.5 Outcomes 216
17 IMPLEMENTATION OF ITP 217
17.1 Resources Required to Implement ITP 217
17.2 Summary of Prioritised Programmes and Budgets 217
SDM DITP, 2008 to 2013 ix 31 Aug 2010

FIGURES
Figure 1.1
Figure 1.2
Figure 1.3
Figure 1.4
Figure 1.5
Figure 1.6
Figure 3.1
Figure 4.1
Figure 4.2
Figure 4.3
Figure 4.4
Figure 4.5
Figure 4.6
Figure 6.1
Figure 6.2
Figure 6.3
Figure 6.4
Figure 6.5
Figure 6.6
Figure 6.7
Figure 6.8(a)
Figure 6.8(b)
Figure 6.9
Figure 6.10
Figure 6.11
Figure 6.12
Figure 6.13
Figure 7.1
Figure 7.2
Figure 7.3
Figure 7.4
Figure 8.1
Figure 8.2
Figure 10.1
Figure 11.1
Figure 11.2
Figure 11:3
: Interrelationship betw een Transport Plans and Framew orks
: Main Components of a DITP in terms of DoT’s Minimum Requirements
: Gauteng and SDM Jurisdiction
: SDM and Local Municipalities Jurisdictions
: Main Six Clusters of the SDM
: Organisation Design Structure for Transport, Infrastructure and
Environment Cluster
: Gauteng Transport Management Institutional Mechanis m
: Percentage of Trip Purpose and Mode of Transport
: Transport Problems Experienced in Gauteng
: Existing Gauteng Rail Netw ork
: Total Number of Passengers per Corridor from Station Counts
: Percentage of Passengers per Corridor from Station Counts
: Annual Subsidy Levels for Bus Operators in Sedibeng
: Precincts Overview
: Sharpeville Heritage Precinct
: Sharpeville Sports Precinct
: Sharpeville Dam Precinct
: SharpevilleCemetery Concept Development
: Vereeniging Civic Precinct
: Market Ave Proposal
: Waterfront Development Framew ork
: Waterfront Development Framew ork
: DickinsonPark Precinct
: Jhb South Spatial Structure and Land Use
: Jhb South Planning Framew ork
: Jhb South Planning Framew ork Priority Areas
: Sedibeng RPT Housing Projects
: R59 Corridor Development Framew ork
: R82 Development Framew ork
: Lesedi Spatial Structure and Land Use
: Lesedi Major Nodal Development Potential
: Existing Gauteng Rail Corridors
: Proposed Gauteng Rail Corridors
: Airports Location and Terminal Management Area Information for
Sedibeng
: Major Heavy Vehicle Corridors in Gauteng
: Existing and Proposed Weighbridges in Gauteng
: Corridors for the Movement of Heavy Vehicles and Existing and
Proposed Weighbridges in Gauteng
SDM DITP, 2008 to 2013 x 31 Aug 2010

TABLES
Table 1.1
Table 3.1
Table 4.1
Table 4.2
Table 4.3
Table 4.4
Table 4.5
Table 4.6
Table 4.7
Table 4.8
Table 4.9
Table 4.10
Table 4.11
Table 4.12
Table 4.13
Table 4.14
Table 4.15
Table 4.16
Table 4.17
Table 4.18
Table 4.19
Table 4.20
Table 4.21
Table 4.22
Table 4.23
Table 4.24
Table 4.25
Table 4.26
Table 5.1
Table 8.1
Table 8.2
Table 9.1
Table 10.1
Table 11.1
Table 11.2
Table 11.3
Table 14.1
Table 14.2
Table 15.1
Table 15.2
Table 15.3
Table 17.1
: Intergovernmental Relations Meetings Protocol Framew ork
: Transport Objectives for Sedibeng
: Employ ment Status
: Percentage of Mode Share of Work Trips
: Average Travel Time to Work by Mode
: Dw elling Units
: Population (Historic and Projected) by Municipal Area
: Employ ment Status of Economically Active Population
: Formal Workers (Historic and Projected) by Municipal Area
: Informal Workers by Municipal Area
: Unemployed by Municipal Area
: Rail Stations in Sedibeng
: Rail Operational Performance
: Passenger Volumes at Major Rail Stations
: Rail Asset Information
: Asset Performance Indicators
: Rail Revenue Sources
: SARCC Cost Allocation
: Bus Services in Sedibeng
: Number of Bus Routes per Operator
: Number of Bus Ranks per LocalMunicipality
: Major Bus Facilities in Sedibeng
: Number of Buses and Passengers
: Distribution of Mini-bus Taxi Routes per LocalMunicipality
: Number of Mini-bus Taxi Ranks per LocalMunicipality
: Currnet Taxi Passenger Demand
: Existing vs Required OLs
: Inventory Assessment of Mini-bus Taxi Facilities
: Issues raised during Transport Needs Assessment
: Categorisation of Existing Rail Corridors
: Number of People in Gauteng w ith Disabilities
: Major Public Transport Corridors in Sedibeng
: Airports in Gauteng
: Major Heavy Vehicle Corridors in Gauteng
: Major Alternative / Escape Routes HGV in Gauteng
: Five-Point Intervention Plan for the Gauteng Freight Strategy
: Public Transport Facilities Maintenance Budget
: Transport Capital Budget for SDM
: Customer-based Key Performance Indicators
: NLTSF-based Key Performance Indicators
: Proposed Key Performance Indicators for SDM
: ITP Implementation Plan
SDM DITP, 2008 to 2013 xi 31 Aug 2010

DRAWINGS / MAPS
(Included on CD accompanying this DITP)
Draw ing 1
Draw ing 2
Draw ing 3
Draw ing 4
Draw ing 5
Draw ing 6
Draw ing 7
Draw ing 8
Draw ing 9
Draw ing 10
Draw ing 11
Draw ing 12
Draw ing 13
Draw ing 14
: Sedibeng Bus Routes and Ranks
: Sedibeng Taxi Routes and Ranks
: Sedibeng Taxi Routes Corridor Counts
: Sedibeng 2009-2010 SDF
: Emfuleni 2009-2010 SDF
: Midvaal 2009-2010 SDF
: Lesedi 2009-2010 SDF
: Sedibeng Development Zones
: Sedibeng Existing Road Infrastructure
: Sedibeng Roads Master Planning and Classifications
: Sedibeng Development Zones and Roads Master Planning
: Emfuleni Roads Master Planning
: Midvaal Roads Master Planning
: Lesedi Roads Master Planning
SDM DITP, 2008 to 2013 xii 31 Aug 2010

ACRONYMS AND ABBREVIATIONS
ACSA : Airports Company South Africa
ATNS : Air Traffic and Navigation Services
BBBEE : Broad-based Black Economic Empow erment
CAA : Civil Aviation Authority
CBD : Central Business Districts
CPTR : Current Public Transport Record
DITP : District Integrated Transport Plan
DORA : Division of Revenue Act
DoT
: Department of Transport
EPWP : Expanded Public Works Programme
FTMP : Freight Transport Management Plan
GDE : Gauteng Department of Education
GHTS : Gauteng Household Travel Survey, 2004
GPTRW : Gauteng Provincial Department of Public Transport, Roads and Works
GTMA : Gauteng Transport Management Authority
ICAO : International Civil Aviation Organisation
IDP
: Integrated Development Plan
IRPTN : Integrated Rapid Public Transport Netw orks
ITP
: Integrated Transport Plan
KPI
: Key Performance Indicator
LM
: LocalMunicipality
NEPA D : New Partnership for Africa’s Development
NFLS : National Freight Logistics Strategy
NLTSF : NationalLand Transport Strategic Framew ork
NLTTA : NationalLand Transport Transition Act, Act 22 of 2000
NMT : Non-motorised Transport
OLS : Operating Licence Strategy
ORTIA : OR TamboInternationalAirport
PLTF : ProvincialLand Transport Framew ork
Ratplan : Rationalisation Plan
RDP : Reconstruction and Development Programme
RMS : Road Management Systems
RSMS : Road Signs Management System
SABS : South African Bureau of Standards
SAMSA : South African Maritime Safety Authority
SANRAL : South African National Roads Agency
SDM : SedibengDistrictMunicipality
SMME : Small, Medium and Micro Enterprise
SDM DITP, 2008 to 2013 xiii 31 Aug 2010

1 INTRODUCTION
1.1 Interrelationship between Transport Plans and Frameworks
The National Land Transport Strategic Framework (NLTSF) provides the policy
and over-arching transport strategy for South Africa. Particular planning initiatives of
the DoT are taken up and reflected in the NLTSF w here appropriate. These include
the:
• National Transport Master Plan;
• National Public Transport Strategy and Action Plan;
• National Rail Plan; and
• National Freight Logistics Strategy.
Each Province needs to prepare a Provincial Land Transport Framew ork (PLTF)
for a five-year period in terms of Government Notice R1004 of 24 July 2002. The
primary objectives of the PLTF are:
• to create a strategic framew ork for the development of transport from a
provincial perspective; and
• to co-ordinate the preparation of ITPs w ithin the area.
Integrated Transport Plans (ITPs) have to be prepared by all municipalities. The
DITP serves to set out the vision, goals and objectives, and strategies to address all
aspects of land transport in the area and to include proposals for multi-modal
transport, private transport and freight.
FIGURE 1.1 diagrammatically show s the interrelationship betw een the Transport
Plans and Framew orks required by the DoT.
SDM DITP, 2008 to 2013 1 31 Aug 2010

NationalLand Transport Strategic Framework
Submit to
Minister
(To guide land transport planning countrywide)
Relevant integrated
development plan
Comprehensive ITPs
prepared by Type 1
Planning Authorities
Submit to
MEC
Gauteng
Prov incial
Land
Transport
Framework
Relevant integrated
development plan
District ITPs prepared
by Type 2 Planning
Authorities
Submit to
MEC
(To guide land
transport
planning
provincial
wide)
Relevant integrated
development plan
Local ITPs prepared
by Type 3 Planning
Authorities
Figure 1.1: Interrelationship between Transport Plans and Framew orks
From FIGURE 1.1 it is noted that the transport plans to be prepared by both Type 1
and 2 planning authorities must be submitted to the MEC for notification and
approval, and w ill also be reflected in the relevant PLTF. In addition, these transport
plans also need to become part of the integrated development plans (IDPs) of the
applicable metropolitan, district and local municipalities. The rail commuter
components of the DITP, if any, must be submitted to the Minister for comments and
approval.
Integrated transport plans to be prepared by the Type 3 planning authorities must be
included in a summarised format by the district municipalities in their transport plans,
and w ill also serve as input into the IDPs of the applicable local municipality and
district municipality.
It is, how ever, noted that summaries of the local ITP for Emfuleni, Lesedi and Midvaal
have not been included in this DITP, since such plans have not been completed w hen
finalising this DITP for Sedinbeng.
In addition to the above transport plans and framew orks, the follow ing also needs to
be prepared as input into the Integrated Transport Plan:
• The Current Public Transport Record (CPTR) to record the provision and
utilisation of all public transport services and facilities in the transport area.
SDM DITP, 2008 to 2013 2 31 Aug 2010

• The Operating Licences Strategy (OLS) to provide the planning authority
with information on the demand and supply of public transport service in order
to advise the permit board on the disposal of applications for operating
licences.
• The Rationalisation Plan (Ratplan) (applicable only if there are subsidised
transport services) to rationalise and restructure subsidised public transport
services in order to bring about greater efficiency and minimise subsidy.
The DITP must at least contain the minimum information as schematically indicated in
FIGURE 1.2.
(1) Introduction
(2) Transport Vision and Objectives
(3) Transport Register
• CPTR (demand, supply & utilisation for commuter rail, bus and
taxi facilities/stations and routes)
• Roads Infrastructure
(4) Operating Licence
Strategy
(NON-SUBSIDISED/
NON-CONTRACTED
PUBLIC TRANSPORT
SERVICES)
(5) Rationalisation Plan
(SUBSIDISED/CONTRACTED
PUBLIC TRANSPORT
SERVICES)
(6) Transport Needs
Assessment
(7) Summary of Local ITPs
(8) Funding Strategy and Summary of
Proposals and Programmes
Figure 1.2: Main Components of a DITP in terms of DoT’s Minimum
Requirements
SDM DITP, 2008 to 2013 3 31 Aug 2010

1.2 Status and Jurisdiction
The previous update of the SedibengDistrictMunicipality’s (SDM) Integrated Transport
Plan (ITP) w as completed in May 2004 and based on Current Public Transport
Records (CPTR) data compiled in 2001.This current District Integrated Transport Plan
(DITP) is the officially Council adopted Transport Plan for Sedibeng applicable to the
planning period 2008 to 2013.
This DITPs complies as a minimum w ith the requirements set out in Department of
Transport’s (DoT) Schedule, titled “Integrated Transport Plans: Minimu m
Requirements in terms of the National Land Transport Transition Act”, dated
November 2007. For the purposes of preparing this Transport Plan, the SDM is
regarded as being a type tw o planning authority hence the requirement to prepare a
District Integrated Transport Plan and not a Comprehensive Integrated Transport
Plan. The minimum frequency of preparation and updating of this DITP is a total
overhaul every 5 th year, and an update annually in synchronisation w ith the IDP.The
DITP contains a long-term component, w hich identifies the long-term vision and
objectives for the transport system in the region, and the strategy how to develop the
transport system over time to achieve the set objectives. The long-term strategy can,
how ever, only be achieved over time and in an incremental fashion and, therefore,
the ITPs must include an action plan specifying the feasible initiatives / projects to be
implemented. The DITP remains a strategic document and hence does not contain a
description of the details of projects.
In areas other than those covered by the National Integrated Public Transport
Netw ork Projects, the planning authorities (such as the SDM) remains to be
responsible for the preparation of a full Current Public Transport Record (CPTR) and
Operating Licence Strategy (OLS) for such areas, and a Rationalisation Plan
(Ratplan) w here there are subsidised services in the area as part of their ITP. CPTRs
and OLSs must not be prepared at both district and local levels as this w ill lead to
duplication. Thus only one CPTR and one OLS is required for any particular
geographical area.
FIGURE 1.3 show s Gauteng and the SDM jurisdiction. FIGURE 1.4 contains a
locality map of the SDM’s area of jurisdiction to contextually visualise the study area.
The SDM comprises ofthree Local Municipalities (LMs):
• Emfuleni LM (commercial nodes are Vereeniging and Vanderbijlpark);
• Lesedi LM (commercial node is Heidelberg); and
• Midvaal LM (commercial node is Meyerton).
SDM DITP, 2008 to 2013 4 31 Aug 2010

Figure 1.3: Gauteng and SDM Jurisdiction
SDM DITP, 2008 to 2013 5 31 Aug 2010

Figure 1.4: SDM and Local Municipalities Jurisdictions
SDM DITP, 2008 to 2013 6 31 Aug 2010

1.3 Institutional Overview
FIGURE 1.5 contains the six main clusters of the SDM. They are:
• Municipal Manager;
• Treasury;
• Transport, Infrastructure and Environment;
• Corporate Services;
• Strategic Planning and Economic Development; and
• Community Services
SedibengDistrictMunicipality
Municipal Manager Treasury Transport,
Infrastructure and
Env ironment
Political:
Executive Mayor
Administrative:
Municipal Manager
Political:
MMC Finance
Administrative:
Chief Financial Officer
Political:
MMC Transport &
Infrastructure
MMC Environment
Administrative:
Executive Director
Corporate Services
Political:
MMC Administration
Administrative:
Executive Director
Strategic Planning
and Economic
Dev elopment
Political:
MMC Housing
MMC LED,
Development & Tourism
Administrative:
Executive Director
Community Serv ices
Political:
MMC Sports,
Recreation, Arts &
Culture
MMC Health, HIV/AIDS,
Emergency
Management Services,
Crime Prevention &
Social Development
Administrative:
Executive Director
Figure 1.5: MainSix Clusters of the SDM
SDM DITP, 2008 to 2013 7 31 Aug 2010

FIGURE 1.6 contains the organisation design structure for the Transport,
Infrastructure and Environment Cluster of the SDM w ith a specific focus on transport
planning and implementation.
Executiv e Director
Transport, Infrastructure and
Environment Cluster
DIRECTORATE : PUBLIC TRANSPORT AND INFRAS TRUCTURE
PLANNING
DIRECTORATE :
ENVIRONMENT
Director
Public Transport and
Infrastructure Planning
Director
Environment
Manager
Public Transport,
Roads and
Stormwater
Manager
Water, Electricity
and Sanitation
Manager
Registration and
Licensing
CONTINUED
Professional
Officer
Public Transport
Coordination
CONTINUED
CONTINUED
Figure 1.6: Organisation Design Structure for Transport, Infrastructure and
Environment Cluster
SDM DITP, 2008 to 2013 8 31 Aug 2010

1.4 Intergovernmental Relations
There are some liaison and communication mechanisms available to co-ordinate the
planning task w ith other responsibilities of SDM and those of other stakeholders, such
as Emfuleni, Lesedi and MidvaalLocalMunicipalities.
TABLE 1.1 contains a summary of the intergovernmental relations meetings protocol
framew ork.
Table 1.1: Intergovernmental Relations Meetings Protocol Framework
Committee
Name
Joint Mayors
Forum
Joint Mayoral
Committee
Forum
Joint Municipal
Managers
Forum
Representation
• District Executive Mayor
• Local Executive Mayors
• District Municipal Manager
• Local Municipal Managers
• IGR Manager of the DistrictMunicipality
• Manager: IGR of Local Municipalities,
where appointed
• District Executive Mayor
• Local Executive Mayors
• District Members of Mayoral
Committee
• Locals Members of Mayoral Committee
• District Chief Whip
• District Speaker
• Locals Chief Whips
• Locals Speakers
• District Municipal Manager
• Local Municipal Managers
• IGR Manager
• Manager: IGR of Local municipalities,
where appointed
• Any other official as per invitation
• District Municipal Manager
• Local Municipal Managers
• Manager: Intergovernmental Relations
of the DistrictMunicipality
• If the Municipal Manager is unable to
attend may delegate an official of the
next reporting level to attend
• Manager: IGR of Local municipalities,
where appointed
Frequency
Bi-monthly
Quarterly
Once a month
All Inter-governmental Relations (IGR) meetings are convened through
SedibengDistrictMunicipality’s IGR Unit for technical and administrative support of the
Forums. The IGR Unit also acts as a secretariat for all the forums.
SDM DITP, 2008 to 2013 9 31 Aug 2010

1.5 CPTR, OLS and Ratplan
This DITP for Sedibeng should be read w hile taking into account the follow ing
documents that are available seperately:
• Sedibeng CPTR, 2009;
• Sedibeng OLS, 2009; and
• Sedibeng Ratplan, 2009.
1.6 Layout of District Integrated Transport Plan
In addition to the introductionary chapter, the remainder of this document is structured
as follows:
Chapters
Topics Covered
2 Legislative Framew ork for Transport (#)
3 Strategic Direction for Transport
4 Transport Register / Status Quo / CPTR
5 Stakeholder Participation and Transport Needs Assessment
6 Spatial Planning / Land Use (#)
7 Transport Corridors
8 Public Transport Plan
9 Transport Infrastructure Plan
10 Airports (#)
11 Freight Transport (#)
12 Non-motorised Transport (#)
13 Waterw ays Plan (#)
14 Transport Implementation Budgets and Programmes
15 Transport Monitoring and Key Performance Indicators
16 Funding
17 Implementation Plan
Note: (#) - Planning requirements applicable to the SDM in addition to those specified in DoT’s
Schedule for ITPs.
The detail of the CPTR, OLS and RATPLAN for Sedibeng is documented separately
and attached as annexures to this DITP. Notw ithstanding, the crux thereof is
contained in a summarised form in this DITP.
SDM DITP, 2008 to 2013 10 31 Aug 2010

2 LEGISLATIVE FRAMEWORK FOR TRANSPORT
This chapter describes the implications of national and provincial policy and
legislative framew ork of relevance to the SDM from a transportation point of view .
This chapter concludes w ith a discussion about the role of municipalities in terms of
the National Land Transport Act, 2009 (Act 5 of 2009).
2.1 National Policy and Legislation
(a) White Paper on National Transport Policy, 1996
The DoT published a White Paper on National Transport Policy in 1996 w hich states
the vision for transport in South Africa as follow s:
“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”.
The six broad goals as outlined in the White Paper are:
• to support the goals of the Reconstruction and Development Programme
(RDP) in meeting basic needs, grow ing the economy, developing human
resources, and democratising decision making;
• to enable customers requiring transport for people or goods to access the
transport system in w ays which best satisfy their chosen criteria;
• to improve the safety, security, reliability, quality and speed of transporting
goods and people;
• to improve South Africa’s competitiveness and that of its transport
infrastructure and operations through greater effectiveness and efficiency to
better meet the needs of different customer groups, both locally and globally;
• to invest in infrastructure or transport systems in w ays which satisfy social,
economic or strategic investment criteria; and
• to achieve the above objectives in a manner w hich is economically and
environmentally sustainable, and minimises negative side effects.
(b) Moving South Africa, the Action Agenda, 1990
The vision for transport in 2020 as formulated in the Moving South Africa project,
commissioned by NDoT and completed in the late 1990s, is as follows:
“By 2020, transport in South Africa will meet the needs of freight and passenger
customers for accessible, affordable, safe, frequent, high quality, reliable, efficient
and seamless transport operations and infrastructure. It will do so in a constantly
upgrading, innovative, flexible and economically and environmentally sustainable
manner. In so doing, transport will support and enable government strategies,
particularly those for growth, development, redistribution, employment creation and
social integration, both in South Africa and in the Southern African region”.
The strategy is to consolidate core transport assets into high volume corridor strategic
netw orks and dense development nodes, assisted by a supporting netw ork, in areas
SDM DITP, 2008 to 2013 11 31 Aug 2010

of low er demand. The sustainability of this supporting netw ork will be improved
through the optimal deploy ment of modes on these supporting netw orks and
corridors. The deployment of transport modes w ill occur according to w here each
mode is able to provide the most economic level of utilisation, given the density and
patterns of demand in a corridor. Government’s role is to set clear rules for service
provision and competition in the strategic and supporting netw orks, to provide
incentives for firms to innovate and upgrade customer segments that are lagging
behind and to facilitate the upgrading of the skills and capacity in the system to meet
customer needs.
(c) NationalLand Transport Act, 2009 (Act 5 of 2009)
This Act provides measures necessary to give effect to the national policy concerning
thefirst phases of the process for transforming and restructuring South Africa’s land
transport system initiated by the National Land Transport Transition Act, 2000 and to
achieve a smooth transition to the new system being a system applicable nationally.
Chapter 2 of this Act prescribes those policies, principles, requirements, guidelines,
framew orks, norms and standards that necessarily must be the same for all the
provinces of South Africa.This Act will place most public transport decisions in the
hands of the low est level of government, namely that of local authorities and
metros.(The final section of this chapter contains a discussion about the role of
municipalities in terms of the NationalLand Transport Act(Act 5 of 2009)).
(d) NationalLand Transport Transition Act, 2000 (Act 22 of 2000)
The National Land Transport Transition Act (NLTTA) has a Chapter (2) that is binding
nationally and a Chapter (3) that can be replaced by provincial legislation, w hich has
largely been done in Gauteng. The Act contains guiding policy principles that are
binding nationally and in general strives to shift the transport system from being
supply-driven (by transport operators) to being demand-driven (planned and
implemented by government in response to customer needs). It creates the
framew ork for mandatory transport planning, making each municipality a planning
authority, required to prepare a variety of plans depending on various conditions.
The main responsibility for service delivery in land transport is placed at the municipal
sphere of government. Provinces must prepare PLTFs, and the national minister must
prepare a NLTSF. ITPs form a component of municipal Integrated Development
Plans. All plans must cover five-year periods, and be updated annually.
If municipalities w ish to, and if they satisfy certain criteria, they have the option of
setting up transport authorities (w hich can be a joint body among more than one
municipality), institutional structures enabling more focused service delivery.
The Act also provided for the appointment of Transport Registrars and for the
provincial Operating Licencing Boards and appeal structures.
The NLTTA also provides for the formalisation of the taxi industry by providing for
registration, and for the regulation of road-based public transport through route-based
operating licences being required for operating public transport. The Act also
provides for regulating competition for subsidised road-based public transport, to be
handled on the basis of competitive tendering for government-specified contracts.
Contracts may be subsidised, negotiated or commercial. The Act also lays the basis
for taxi industry recapitalisation, and for law enforcement of transport.
SDM DITP, 2008 to 2013 12 31 Aug 2010

(e)
Road Traffic Act, 1989 (Act 20 of 1989) and National Road Traffic Act,
1996 (Act 93 of 1996)
The Road Traffic Act and National Road Traffic Act govern matters in the province
regarding road traffic, vehicle standards, driver and vehicle fitness and related issues.
(f) The Public Finance Management Act, 1999 (Act 1 of 1999)
The Public Finance Management Act, 1999 (Act 1 of 1999), as amended by Public
Finance Management Amendment Act, 1999 (Act 29 of 1999), is to regulate financial
management in the national government and provincial governments w ith the
follow ing specific aims:
• to ensure that all revenue, expenditure, assets and liabilities of such
governments are managed efficiently and effectively;
• to provide for the responsibilities of persons entrusted w ith financial
management in those governments; and
• to provide for matters connected therew ith.
(g) Municipal Finance Management Act, 2003 (Act 56 of 2003)
This Act is to secure sound and sustainable management of the financial affairs of
municipalities and other institutions in the local sphere of government, to establis h
treasurynorms and standards for the local sphere of government, and to provide
formatters connected therewith.More specifically, the object of this Act is to secure
sound and sustainable management of the fiscaland financial affairs of municipalities
and municipal entities by establishing norms andstandards and other requirements
for:
• ensuring transparency, accountability and appropriate lines of responsibilityin
the fiscal and financial affairs of municipalities and municipal entities;
• the management of their revenues, expenditures, assets and liabilities and the
• handling of their financial dealings;
• budgetary and financial planning processes and the co-ordination of those
• processes w ith the processes of organs of state in other spheres of
government;
• borrow ing;
• the handling of financial problems in municipalities;
• supply chain management: and
• other financial matters.
(h) Municipal Structures Act, 1998 (Act 117 of 1998)
The purpose of the Act is to provide for the establishment of municipalities. Three
categories of municipalities are defined in the Act, namely:
A : Metropolitan Council
B : Local Council
C : District Council
Various types of political control structure for municipalities may be established under
the overall A, B and C set out above. This structuring includes the Collectiv e
Executive type and the Mayoral Executive type, etc. A combination may include a
single Metropolitan Council, a Metropolitan Council w ith Sub-councils, a Metropolitan
SDM DITP, 2008 to 2013 13 31 Aug 2010

Council w ith Wards or a Metropolitan Council w ith a combination of Sub-councils and
Wards.
The Municipal Council must strive w ithin its capacity to achieve its constitutional
obligations, namely:
• to provide democratic and accountable local government;
• to ensure the provision of services to communities in a sustainable manner;
• to promote social and economic development;
• to promote a safe and healthy environment; and
• to encourage the involvement of communities and community organisations in
matters of local government.
A Municipal Council must review annually:
• the needs of the community;
• its priorities to meet these needs;
• its process for involving the community;
• the organisational and delivery mechanisms necessary to meet the needs of
the community; and
• its overall performance in meeting its objectives.
(i) Municipal Systems Act, 2000 (Act 32 of 2000)
The Municipal Systems Act provides core principles, mechanis ms and processes that
are necessary to enable municipalities to become developmental institutions.
Development, as defined in the Act, includes integrated social, economic,
environmental, spatial, infrastructural, institutional, organisational and human
resources upliftment of a community. This upliftment is to be aimed at improving the
quality of life of its members w ith specific reference to the poor and other
disadvantaged sections of the community.
The Act defines co-operative government and describes the rights and duties of
structures. The Act also describes the rights of communities, residents and
ratepayers who can participate in the local affairs of the municipality, as w ell as
receive training and capacity building. Stakeholders may also w ork in partnership
with the municipality’s political and administrative structures. This Act establishes a
simple and enabling framew ork for the core processes of planning, performance
management, resource mobilisation and organisational change that underpin the
notion of developmental local government. The Act also rationalises process of
municipal planning into a five year planning cycle.
The Act establishes a performance management system for local government and
requires annual reporting to its citizens and other spheres of government. This
management system w ill enable progress in the implementation of the IDP to be
measured. The results of the performance management system w ill enable other
spheres of government to assist in capacity building and, if required, intervention.
The Act also provides a clear regulatory framew ork for municipal service partnerships
and implementation of credit control measures. A framew ork is also provided for
national and provincial monitoring, capacity building and the setting of standards.
SDM DITP, 2008 to 2013 14 31 Aug 2010

(j) Development Facilitation Act, 1995 (Act 67 of 1995)
The Development Facilitation Act (Act 67 of 1995) w as drafted to introduce
extraordinary measures to facilitate and speed up the implementation of
reconstruction and development programmes and projects in relation to land.
Chapter 3 of the Act sets out general principles for land development, w hich w ill in
time become w ell-used in South Africa. Included among the principles are the
promotion of efficient and integrated land development by integrating urban and rural
land development in support of each other, promotion of the availability of residential
and employ ment opportunities close to one another, optimisation of existing
resources including roads and transportation services, community participation and
discouragement of urban spraw l in the process of land development. Future land us e
management w ill be achieved through the enactment of the National Land Us e
Management Bill.
(k) Local Government Municipal Demarcation Act, 1998 (Act 27 of 1998)
This Act serves to provide for criteria and procedures for the determination of
municipal boundaries by an independent authority, and to provide for matters
connected thereto.
2.2 Provincial Policy and Legislation
The province is bound by both national and its ow n legislation in respect of transport
matters. The follow ing summarises the main Provincial policy and legislation
providing the framew ork for the SDMto implementpolicies and programmes.
(a) Gauteng White Paper on Transport Policy, 1997
The GautengProvince’s vision for transport is stated in the Gauteng White Paper on
Transport Policy, 1997 as follows:
“An integrated transport system and an essential public works infrastructure which
satisfies the needs of the people while supporting and facilitating social and economic
growth, improving the quality of life and the development of all the people of
Gauteng.”
This White Paper lists a number of functional focus areas, w hich form the transport
objectives for Gauteng. These nine objectives are listed below :
• to promote affordable, sustainable and efficient public transport;
• to co-ordinate and integrate public transport modes and services;
• to provide, maintain and operate efficient transport infrastructure;
• to effectively integrate land use and transport;
• to minimise the negative effect of transportation on the environment;
• to enhance transport safety management;
• to effectively regulate and control public transport;
• to effectively operate state facilities and services; and
• to ensure the acquisition of equitable funds for transport.
SDM DITP, 2008 to 2013 15 31 Aug 2010

(b) Gauteng Transport Framework Revision Act, 2002 (Act 8 of 2002)
The essence of the Gauteng Transport Framew ork Revision Act, 2002 (Act 8 of 2002)
is to ensure that transport planning w ithin the Province takes place in an integrated
fashion both in terms of land development processes and betw een different municipal
areas w ithin the Province.This Act replaces part of Chapter 3 of the NLTTA w ith
regards to institutional matters. It deals w ith transport planning systems and
processes and institutional arrangements in Gauteng, including specific matters
related to transport authorities, as w ell as for the establishment of the Gauteng
Transport Consultative Forum, the establishment of the Gauteng Transport Coordination
Committee and for the setting up of a Joint Planning Structure. The Act
replaces the Gauteng Transport Framew ork Act of 1998, w hich was not brought into
operation due to differences w ith the NLTTA. The Act w as promulgated in November
2002.
(c) Gauteng Public Passenger Road Transport Act, 2001 (Act 7 of 2001)
This Act repeals and replaces the provisions of the Gauteng Interim Minibus Taxi-
Type Services Act 11 of 1997 and also replaces Chapter 3 of the NLTTA regarding
public transport matters. It provides for the regulation and control by local
government and provincial government, through route-based operating licences, of all
road-based public transport modes. It provides for the pow ers and duties of the MEC
and municipalities regarding public transport by road, and for road-based public
transport planning. The Act also provides for the registration of all public transport
operators, for the establishment of various stakeholder forums, and for law
enforcement.
(d) Gauteng Transport Infrastructure Act, 2001 (Act 8 of 2001)
This Act is based on the Roads Ordinance No. 22 of 1957 and some sections of the
Advertising on Roads and Ribbon Development Act No. 21 of 1940. This Act w as
signed into law in 2001 and regulations w ere drafted and published in January 2003.
The Act w as put into operation on 31 January 2003, excluding Section 44 dealing w ith
advertising visible from provincial roads and railw ay lines. The Act consolidates the
laws relating to transport infrastructure in Gauteng and provides for the planning,
design, development, construction, financing, management, control, maintenance,
protection and rehabilitation of provincial roads as w ell as railw ay lines and other
transport infrastructure.
The Act covers the proclamation of provincial roads and railw ay lines by the MEC
responsible for transport matters. It also covers route determination and proclamation,
route planning, preliminary and detailed design of provincial roads and railw ay lines,
and expropriation and compensation procedures. All roads built in accordance w ith
laws replaced by the Act are deemed to have complied w ith the provisions of the Act.
The Act also covers advertising next to roads as well as other topics such as access
to provincial roads and it empow ers the MEC to carry out functions related to the
acquisition of land required for transport infrastructure.
The Transport Infrastructure Amendment Act of 2003 serves to amend the
Gauteng Transport Infrastructure Act of 2001, so as to:
• amend and insert definitions;
SDM DITP, 2008 to 2013 16 31 Aug 2010

• provide for the necessary land us rights with respect to stations and for the
necessary powers of the MEC to enter into contracts for road and rail projects;
• amend the procedure in relation to route determination;
• make a second environmental investigation at the stage of preliminary design
of a road or railw ay line unnecessary where the competent environmental
authority decides that the environmental investigation at the stage of route
determination is adequate; and
• provide for incidental matters.
(e) Gauteng Planning and Development Act, 2003 (Act 3 of 2003)
The purpose of this Act is to:
• provide for a single system of development, planning and land management in
the province;
• set out principles for planning and development in the province;
• establish planning bodies and to provide for appeals to the Appeal Tribunal;
• create a framew ork for the preparation of development plans and framew orks;
• provide for the creation of zoning schemes;
• provide for general matters such as enforcement procedures; and
• provide for matters connected therew ith.
(f) Gauteng Tourism Act, 1998 (Act 18 of 1998)
This Act, among other things, is to provide for the licensing of tour operators, tour
guides and couriers, and matters incidental thereto.
2.3 Role of Municipalities in terms of the NationalLand Transport Act, 2009 (Act 5 of
2009)
The National Land Transport Act, 2009 (Act 5 of 2009) points the way for a more
rational division of responsibilities betw een the spheres of government, i.e. to ensure
that there is clear accountability and that the planning, management and monitoring
of particularly public transport is located in one place. Hence the objective is to
consolidate land transport functions and locate them in the appropriate sphere of
government.
The Act gives national government a strategic planning function and the pow er to
assign functions to the most appropriate sphere of government, as well as other
pow ers such as the ability to regulate touris m transport and the capacity to act as a
contracting authority for various contracts. The Act further allows for provinces to
adopt a planning, co-ordination and facilitation role betw een municipalities and other
government departments w hose work impacts on transport and land use planning.
There is also an explicit role for provinces outside the metros. This includes ensuring
the implementation of the provincial integrated development strategy and a public
transport strategy with due attention to rural areas with the focus on less capacitated
municipalities or those that do not fulfil their responsibilities in respect of transport
service delivery, either by direct implementation or assistance that ensures they are
capacitated. The idea of having separate transport authorities has been dropped and
the responsibility now rests firmly w ith the municipality to w hich powers have been
assigned.
SDM DITP, 2008 to 2013 17 31 Aug 2010

The beefed responsibilities of municipalities as outlined in the National Land
Transport Act, 2009 (Act 5 of 2009) give a clear context for the scale and importance
of transport services envisaged. They include:
• Developing a land transport policy and strategy based on national and
provincial guidelines (to cover the municipality’s area of jurisdiction). This
must include its vision and incorporate spatial development policies on matters
such as densification and infilling as w ell as development corridors.
• Promulgating municipal by-law s and concluding appropriate agreements in the
municipal sphere.
• Ensuring coordination betw een municipal departments and agencies that are
responsible in some w ay for transport and land use planning issues, and
bringing together the relevant officials w hen necessary.
• Preparing transport plans, ensuring the implementation thereof and monitoring
its performance in achieving its goals and objectives.
• Managing the movement of persons and goods on land w ithin its area by
coordinating such movement.
Saving time, costs and the environment
• Financial planning w ith regard to land transport w ithin or affecting its area of
jurisdiction, w ith particular reference to transport planning, infrastructure,
operations, services, maintenance, monitoring and administration, w ith due
focus on the rehabilitation and maintenance of infrastructure.
• Encouraging and promoting the optimal use of available travel modes so as to
enhance the effectiveness of the transport system and reduce travelling time
and costs.
• Developing, implementing and monitoring a strategy to prevent, minimise or
reduce any adverse impacts of the land transport system on the environment.
Communication and aw areness
• Developing, operating and maintaining a land transport information system.
• Encouraging, promoting and facilitating public consultation and participation in
the planning, regulation and implantation of public transport, and applying the
requirements of the Systems Act in that regard.
• Marketing and promoting public transport.
• Providing information to users or potential users of public transport.
Passenger needs
• Promoting safety and security in public transport.
• Providing for the needs of special categories of passengers in planning and
providing public transport infrastructure, facilities and services to meet such
needs, in so far as is possible.
• Liaising on a continuous basis w ith the South African Police Service, Road
Traffic Management Corporation, the relevant provincial and municipal law
enforcement authorities or agencies, and the inspectors appointed under the
Cross-Border Act, so as to ensure coordinated transport law enforcement.
Road traffic and corridors
• Applying traffic management techniques aimed at improving road traffic
movement.
SDM DITP, 2008 to 2013 18 31 Aug 2010

• Undertaking functions relating to municipal roads, as w ell as measures to limit
damage to the road system.
• Planning, implementing and managing modally integrated public transport
netw orks and travel corridors and liaison in that regard w ith neighbouring
municipalities.
• In relation to the planning functions contemplated, the inclusion of service
level planning for passenger rail on a corridor network basis in consultation
with Metrorail / PRASA.
Ticketing and fares
• Introducing, establishing or assisting in or encouraging and facilitating the
establishment of integrated ticketing systems and the managing thereof,
including thorough determining measures for the regulation and control of
revenue-sharing among operators involved in such systems.
• The setting of standards for interoperability betw een fare collection and
ticketing systems (subject to standards established by the Minister).
• Formulating and applying travel demand management measures.
• In the case of gross cost contracts for subsidised services, determining fare
structures and fare levels and periodically adjusting fares after publishing the
proposed adjustment for public comment.
• Determining concessionary fares for special categories of passengers.
• Exercising control over service delivery through the setting of operational and
technical standards and monitoring compliance therew ith and management of
contracts and concessions.
• Concluding subsidised service contracts, commercial service contracts and
negotiated contracts w ith operators for services.
• Developing and managing intelligent transport systems in the prescribed
manner.
SDM DITP, 2008 to 2013 19 31 Aug 2010

3 STRATEGIC DIRECTION FOR TRANSPORT
This chapter describes the Gauteng Provincial Department of Public Transport,
Roads and Works’ (GPTRW) strategic approach, focus areas and strategic priorities
with regards to transport.The latter part of this chapter discusses the long-term vision
and strategic objectives for transport in Sedibeng.
3.1 GautengProvince
The primary source documents used to draft this part of the Sedibeng DITP are:
• GPTRW. Gauteng PLTF, 2003 – 2008. Final Draft. Feb 2004.
• GPTRW. A Strategic Agenda for Transport in Gauteng. 26 Aug 2005.
• GPTRW. Gauteng Strategic Action Agenda. Integrated Public Transport
Action Plan for GautengProvince. 20 Aug 2007.
3.1.1 Vision and Missionfor Transport in Gauteng
The Vision of the GPTRW is “an integrated transport system and essential
public works infrastructure which satisfy the needs of the people while
supporting and facilitating social and economic growth, improving the quality
of life and the development of the people of Gauteng”.
The Mission of the GPTRW is “to promote accessibility and the safe and
affordable movement of people, goods and services and to render client
centered and developmental public works services in Gauteng”.
3.1.2 Strategic Approach for Transport in Gauteng
A number of policy themes run consistently through the political, policy, strategy and
framew ork documents in all spheres of government. These are cross-cutting
imperatives that help to focus the transport agenda for Gautengand define its
relationship to other priorities of government. They include:
• Co-operative governance: The emerging perspective and vision to build
Gauteng as a globally competitive city-region requires increased commitment
across spheres of government to collaborate positively in an integrated and
co-ordinated manner. Role clarification of the different spheres of government
responsible for transport is an important aspect of building co-operative
governance and good inter-governmental relations.
• Spatial focus on development: The identification of selected corridors and
nodes for investment and residential and economic development, together
with corridor densification and w ith dedicated or prioritised road infrastructure
for public transport, is seen as key to improving urban transport systems by
low ering the unit costs of moving people and reducing trip distances. Strategic
nodes and corridors for freight can contribute to the increased competitiveness
of Gauteng as a city-region.
• Mixed-income, well located sites w ith greater levels of density:Gauteng’s
revised housing policy supports the efficient use of urban land and
SDM DITP, 2008 to 2013 20 31 Aug 2010

infrastructure, thereby reducing overall travel demand and the system costs of
travel, and creating conditions for public transport to be economically effective.
• Focus on socio-economic infrastructure: The Province’s commitment to
increasing infrastructure investment and the development of an Infrastructure
Investment Framew ork w ill enable Gauteng to maximise the use of limited
resources to build high levels of connectivity and increased mobility of goods
and services.
• 2010 World Cup: The 2010 FIFA World Cup provides a significant opportunity
for increased transport infrastructure development as w ell as to create a public
transport legacy.
• Expanded Public Works Programme (EPWP): Road construction holds
considerable potential for job creation through labour intensive methods and is
thus a key component of the EPWP.
• Improving quality of life for the poor and marginalised and implementing
pro-poor strategies: Affordable public transport is a component of a social
safety net for the poorest. It supports strategies for social inclusion, particularly
of unemployed people, the many new domestic and international migrants to
the region, and people living in informal settlements.
• Sustainable development: Transport choices of government and individuals
need to support a better environment. Greenhouse gas emissions as a result
of motorised transport is significantly higher in Gauteng than in other
developed countries, giving added emphasis to the need to prioritise public
transport over private cars, the key polluters in this regard.
• Partnerships w ith the broadest range of stakeholders: The large number
of stakeholders in the transport sector, including operators and commuter
organisations, creates significant opportunities for partnerships to multiply
government efforts.
• Transformation, Broad-based Black Economic Empowerment (BBBEE),
empowerment of w omen, youth and people w ith disabilities, and Small,
Medium and Micro Enterprise (SMME) development: Since government is
a large procurer of goods and services in the transport sector, it can use its
buying pow er to leverage BBBEE and SMME development. Promoting
accessibility through public transport provision is also a building block for
broader participation in the region’s economy.
• Building an effective and caring government: Government is also a
regulator and provider of services such as vehicle, driver and operator
licenses. There is significant scope to increase the use of technology in
service provision, and to reduce red-tape in accessing government services,
thus improving service delivery and bringing it closer to the people.
• Contributing to New Partnership for Africa’s Development (NEPAD): By
improving the mobility on corridors in and out of Gauteng one w ould contribute
to the regional transport system.
3.1.3 Gauteng Global City-Region Concept
Gauteng has been defined as a Global City Region. The Gauteng Global City-Region
requires improved mobility, accessibility and linkages that w ill enhance the movement
of people and goods, taking into account critical infrastructure including development
nodes and transport corridors. To achieve this objective much improved coordination
mechanisms w ill have to be effected betw een the three spheres of government in
Gauteng.
The objective of the Global City Region for Gauteng is “to build Gauteng into an
integrated and global competitive region, w here the economic activities of the
SDM DITP, 2008 to 2013 21 31 Aug 2010

different parts of the province complements each other in consolidating
Gauteng as an economic hub of Africa and an internationally recognised global
city-region”.
The follow ing key success factors have been identified for the Gauteng Global City-
Region:
• clear leadership;
• a vision and strategy;
• effective institutional relations;
• strong economic clusters;
• good telecommunications and business linkages;
• spatial coalitions of partners working together; and
• a balanced approach to development.
It is the intention of the Gauteng Provincial Government to ensure alignment of all its
major policy and investment initiatives w ith the eleven strategic Global City-Region
pathw ays listed below :
• grow ing and managing a Global City-Region know ledge-based economy;
• advance the positioning of Gauteng, including regionally, as an economically
active and sustainable city region;
• integrated planning, implementation and coordination of economic grow th and
competitiveness;
• integrated planning, implementation and coordination of social development,
inclusion and cohesion;
• improved coordination, collective decision-making, and resource sharing
across departments and municipalities;
• branding and communication of the Gauteng City Region;
• benchmarking, monitoring and evaluation;
• mobilise high level “international” initiatives to enhance socio-economic grow th
and leave global, long lasting impressions on the GCR;
• GautengCity region long-term planning;
• alignment of strategies w ith the Global City Region Perspective; and
• Global City-Region Technical Steering Committee.
3.1.4 Gauteng Transport Management Authority
It is essential to establish the correct institutional framew ork that w ill be able to drive
and manage the identified need for an integrated, sustainable and provincial-w ide
transport management system. The intention of this institutional framew ork and the
resultant entity is to plan, coordinate and facilitate transportation functions w ithin the
provincial context and as determined in the relevant legislation.Fundamental to the
success of the Global City Region is the development of measures to strengthen both
local government and intergovernmental relations.
This provincial planning, coordination and facilitation transport authority’s mandate
would be to ensure integration across transport infrastructure and operations within
Gauteng. It w ould also set the parameters for the establishment of municipal
transport authorities. This provincial transport authority w ill be responsible for
rationalised service delivery for a variety of transport-related public portfolios.
SDM DITP, 2008 to 2013 22 31 Aug 2010

FIGURE 3.1 provides the organogram of the Gauteng Transport Management
Authority (GTMA).
CONSULTATIVE STRUCTURES
Gauteng
Intergovernmental
Transport
Forum
(GITF)
Strategic
Consultative
Committee
(SCC)
TWT 1
TWT 2
TWT 3
TWT 4
TWT 5
The MEC will
cha ir th e GITF
con sultative
structure and
the HOD the
SCC
National
Department of Transport
MEC
Gauteng Department of
Public Transport, Roads and Works
The MEC will respon sible f or the establishme nt of
the GTMA and the promulgation of its regulation.
In tu rn, the GTM will b e accoun table to the MEC
in te rms of its found ing agreements
GAUTENG TRANSPORT MANAGEMENT AUTHORITY
The appointed experts to the GTMA will each chair an identified GTMA Portfolio, in
accordance with their expertise. They will also be responsible for chairing one of
the Technical Working Groups of the Consulta tive Structure
Integrated
Public
Rail
Provincial
Freight
Special
Traffic
Transport
Transport
Systems
Management Roads Management
Projects Manag ement
Management
Portfolio
Portfolio
Portfolio
Portfolio
Portfolio
Portfolio
Portfolio
Accountabil ity in the
The GTMA shall set
consultative structures
GAUTENG ENTITIES
standards and
will be achieved through
performance criteria
redesigned to broaden &
Gautrain Management Agency
for all transport-
achieve GCR principles
UTF, GMT, Imphophoma,
related structures
and portfolio chairs to
Emoyeni, PMU/GUGU
across Gauteng and
convene TWTs
ensure integration.
Figure 3.1: Gauteng Transport Management Institutional Mechanism
The mandate of the GTMA is determined by the Gauteng Transport Framew ork
Revision Act, 2002, as amended. The focus of the GTMA w ill be on fulfilling the
pow ers and functions assigned in the legislation, including planning, coordination and
the facilitation of integrated transportation. This relates to setting implementation and
performance standards for the Province and its local authorities. The GTMA w ill
perform provincially assigned transport-related functions, one of w hich w ill be to set
the parameters for the establishment of the Metropolitan Transport Authorities as w ell
as interaction w ith District Municipalities in their areas of jurisdiction.
The vision of the GTMA is:
• to establish a Transportation Management Authority for Gauteng that deals
with the responsibilities of provincial government as they related to
transportation management, coordination, integration and implementation; and
• to deal w ith all types of integration through the establishment of a sustainable
institutional structure for transportation management across the Global City
Region, so as to achieve socio-economic grow th, development and an
enhanced quality of life for all in Gauteng.
The objects of the GTMA are therefore firstly to improve the planning, coordination
and facilitation of transport functions across Gauteng and secondly to promote
SDM DITP, 2008 to 2013 23 31 Aug 2010

intergovernmental relations w ithin the transport environment in the Province. More
specifically, the objectives of the GTMA are:
• to ensure streamlined, coordinated and integrated service delivery w ithin the
transport environment in order to:
- maximize return on investment across the Province;
- achievement of the vision of the Province as w ell as the international
millennium Development Goals;
- achieve efficient, integrated and seamless transport system;
- maximize the opportunities of spatial and operational integration; and
- ensure streamlined and coordinated transportation planning across
Gauteng.
• to deal w ith all types of integration through the establishment of a sustainable
institutional structure for provincial government, including:
- fare and financial systems integration;
- information and communication integration;
- physical and spatial integration;
- netw ork and modal integration, including infrastructural development and
management;
- technical integration;
- travel demand management; and
- transportation planning integration.
The general functions for the GTMA as determined by the legislation are:
• Determine the strategic transport policy and agenda for the Province along
with the transport framew ork for investment across Gauteng;
• Ensure there is linkage w ith other matters that have an impact on transport
including land use management, environment population grow th, economic
development and infrastructure investment, w ith the aim of facilitation
integration and efficient transport;
• Set transport - related standards, performance criteria and related indicators to
ensure intermodal integration and efficient management of transport
investment, transport – related systems, intermodal infrastructure and public
transport;
• Facilitate the provision and source international, national, public and private
financial mechanis ms to enable integrated investment opportunities to be
realized in transport infrastructure, intelligent transport systems and innovative
practices through partnerships, funding agreements and other related financial
mechanisms.
• Determine similar projects and implementation opportunities for integrated,
efficient and sustainable transport across Gauteng; and
• Coordinate transport initiative w ith the local authorities and other transport
stakeholders, in accordance w ith intergovernmental parameters.
The GTMA must w ork in close co-operation w ith the intergovernmental structures
established by the Premier from time to time.
There are seven portfolios of the GTMA, each representing a functional area of
transportation. The primary focus of the Portfolios is on implementation of the
provincial transportation perspective that is required to achieve sustainable,
integrated and efficient transport for the Gauteng community. They are:
SDM DITP, 2008 to 2013 24 31 Aug 2010

• Integrated Transport Systems;
• rail;
• freight;
• road;
• special projects;
• traffic management; and
• public transport.
3.1.5 Integrated Rapid Public Transport Networks
In October 2006 the Department of Transport released the draft Public Transport
Strategy for public consultation. The Public Transport Strategy aims to radically
accelerate the improvement in public transport by focusing on modal upgrading and
establishment of Integrated Rapid Public Transport Netw orks (IRPTN), w hich will
introduce Priority Rail Corridors, and Bus Rapid Transit in the major cities.
The key feature of the Public Transport Strategy is the phased extension of modebased
vehicle recapitalisation into Integrated Rapid Public Transport Netw orks. On
the other hand the focus of the Action Plan is on initiating implementation in a speedy
and highly visible manner w ith maximum impact.
The catalytic projects are to initiate implementation of IRPTN in targeted
municipalities, together w ith the nation-w ide rollout of “accelerated Modal Recovery”
interventions. This involves the 3 – 7 year modal transformation plans such as the
Taxi Recapitalisation Plan, Passenger Rail Plan and the Commuter Bus
Transformation Plan.
The projects are intended to create the platform for a nationw ide rollout of fully
accessible Netw orks in cities and districts by 2010 onw ards. The 2010 host cities are
targeted for Catalytic Integrated Rapid Public transport Netw ork projects. The City of
Johannesburg, City of Tshwane, and EkhurhuleniMetropolitanMunicipality have
identified their Catalytic projects, w hich have been submitted to the DOT’s Public
Transport Infrastructure and Systems Fund (PTIF).
The Provincial Transport Action Plan must achieve at least but not limited to the
follow ing objectives:
• To improve the quality of the public transport fleet and its current operations;
and
• To implement high quality integrated netw orks of competitive public transport
services, have dedicated right of w ay that is managed and regulated by a
capable municipal transport department.
The Provincial Public Transport Action Plan has three phases:
(a)
Phase I (2007-2010) – Identify Accelerated Recovery and Catalytic Projects
• Developing plans and identifying projects for accelerated modal recovery
aligned to Integrated Rapid Public Transport Netw ork;
• Taxi recapitalisation;
• Bus tendering based on redesigned routes;
• Safety and security enforcement on Public Transport;
• Bus rapid corridors;
• Non motorised transport facilities;
SDM DITP, 2008 to 2013 25 31 Aug 2010

• Car use management; and
• Integration w ith metered taxi and long distance public transport.
This phase w ill concentrate on the host city for 2010 Soccer World Cup and the
EhlanzeniDistrictMunicipality.
(b)
Phase II (2010-2014) – Promote and deliver basic netw ork
• A plan on how to expand initial priority corridors into basic service netw orks;
• Integration of fare system; and
• Consolidation of all operations into capable netw ork of service providers.
(c)
Phase III (2014-2020) – Advance and sustain accessible netw orks
• This phase w ill detail full netw ork coverage; and
• Plan to fund public transport and non-motorised transport through charging
local car users for road use and parking.
3.2 Vision and Objectives for Transport in Sedibeng
The Vision guides transport development (public and private) in the SDM’s area of
jurisdiction in terms of both the long and short-term components of thisDITP. This
Vision being craftedin consultation w ith key role playersbroadly describes a mutually
shared, realistic and attractive picture of what the SDM intends to become and to
accomplish in the future.
VISION FOR INTEGRATED TRANSPORT PLANNING AND IMPLEMENTATION
IN SEDIBENG
The Sedibeng District Municipality enhances social upliftment, economic
growth and the quality of life of people through the provision of peaceful,
integrated, safe, reliable, frequent, affordable, accessible and convenient
public transport services, facilities and roads infrastructure required for
human, economic and social interaction and transporting goodsin Sedibeng.
TABLE 3.1 contains objectives of what the SDM w ishes to achieve over the DITP
planning period. The objectives have been segmented into a number of focus areas.
SDM DITP, 2008 to 2013 26 31 Aug 2010

Table 3.1: Transport Objectives for Sedibeng
Focus Areas
Pubic Transport
Transport
Infrastructure
Land Use and
Transport
Integration
Environmental
Protection
Congestion
Management
Objectives
• To provide safe, affordable and accessible public
transport to employment, education, recreation and
markets
• To drive transport user and provider behaviour tow ards
public transport
• To provide road and infrastructure linkages to residential
nodes and betw een key nodes which are currently
lacking
• To rehabilitate key roads currently in a poor condition
• To develop transport infrastructure and services to
support Sedibeng’s Spatial Development Framew ork
• To support sustainable transport solutions w ith ongoing
reductions in environmental externalities
• To implement targeted travel demand management
measures
• To provide or upgrade stormw ater drainage, signals and
Road Safety
other road furniture to improve traffic safety
Management • To develop specific pedestrian safety promotion and
infrastructure investment programmes
• To minimise unroadw orthy public transport vehicles
Regulation and
Control
• To educate public transport operators about relevant
legislation and buy-law s
Information
Systems
• To invest in improved transport information services
Stakeholder • To actively involve interested and affected parties in
Participation
shaping the transport industry and services
Non-motorised
Transport
• To promote non-motorised transport solutions
Funding • To secure appropriate funding for transport
SDM DITP, 2008 to 2013 27 31 Aug 2010

4 STATUS QUO OF TRAV EL BEHAVIOUR, LAND USE AND PUBLIC TRANSPORT
IN SEDIBENG
This chapter contains a Transport Register for Sedibeng,including status quo
information about travel behaviour, land use and public transport (rail, bus and taxi).
4.1 Travel Behaviour
The information regarding the travel behaviour of Sedibeng transport users w as
analysed using data from the Gauteng Household Travel Survey of 2004, as well as
the Sedibeng ITP Update of 2004, unless indicated otherw ise.
(a)
Household Employment
The “economically active population (EA P)” is defined by Statistics South Africa as all
persons between the ages of 15 and 65 years who are working, or are unemployed.
The EA P excludes people of w orking age w ho are not available for w ork (such as fulltime
home makers, students, pupils and those w ho are unable or unw illing to
work).Employ ment status is a very important key performance indicator as it gives an
indication of the economic stability and financial w ell-being of residents of a
municipality.
The proportional distribution of employment status for SDM is as follow s:
• Employed: 25.0%
• Unemployed: 19.6%
• Not Economically Active: 25.8%
• Status Unknow n: 29.6%
These figures indicate that only 25% of the population is supporting the remaining
75%.
Unemploy ment is especially prevalent in Evaton and Sebokeng, w here
unemploy ment rates exceed 35%. There is a serious socio-economic problem in
these areas.
TABLE 4.1 below provides figures about the employ ment status of the population for
SDM by analysis areas.
SDM DITP, 2008 to 2013 28 31 Aug 2010

Table 4.1: Employment Status
Region
Number
Analysis Area Employed Unemployed
Economically
Inactive
Total
Unemployed(
%)
1 Ev aton / Sebokeng 71629 93419 99497 264545 35.3
2 Iscor / Vanderbijlpark 24707 3543 17869 46119 7.7
3
Vlakplaas / Mooiwater
AH
14401 14101 13000 41502 34.0
4 Vlakf ontein Farms 30569 23925 35254 89748 26.7
5
Vereeniging /
ThreeRiv ers
12347 2122 7262 21731 9.8
6 Mey erton 13033 3665 7612 24310 15.1
7 Suikerbosrand 11773 3707 6582 22062 16.8
8 Ratanda / Heidelberg 13308 7470 12453 33231 22.5
9 Dev on / Viskuil 4176 2897 3969 11042 26.2
10 Dev on / Viskuil AH 2866 582 1467 4915 11.8
TOTAL 198809 155431 204965 559205 27.8
(b)
Vehicle Ownership
The vehicle ow nership in SDM averages less than 0,4 vehicles per household in the
entire area. Vehicles include all forms of motorised transport. A slightly larger
number of households, namely 0,44 stated that a vehicle is available to the household
for use, including company ow ned vehicles.
(Source: 2002 Household surveys)
(c)
Mode of Travel
From the three municipal areas w ithin SDM, it w as found that motorised transport w as
the predominant mode of travel to w ork. The modal split betw een motorised and nonmotorised
trips is 78:22. 42% of motorised trips to w ork are made by public transport,
i.e. 6% by train,7% by bus and 29% by taxi.
TABLE 4.2 shows the prevalence of non-motorised transport (NMT) modes in SDM
as compared to other modes of travel to w ork.
SDM DITP, 2008 to 2013 29 31 Aug 2010

Table 4.2: Percentage of Mode Share of Work Trips
Main Mode to Work
Evaton / Sebokeng
Iscor / Vanderbijlpark
Vlakplaas / Mooiwater
AH
Mode Share of Work Trips by Analysis (%)
Vlakfontein Farms
Vereeniging /
ThreeRivers
Region No. 1 2 3 4 5 6 7 8 9 10 All
Train 12.46 0.32 1.05 1.16 4.32 1.66 11.13 N/A 8.39 N/A 5.9
Bus 17.81 0.51 2.6 1.33 N/A N/A 2.97 N/A N/A 3.6 7.03
Mini-bus Taxi 48.93 16.57 20.28 23.15 9.59 5.46 32.46 N/A 2.35 36.58 28.78
Car 9.31 61.38 19.69 54.18 70.43 39.34 2.44 69.83 42.12 15.72 31.77
Walk/Cycle 6.48 16.06 50.34 14.2 14.23 53.12 50.32 25.66 31.58 35.19 21.73
Motorcy cle/Comp
Transport 5.01 5.15 6.03 5.98 1.44 0.42 0.67 4.5 15.55 8.92 4.79
Source: 2002 Household surveys.
Meyerton
Suikerbosrand
Ratanda / Heidelberg
Devon / Viskuil
Devon / Viskuil AH
Sedibeng
(d)
Trip Purposes and Mode of Transport
It can be ascertained that the high proportion of non-motorised trips is attributed to
the fact that 73.3% of education trips are made on foot in the GautengProvince.
52.6% of all cycling trips in the mid-morning peak period are used to go to school or
other education centres. The second highest trip purpose utilising cycling as a main
mode of transport is to go to w ork, w hich accounts for 35.9% of trips. It is evident that
the most utilised forms of NMT are those used for education purposes (see
FIGURE 4.1).
SDM DITP, 2008 to 2013 30 31 Aug 2010

Purpose of Trip
Other
Bicycle
Walk
Motorcycle
Com pany transport
Car pas senger
C ar driver
Lift club
Taxi
Bus
Tra in
0 10 20 30 40 50 6 0 70 80 90 10 0
Percentage of Main Mode
To go home To go to w or k As par t of w ork Education centres To serve a passenger Shopping Exercise Recreational Other
Figure 4.1: Percentage of Trip Purpose and Mode of Transport
(e)
Average Travel Time to Work
The average travel time to w ork, considering all motorised modes w ith walking as a
secondary mode only, is approximately 50 minutes per morning (one-w ay) trip.Of the
major modes for w ork trips, the minimum average time travelled to w ork is car/bakkie
passenger at 23 minutes. The highest average travel time to w ork is by train, at an
average of 148 minutes.TABLE 4.3shows the average travel time per mode.
Table 4.3: Average Travel Time to Work by Mode
Mode
Average travel time (min)
Train 148
Bus 88
Metered Taxi 71
Minibus Taxi 65
Sedan Taxi 39
Bakkie Taxi 36
Car/Bakkie passenger 23
Truck/Lorry passenger 34
Company transport 58
Truck/Lorry driver 48
Source: 2002 Household surveys.
(f)
Walking Time
SDM DITP, 2008 to 2013 31 31 Aug 2010

The average w alking times to public transport facilities are listed below for the homeend
and for the w ork-end trips respectively.
Mode
Walking Time Home-end Walking Time Work-end
(minutes)
(minutes)
Train 18.2 12.4
Bus 8.4 6.6
Metered Taxi 8.0 6.4
Minibus Taxi 0.4 3.0
All trips 8.3 6.7
The average w alking times to public transport facilities for home-end and w ork-end
trips is slightly higher in SDM than the Gauteng average.
(g)
Pedestrian Safety
In 2001 w hen the pedestrian fatalities w ere analysed per 100 000 population, it w as
found that SDM had the low est ratio namely 18% (see graph below ).
Pedestrians as proportion of all fatalities - 2001
Percentage
40%
35%
30%
25%
20%
15%
10%
5%
0%
Johannesburg Ekurhuleni Tshwane Sedibeng Other Average:
Gauteng
SDM DITP, 2008 to 2013 32 31 Aug 2010

The graph below shows the average pedestrian fatalities per 100 000 population for
Gauteng.
Pedestrian fatalities per 100 000 population
7
6
5
4
3
2
1
0
Johannesburg Ekurhuleni Tshwane Sedibeng Other
municipalities
Average:
Gauteng
(i)
Needs of Transport Users in Gauteng
The Gauteng Household and Travel Survey conducted in 2004 indicates a number of
issues and concerns raised by transport users in the province (see FIGURE 4.2.)
Transport Problems Experienced
2%
1%
7%
1% 5%
36%
Not available / Too far
Late / irregular
Too expensive
Safety/Driver behaviour
Lack of faciliities
24%
Crime
Other
14%
10%
Congestion
Crowding
Figure 4.2: Transport Problems Experienced in Gauteng
SDM DITP, 2008 to 2013 33 31 Aug 2010

From FIGURE 4.2, the follow ing can be concluded about the need of transport users
in Gauteng:
• 14% of transport users indicated that transportation costs w ere high. This
results in a transport system w hich is often unaffordable meaning a
significantly high proportion of the household income is spent on transport
costs. This in turn leads to a gradual breakdow n of mobility, leading to
economic paralysis due to the cost of travel.
• Long travel distances contribute to 36% of transport problems, this makes
public transport access difficult and results in transport disadvantaged users.
Having poor access is further compounded by having inadequate w alking and
cycling routes.
• An alarming 24% of transport users cited safety and undesirable driver
behaviour as a major negative element of transportation in Gauteng. This is
an important element w hich needs to be addressed as the high number of
accident fatalities normally involves pedestrians.
• Poor NMT route infrastructure netw orks result in poor access in general.
Independent pedestrian and bicycle access infrastructure and routes, as w ell
as w alkw ays, facilities for cycling and safe crossings on existing roads are
needed. The challenge is to arrive at a balanced provision of both motorised
and non-motorised traffic. The maintenance of sidew alks and pedestrian
signs is required.
• The public transport supply which is not based on maximum peak demand,
thus forcing passengers to spread their travel over a longer period. This is
seen in the 10% complaint by transport users that the public transport is often
late and irregular.
• Vehicle speed w as cited as the single most influential aspect pertaining to
pedestrian safety enhancement.
• The need to provide infrastructure and facilities for non-motorised transport is
therefore clearly identified in the household survey and the implementation
need of the follow ing strategies is emphasized.
4.2 Land Use and Population Trends
4.2.1 Dw elling Units
TABLE 4.4 show s the estimated number of dw elling units per municipality inGauteng.
Sedibeng show ed a slight increase in the average number of dw elling units built in the
period 2005 – 2007, compared to the period 2001 – 2005.
SDM DITP, 2008 to 2013 34 31 Aug 2010

Table 4.4: Dwelling Units
Name
City of
Tshwane
MM
City of
Joburg MM
Ekurhuleni
MM
Sedibeng
DM
West Rand
DM
Metsweding
DM
Number of Dwelling Units
2001
2005 2007
Census
2001 -
2005
Increment
2005 -
2007
Increment Per Annum
2001 -
2005
2001 - 2005
562556 614524 647597 51968 33073 12992 16537
1006744 1053363 1113477 46619 60114 11655 30057
744106 808723 823414 64617 14691 16154 7345
225725 234809 240687 9084 5878 2271 2939
207606 216454 221482 8848 5028 2212 2514
44017 48918 50652 4901 1734 1225 867
Total 2790754 2976790 3097308 186037 120518 46509 60259
Source: 2001 Census (2005 and 2007 Dwelling Units counted from Aerial Photography, Plan
Associates).
4.2.2 Population
TABLE 4.5 gives an indication of the estimated population in the study area for the
period 2001 to 2007, as w ell as the projected population from 2010 to 2025. The
grow th rate is based on the committed tow nship applications and proposed housing
strategies of the local municipalities. The long-term population grow th rate is
expected to be in the order of 1% growth per annum up to 2025. A relatively high inmigration
of people into the study area and fewer than expected AIDS-related deaths
will be the primary drivers of this scenario.
Table 4.5: Population (Historic and Projected) by Municipal Area
Population
Historic Growth
Projection
2001 2005 2007 2010 2015 2025
City of Tshwane MM 1987650 2141842 2220122 2424154 2524602 2817730
City of Joburg MM 3225770 3362261 3534771 3827664 3980619 4230820
Ekurhuleni MM 2478130 2678469 2689880 3017594 3157279 3421065
Sedibeng DM 796760 825830 846473 951319 1030925 1189376
West Rand DM 744160 771809 788813 895784 941750 1037577
Metsweding DM 158210 170811 174112 230883 297631 377293
Total Study Area 9390680 9951021 10254172 11347398 11932807 13073861
GTS Study : Total 9390680 11,426,280 12943200
Growth Per Annum 2001-2005 2005-2007 2007-2010 2010-2015 2015-2025
SDM DITP, 2008 to 2013 35 31 Aug 2010

City of Tshwane MM
% % % % %
1.9 1.8 3.0 0.8 1.1
City of Joburg MM 1.0 2.5 2.7 0.8 0.6
Ekurhuleni MM
2.0 0.2 3.9 0.9 0.8
Sedibeng DM 0.9 1.2 4.0 1.6 1.4
West Rand DM
0.9 1.1 4.3 1.0 1.0
Metsweding DM 1.9 1.0 9.9 5.2 2.4
Total Study Area
1.5 1.5 3.4 1.0 0.9
Total Incremental Population Per
Municipality
2001-2005 2005-2007 2007-2010 2010-2015 2015-2025
City of Tshwane MM 154192 78280 204032 100449 293128
City of Joburg MM
136491 172510 292893 152955 250201
Ekurhuleni MM 200339 11411 327714 139685 263785
Sedibeng DM
29070 20643 104846 79606 158451
West Rand DM 27649 17005 106971 45966 95827
Metsweding DM
12601 3302 56771 66748 79662
Total Study Area 560341 303150 1093227 585409 1141054
Annual Incremental Population
Per Municipality 2001-2005 2005-2007 2007-2010 2010-2015 2015-2025
City of Tshwane MM
38548 39140 68011 20090 29313
City of Joburg MM 34123 86255 97631 30591 25020
Ekurhuleni MM
50085 5706 109238 27937 26379
Sedibeng DM 7268 10321 34949 15921 15845
West Rand DM
6912 8502 35657 9193 9583
Metsweding DM 3150 1651 18924 13350 7966
Total Study Area
140085 151575 364409 117082 114105
Incremental Percentage 2001 2005 2007 2010 2015 2025
Per Municipality % % % % % %
City of Tshwane MM 21 22 22 21 21 22
City of Joburg MM 34 34 34 34 33 32
Ekurhuleni MM 26 27 26 27 26 26
Sedibeng DM 8 8 8 8 9 9
West Rand DM 8 8 8 8 8 8
Metsweding DM 2 2 2 2 2 3
Total Study Area 100 100 100 100 100 100
Sources:
2001 Census, PLAN Associates, Bureau of Market Research
2005, 2007 PLAN Associates
2010 to 2025 Bureau of Market Research, Global Insight
SDM DITP, 2008 to 2013 36 31 Aug 2010

4.2.3 Employment Status of Economically Active Population (by Place of Residence)
The employ ment status of the economically active population is depicted by
TABLE 4.6. “Economically active people” refers to all people betw een the ages of 15-
65 years who provide their labour for production of goods and services and includes
people in the formal-, and informal sectors, as well as the unemployed. 50% of the
population in the study area is economically active. This is expected to decrease
slightly to 48% by 2010 as the influence of AIDS becomes noticeable, but is expected
to increase again to 50% by 2025.
SDM DITP, 2008 to 2013 37 31 Aug 2010

Table 4.6: Employment Status of Economically Active Population
2007 2010 2025
District Name
Economically Active Economically Active Economically Active
Formal In-Formal
Unemploy
In- Unemploy
Unemploy
Total Formal
Total Formal In-Formal
ed
Formal ed
ed
Total
City of Tshwane MM 590147 144998 316202 1051347 642942 159598 303035 1105576 963387 223725 155294 1342406
% 56% 14% 30% 100% 58% 14% 27% 100% 72% 17% 12% 100%
Economic Activ ity
53% 51% 53%
Rate
City of Joburg MM 963820 268261 634767 1866848 1056650 300626 607709 1964985 1466398 404529 374474 2245401
% 52% 14% 34% 100% 54% 15% 31% 100% 65% 18% 17% 100%
Economic Activ ity
53% 51% 53%
Rate
Ekurhuleni MM 644886 194724 507884 1347494 737034 225292 500859 1463185 1123038 296835 304479 1724352
% 48% 14% 38% 100% 50% 15% 34% 100% 65% 17% 18% 100%
Economic Activ ity
50% 48% 50%
Rate
Sedibeng DM 167015 51771 148894 367680 190343 59958 149954 400256 324568 89908 112160 526636
% 45% 14% 40% 100% 48% 15% 37% 100% 62% 17% 21% 100%
Economic Activ ity
43% 42% 44%
Rate West Rand DM 224513 57729 123553 405795 256457 65944 128261 450663 364947 91092 84984 541023
% 55% 14% 30% 100% 57% 15% 28% 100% 67% 17% 16% 100%
Economic Activ ity
51% 50% 52%
Rate Metsweding DM 51083 10027 21285 82395 69630 12915 23333 105878 129560 24979 34270 188809
% 62% 12% 26% 100% 66% 12% 22% 100% 69% 13% 18% 100%
Economic Activ ity
47% 46% 50%
Rate
Total Study Area 2641464 727511 1752585 5121559 2953057 824334 1713153 5490543 4371899 1131068 1065660 6568627
Economic Activity
Rate
Source: BMR, Global Insight SA.
% 52% 14% 34% 100% 54% 15% 31% 100% 67% 17% 16% 100%
50% 48% 50%
SDM DITP, 2008 to 2013 38 31 Aug 2010

4.2.4 Employment (by Place of Work)
(a)
Formal Workers
TABLE 4.7 reflects the estimated number of formal w orkers per municipality (2001 –
2007), as well as the projected number of workers (2010 – 2025). The number of
formal w orkers increased from 2.4 million in 2001 to 2.6 million and 2005 and 2.7
million in 2007 (at an average grow th rate of 2.3% per annum).It is expected that the
formal w orkers w ill increase from 3.0 million in 2010 to nearly 4.5 million by 2025 (at
an average grow th rate of 2.6% per annum).
Table 4.7: Formal Workers (Historic and Projected) by Municipal Area
FORMAL WORKERS
Historic Growth
Projection
2001 2005 2007 2010 2015 2025
City of Tshwane MM 558031 617250 646525 691513 831717 1064932
City of Joburg MM 909731 993500 1094858 1193946 1392454 1674233
Ekurhuleni MM 602307 650976 653791 779189 961811 1186572
Sedibeng DM 139969 148952 154571 170544 201509 252393
West Rand DM 158321 153532 155634 160854 174213 204064
Metsweding DM 22200 24049 26698 35232 54935 99397
Total Study Area 2390559 2588259 2732077 3031279 3616639 4481590
GTS Study : Total 2390559 2998097 4452081
2001-2005 2005-2007 2007-2010 2010-2015 2015-2025
Growth Per Annum
% % % % %
City of Tshwane MM 2.6 2.3 2.3 3.8 2.5
City of Joburg MM 2.2 5.0 2.9 3.1 1.9
Ekurhuleni MM 2.0 0.2 6.0 4.3 2.1
Sedibeng DM 1.6 1.9 3.3 3.4 2.3
West Rand DM -0.8 0.7 1.1 1.6 1.6
Metsweding DM 2.0 5.4 9.7 9.3 6.1
Total Study Area 2.0 2.7 3 3.6 2.2
Incremental Workers 2001-2005 2005-2007 2007-2010 2010-2015 2015-2025
City of Tshwane MM
59219 29275 44988 140204 233215
City of Joburg MM 83769 101358 99088 198507 281779
Ekurhuleni MM
48669 2815 125398 182622 224761
Sedibeng DM 8983 5619 15973 30965 50884
West Rand DM -4789 2102 5221 13359 29851
Metsweding DM 1849 2649 8534 19703 44462
Total Study Area 197700 143818 299202 585360 864951
SDM DITP, 2008 to 2013 39 31 Aug 2010

Incremental Workers Per Annum 2001-2005 2005-2007 2007-2010 2010-2015 2015-2025
% % % % %
City of Tshwane MM
14805 14637 14996 28041 23322
City of Joburg MM 20942 50679 33029 39701 28178
Ekurhuleni MM
12167 1407 41799 36524 22476
Sedibeng DM 2246 2809 5324 6193 5088
West Rand DM
-1197 1051 1740 2672 2985
Metsweding DM 462 1325 2845 3941 4446
Total Study Area
49425 71909 99734 117072 86495
Sources:
2001 Census, PLAN Associates, Bureau of Market Research
2005, 2007 PLAN Associates
2010 to 2025 Bureau of Market Research, Global Insight
Note: West Rand includes MerafongLocalMunicipality.
(b)
Informal Workers
Informal w orkers are defined as all workers who are not registered and/or defined
themselves as being in the informal sector. Domestic w orkers are considered being
part of the informal sector. TABLE 4.8 contains a summary of the informal w orkers
in Sedibeng compared to other municipalities in Gauteng.
SDM DITP, 2008 to 2013 40 31 Aug 2010

Table 4.8: Informal Workers by Municipal Area
2007 2010 2015 2025
District Name
Domestic
Workers
Informal Workers Informal Workers Informal Workers Informal Workers
Informal
at work
Informal
at home
Total
Informal
Domestic
Workers
Informal
at work
Informal
at home
Total
Informal
Domestic
Workers
Informal at
work
Informal
at home
Total
Informal
Domestic
Workers
Informal
at work
Informal
at home
Total
Informal
City of Tshwane MM 31136 23439 85332 139907 34584 25986 96924 157494 44592 33504 103975 182071 60408 45838 114998 221245
City of Joburg MM 83928 48603 157871 290403 87502 54100 182366 323968 95638 64933 207744 368315 105385 79634 237661 422680
Ekurhuleni MM 30379 30381 114595 175356 37163 35819 136820 209801 44523 45262 152500 242285 54580 58061 174390 287032
Sedibeng DM 12863 6971 30468 50302 13749 7731 36354 57833 17195 93377 43690 70262 22674 12082 52821 87576
West Rand DM 19473 7278 33973 60724 19979 7464 38945 66388 22748 8320 43597 74665 26553 9761 53516 89830
Metsweding DM 3930 2174 5901 12005 5455 2707 7843 16005 7986 3807 4383 16176 11940 6118 5174 23232
Total Study Area 181710 118846 428140 728696 198432 133807 499251 831489 232682 165205 555888 953775 281539 211494 638561 1131595
GTS Study: Total 194224 133703 506978 834905 262302 197100 654081 1113483
% 23% 16% 61% 100% 24% 18% 59% 100%
2007 2010 2015 2025
Percentage
Distribution By
Type
Domestic
Workers
Informal Workers Informal Workers Informal Workers Informal Workers
Informal
at work
Informal
at home
Total
Informal
Domestic
Workers
Informal
at work
Informal
at home
Total
Informal
Domestic
Workers
Informal
at work
Informal
at home
Total
Informal
Domestic
Workers
Informal
at work
Informal
at home
Total
Informal
City of Tshwane MM 22% 17% 61% 100% 22% 16% 62% 100% 24% 18% 57% 100% 27% 21% 52% 100%
City of Joburg MM 29% 17% 54% 100% 27% 17% 56% 100% 26% 18% 56% 100% 25% 19% 56% 100%
Ekurhuleni MM 17% 17% 65% 100% 18% 17% 65% 100% 18% 1139% 63% 100% 19% 20% 61% 100%
Sedibeng DM 26% 14% 61% 100% 24% 13% 63% 100% 24% 11% 62% 100% 26% 14% 60% 100%
West Rand DM 32% 12% 56% 100% 30% 11% 59% 100% 30% 24% 58% 100% 30% 11% 60% 100%
Metsweding DM 33% 18% 49% 100% 34% 17% 49% 100% 49% 17% 27% 100% 51% 26% 22% 100%
Total Study Area 25% 16% 59% 100% 24% 16% 60% 100% 24% % 58% 100% 25% 19% 56% 100%
Sources:
2001 Census, PLAN Associates, Bureau of Market Research. 2005, 2007 PLAN Associates. 2010 to 2025 Bureau of Market Research, Global Insight
SDM DITP, 2008 to 2013 41 31 Aug 2010

(c)
Unemployed (Expanded Definition)
The assumption is made that a limited percentage (approximately 17%) of
unemployed people w ill search for work opportunities. The remainder of the
unemployed is expected to be found at their home. TABLE 4.9 contains a summary
of the unemployed in Sedibeng compared to other municipalities in Gauteng.
SDM DITP, 2008 to 2013 42 31 Aug 2010

Table 4.9: Unemployed by Municipal Area
District Name
Unemployed
at work
2007 2010 2015 2025
Unemployed Unemployed Unemployed Unemployed
Unemployed
at
home
Total
Unemployed
Unemployed
at
work
Unemployed
at
home
Total
Unemployed
Unemployed
at
work
Unemployed
at home
Total
Unemployed
Unemployed
at
work
Unemployed
at home
Total Unemployed
City of Tshwane MM 36499 261657 298156 36353 252974 289326 36107 199574 235681 44453 121910 166363
City of Joburg MM 127351 525269 652620 126998 507409 634406 101767 432445 534212 69886 321048 390934
Ekurhuleni MM 85897 420274 506171 85502 418119 503621 69408 355823 425231 49530 261039 310570
Sedibeng DM 19500 123210 142710 19446 124980 144427 15511 111263 126774 10536 96158 106694
West RandDM 22105 102240 124346 22104 102427 124531 15698 88325 104023 8518 72859 81378
Metsweding DM 4627 17614 22240 4586 19479 24065 3662 7122 10784 4149 6526 10675
Total Study Area 295979 1450264 1746243 294989 1425388 1720377 242153 1194552 1436705 187072 879541 1066613
GTS Study: Total 294949 1440043 1734992 156813 870382 1027195
% 17% 83% 100% 15% 85% 100%
2007 2010 2015 2025
Percentage
Distribution By Type
Unemployed
at work
Unemployed Unemployed Unemployed Unemployed
Unemployed
at
home
Total
Unemployed
Unemployed
at
work
Un- employed
at home
Total
Unemployed
Unemployed
at
work
Unemployed
at home
Total
Unemployed
Unemployed
at
work
Unemployed
at home
Total Unemployed
City of Tshwane MM 12% 88% 100% 13% 87% 100% 15% 85% 100% 27% 73% 100%
City of Joburg MM 20% 80% 100% 20% 80% 100% 19% 81% 100% 18% 82% 100%
Ekurhuleni MM 17% 83% 100% 17% 83% 100% 16% 84% 100% 16% 84% 100%
Sedibeng DM 14% 86% 100% 13% 87% 100% 12% 88% 100% 10% 90% 100%
West RandDM 18% 82% 100% 18% 82% 100% 15% 85% 100% 10% 90% 100%
Metsweding DM 21% 79% 100% 19% 81% 100% 34% 66% 100% 39% 61% 100%
Total Study Area 17% 83% 100% 17% 83% 100% 17% 83% 100% 18% 82% 100%
Sources:
2001 Census, PLAN Associates, Bureau of Market Research. 2005, 2007 PLAN Associates. 2010 to 2025 Bureau of Market Research, Global Insight
SDM DITP, 2008 to 2013 43 31 Aug 2010

4.3 Rail-based Commuter Public Transport System
The primary source document used to prepare this part of the SDM’s DITP is the
Southern Gauteng Rail Plan, Consolidated Report, Final Draft dated August 2006,
unless indicated otherw ise.
4.3.1 Existing Gauteng Rail Netw ork
FIGURE 4.3 contains a schematic illustration of the existing Gauteng Rail Netw ork.
SDM DITP, 2008 to 2013 44 31 Aug 2010

Figure 4.3: Schematic Illustration of the Existing Gauteng Rail Netw ork
SDM DITP, 2008 to 2013 45 31 Aug 2010

4.3.2 Existing Stations
According to TABLE 4.10 the jurisdictional area of SedibengDistrictMunicipality is
serviced 16 stations. Some of the stations offer ticket facilities and other stations are
utilised as halts.
Table 4.10: Rail Stations in Sedibeng
Passenger Serv ice
Operational Function
Stations
Alloy
Daleside
Duncanville
Eatonside (#)
Henley-on Klip
Houtheuwel (#)
Kleigrond
Kookrus
Kwaggastroom (#)
Leeuhof
Meyerton
Redan
Residensia (#)
Skansdam
Stretford (#)
Ticket Sale
Facilities
X
X
X
X
X
X
X
Halt (i.e. train
stop, but no
ticket sale
facilities)
X
X
X
X
X
X
X
Staging
Vereeniging (#) X X
Note:(#) - Main rail stations in Sedibeng.
Source:SDM ITP, 2004.
X
Maintenance
Fault
Service
4.3.3 Operational Performance
TABLE 4.11 shows the operational performance of the tw o rail links / corridors
applicable to Sedibeng, namely:
• Vereeniging to Kw aggastroom; and
• Vereeniging to Elsburg
SDM DITP, 2008 to 2013 46 31 Aug 2010

Table 4.11: Rail Operational Performance
Operational Performance Overview
Rail Corridor
Category
Passenger Trips Passenger Km
Train Km
Train Journeys
Peak H Per Day Peak H Per Day
Train Sets
Deplo yed Peak H Per Day Peak H Per Day
Route
Length
Track Km
(STKM)
No of
Station
s
Vereeniging-
Kwaggastroom
Veneering-
Elsburg
C 2 079 15 040 26 071 188 602 17 113 1 141 9 91 12.5 (Spoornet) 5
D 2 770 11 183 65 372 263 919 7 1346 2 592 6 53 56.1 (Spoornet) 16
SDM DITP, 2008 to 2013 47 31 Aug 2010

FIGURE 4.4 show s the number of passengers per corridor calculated from station
counts and FIGURE 4.5 shows the percentage of passengers per corridor calculated
from station counts. Particularly relevant to the Sedibeng area are the number of
passengers on theVereeniging to Kw aggastroomandVereeniging to Elsburg corridors
respectively.
Figure 4.4: Total Number of Passengers per Corridor from Station Counts
SDM DITP, 2008 to 2013 48 31 Aug 2010

Figure 4.5: Percentage of Passengers per Corridor from Station Counts
According to the Household Survey conducted by GPTRW, rail accounts for just
under 6% of all w ork trips within Sedibeng. Furthermore, rail accounts for just 1.15%
of education trips. Judging by the percentages presented above, the rail mode does
not seem to be playing a significant role w ithin the total scheme of trips both w ork and
educational in Sedibeng. When only public transport modes are considered, the rail
mode accounts for just over 14% of trips to w ork.
TABLE 4.12 gives the passenger boarding and alighting volumes at each of the mani
stations for the period 2001 to 2007.
SDM DITP, 2008 to 2013 49 31 Aug 2010

Table 4.12: Passenger Volumes at Major Rail Stations
Stations
2001 2005 2007
Board Alight Total Board Alight Total Board Alight Total
Eatonside 1998 1817 3815 3061 3223 6284 4120 3906 8026
Houtheuwel 1153 1190 2343 2160 2218 4378 3123 3949 7072
Kwaggastroom 1985 1808 3793 2385 2691 5076 3587 3537 7124
Residensia 4166 4009 8175 4482 4446 8928 5348 6715 12063
Stretford 10828 10434 21262 10899 9978 20877 11328 13707 25035
Vereeniging 9686 - 9686 8117 5867 13984 9746 9844 19590
Source: PRASA, 2007.
SDM DITP, 2008 to 2013 50 31 Aug 2010

4.3.4 Assetsand Performance
The Spoornet-ow ned lines (over w hich Metrorail services operates) applicable to
Sedibeng are:
• The Vereeniging to Kw aggastroom corridor: The section betw een
Vereeniging and Houtheuw el Stations is ow ned by Spoornet and consists of
12.54 km of track.
• The Vereeniging to Elsburg corridor: This entire section betw een
Vereeniging and Elsburg Stations is ow ned by Spoornet and consists of 56.1
km of track.
The asset information overview provided in TABLE 4.13is focused on the asset
usage in the corridors. The punctuality & availability of the services for each of the
corridors is indicated in TABLE 4.14. The punctuality gives an indication of the
number of trains that runs on time (timekeeping). The figures present the average for
the corridor for the period April 2005 to March 2006. The norm for Wits Metrorail
regarding train punctuality is that a minimum of 90% of the services must run on time.
The condition of the rolling stock is by far the biggest problem w ith regard to train
delays and no real improvement can be affected without addressing the rolling stock
condition.
SDM DITP, 2008 to 2013 51 31 Aug 2010

Table 4.13: Rail Asset Information
Rail Corridor
Vereeniging to
Kwaggastroom
Vereeniging to
Elsburg
Category
Route
Length
Track Km
Nr of
Coaches
ASSET INFORMATION
Nr of
Stations
Line
Capacity
Roll Stock
Capacity
Gross
Ton/Km
(‘000)
Gross Ton/Km
Spoornet
(‘000)
C 12.5 (Spoornet) 204 5 6 (6) 158 795 185 640 185 640
D 56.1 (Spoornet) 84 16 7(7) 92 485 485 242 485 242
Table 4.14: Asset Performance Indicators
Asset Performance Indicators
Rail Corridor Train Punctuality Train Av ailability
Vereeniging- Kwaggastroom 79% 83%
Vereeniging- Elsburg 79% 93%
Note: Info available for Vereeniging –Midw ay & Midw ay- Johannesburg only.
SDM DITP, 2008 to 2013 52 31 Aug 2010

4.3.5 Revenue Sources
TABLE 4.15 lists the major sources of income for each of the corridors in the
Sedibeng area.
Table 4.15: Rail Revenue Sources
Corridor
Vereeniging-
Kwaggastroom
Vereeniging-
Elsburg
Fare
Income
(R’000)
Subsidy
Income
(R’000)
Other Income
(R‘000)
Total Income
(R’000)
13 151 19 230 1 177 33 559
8 124 11 880 727 20 731
TABLE 4.16 contains the cost allocation per corridor by SARCC.
Table 4.16: SARCC Cost Allocation
Corridor % Train Km Cost (Million Rand)
Vereeniging - Kwaggastroom 3% 40
Vereeniging- Elsburg 8% 91
4.4 Road-based Public Transport Services
4.4.1 Scheduled and Subsidised Services (Buses)
Draw ing 1 describes the Sedibeng Bus Routes and Ranks.
Scheduled services are operated by road on a route/s and in accordance w ith a
timetable. The scheduled services operating in Sedibeng are provided by Ipeleng
Transport Trust, Gauteng Coaches and Comuta. These operators have tendered
contracts with the Gauteng Provincial Government to provide such subsidised bus
services. TABLE 4.17 contains the main origins and destinations for each operator.
Table 4.17: Bus Services in Sedibeng
Operators
Contract
No.
Origins
Destinations
Comuta GT667/1 Sebokeng/Evaton Meyerton (Alrode)
Ipelegeng GT667/2 Sebokeng/Evaton Arcon Park/Vereeniging
Gauteng
Coaches
GT667/3 Small Farms/Sebokeng/Evaton ArconPark
Iplegeng Gt667/4 Small Farms/Sebokeng/Evaton
Vanderbijlpark/Sasol
(Sharpville)
SDM DITP, 2008 to 2013 53 31 Aug 2010

TABLE 4.18 provides the number of bus routes per bus operator. There are 153
subsidised bus routes in Sedibeng.
Table 4.18: Number of Bus Routes per Operator
Operators
Contract No.
Number of Bus
Routes
Av g Monthly Km
Comuta GT667/1 33 123 242
Ipelegeng GT667/2 13 92 481
Gauteng Coaches GT667/3 40 85 033
Ipelegeng GT667/4 67 131 218
Total 153 -
TABLE 4.19 contains the number of bus ranks per local municipality in Sedibeng.
There are 35 bus ranks being operated in Sedibeng, of w hich only 2 are formal ranks.
It is evident that 91% of the bus facilities are located in Emfuleni LM and none in
Lesedi LM.
Table 4.19: Number of Bus Ranks per LocalMunicipality
Local
Number of Bus Ranks
Municipalities Formal Informal Total % of Total
Lesedi LM 0 0 0 0%
Midvaal LM 0 3 3 9%
Emfuleni LM 2 30 32 91%
Total 2 33 35 100%
TABLE 4.20 contains the major bus facilities in terms of number of routes served
from the facility and total number of passenger departures.
Table 4.20: Major Bus Facilities in Sedibeng
Bus Facilities
Local Municipalities
Number of Routes
Served
Drieziek 4 Terminus Emfuleni 7
Evaton (Clinic - cnr Adams &
Moshoeshoe St)
Emfuleni 14
Residensia Terminus (Union St) Emfuleni 8
Evaton (Heath & Moshoeshoe St) Emfuleni 7
Evaton (Lombard Mbatha St) Emfuleni 17
Lakeside Emfuleni 7
Palm Springs Emfuleni 8
Lakeside (4th Street& Eastern Bypass) Emfuleni 8
TABLE 4.21 contains the average number of passengers per month and number of
buses per operator.
SDM DITP, 2008 to 2013 54 31 Aug 2010

Table 4.21: Number of Buses and Passengers
Operators Contract No. Number of Buses
Average Monthly
Passengers
Comuta GT667/1 50 154 351
Ipelegeng GT667/2 34 96 526
Gauteng Coaches GT667/3 7 14 581
Iplegeng Gt667/4 54 184 042
FIGURE 4.6 contains the annual subsidy levels for bus operators in Sedibeng.
Annual subsidies paid to all operators
70,000,000.00
60,000,000.00
Amount (R)
50,000,000.00
40,000,000.00
30,000,000.00
20,000,000.00
10,000,000.00
-
19 98/99
19 99/00
20 00/01
2001/02
2002/03
2003/04
20 04/05
20 05/06
2006/07
2007/08
2008/09
Financial Year
Figure 4.6: Annual Subsidy Levels for Bus Operators in Sedibeng
SDM DITP, 2008 to 2013 55 31 Aug 2010

4.4.2 Unscheduled and Non-subsidised Services (Mini-bus Taxis)
Unscheduled services are operated on a route/s without a timetable. These services
are predominantly provided by unsubsidised mini-bus taxis.
Draw ing 2 describes the Sedibeng Mini-bus Taxi Routes and Ranks. Draw ing
3contians the Sedibeng Mini-bus Taxi Routes Corridor Counts.
Axccoridng to TABLE 4.22, there are 232 mini-bustaxi routes being operated in
Sedibeng.
Table 4.22: Distribution of Mini-busTaxi Routes per LocalMunicipality
Local M unicipalities
To tal Number of Routes
Emfuleni LM 211
Midvaal LM 1
Lesedi LM 20
To tal 232
TABLE 4.23 contains the number of mini-bustaxi ranks per local municipality. There
are 56 mini-bus taxi ranks being operated in Sedibeng, of w hich only 12 are formal
ranks. The major portion of ranks are located in Emfuleni.
Table 4.23: Number of Mini-bus Taxi Ranks per LocalMunicipality
Local
Number of Taxi Ranks
M unicipalities Formal Informal To tal
Emfuleni LM 8 40 48
Midvaal LM 1 4 5
Lesedi LM 3 0 3
To tal 12 44 56
TABLE 4.24 contains the current passenger demand.
SDM DITP, 2008 to 2013 56 31 Aug 2010

Table 4.24: Currnet Taxi Passenger Demand
Taxi Ranks Number of Trips Service Capacity
To tal Daily
Passengers
Vanderbijlpark Civic
Centre
715 10 399 10 309
Evaton Machineng 70 959 827
EvatonPlaza 245 3 706 2699
Evaton West 34 498 498
Evaton Extension 11 94 1 344 1 338
Masekeng 19 277 205
Palm Springs 308 4 305 2 909
Polokong 32 458 270
Residentia 186 2 580 2 315
River Mall 29 411 187
Vereeniging (Taxido) 566 8 401 8 166
Evaton Terminal 53 797 395
Vaal Tech 154 2 218 2 167
TABLE 4.25 contains the existing vs required OLs.
Table 4.25: Existing vs Required OLs
Taxi Ranks
Number of Routes
Number of Unique
Vehicles
Required
OLS (16-
Seat
Vehicle)
Vanderbijlpark Civic
19 522 169
Centre
Evaton Machineng 4 54 17
EvatonPlaza 10 217 46
Evaton West 4 33 24
Evaton Extension 11 4 90 31
Masekeng 2 17 6
Palm Springs 9 232 51
Polokong 2 27 5
Residentia 16 142 34
River Mall 2 28 7
Vereeniging (Taxido) 31 461 117
Evaton Terminal 3 40 8
Vaal Tech 4 67 23
TABLE 2.26provides a summary of the inventory assessment of mini-bus tax i
facilities. Only 25% of the mini-bus taxi ranks are in a good condition. Most ranks
lack the basic amenities generally present at such facilities. How ever, this is mainly
as a result of most ranks in Sedibeng being either informal and/or temporary on-street
ranks.
SDM DITP, 2008 to 2013 57 31 Aug 2010

Table 2.26: Inventory Assessment of Mini-bus Taxi Facilities
Description of Amenities
Availability
Yes
No
Offices 12% 88%
Electricity 12% 88%
Toilets 18% 82%
Passenger Platforms 16% 84%
Passenger Shelters 18% 82%
Water 9% 91%
Public Phones 11% 89%
Hawker Facilities 5% 95%
SDM DITP, 2008 to 2013 58 31 Aug 2010

5 STAKEHOLDER PARTICIPATION AND TRANSPORT NEEDS ASSESSM ENT
This chapter contains a discussion of the stakeholder participation process follow ed
whilst developing this DITPand a list of issues identified by stakeholders during the
consultation sessions.
5.1 Stakeholder Participation
Structured consultation w ith stakeholdersthat w as follow ed to prepare this DITP for
Sedibeng included the follow ing:
• Project Steering Committee Meetings (various);
• Sedibeng District Intergovernmental Workshops/Meetings (various);
• Transport Workshop (October 2008). Stakeholders invited included national,
provincial and local government representatives; taxi associations; bus
operators; learner transport representatives/operators; metered taxi
representatives; and commuter rail operators. The agenda covered the status
of transport planning in Gauteng including in relation to road master planning,
public transport, 2010 planning, passenger and freight rail planning;
developing a vision and strategic approach for transport in Gauteng; and a
description of the process to prepare the DITP for Sedibeng.
• Taxi Workshops (various); and
• Transport Summit (27 November 2009). The Transport Workshop (October
2008) w as follow ed by a Transport Summit w here key decisions on transport
planning and strategies w ere made.
Key stakeholders invited to participate at the Transport Summit included:
o Sedibeng Meter Taxi Council
o Gauteng Commuter Organization
o Ward Committees per LocalMunicipality
o Bus Companies
o Top Six
o SANCO
o Sedibeng Taxi Council
o Tourist Operators
5.2 Transport Needs Assessment
TABLE 5.1 contains a list of issues with respect to transport in Sedibeng raised
during consultation sessions with key role players. In addition to such consultation,
the Sedibeng ITP Update for 2004 was also consulted with a view to identifying local
transport problems and issues still applicable in Sedibeng.
SDM DITP, 2008 to 2013 59 31 Aug 2010

Table 5.1: Issues raised during Transport Needs Assessment
Focus Areas
Issue Raised
Bus Operators • Subsidy structure should be biased tow ards the poor
• GPTRW must put greater emphasis on affirming small and
medium black operators
• Stringent measures, not necessarily obstructive, should be
in place to ensure greater safety and good condition
busses
• There has to be a more transparent and consultative
process that leads to fare adjustments and scheduling of
operations
• Operators w ho do not keep to the schedules should be
severely penalised
• Bus operations should be evenly spread in the morning
peak periods to allow passengers flexibility on choices
• Bus fares are too high, w hich disadvantages users
especially the domestic w orkers
• Utilisation of buses sometimes low hence not making
operationseconomical for operator
• Poor state of buses is driving commuters to other
competing modes
• Off-peak operations have to be introduced w ith a view of
making travelling more convenient
• Operations are unpredictable and unreliable thereby
severely compromising domestic w orkers
Mini-bus Taxi • The industry is badly in need of formalisation
Operators • Various taxis are in a bad condition and many are
unroadw orthy
• Government should w ork tow ards introducing a subsidy
system for the Taxi industry
• Drivers need to attend a course in customer relations
• Transparency has to be introduced in the setting of fares
and the determination of routes
• The industry has to be democratised and w ork tow ards
unity
• The taxi fares are too high and not matched by service
levels
• The extent of off-peak taxi operations is limited in some
areas
• Taxi drivers have introduced impromptu transfer points
which result in delays and overloading
• Broader community involvement in the determination of
routes is required
• Road traffic violations by the taxi industry is high
• Taxi routes are flexible resulting in unpredictability
• Taxi operations have to be extended until late into the
Metered Taxi
Operators
evening to accommodate w orkers w orking late
• Operations are concentrated in the predominantly w hite
suburbs
• Fare structure needs to be regulated
SDM DITP, 2008 to 2013 60 31 Aug 2010

Focus Areas
Issue Raised
Rail Operations • Trains are unreliable
• Safety and security at stations and on trains is a major
concern especially on w eekends
• Train stations are generally located at the periphery of the
tow nships
• The feeder and distribution services to and from stations
are generally inconsistent
• The follow ing services should be
introduced:Vanderbiljparkto Vereeniging and Vereeniging
-Sharpville-Johannesburg
• Trains are dangerously overloaded during peak periods
• Springs to Nigel line is the only commuter line in the
area.The remainder of train operations in the area are for
freight.
• Rail should be playing an increased role
• Frequency of rail services is limited on w eekends
• Ticketing system has to be streamlined in order to curb
corrupt acts by ticket examiners
• Number of trains have to be increased on Sunday
• The Meyerton to Germiston line experiences frequent
operationaldelays
Non-motorised • The use of bicycles as an alternative mode of transport
Transport
should first be introduced at schools
• Infrastructure to accommodate bicycles and carts should
be constructed
• Provide traffic safety training for those operating carts
• Bicycles play a significant role in the movement of people
in the tow nship of Sicelo
Learner Transport • There are subsidised scholar bus services
• The many bakkies that transport learners pose a safety
risk. Such bakkies must be customized and subjected to a
rigorous safety check before being allow ed to ferry
learners
• Various busses transporting learners are in a bad
condition
• Safety has to be paramount at those locations w here
learners board busses
Bus Infrastructure • Bus lay byes should be provided at appropriate points on
the bus routes, especially in Sharpville
• Many of the bus stops do not have shelters
• Roads being used by public transport must receive priority
when maintaining roads
• The need exists to prioritise bus shelters at bus stops
located along major public transport corridors
Mini-bus Taxi
Infrastructure
• Shelters should be provided at all bus stops
• Taxi ranks and major pick-up points should provide for
haw kers
• Regular cleaning and maintenance at taxi ranks are
required
• Safety should be attended to at taxi ranks
• The design of facilities should take cognisance of people
with disabilities
SDM DITP, 2008 to 2013 61 31 Aug 2010

Focus Areas
Issue Raised
Rail Infrastructure • Fencing should be provided around rail lines, especially
where such lines are located in build-up areas
• Lighting should be provided at all rail stations
Safety,
Regulations and
• Security services should be provided on an on-going basis
thereby promoting public transport
Law Enforcement • GPTRW should have dedicated officers dealing w ith
public transport law enforcement
• Guidelines should be developed for those operators
transporting learners
• Some taxis are operating illegally
• Sringent law enforcement is required to deal w ith
speeding, and especially public transport vehicles
• Fencing along the R59 is required
• A pedestrian bridge has to be provided over the R59 to
connectinformal settlements
SDM DITP, 2008 to 2013 62 31 Aug 2010

6 SPATIAL PLANNING / LAND USE
6.1 Sedibeng Regional Context
The follow ing draw ings relaed to spatial planning and are attached at the back of this
DITP:
• Draw ing 4: Sedibeng 2009-2010 SDF
• Draw ing 5: Emfuleni 2009-2010 SDF
• Draw ing 6: Midvaal 2009-2010 SDF
• Draw ing 7: Lesedi 2009-2010 SDF
• Draw ing 8: Sedibeng Development Zones
The SedibengDistrictMunicipality is a Category C municipality in the southern most
part of the GautengProvince, abutting the VaalRiver and Vaal Dam. It covers the
areas formerly know n as the Vaal Triangle, Heidelberg and Nigel. The total
geographical area of the municipality is some 3 894 km 2 .
The SedibengDistrictMunicipality comprises of three Category B municipalities
namely:
• EmfuleniLocalMunicipality;
• MidvaalLocalMunicipality; and
• LesediLocalMunicipality.
The SedibengDistrictMunicipality is surrounded by the follow ing municipalities:
• City of Johannesburg Metro to the North;
• Ekurhuleni Metro to the North-East;
• NkangalaDistrictMunicipality (w ithin MpumalangaProvince) to the North-East;
• GertSibandeDistrictMunicipality (w ithin MpumalangaProvince) to the East;
• FezileDabiDistrictMunicipality (w ithin the Free StateProvince) to the South;
• Southern DistrictMunicipality (w ithin North-WestProvince) to the West; and
• WestRandDistrictMunicipality to the North-West.
The follow ing road linkages are considered the main north-south road links in
support of the major nodes in Sedibeng:
• National Route N1 – Linking Vanderbijlpark and the Free State w ith
Johannesburg in the north;
• National Route N3 – Linking Johannesburg/Ekurhuleni in the North to
Heidelberg and Mpumalanga tow ards the south;
• Provincial Route R59 – Linking Vereeniging w ith Meyerton and northw ards
tow ards Alberton in Ekurhuleni;
• Provincial Route R553 (Golden Highw ay) – Linking Vanderbijlpark through
Sebokeng/Evaton tow ards Johannesburg in the north;
• Provincial Route R82 – Linking Vereeniging w ith De Deur and Walkerville
tow ards Johannesburg in the north;
• Provincial Route R23 – Alternative to the N1 linking Benoni in the north to
Balfour in the south;
SDM DITP, 2008 to 2013 63 31 Aug 2010

• Provincial Route R51 – Linking Springs in the north to Balfour and Vaal Dam
in the south; and
• Provincial Route R549 – Linking Heidelberg and Ratanda w ith Deneysville and
the Vaal Dam.
The follow ing road linkages are considered the main east-west road links in support
of the major nodes in Sedibeng.
• Provincial Route R42 – Main east-w est linking Lochvaal in the southw est
through Vanderbijlpark, Vereeniging, Heidelberg, and Nigel to
Vischkuil/Endicott in the north-east tow ards Delmas;
• Provincial Route R29 - Linking Devon/Impumelelo w ith Vischkuil/Endicott and
further west w ith Springs in Ekurhuleni;
• Provincial Route R54 - Linking Vereeniging and Vaal Marina tow ards the
south;
• Provincial Route R551 - Prominent east-w est link betw een Evaton/Sebokeng
in the w est and Meyerton tow ards the east, further along to Heidelberg w ithin
LesediLocalMunicipality, continuing further along the R42 National Route N1;
• Provincial Route R557- Linking Walkerville in the w est with the Suikerbosrand
Nature Reserve in the east;
• Provincial Route R550 - Linking Kliprivier w ith Nigel; and
• Provincial Route R557 - Linking Walkerville in the east w ith the Grassmere
(N1) toll gate and Ennerdale.
6.1.1 Emfuleni
The EmfuleniLocalMunicipality is the w estern-most LocalMunicipality in the district. It
covers an area of 987.45 km². The Vaal River forms the southern boundary, and it
borders the Metsimaholo Local Municipality in the Free State to the south, Midvaal
Local Municipality to the east, the City of Johannesburg Metropolitan area to the north
and Westonaria and Potchefstroom (in North West Province) Local Municipalities to
the w est.
The Emfuleni Local Municipality has tw o main city/tow n centres, namely Vereeniging
and Vanderbijlpark, and surrounding residential tow nships including Arcon Park,
Bedw orth Park, Boipatong, Boitumelo, Bophelong, Bonanné, Dadaville, Debonair
Park, Duncanville, Evaton, Evaton Small Farms, Evaton-West, Falcon Ridge, Flora
Gardens, Ironside, Johandeo, Loch Vaal, Mantevrede, Peacehaven, Roshnee,
Sebokeng, Sharpeville, Sonland Park, Steel Park, Three Rivers, Tshepiso, Unitas
Park, Waldrift, Roods Gardens, Roshnee, Rust-ter-Vaal and Vaaloew er.
It forms the “heartland” of w hat was formerly know n as the Vaal Triangle, renow ned
for its contribution to the iron and steel industry in South Africa. According to DBSA
(2007), the total population for EmfuleniLocalMunicipality is 709 823 people (82.4% of
Sedibeng DM’s population).
Emfuleni LM is w ell covered with an extensive road netw ork, including national route
N1, provincial and local order roads. Major routes are predominantly on a north-south
axis, w hilst regional main roads operating on a district level tend to radiate out from or
converge on the commercial centres of Vereeniging and Vanderbijlpark.
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6.1.2 Midvaal
The MidvaalLocalMunicipality’s jurisdiction occupies an area of approximately 1 780
km². Meyerton is the main centre (node) and developed around a Central Business
District.
Surrounding (mostly rural) residential tow nships include Blue Saddle Ranches,
Cooperville, De Deur, Eye-of-Africa, Gardenvale, Henley-on-Klip, Highbury,
Klipriviersdorp, Klipw ater, Kookfontein, Lakeside, Ohenimuri, Risiville, Riversdal,
Rothdene, Tedderfield, Vaal Marina, Walkerville and Witkop. There are also several
informal settlements in the Midvaal area, w ith various initiatives in place to address
the formalisation and upgrading of these settlements. These include Bantu Bonke,
Boltonw old, Driefontein, Everite/Riverglen, Keytersrust, Mamello, Peals Farm,
Uitgevallen, Sicelo and others. The Suikerbosrand Nature Reserve is situated in the
north-east, and bordered by the LesediLocalMunicipality.
Reside`ntial densities decline from the CBD outw ards, w ith the low-income residential
areas being situated on the periphery of the tow ns. These residential settlements then
extend into agricultural holdings and farms. Rural residential land use occurs in the
form of farmhouses and houses on agricultural holdings.
The location of major employment opportunities are to the north of Midvaal,
particularly tow ards Johannesburg and the East Rand. This results in strong
north/south movement patterns as w ell as increased residential densities to the north.
The social and economic activities are concentrated within the urban areas, w ith little
access to such facilities w ithin the rural areas.
According to DBSA (2007), the total population for MidvaalLocalMunicipality is 75 857
people (8.8% of Sedibeng DM’s population).
6.1.3 Lesedi
LesediLocalMunicipality is the eastern-most LocalMunicipality in the Sedibeng district.
It covers an area of ±1 430 km², w hich is largely rural.
The municipality has tw o main tow n centres (nodes), namely Heidelberg/Ratanda in
the w est, and Devon/Impumelelo on its eastern edge. The area can be described as
mostly agricultural, w ith Heidelberg and Devon being the primary service centres for
the surrounding agricultural areas. The Vischkuil/Endicott area east of Springs
abutting Provincial Route R29 is a s maller rural centre. JamesonPark is an isolated
residential area abutting the R42 provincial road betw een Heidelberg and Nigel.
As far as its sub-regional context is concerned, Lesedi is situated approximately 56k m
southeast of Johannesburg and is traversed by tw o national roads, namely the N17
and the N3, w hich create future economic development potential.
According to DBSA (2007), the total population for LesediLocalMunicipality is 75 795
people (8.8% of Sedibeng DM’s population). Approximately 70.7% of the total
population of Lesedi resides in the urban areas of Heidelberg/Ratanda and
Devon/Impumelelo, w hile the remaining 29.3% resides w ithin the rural areas.
SDM DITP, 2008 to 2013 65 31 Aug 2010

6.2 Land Use Development Trends
The intention in the Sedibeng District is to consolidate the existing urban structure
which is located parallel to the east of the N1 freew ay around the Evaton-Sebokeng
complex, and up to the CBDs of Vanderbijlpark and Vereeniging in the southern
parts. All the larger, vacant pockets of land w ithin this functional area have been
identified for residential densification and infill developments. Along the R59 corridor
which is located to the east of the N1 and the associated major residential areas,
extensive economic development is expected in the next few decades. Several
strategic development areas w ere identified along the R59 freew ay that could
accommodate part of the increased need for residential development in this area.In
the far eastern parts of the Sedibeng District w ithin the Lesedi Municipal Area the
major features comprise the planned infill developments betw een Ratanda and
HeidelbergTow n, as well as the formalisation of informal settlements around Vischkuil
and Devon, both of w hich are located to the north along the N17 freew ay.
6.2.1 Emfuleni
Major development patterns in Emfuleni w ere ascertained during the compilation of
the Emfuleni Civil Engineering Services Master Planning Report in April 2009. Tw o
future scenarios were identified in consultation w ith the Emfuleni Development and
Planning Cluster, other Government Departments (such as DoH and DPLG) and
private sector role players:
• Tow nship developments and/or densification projects w here applications have
been received or pending, w ith these projects expected to commence w ith the
0 to 5 year horison (w ith market conditions prevailing).
• Tow nship developments and/or densification projects w here applications are
not finalised, w ith these projects expected to commence only w ith the 5 to 10
year horizon.
0 – 5 year residential developments identified include:
Name
# Residential Units
• ArconPark x10 100
• ArconPark x11 1 200
• Bedworthpark extensions 2 500
• Bedworthpark x07 422
• Beverley Hills 1 000
• Bonanné x02 296
• Bophelong x19 (old Chris Hani 1 squatter camp) 97
• Bophelong x24 88
• Chris Hani x01 4 900
• Dadaville / Vlakfontein extensions 4 000
• Duncanville 200
• Eagles Nest 1 150
• Evaton x02 50
• FloraGardens x01 62
• Golden Gardens 2 500
• GoosebayCanyon (Vaaloewer) 52
• Houtkop Densification 3 000
• Johandeo extensions 5 500
• Lethabong Proper (Quaggasfontein) 267
SDM DITP, 2008 to 2013 66 31 Aug 2010

• Lethabong x01 (Quaggasfontein) 2 124
• Lethabong x02 (Quaggasfontein) 2 654
• New Village 250
• Nonyana (Re/16 Zeekoefontein 573IQ) 153
• Northdene 24 26
• Powerville 1 500
• Riverspray 535
• Sebokeng x25 480
• Sebokeng x26 570
• Sebokeng x27 100
• Sebokeng x28 222
• Sebokeng Zone 24 1 060
• Sharpville extensions 1 000
• Sonland Park extensions 2 500
• Sonland Park x08 50
• SonlandPark x10 18
• Sylviavale 15 48
• Sylviavale 19 40
• Three Rivers East x02 179
• Tshepiso North x01 (Libya) 295
• Tshepiso South x01 (Winnie Park) 255
• Tshepiso x03 1 500
• Tshepiso x04 5 000
• Unitaspark A.H. Densification 10 000
• Unitaspark x03 370
• Unitaspark x05 47
• Unitaspark x10 559
• Unitaspark x11 37
• Unitaspark x16 2 694
• Vanderbijlpark CE07 1 500
• Vanderbijlpark SE03 x1 75
• Vanderbijlpark SE05 452
• Vanderbijlpark SE08 & SE05 2 380
• Vanderbijlpark SE09 2 500
• Vanderbijlpark SW05 Densification 1 000
• Vanderbijlpark SW07 x02 (101 Mantevrede) 36
• Vanderbijlpark SW07 x03 (147 Mantevrede) 10
• Vanderbijlpark SW07 x04 (131 Zuurfontein) 18
• Vanderbijlpark SW07 x05 45
• Vanderbijlpark SW07 x06 (57 Mantevrede) 100
• Vanderbijlpark SW07 x08 (9 Sylviavale) 36
• Vanderbijlpark SW07 x10 (Mantevrede 67) 34
• Vlakfontein x2 342
Approximate # residential units in 0-5 year zone : 77 200
5 – 10 year (provisional) residential developments identified include:
Name
# Residential Units
• ArconPark x11 1 200
• Bedworthpark Extensions 2 500
• Beverley Hills 1 000
• Dadaville / Vlakfontein extensions 4 000
• Houtkop A.H. Densification 4 000
• Lenong townships 4 000
• Mantevrede Densification 10 000
• Sonderwater 1 700
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• Three Rivers densification 1 000
• Unitaspark townships 4 000
• Unitaspark A.H. Densification 5 000
• Vanderbijlpark Airfield and Industrial 5 000
• Vanderbijlpark SE08 & SE05 1 190
• Vanderbijlpark SW05 Densification 1 000
Approximate # residential units in 5-10 year zone : 45 600
6.2.2 Midvaal
The Sedibeng Technical Advisory Project Study for the MidvaalLocalMunicipality in
2009 identified and classified the major development patterns in the area. Tw o future
scenarios were identified in consultation w ith the Midvaal Development and Planning
Cluster and private sector role players:
• Tow nship developments and/or densification projects w here applications have
been received or pending, w ith these projects expected to commence w ith the
0 to 5 year horizon (w ith market conditions prevailing).
• Tow nship developments and/or densification projects w here applications are
not finalised, w ith these projects expected to commence only w ith the 5 to 10
year horizon.
0 – 5 year residential developments identified include:
Name
# Residential Units
• Eye of Africa x1 3 000
• Fish Eagle Eco Estate 116
• Golfpark x2 40
• Golfpark x4 1 200
• Graceland (part of The Grace) 1 400
• Kookrus / Kliprivier densification area 5 890
• Langkuil x1 residential 90
• McKay Estates densification area 1 000
• McKay Estates x1 52
• McKay Estates x2 69
• Meyerton x7 residential 100
• Mid City (Doornkuil) 17 733
• Ohenimuri 500
• Risiville densification area 3 120
• Risiville x4 187
• Risiville x6 282
• Riversdale densification area 8 440
• Sicelo densification area 3 500
• Subdivision of Portions 54, 55, 56 434
• Uitvlucht townships 4 200
• VaalMarinaHolidayTownship x1 11
• VaalMarinaHolidayTownship x2 8
• VaalMarinaHolidayTownship x20 150
• VaalMarinaHolidayTownship x22 406
• VaalMarinaHolidayTownship x7 38
• VaalMarinaHolidayTownship x8 21
• Vina del Mar Estate (Vaal Dam) 16
Approximate # residential units in 0-5 year zone : 52 000
SDM DITP, 2008 to 2013 68 31 Aug 2010

0 – 5 year commercial and industrial developments identified include:
• GraceviewIndustrial Park (Graceview x2)
• Heineken Sedibeng Brewery (Graceview x1)
• KlipRiverBusinessPark
• Langkuil x1 industrial township
• Langkuil 9 & 10 industrial townships
• Meydustria Industrial Area
• Meyerton x7 shopping centre (approx 20 000m 2 GLA)
• Midvaal Mall shopping centre (approx 20 000m 2 GLA)
5 – 10 year (provisional) residential developments identified include:
Name
# Residential Units
• Central Developments' Projects 5 000
• Golfpark extensions 1 780
• Mountainview 1 450
• Risiville densification (Kookfontein) 2 950
• Riversdale densification 11 700
• The Grace Golfing Estate (part of The Grace) 2 120
• The Mountains 1 500
• The Valleys 2 500
• Vaal Marina x14 (Crystal Lakes) 640
• VikingBay Marina Estate 789
• Woodacres 1 850
Approximate # residential units in 5-10 year zone : 32 300
5 – 10 year (provisional) commercial and industrial developments identified include:
• Gracewood (part of The Grace) commercial zone
• The Grace Mall and Commercial (part of The Grace)
6.2.3 Lesedi
The Lesedi Nodal and Corridor Study in April 2009 identified the follow ing
development projects in the 0 to 5 year development zone:
• The development of Heidelberg Kloof Estates.
• The Bergsig residential development.
• JordaanPark residential extensions.
• The development of a Residential Golf Estate and a larger area envisaged for
conservation purposes by the Gauteng Department of Agriculture
Conservation and Environment (GDA CE).
• Several subsidy-linked housing projects to relieve the demand for housing:
o Zone of Intervention (Obed “Mthombeni” Nkosi) (approx 8 000 units)
o Impumelelo x3, x4, x5 (approx 5 000 units)
o Jameson Park (Kaydale x1 approx 1 500 units)
o Rusoord Extensions (328 units)
• A “Zone of Integration” has been identified betw een the Vaal Dam and
Vereeniging roads to alleviate the housing backlog of ±22 000 units, and to
eradicate the informal settlements that are on the increase on private small
holdings w ithin the area and land surrounding Ratanda.
• Three AgriVillage projects (Tokolohong, Siphiw e and Kw aZenzele) are being
undertaken in conjunction w ith the Department of Land Affairs (DLA),
amounting to a total of ±560 units.
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• A “Zone of Opportunity” has been identified at the intersection of the R42 and
the N3, for the purposes of mixed retail, commerce and service industries. The
process of Tow nship Establishment (Heeidelberg x25) has commenced, w ith a
planned retail shopping centre of approximately 13 000m2 to take place.
• A small industrial area w edged between the N3 and R103, to the far northwest
of Heidelberg.
• A northern extension to the existing industrial/commercial areas located to the
south of Heidelberg and abutting the R23.
• A Transnet fuel storage depot abutting the R42, right-across JamesonPark.
• A Karan Beef bio-fuel facility along the R549, just south of Ratanda.
• A Coca Cola w ater bottling plant along the N3, south of the Alice Glockner
Nature Reserve.
• Three Land Restitution projects have been identified in the Suikerbosrand
area, namely Tamboekiesfontein, Koppieskraal and Kafferskraal, w hich are
currently being investigated by the DLA.
6.3 Sedibeng Precincts
The Sedibeng Precinct developments form part of a set of national, provincial and
local government flagship projects that w ill develop grow th and development by
transforming the Sedibeng economy and creating new and exciting investment
opportunities for the private sector (see FIGURE 6.1).
The flagship projects are:
• regeneration of the historic area of Sharpeville;
• creation of a Government and Cultural Precincts in the old Vereeniging CBD;
and
• Waterfront Development along the VaalRiver.
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6.3.1 Regeneration of the Historic Area of Sharpeville
The Sharpville developments w ill address the follow ing (see FIGURES 6.2 to 6.5):
• Getting the basics right to ensure a quality urban environment that encourages
household and business investment in the area;
• Creating linkages and routes that improve access to Sharpeville at a city level
and create legibility, trails and enhanced movement in and through
Sharpeville;
• Developing the heritage assets of Sharpeville as a local community resource
and w hich also provides an authentic outdoor and visitor experience of the
history and significance of Sharpeville;
• Developing the George Thabe Stadium Precinct to provide a regional PSL
standard stadium and a major sporting node attracting a range of sports
programmes for the benefit of the region and local area;
• Developing the Sharpeville Dam to provide a regional and local recreational
area that show cases local arts and craft development; and
• Creating jobs, employ ment opportunities and promoting BBEEE.
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6.3.2 Creation of a Government and Cultural Precincts in the Old Vereeniging CBD
The Civic development w ill be a new centre for the Vereeniging CBD that (see
FIGURES 6.6 and 6.7):
• is an exciting, vibrant and w ell-utilised and w ell-managed mixed use
government and cultural precinct;
• creates a platform and opportunities for new private sector investment and
public-private partnerships for the redevelopment of the centre for the phased
re-development and release of development opportunities;
• provides opportunities for the private sector for housing and office
development;
• accommodates a school of the arts programme and institution; and
• is a catalyst for urban renew al in the CBD and the re-building of confidence in
the CBD as an investment and business location.
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6.3.3 Waterfront Development along the VaalRiver
The Waterfront developments w ill offer opportunities for the development of a mixed
use tourism, w ater sports and education, residential and leisure centre through the
provision of (see FIGURES 6.8(a), 6.8(b) and 6.9):
• A water sports centre and related facilities;
• Hotels and related facilities;
• Waterfront luxury residential developments;
• Water theme parks;
• The DickinsonPark recreation hub w ill be developed into a multi-purpose
events and view ing site w ith associated retail and hospitality opportunities;
and
• The development of the proposed business park w ill offer a high quality office
park linked to the CBD and the w aterfront.
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6.4 Proposed Vaal Logistics Hub
(a)
Background
The consortium w as established in 2008 w ith the aim of conducting and coordinating
research to explore various options to revitalise and regenerate the industrial and
commercial business opportunities in the Southern Gauteng and Northern Free
State.The current unemployment rate in the Vaal is around 53% and it ranks the
highest in GautengProvince. There is therefore a great need to implement a project
that w ill accelerate dow nstream manufacturing in the Vaal that w ould address the
socio and economic needs in this region.
(b)
The Need for Logistics in the Vaal
A Logistics Hub w as identified as the ideal suitable vehicle to accelerate economic
grow th in the Vaal.Apart from once being one of the largest industrial hubs in
Southern Africa, the Vaal’s proximity to Gauteng’s markets and its excellent rail and
road transport networks makes it a natural location for a logistical hub. The Vaal’s
manufacturing sector contributes about 17% to the total manufacturing GGP of the
GautengProvince.The proposed Vaal Logistics Hub w ould therefore be of strategic
importance for economic development not only in its immediate location, but in the
entire Southern Africa Development Community Region.
The EmfuleniLocalMunicipality supports this initiative since the development of such a
logistics hub is in line w ith the South African Government’s Policy to:
• accelerate the economic grow th rate;
• create new employment opportunities;
• reduce economic inequalities; and
• integrated Spatial Development Framew ork.
The implementation of such a logistics hub w ould facilitate access to sustainable
economic activity and employ ment opportunities in the Vaal Region.
The Vaal Logistics Hub w ould:
• promote and attract industrial investment (Manufacturing Facilities);
• increase access for South African products and services both locally and
internationally;
• create a fair, competitive and efficient market place for domestic and foreign
businesses;
• create a fair, competitive and efficient market place for consumers; and
• facilitate inter-modal transportation and value added services platform.
(c)
Pre-feasibility Results
The Vaal Logistics Hub should be placed central to future industrial development in
the area, and that the Vaal Logistics Hub should address the follow ing issues:
• emphasis on the regeneration of the “Van der Bijl” rail station, and to provide
the required associated mechanis m to serve the station (loading, storage,
processing);
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• emphasis on the development of a container depot adjacent to the rail station,
together w ith the facilities to handle road transportation and truck facilities; and
• a new Airfreight facility and dedicated runw ay.
The container depot w ill operate like a “port” w ith an export-import freight container
terminal. Similar to Johannesburg’s City Deep it w ill offer a cluster of transport (rail
and road), w arehousing and distribution facilities in a single node, allow ing exporters
to benefit from the economies of collaboration, scale and localization. The features
will include:
• bonded w arehouse facilities;
• efficient loading, off loading and freight transfer handling;
• IT systems w ith data interchange, electronic trading, and consignment tracking
and tracing;
• emphasis on medium and large sized processing w arehouses as part of an
Industrial Development Zone / Export Processing Zone; and
• emphasis on the International Air link to Southern Africa and mainly Europe
(Air Cargo/Freight).
A preliminary economic impact assessment conducted by the North WestUniversity
indicates the follow ing w ith regard to the positive impact it can have on the economy
in the Vaal:
• potential to create 45 000 jobs (direct and Indirect);
• increase in total output R13 billion plus p.a.; and
• increase in Gross Geographical Product of R3 billion plus.
(d)
Findings
The preliminary findings demonstrate the project’s feasibility and include findings on:
• government policy on such development;
• airspace structures;
• environmental Green-Belt requirements of ArcelorMittal;
• future transport planning by Provincial and National Government; and
• academic demand studies for freight handling services.
(e)
Discussions with the Vanderbijlpark Estate Company (Vesco)
Vesco, contracted by ArcelorMittal‘s Vanderbijlpark Works to manage its off-site land
assets, was consulted in the pre-feasability process and supported the initiative to
establish such logictics hub.Vesco expressed a desire to be part of such development
initiative.
(f)
Location
The Consortium intends establishing the Vaal Logistics Hub to the w est of the Arcelor
Mittal Works in Vanderbijlpark, w est of provincial route R553, south-east of the
national route N1 and north-east of provincial route R57. The land is ow ned by
Arcelor Mittal (approx. 1 300 ha). The Consortium w ill request ArcelorMittal to enter
into an agreement w ith the Consortium to explore the development of this land and to
consider an appropriate land use mechanis m or divestiture.
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(g)
Motivation
The Consortium is cognisant of environmental issues, and associated sensitivities of
ArcelorMittal, and the preliminary finding on development layout w ill reserve a
comfortable land section betw een the development and Arcelor Mittal. The
Consortium is further engaging the local municipality and its engineers to consider the
supply of bulk services, as well as housing needs and road planning. The
Consortium undertakes, as part of its policy on transparency, to make use of an
ArcelorMittal appointed environmental specialist to confirm the impact on the
environment. For the purposes of negotiating w ith investors for this project, the
Consortium needs to conduct the next stage of the feasibility study, but requires
confirmation of the availability of the land in order to proceed. The Consortium is of
the opinion that the logistics hub project w ill become a major South African
development comparable to only a few in recent history. The Vaal Logistics Hub is
proposed as a turn-key project, and w ill harmonise a number of components to
establish a viable trade, transport and logistics solution.
(h)
Time Frame
Preliminary discussions are under way with ArcelorMittal (the land ow ner) as well as
with the IDC and other financial institutions to secure funding for completion of the
feasibility study. Once completed, the feasibility study w ill indicate the priority areas
of the various components of the Logistics Hub (e.g. container depot w ith rail and
road connections, the Industrial Development Zone and Airfreight facility). A phased
implementation may follow as soon as two years after completion of the feasibility
study.
6.5 Framework Plan for Southern Areas of City of Johannesburg and Surrounds
The Gauteng Provincial Housing Department and the City of Johannesburgin 2007
identified the need for a Framew ork Plan for the southern areas of Johannesburg,
also considering Sedibeng and areas of the West Rand w hich cohere with the South
(refer to FIGURES 6.10 and 6.11).
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Figure 6.10
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Figure 6.11
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The key issues identified through the Situational Analysis w ere:
• The study area represents urban complexes w hich are marginalised in terms
of the provincial context. Economic activity generally declines tow ards the
west and the south of the Province, w here these areas are located.
• The central part of the study area, in particular the Orange Farm complex,
comprises large informal and partially formalised areas that have virtually no
economic base and are therefore highly dependent on the City of
Johannesburg. Living conditions in this area are generally poor w ith high
levels of poverty and social blight.
• The w estern part of the study area comprises primary urban centres, w hich
were developed as part of the gold rush era, with secondary urban centres
developed as dormitory residential areas for the former. There are also large
informal settlements in the area.
• The southern part of the study area includes Emfuleni and Sedibeng, w hich
are inundated w ith informal settlements. While the economy of the area used
to be strong the steel industry has seen steady decline in recent years and this
is impacting on the social status of the all of the communities.
• The urban areas in the central part of the study area are fragmented, mainly
due to the follow ing physical features:
o The KlipRiver w hich separates Soweto and Lenasia;
o The Gatsrand w hich separates Lenasia from Lenasia South and
Ennerdale;
o Steep contours w hich separate Lenasia South/Ennerdale and Finetow n
from the Orange Farm complex. These contours prohibit the southwestern
expansion of Ennerdale and Finetow n.
o
o
Steep contours w hich isolate Poortje;
The N1 freew ay, Golden Highw ay and Rietspruit w hich separate
Kanana Park/Sw eetw aters/Thulamtw ana from the Orange Far m
complex.
• The urban areas to the south are also highly fragmented. Although Sebokeng
and Orange Farm fall in separate municipal areas, they are physically linked
and form one major low -income residential area. Both areas are removed
from economic opportunities and basic regional services. The low-income
settlement areas of the south are concentrated around Vanderbijlpark and
Vereeniging, w hich once were important economic areas.
• Service provision in the entire study area is constrained, not alw ays physically
but also financially. The need for development is tremendous, yet the funds to
make such development happen are not alw ays available.
• There are some positive economic indications as some retail investments
have occurred in these marginalised areas in recent years. These
developments are important for the residents and to establish a greater sense
of urban sustainability.
Follow ing from the Situational Analysis and extensive discussions and interviews w ith
the various local municipalities, as w ell as the Gauteng Department of Housing and
the respective Professional Regional Teams (PRTs), several potential areas hav e
been identified w ithin the study area to cater for future housing demand. A total of 55
such areas have been identified and they are show n on FIGURE 6.12.
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Figure 6.12
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In the southern parts of the study area the strategy is as follow s:
• Infill development and expansion tow ards the south of Sow eto in Lenasia,
Lenasia South and Orange Farm, w ith the bulk of future development
extending tow ards the east of the N1 freew ay up to the Walkerville Agricultural
Holdings complex and the related hilly terrain and ridges.
• In the Evaton-Sebokeng area the focus is predominantly on infill development
on the available pockets of land betw een the Golden Highw ay and the N1
freeway, as well as limited expansion to the east of the railw ay line.
• In the Emfuleni area, comprising Vanderbijlpark and Vereeniging, the primary
focus is on achieving infill development in the V-shaped w edge created
betw een the Sebokeng-Vanderbijlpark-Vereeniging-Midvaal area.
• In the Midvaal area the primary aim is to achieve infill development in close
proximity to the R59 freew ay which is destined to become a major
development corridor in future.
The Midvaal Local Municipal area can roughly accommodate 157 000 housing units
at an average density of 40 units per hectare, which is sufficient to provide for the
projected demand of 44 000 units in this area. The land parcels identified in Emfuleni
will also be sufficient to cater for both the existing backlog (114 000) as w ell as the
future incremental demand (73 800) of all income categories, as the identified land
parcels can accommodate as much as 231 500 units at an average density of
39 units per hectare.
Below is a short discussion of the land parcels or sites identified for future
development. The intention is to confirm the suitability of the sites in terms of local
planning proposals and prevailing development trends/policies (refer to
FIGURE 6.12).
• Wheelers Farm, Thulamtw ana, Sweetw aters, Drieziek: To the east of the
N1 freew ay are three large pockets of land that have been identified. The first
is the Weiller Farm-Thulamtw ana and Sw eetwaters area (39) of w hich large
parts are already earmarked for residential development. Immediately
adjacent to the north thereof is an area (41) w hich is located w ithin the area of
jurisdiction of the MidvaalLocalMunicipality, but, w hich functionally forms part
of this area and falls w ithin the same catchment as w ell. It is located on the
farm Elandsfontein.Area number 40 (Drieziek) to the south of Thulamtw ana
and Sw eetwaters is earmarked to serve as the northern extensions of Orange
Farm w ith the railw ay line traversing the area from north to south.
• Orange Farm/Stretford:It is evident that there is a large portion of land (42)
that could be developed in future immediately to the east of Orange Farm and
Stretford, and which forms part of the same catchment area. This land is part
of the farm Doornkuil and a development application (Mid City w ith 17 700
housing units) has been lodged w ith the MidvaalMunicipality.
• Emfuleni: There is vacant land available both to the east and w est of the
existing Evaton and Sebokeng urban complexes. The eastern strip comprises
three portions of land as highlighted on FIGURE 6.12. The Ironside area (44)
to the east of Evaton has been identified and is currently being developed for
residential purposes. Further to the south are areas 45 and 46 w hich, if
developed, w ill represent infill development betw een the existing railw ay line
and the ridges and associated steep gradients to the east. In the w estern strip
betw een the Golden Highw ay and the N1 freeway three more strategic
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development areas (refer to numbers 47, 48 and 49) were identified. The six
areas referred to above are consistent w ith those identified in the Emfuleni
PRT planning process as reflected in FIGURE 6.13. The northern part of area
number 47 is already earmarked for residential development and is generally
know n as Sebokeng Extension 15. Further tow ards the south are the
Johandeo Agricultural Holdings (49) and Rietspruit Farm (48), both of w hich
are very well located betw een the freeway and the existing developments of
Sebokeng. There are also a few areas in the southern parts of Emfuleni w hich
could allow for infill residential development in the future. These areas
comprise in the region of four fairly large pockets of land (50 to 53), w hich
should be investigated in greater detail as it w ill achieve much needed and
beneficial infill development and thence w ork tow ards consolidating the urban
areas of Vereeniging and Vanderbijlpark (EmfuleniLocalMunicipality). Areas
50 and 51 have completed feasibility results.
• Midvaal: As regards MidvaalLocalMunicipality it is anticipated that the tw o
areas identified (54 and 55) w ill be developed to accommodate both the
existing backlog and some future incremental demand.
FIGURE 7.1 included in Chapter 7comprises of a detailed land use map of
the land use planning initiatives around the R59 corridor. It should be noted
that the final results of the R59 Corridor Study identified tw o more focus
areas for residential development in the Midvaal area, namely the
MeyertonPark agricultural holdings to the w est of the CBD on the opposite
side of the freew ay, and the sites to the north of Daleside to the east of the
railw ay line. These areas form part of the proposed future R59 development
corridor for Midvaal w hich is graphically depicted on the Spatial Development
Framew ork for the municipality.
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6.6 Implications of Spatial Planning on Transport Planning
The spatial structure, land use proposals and current initiatives discussed in this
chapter have an impact on transport planning and services. The main aspects to be
supported from a transport perspective are summarised below :
• Consolidate the existing urban structure located parallel to the east of the N1
freeway around the Evaton-Sebokeng complex and up to the CBDs of
Vanderbijlpark and Vereeniging in south, i.e. residential densification and infill
developments.
• Strategic development areas identified along the R59 freeway that could
accommodate part of the increased need for residential development in this
area.
• The planned infill developments betw een Ratanda and HeidelbergTow n, and
the formalisation of informal settlements around Vischkuil and Devon, both
being located to the north along the N17 freew ay.
• The Sedibeng Precinct developments of w hich the flagship projects are:
o regeneration of the historic area of Sharpeville;
o creation of a Government and Cultural Precincts in the old Vereeniging
CBD; and
o Waterfront Development along the VaalRiver.
• Establishing the Vaal Logistics Hub possibly to the w est of the Arcelor Mittal
Works in Vanderbijlpark, w est of provincial route R553, south-east of the
national route N1 and north-east of provincial route R57.
• Implementation of the Planning Framew ork for the Southern Areas of the City
of Johannesburg and Surrounds (i.e. Sedibeng and WestRandDistricts),
including mainly future housing developments.
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7 DEV ELOPMENT CORRIDORS
This chapter identifies key development corridors aligned to the SDF for Sedibeng.
7.1 R59 Corridor
7.1.1 Study Area
The R59 freew ay is an important regional route w hich connects the City of
Johannesburg and Ekurhuleni w ith the Emfuleni in the south of Gauteng, and
Sasolburg in the Free StateProvince. A section of the R59 freew ay runs through the
MidvaalLocalMunicipality and acts as a lifeline to the southern areas of
GautengProvince. This freew ay w as constructed some 30 years ago to supplement
the K89 (Alberton/Vereeniging Road).
The combination of the R59 freew ay, road K89 and the railw ay line running parallel to
the R59 freew ay hold the potential for corridor development and a concentration of
non-residential uses along this route is already evident. The R59 freew ay originates
in the south of the City of Johannesburg at South Rand Road, north of the N12
freeway. It then passes through Alberton in the EkurhuleniMetropolitanMunicipality,
past Meyerton in the MidvaalMunicipality and Vereeniging and Vanderbijlpark in the
EmfuleniLocalMunicipality, from w here it crosses the VaalRiver into the Free
StateProvincestretching to Sasolburg.
The railw ay line and K89 provide strategic linkages at regional level and access to
areas of economic opportunity. The K89 originates north of the Alrode industrial area
at the intersection w ith Heidelberg Road. It runs through Alrode South, past Thokoza
and joins up w ith the R59 in the north of the Midvaal area, from w here it runs parallel
to the R59 through the Midvaal area.
The railw ay line runs parallel to the east of the K89 through Alrode and Wadeville to
Germiston Station, w here the main railw ay lines in Southern Africa converge.
7.1.2 Road Netw ork
The development of the R59 freew ay as a corridor should be considered both in
terms of the existing and planned public transport netw ork in the area.
The major strategic future roads in Midvaal are:
• PWV 13: A major north-south road running from Benoni and Boksburg through
Midvaal linking up w ith the proposed PWV 22 in the south.
• PWV 18: A major east-w est road running along the northern boundary of
Midvaal. This road w ill connect the East Rand and the West Rand and
traverses the R59 freew ay.
• PWV 20: A major east-w est road running through the south of Midvaal and
traversing the R59 freew ay.
The existing road netw ork provides good connectivity betw een the north and south of
Midvaal, but there is a lack of proper east-west connections at regional level. The
most significant routes at a regional level include:
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• The N1 national route running from Cape Tow n to Musina.
• The N3 national route betw een Durban and Johannesburg. This route runs
through Midvaal in the east.
• The Golden Highw ay (R553) being a major north-south route w hich runs
parallel to the N1 in the w est of Sedibeng and past Sebokeng and Evaton.
• The R59 north-south route w hich links Alberton and Vereeniging and runs
through the east of Midvaal past Meyerton.
• The R82 north-south route w hich links Johannesburg and Vereeniging via
Walkerville and De Deur in the w est of Midvaal.
• The K89 being a secondary route running parallel to the R59 linking Alberton
and Vereeniging through Meyerton. This w as the main route until the R59
freeway was constructed.
• The R42 being an east-w est route which links Meyerton w ith Heidelberg and
the N17 in Ekurhuleni.
• The R551 being an east-w est route between the N1 and the Suikerbosrand
Nature Reserve. This road merges w ith the R42 at the Nature Reserve.
• The R550 being an east-w est link betw een the N3, R59 and R82.
• The R54 w hich links Vaal Marina in the south of Midvaal w ith the R82.
Most of the existing north-south linkages in the region are provided through high order
roads, such as freeways, while the east-w est routes are mainly low er order routes.
The overall condition of the higher order road netw ork in the region is good.
The R59 is the highest order road and functions as a Mobility Route linking the grow th
points of Alberton and Vereeniging w ith access limited to specific intersections on this
route. These are:
• K86 intersection (Kliprivier Drive) in Alberton;
• K154 (R550) intersection at Nampak and Everite;
• K158 intersection at Daleside;
• Henley-on-Klip off-ramp;
• K210 (Meyer Street) off ramp at Meyerton;
• K164 (Johan le Roux Street) off ramp at Meyerton industrial area; and
• K11 (Verwoerd Street) off ramp at Rothdene.
These intersections are relatively evenly spaced along the length of this spine and
provide direct connections w ith the K89. The proposed PWV 18 and PWV 20 w ill als o
intersect the R59 in the north and south respectively.
Route K89 runs more or less parallel to the R59 freew ay and w ill thus in future act as
an Activity Spine w hich w ill unlock the development potential of the land parallel to
the east of the freew ay in future. As this w as originally the only road through the
area, most of the land uses occurred along this road and front onto this road. Route
K89 has low er mobility than the R59 freew ay, but higher accessibility through more
intersections and direct access at spacing intervals of about 600 metres. The
upgrading of the current road to the standards of a K route w ill how ever have the
effect that no direct access to land uses will be possible from this road in future. The
construction of an additional low er order (third and fourth order) road network around
the corridor to supplement the K89 and provide direct access to land uses along the
R59 freew ay will thus be required.
Due to the high development pressure experienced in the area, there is currently an
initiative underw ay to design a third and fourth order road netw ork for the R59
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Corridor and surroundings. This w ork is still in progress, and involves extensive
discussions with representatives from GDPTRW.
The important principles relevant to the R59 Corridor illustrated in FIGURE 7.1 are:
• the fact that a third order route, parallel to the w est of the R59 freew ay, w ill be
required in future in order to unlock the development potential of land to the
west of the freeway (similar to K89 to the east of the freeway);
• the need for local east-west crossings across the R59 freeway betw een the
interchanges in order to separate regional and local traffic and to enhance
interaction betw een future land uses to the east and the w est of the freeway;
• the w estw ard extension of a third order road network from the R59 freeway in
order to enhance future east-west movements.
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Figure 7.1
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7.1.3 Rail Network
The Midvaal area is w ell served in terms of rail infrastructure, w ith north-south and
east-w est railw ay lines traversing the area. The commuter rail services are mainly
operated on railw ay lines ow ned by the South African Rail Commuter Corporation.
The railw ay line running from north to south through Midvaal adjacent to the R59
freeway is operated on a Spoornet line and some of the commuter rail services are
also functioning on Spoornet lines. There are no proper inter-modal transfer facilities
in Midvaal. The Meyerton railw ay station how ever includes a formal taxi rank and bus
terminus. Most of the public transport users in Midvaal make use of taxis,
notw ithstanding the fact that rail transport is the cheapest mode of transport. The low
density residential development around stations may be one of the main causes of
this. In summary, it can be said that from a transport point of view , the study area has
the necessary elements required for corridor development, namely more than one
mode of transport as well as a Mobility Route and Activity Spine, w ith frequent
intersections on these roads.
7.1.4 Framework Plan
FIGURE 7.1 depicts the proposed Development Framew ork for the R59 Corridor.
Three nodes have been earmarked as designated development areas along the
corridor. These are:
• The Nampak/Everite/Klipriver area to the north;
• Daleside/Witkop and Henley-on-Klip in the central part; and
• Meyerton and surrounds to the south.
Capital investment and development incentives should be focused on these
designated areas. In order to encourage these nodes to development, the clustering
of uses is proposed in terms of the earmarking of these nodes for specific purposes.
The follow ing is proposed:
Nodes
Proposed Clustering of Land Uses
Nampak/Everite/Klipriver Light industrial uses, mini-factories, offices,
warehouses and commercial uses. This node is
situated at the gatew ay of the corridor and should
therefore be protected in terms of the types of uses
and aesthetical appearance.
Daleside/Witkop and
Henley-on-Klip
This area is proposed for commercial uses (such as
transport uses), manufacturing, industrial uses and
service industries for agriculture.Around Henley-on-Klip
residential uses and hospitality uses in support of the
tourism industry.
Meyerton and surrounds This w ill be the primary node along the corridor, with a
mix of land uses. This area can accommodate heavy
industries, large-scale manufacturing, commercial
uses, retail, general business and urban residential
uses.
The development of a road network to support the development corridor and nodal
structure is essential. The R59 fulfils the function of a mobility spine, w hile the K89
acts as an activity street. To complete the road netw ork, the implementation of an
activity spine w est of the R59 is required to also unlock the potential of this area. The
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construction and upgrading of roads west of the R59 is not supported in the short
term, or at least until the area east of the R59 is substantially developed.
The development of the three nodes mentioned above should be strongly focused on
the stations in support of Transit Orientated Development (TOD). This implies that
there should be a concentration of non-residential uses and higher residential
densities in and around stations to support passenger transport. New residential
developments should occur at high densities and w ithin w alking distance from the
stations. Inter-modal transfer facilities should also be provided at stations.
It is proposed that the central part of the area west of the R59 be reserved for
medium term commercial and business use, to strengthen the development corridor.
Amongst others, emphasis could be placed on exploring the opportunities in the
agricultural sector, through production and local processing of products for the export
market. The northern section of the area to the w est of the R59 can be developed for
a combination of industrial/commercial and residential uses in the short term, w hile
the southern section to the w est of the freew ay should be utilised for residential infill
development.
The KlipRiver is earmarked as the main open space system through this area. The
river should be protected, especially from effluents from industrial development and
should be incorporated as a design feature in developments. Agricultural and
residential uses should be promoted along the river, to protect it from pollution
7.1.5 Summary
The key features of the proposed R59 Development Corridor as reflected on
FIGURE 7.1, and as discussed in the sections above, can be briefly summarised as
follow s:
• The corridor w ill eventually comprise development both to the east and the
west of the freeway.
• At regional scale the corridor functionally links the Johannesburg/Ekurhuleni
node to the north of the Emfuleni node to the south.
• At local scale the corridor comprises tw o main nodes to be developed in the
short-term, namely the Everite/Klip River node to the north and the Meyerton
node to the south.
• From these tw o nodes the development of the corridor should gradually grow
tow ards the central part towards Daleside in order to allow for the incremental
expansion of engineering services.
• In the central part of the corridor, first preference w ill be given to development
to the east of the freew ay (due to bulk service availability) and then later on to
development to the w est. All areas adjacent to access interchanges w ill be
considered for development – even in the short-term.
• The strip of land to the east of the corridor betw een the railw ay line and the
KlipRiver is predominantly earmarked for residential use (various densities,
typologies and affordability levels.
• To the w est of the freeway residential development is concentrated around the
KlipRiver node in the north and the Meyerton node to the south.
• Heavy industries/noxious industries are limited to the Samancor area and
surrounds to the south, w hile the central and northern parts of the corridor are
earmarked for commercial and light industrial uses established in a business
park type of environment. Special attention should be paid to the aesthetic
quality of all buildings in this area.
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• The secondary road network around and across the R59 freew ay creates a
lattice like netw ork that:
o provides for continuous circular movement along/around the entire
corridor;
o will serve as the backbone to the future public transport network for the
area as it links all precincts of economic activity to all residential
precincts (maximises choice);
o separates local traffic from regional traffic (even at the interchanges
because local crossings are provided for); and
o links to all railw ay stations.
• Residential development and densification is proposed in close proximity to all
railw ay stations in the area in order to enhance the potential ridership (and
thus viability) of the commuter rail system.
• Provision is made for both business park developments and individual
business/industrial erven.
• The residential areas earmarked along the R59 Corridor have sufficient
capacity to provide for an additional 37 607 housing units w hich is more than
enough to cater for the existing demand of about 4 936 units, as w ell as the
projected incremental demand for Midvaal for at least the next 20 years. The
existing housing count in the Midvaal area is about 10 800 units.
7.2 R82 Corridor (Old Vereeniging-Jhb Road)
The R82 is an important route that connects Vereeniging and Johannesburg. The
road w as supplemented w ith the construction of the R59 freew ay running parallel to
the R82. A Strategic Development Plan w as formulated for the R59 freew ay in 2004
to promote the development of this route as a corridor. Development responded
positively to this plan and is occurring rapidly along the R59, yet the prominence of
this corridor has not detracted from the vitality of the R82. A Framew ork Plan w as
therefore required for the R82 to ensure that development along the tw o routes is
complimentary.
7.2.1 Study Area
The focus of the study area is the section of route R82 w hich falls w ithin the
MidvaalLocalMunicipality’s jurisdictional area. This road is also know n as the Main
Vereeniging Road/Old Vereeniging Road or P1/1 and runs from north to south
through the w est of the municipal area. The road follow s the alignment of the
proposed K57 and w ill in future be upgraded to K-route standard (K57). A soft
boundary approach w as follow ed in the demarcation of the study area, implying that
the study area includes the properties fronting onto this road and other surrounding
developments that impact on the road.
The study area is located in predominantly rural area in the south of Gauteng. The
follow ing settlements exist in the study area:
• Tedderfield Agricultural Holdings;
• Blignautsrus Agricultural Holdings;
• Walkerville Manor Agricultural Holdings;
• Golfview Agricultural Holdings;
• Ohenimuri;
• Homestead Apple Orchards Agricultural Holdings;
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• Balmoral Estates;
• Walkers Fruit Farms Agricultural Holdings; and
• De Deur Agricultural Holdings.
Various farms are located along the road.
7.2.2 Provincial Road Netw ork
The netw ork consists of a grid pattern of proposed freew ays and second order routes
(K routes) that were planned in the 1960’s and are consistently being refined to
accommodate future grow th and development.
The MidvaalLocalMunicipality is affected by a number of freeways and K-routes.
There are tw o existing freeways in the area, namely the N3 and R59 (north-south) as
well as four proposed freeways, namely the PWV13 (north-south), PWV18, PWV20
and PWV22 (east-w est). There are numerous proposed K-routes in the Midvaal area,
with a higher concentration of these routes in the north-w est, correlating w ith the
higher population concentration and development intensity.
The follow ing is a description of the most significant regional roads:
• The N1 national route running from Cape Tow n to Musina. It transverses the
western portion of the Sedibeng District and provides national and provincial
linkages to the area.
• The N3 national route betw een Durban and Johannesburg. This route runs
through Midvaal in the east.
• The Golden Highw ay (R553), a major north-south route that runs parallel to
the N1 in the w est of Sedibeng, past Sebokeng and Evaton.
• The R59 north-south route that links Alberton and Vereeniging and runs
through the east of Midvaal past Meyerton.
• The K89, a secondary route running parallel to the R59 linking Alberton and
Vereeniging through Meyerton. This w as the main route until the R59 freeway
was constructed in the 1980’s.
• The R82 north-south route that links Johannesburg and Vereeniging via
Walkerville and De Deur in the w est of Midvaal.
• The R42, an east-w est route that links Meyerton w ith Heidelberg and the N17
in Ekurhuleni.
• The R551, an east-w est route betw een the N1 and the Suikerbosrand Nature
Reserve. This road merges w ith the R42 at the Nature Reserve.
• The R550, an east-w est link betw een the N3, R59 and R82.
• The R54 that links Vaal Marina in the south of Midvaal to the R82.
7.2.3 Local Road Network
The existing road netw ork provides adequate connections betw een the north and
south of Midvaal, but there is a lack of proper east-w est connections at regional level.
The most significant existing routes and intersections at local level include:
• The R82 north-south route that links Johannesburg and Vereeniging via
Walkerville and De Deur in the w est of Midvaal.
• The R557, an east-w est link betw een the R82 (Golf View A.H.) and R59
(Randvaal).
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• The R558, an east-w est link betw een the N1/Golden Highw ay (Grasmere) and
the R82 (Ohenimuri).
• The R551, an east-w est link betw een the N1/Golden Highw ay (Stretford) and
the R82 (De Deur).
• The R551 (Weilback Road), an east-w est link betw een the R82 (De Deur) and
the R59 (Meyerton).
• Fourth Street: Although not located at an intersection of two high order roads,
the most important intersection along the R82 is at the Midw ay Shopping
Centre in Walkerville.
The follow ing are proposed roads affecting the study area:
• K154, an east-w est link betw een the N1 (Vlakfontein), R82 (Blignautsrus) and
R59.
• K158, an east-w est link betw een the N1 (Grasmere), R82 (Ohenimuri) and
R59.
• K210, an east-w est link betw een the N1 (Orange Farm), R82 (Balmoral
Estates) and R59.
• PWV18, a proposed east-w est freew ay betw een the N1 (Orange Farm), R82
(Golf View A.H.) and R59.
The R59 is the highest order road in Midvaal and functions as a Mobility Spine that
connects the City of Johannesburg w ith Vereeniging. Due to the linear development
that has occurred along the R59 and several other aspects, the R59 has been
earmarked as a development corridor w ith specific development guidelines.
The R82 could be described as the second most important road in the Midvaal area
which also provides a link betw een the City of Johannesburg and Vereeniging. It is
not supported by a parallel route or railw ay line. Access is currently permitted directly
from the R82 that impacts on the mobility of the road. The quality of the road is
generally poor, w ith sight distances being below standard resulting in dangerous
conditions. The road is used frequently on w eekends by people from Evaton and
Sebokeng attending funerals in the region, causing severe traffic congestion,
especially on the southern part of the road in De Deur. The intersection w ith the R558
from Grasmere and the section of the R82 through Walkerville are also accident
hotspots.
Most of the existing north-south linkages in the region are provided through high order
roads, such as freeways, while the east-w est routes are mainly low er order routes.
The overall condition of the higher order road netw ork in the region is good.
7.2.4 Framework Plan
The follow ing objectives are set for the development of the R82 as an Activity Spine:
• to promote development along the road in an orderly fashion;
• to create specific areas of development opportunity for specific uses along the
road;
• to link disadvantaged residential complexes in the region to areas of
opportunity;
• to promote the use of public transport along the road; and
• to stimulate local economic grow th and job creation.
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The proposed development of the R82 Activity Spine w ill be undertaken based on the
concept of a desire line betw een tw o major nodes, w ith land uses distributed along
the desire line like beads on a string. This concept is expounded below and illustrated
in FIGURE 7.2.
• Major Nodes: The R82 currently functions as a desire line betw een the City of
Johannesburg and the Vaal Triangle complex (Vereeniging/Vanderbijl
Park/Sasolburg). These complexes constitute the major nodes in the proposed
spine development. For the spine to operate effectively the functioning and
strong attraction betw een these nodes are essential. Development of smaller
nodes along the spine should not compete w ith or detract from these major
nodes.
• Beads on a String: To create the “beads on a string” structure, interchanges
with smaller nodal development are required at regular intervals along the
spine. There are already strong concentrations of uses in specific areas with
the potential for nodal development. The nodes need to be clearly designated
and development of these areas should be stimulated in support of this
structure. Development outside these designated areas should be managed in
accordance with the Development Framew ork and Guidelines for the spine to
strengthen the nodes along the corridor. The nodal structure is also conducive
to effective public transport as destinations are created along the route.
• Mobility and Access: A key element in the development of the spine is the
appropriate balance of mobility and access. The R82 w ill be upgraded to K-
route standard (K57) w ith a higher priority given to mobility than access. There
will be no direct access to land uses along the spine w ith intersections spaced
at 600 metre intervals. In areas w here there is a deviation betw een the
existing R82 and the proposed K57-route, specifically in De Deur and
Walkerville, the development of a service road on the current alignment of the
route or an additional service road is possible. Direct access w ill be possible
from the service road to adjacent land uses. As part of the development of the
R82 as an activity spine emphasis should be placed on public transport. Nodal
development along the route should make appropriate provision for public
transport facilities and specifically bus and mini-bus taxi ranks and public
conveniences.
Protection of mobility along the route is imperative and an appropriate balance
should be achieved betw een promoting development and protecting the
function of the road. Examples of corridor development in other areas of
Gauteng have show n that development along corridors eventually strangulate
traffic flow that leads to suffocation of the uses. Although development is
encouraged along the R82 in line w ith the concept of corridor development,
the scale and intensity of development should be limited to prevent such
strangulation. The development of alternative north/south routes should be
promoted and especially the K47 and K77.
• Adequate Densities and Continuity: The development of the R82 activity
spine should be supported through continuity in development and adequate
densities. This emphasises the need to stimulate designated development
areas to create continuity along the spine w ith adequate concentrations of
residential and non-residential uses in favour of public transport. Figure 7.2
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7.2.5 Framework Principles
The follow ing principles w ere applied in deciding on desirable and permissible land
uses along the R82 Activity Spine:
• Protect the existing major nodes in the region and specifically the CBD’s and
industrial areas of Meyerton, Vereeniging and Vanderbijlpark.
• Limit and manage development permitted along the R82 to protect the mobility
function of the route.
• Protect the existing rural character and associated tourism potential of
Midvaal.
• Limit land use changes for business purposes to properties directly fronting
onto the R82 Activity Spine. The highest order land uses should be directly
adjacent to the road w ith a decline in the intensity and scale of uses away
from the road.
• Protect the farms and agricultural holdings in the area for agricultural and rural
residential purposes.
• Promote the development of alternative north/south routes that could
compliment the R82 and R59, specifically the K47 and K77.
7.2.6 Nodes
In order to apply the principles and development concept to the proposed Activity
Spine, a nodal structure is proposed w ith a differentiation in uses betw een the various
nodes. The purpose of the nodes is to concentrate similar and supportive uses in
specific areas, thereby stimulating economic forces. Due to the fact that the land uses
are attracted to the R82 to make optimal use of the road frontage, the nodes are
linear in form. The follow ing nodes are proposed:
Proposed Nodes
Tedderfield
Walkerville
Golf View
Balmoral Estates
De Deur
Proposed Function
Agricultural and local service node
Highest order node: community service node
Community service node
Building supplies and motor vehicle trade
Community services and motor vehicle trade
FIGURE 7.2 clearly demarcates the properties that front onto the proposed Activity
Spine in the nodes and that should be included as part of the development of the
nodes. In the case of Walkerville and De Deur w here there is a deviation betw een the
existing alignment of the R82 and the proposed alignment of the K57, properties
fronting onto both the existing and proposed road w ere included. This implies that the
existing businesses w ill be protected and that new businesses could develop betw een
the tw o roads.
7.3 Lesedi Node and Corridor
7.3.1 Study Area
The Lesedi SDF seeks to ensure the sustainable and orderly development of the
municipal area through the delineation of several activity nodes and development
corridors to concentrate and accommodate development initiatives.The development
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potential of the areas around the proposed nodes and corridors have how ever not yet
been fully explored. Hence, to ensure that future developments are concentrated in a
manner that w ould provide the maximum impetus for growth and development w ithin
the Municipality, the feasibility of the nodes and corridors being proposed by the SDF
have to be assessed holistically.
Essentially then, given the strategic importance of nodal and corridor development to
the socio-economic and environmental w ell-being of the Municipality, this study
attempts to start to “unpack” the development of nodes and corridors within the
Lesedi Local Municipality in greater detail, and provide parameters to guide detailed
planning and development programmes in the area.
The study area comprises the entire area of jurisdiction of the
LesediLocalMunicipality, w ith all the identified types of nodes and corridors as
contained in the SDF of the Municipality, namely:
• The proposed N3 and N17 Primary Development Corridors;
• The proposed R42, R23, R549, R103, R550 and Heidelberg/Ratanda Road
Secondary Development Corridors;
• The proposed R42 and R549 Touris m Development Corridors;
• The Heidelberg CBD as Primary Node;
• The Ratanda and Devon CBDs as Secondary Nodes;
• The proposed transportation related nodes at the junctions of the R23/N3, the
R42/N3 and the R102/N3, the R42/N17, and the R550/N17;
• The rural nodes proposed at the Vischkuil, Kaydale and Spaarw ater
Agricultural Holdings;
• The proposed Touris m Node along the R42; and
• JamesonPark and Shalimar Ridge as Tertiary Nodes.
7.3.2 Major Road Netw ork
The N3 and N17 freew ays constitute the two primary transportation corridors
traversing the study area and representing long distance linkages betw een
GautengProvince and Mpumalanga, and GautengProvince and Kw aZulu-Natal
respectively. Notably, given the prominence of these two roads within the regional
and local space-economy, the SDF has identified them as primary development
corridors along w hich to stimulate mixed-use developments (see FIGURE 7.3). None
of these two routes however represent high volumes of commuter movement on a
daily basis as occurs along the N1 freeway betw een the City of Tshwane and City of
Johannesburg, or along route R21 betw een the City of Tshw ane and the Ekurhuleni
Metro.
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Figure 7.3
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Apart from the tw o national roads, the study area is characterised by several
provincial routes, of which some have been identified by the SDF to act as conduits
for development betw een prominent activity areas. These include the secondary
development corridors of:
• R42 that links Heidelberg w ith Vereeniging tow ards the south-west and Nigel
tow ards the north-east, and further onwards tow ards Delmas in Mpumalanga;
• R23 that links the N3 freew ay w ith Balfour, Standerton and Kw aZulu-Natal to
the east, and w ith Brakpan and Benoni to the north;
• R549 linking Heidelberg and Ratanda w ith the VaalRiver and Marina tow ards
the south;
• R550 that runs east-w est through the eastern part of the municipal area linking
Nigel and Devon; and
• R103 running parallel to the N3 freew ay north-west and south of Heidelberg
linking Heidelbergand the City of Johannesburg.
It should again be noted that none of these routes represent any form of linear, mixed
use development over any significant distance along the route (a development/activity
corridor). Instead, these routes rather function as transportation corridors carrying
people and goods betw een different tow ns (nodes) in the district. Sections of the R42
and R549 secondary development corridors have been identified to provide some
tourism focus. According to the SDF, the intention is not to develop the entire corridor,
but rather to focus on establishing touris m related activities (hospitality, arts and craft;
and eco-tourism) at certain points along the route.
Other prominent provincial roads traversing the study, but w hich have not been
identified for corridor development purposes include:
• R29that constitutes a major provincial road running parallel and to the north of
the N17, linking Springs w ith Devon;
• R51 linking Nigel w ith Balfour; and
• R548 linking Balfour w ith Devon.
The extensive netw ork of national and provincial roads is furthermore complimented
by tw o railw ay lines and a private airfield situated south of Bergsig abutting the N3
freeway on the east. The railw ay lines are predominately used for freight purposes,
with the one line running through Heidelberg linking the East Rand w ith Balfour,
Standerton and Volksrust to the south-east. The other line runs parallel to the N17
linking the East Rand to the Secunda industrial area and beyond to southern
Mpumalanga and Kw aZulu-Natal.
7.3.3 Road Netw ork Changes
As far as the strategic road netw ork of the Municipality is concerned, several changes
and additions to the netw ork are being planned by Gautrans, based on the original
PWV Transportation Study Report published in 1980. In brief, the planned future
freeway developments include:
• The east-w est running PWV16 past Tsakane, Duduza and Vorsterkroon,
linking-up w ith the PWV19 and the proposed N17 south-east of Vischkuil A.H.
• The north-south running PWV17 linking the N3 at Heidelberg w ith the central
and eastern areas of Ekurhuleni in the north.
• The east-w est running PWV 18 linking-up w ith the proposed PWV 17 south of
Sonstraal A.H. and the PWV19 north-w est of Bothasgeluk A.H..
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• The north–south running PWV19 w ithin the central extents of the Municipality,
which w ill link-up w ith the proposed PWV16, 18 and 20 freew ays, the N17, the
R29 and the proposed K134 in the vicinity of Vischkuil A.H..
• The east–w est running PWV 20 w ithin the southern parts of the Municipality,
which will link-up w ith the proposed PWV19, the R42, 549 and 103 roads, as
well as the R23 system south-w est of Balfour.
None of the planned PWV roads has been listed for construction in the next 5 to 10
years. The planned future K-Route developments include:
• K138 linking Vischkuil A.H. to Springs and Brakpan;
• K181 linking Blue Valley A.H. to Nigel and beyond;
• K162 linking the proposed PWV18 to the R51;
• K154 linking the N3 to the proposed PWV16, 17 and 18 freew ays past
Kaydale A.H.;
• K165 linking the proposed K133 to the proposed PWV18, K150 and beyond to
the industrial areas of Ekurhuleni;
• K150 linking the far north-w estern extents of the Municipality to Nigel;and
• K129 linking the far north-w estern extents of the Municipality to the proposed
K133, the N3 and up-north to the industrial areas of Ekurhuleni.
The planned K168 road and the re-alignment of the R549 by construction of the K135
should specifically be considered w hen planning the future spatial development of the
southern extents of Heidelberg. The construction of the proposed K168 w ill not only
serve to link the N3, R23 and R42, but w ill also provide three new dedicated access
points to the southern extents of Heidelberg along these roads. The construction of
the K135 w ill provide for an additional junction w ith the proposed K168, to the w est of
the junction to be formed by the existing R549 and K168. The construction of these
roads w ill greatly influence the functional use of the properties comprising the
Heidelberg A.H.
7.3.4 Rail Service
Although the existing railw ay line w ithin Lesedi primarily caters for freight, the planned
densification of Jameson Park/Kaydale, the infill development betw een Heidelberg
and Ratanda and the establishment of Heidelberg as an alternative residential
location to the CoJ w arrants an investigation into the introduction of a passenger
service along the existing line.
7.3.5 Spatial Structure and Land Use
LesediLocalMunicipality can essentially be described as an expansive
rural/agricultural area, w ith the majority of urban activity concentrated along and
around the intersections of prominent roads (transportation corridors) leading tow ards
the numerous core economic activity areas of Gauteng.
In respect of the settlement structure, Heidelbergand Ratanda constitute the primary
urban concentrations within the study area and have consequently been identified as
a primary and secondary activity node respectively by the SDF. The isolated
residential area and tertiary node of JamesonPark is found in close proximity to the
north-east of Heidelberg, along the R42 (see FIGURE 7.3).
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Devon/Impumelelo which is situated on the eastern edge of the municipal area, and
abutting the N17 freew ay on the north, represents the most prominent rural
settlement w ithin the Municipality and has consequently also been identified to
function as a secondary activity node by the SDF. The Vischkuil Agricultural
Holdings (A.H.) / Endicott situated w ithin the north-western extents of the
Municipality (east of Springs) and abutting the R29 constitutes another, but smaller
rural centre in comparison to Devon. Although these settlements appear as prominent
nodes / services centres w ithin the Municipality, in comparison to other s maller nodes
found along the N17 and R29 roads betw een the CoJ and Ermelo (e.g. Leandra,
Kinross, Evander, Secunda, Trichardt and Bethal), they perform a very limited
economic function. None the less, the Vischkuil, Spaarw ater and Hallgate Agricultural
Holdings have been identified as Rural Nodes by the SDF.
Other agricultural holdings w ithin Lesedi include, Bothasgeluk, Kaydale,
Spaarw ater, Heidelberg, Eendracht, Boschfontein, and Zonnestraal. Diverse land
uses are found on these agricultural holdings, ranging from rural residential, through
small scale farming to extensive, informal industrial and commercial activities. A
relatively large proportion of the agricultural holdings are vacant. Hence, the
Development Framew ork proposes that only strategically located smallholding areas
are earmarked for future residential densification and the provision of higher order
services. Areas identified over the short-term include JamesonPark, Kaydale,
Vischkuil / Endicott, Hallgate and Spaarwater. Multi-Purpose Community Service
Centres are proposed in Vischkuil / Endicott and JamesonPark.
Apart from the numerous agricultural holdings, four major informal settlement areas
are present w ithin the Municipality, namely:
• Sepiwe / Floracadia situated to the south-east of Heidelberg;
• Ratanda (around the fringes of the tow nship, as w ell as backyard shacks);
• Impumelelo (Impumelelo Extension 1 and backyard shacks in Impumelelo to
the w est and adjoining); and
• Kw aZenzele close to the Vischkuil/Endicott Agricultural Holdings
In an effort to speed up development in the region, boost local economic development
and empow er the communities w ithin the municipality, several of the aforementioned
settlement areas / activity nodes have been identified as Priority Development
Zones by the SDF, namely:
• Heidelberg / Ratanda: The focus should be on subsidy-linked housing to
address the existing housing backlog.
• JamesonPark: Development here should be primarily focused on the
upgrading of existing services and facilities, and the facilitation of formal
housing.
• Vischkuil / Endicott: This area is regarded as an emerging node suitable to
densification.
• Devon / Impumelelo: The focus should be on land use integration betw een
Devon and Impumelelo and local economic development.
In respect of residential development, the SDF specifically mentions that Infill
development betw een the historically advantaged and disadvantaged residential
areas of Heidelberg/Ratanda and Devon/Impumelelo should be encouraged.
Supplementing the SDF is the recently compiled Gauteng Department of Housing:
Sedibeng Regional Master Plan (2009). As far as housing delivery in Lesedi is
SDM DITP, 2008 to 2013 110 31 Aug 2010

concerned, the Housing Master Plan identifies several areas as suitable for
accommodating future development:
• Tw o Strategic Development Areas (SDA’s) have been identified in close
proximity to Heidelberg tow n. The main focus in terms of identifying these
sites w as infill development and consolidation of the urban fabric betw een
HeidelbergTow n and RatandaTow nship. The tw o sites comprise of 515 and
246ha of land respectively.
• One SDA has been identified in the vicinity of the Kaydale Agricultural
Holdings, w hich are located to the north of HeidelbergTow n. This area has
been earmarked to accommodate the formalisation of the informal settlement
located in the vicinity of the agricultural holdings. The area measures
approximately 147ha in size and is essentially a functional extension of
JamesonPark.
• One SDA has been identified betw een Devon and Impumelelo. This area has
been earmarked to accommodate the future expansion of Devon and
Impumelelo, and includes the sites earmarked for Impumelelo x2 (in process)
and x3. The area measures approximately 354ha in size.
• One SDA has been identified at Vischkuil. This area has been earmarked to
accommodate the formalisation of the informal settlement located along route
K134. The area measures approximately 426ha in size.
These sites are mainly concentrated along the corridors and nodes identified by the
SDF of the Municipality w ith the main focusing being to promote infill development
betw een Ratanda and the tow n of Heidelberg, and to consolidate residential
development along the N17 corridor around Vischkuil and Devon. According to the
Master Plan (based on the relative developability of the sites identified), Strategic
Development Areas SL1, 3 and 4 should be considered as short-term (2010) priority
areas, w hilst SL2, 5 and 9 should be considered as medium (2015) to long-ter m
(2020) priority areas respectively.
Industrial and commercial activity is primarily limited to tw o areas within
Heidelberg. The one area is found between the railw ay line and Rensburg w here the
tw o major concerns of the BAT Cigarette Manufacturing Plant and the Escort Meat
Processing Plant are located. The other area is situated betw een the R23 and the
railw ay line, to the north-east of the Heidelberg CBD, w here a range of smaller
industrial concerns are situated. Commercial activity (w hich can be defined as
warehousing, distribution and transport businesses) is found integrated w ith industries
within the tw o aforementioned areas.
Retail/business activities are predominantly located in the CBD of Heidelberg, both
north and south of the Blesbokspruit. Major shopping nodes in the Heidelberg CB D
include the Shoprite/Checkers centre in the central part of tow n and the Victorian
centre on its northern fringe. There is a relatively large variety of shops and tertiary
business services in the CBD, e.g. most major banks, a number of financial service
companies, attorneys etc. A motor tow n with a more distinct commercial character
has established south of the Blesbokspruit along Schoeman Street. Businesses in
this area include a number of motor dealerships, filling stations, hardw are stores, light
industrial/commercial enterprises and retailers. A few small formal businesses are
how ever located in Devon, Vischkuil/Endicott, and Ratanda. Notably, in respect of
stimulating industrial / commercial and retail development the SDF identifies a Zone
of Opportunity to the east of the Heidelberg CBD, abutting the N3 and R42. The
Zone of Opportunity has also been identified as a Priority Development Zone by the
SDF.
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Commercial agriculture takes up the largest area w ithin Lesedi at approximately
95% of the total land surface, and is dominated by large scale crop (maize, grain,
sorghum, w heat soya and dry beans, ground nuts, sunflow er seeds and vegetables)
and animal production (milk, beef, mutton and lamb, port, eggs and poultry). In
respect of agricultural development, the Gauteng Agricultural Plan (2008) identifies
several Important Agricultural Sites (IAS) and an Agricultural Hub w ithin the study
area. According to the Agricultural Plan, the Agricultural Hubs identified should
become the focus areas for the location and development of all activities (primary and
secondary) related to the agricultural industry – e.g. dow nstream agri-processing,
agricultural villages, incubators, etc. Furthermore, in support of the Hubs, the
Important Agricultural Sites (IAS’s) or the areas falling outside of the boundaries of
the Hubs, should be protected from uses other than for agricultural purposes.
Consequently, the SDF identifies a focus area for agriculture stretching from
Vischkuil/Endicott in the north, southw ards tow ards Balfour. More specifically, in
support of agricultural development and the strategies being implemented by the DLA
and the Gauteng Department of agriculture, the SDF proposes the establishment of
six Area Based Planning (ABP) areas. Essentially, these areas (as proposed by the
Agricultural Plan) are being reserved by the SDF solely for agricultural purposes.
Furthermore, the SDF identifies the strip of land located betw een the R29 and N17
roads as a Development Zone for agricultural-based LED initiatives.
Apart from industrial and agricultural uses, a number of old mine shafts are found
east of Heidelberg and south of Nigel. The most important of these are the old
Witw atersrand/Nigel Gold Mine situated ±3 km south of Jameson Park, and the
vertical shaft in the “Heidelberg Zone of Opportunity” betw een Heidelberg and
Heidelberg x9 (Bergsig).
The Blesbok, Boesman and Suikerbosrandspruits, the Suikerbosrand and Alice
Glockner Nature Reserves, and the ridges represent important environmental
features within the study area. In respect of the SDF and the Lesedi Environmental
Management Framew ork (EMF) (2006), the Blesbokspruit w etlands north of Nigel and
west of Vischkuil/Endicott, and the Suikerbosrand Nature Reserve w est of Heidelberg
represent ecological focus areas. According to the SDF and EMF, these areas should
be conserved and promoted as major eco-tourism and recreational centres.
Grow th and developmental pressure over the last 7 (seven) years has resulted in a
large number of development applications falling outside of the existing urban edge
being approved. Furthermore, several of the existing rural settlement areas w ere
ignored in the delineation of the previous urban edge. These rural settlements
(Devon/Impumelelo, Vischkuil, JamesonPark and Kaydale) play an important function
in the provision of housing opportunities for the rural dw ellers, social facilities and
economic opportunities. Consequently, the SDF proposes that the existing edge be
amended.
In respect of land ow nership, a total of 20 113 registered farms and erven are found
within the Municipality, of w hich the majority of the land (92%) comprising these farms
and erven are in private ownership. Significantly though, in terms of the existing
spatial structure, Government-ow ned land is strategically w ell-located to facilitate infill
and densification.
SDM DITP, 2008 to 2013 112 31 Aug 2010

7.3.6 Corridor and Nodal Development Potential
In respect of opportunities for nodal development, the Situational Analysis revealed
several areas featuring high potential for nodal development (based on existing
economic activity, planned development initiatives, and general potential for
development in respect of sectors being targeted by the LED Strategy) w ithin the
study area. These areas are graphically illustrated on FIGURE 7.4 and include the
follow ing:
• The Heidelberg CBD (1)
• The Ratanda CBD (2)
• The area (Zone of Integration) betw een Ratanda and the Heidelberg Agricultural
(3 and 4)
Holdings
• The area surrounding the intersection of the N3 and R23 (5)
(6 and 7)
• The Zone of Opportunity and the industrial / commercial areas to the south
• The area to the south of the Eendracht A.H., betw een the N3 and R102 roads (8)
• JamesonPark (9)
(10 and 11)
• Devon / Impumelelo
• Vischkuil Agricultural Holdings (12)
7.3.7 Summary
The Lesedi Nodal and Corridor Study concluded that there is limited potential for the
establishment of Activity/Development Corridors in the municipal area. Instead, the
bulk of development potential w as found to be concentrated around tw elve activity
nodes located along some of the most prominent transportation corridors running
through the municipal area (the beads-on-a-string concept).
From the investigation it w as determined that these tw elve activity nodes could
generate as much as 39 573 job opportunities if developed to full potential. In line w ith
the LED strategy of the municipality these activity nodes focus on promoting
economic activity related to:
• agriculture, land reform (agri-villages), and agri-processing;
• manufacturing (light industries);
• transport (freight and public transport facilities);
• residential development to create “critical mass” around certain nodes;
• provision of social/community services by w ay of one-stop Multi Purpose
Community Centres (Thusong Centres); and
• tourism development.
SDM DITP, 2008 to 2013 113 31 Aug 2010

Figure 7.4
SDM DITP, 2008 to 2013 114 31 Aug 2010

8 PUBLIC TRANSPORT PLAN
This chapter contains a high level overview of the Operating Licence Strategy and the
Rationalisation Plan prepared for Sedibeng.In addition, the follow ing are covered:
• institutional and organisational setup of the public transport industry;
• implementation of the national rail plan;
• mechanisms for the modal integration of rail and road-based transport modes;
• provision for metered taxis;
• provision for learner transport;
• provision for transport for special needs (people w ith disabilities and older
people); and
• management of public transport facilities.
8.1 Operating Licence Strategy
The Sedibeng OLS, 2009 should be consulted for more detailed information.
Introduction
OLS is a determination of the required supply of non-contracted public transport
capacity and defines the follow ing:
• guide Sedibeng on mini-bus taxi related interventions:
o liaise w ith OLB & Registrar;
o provide infrastructure;
o engage w ith PT Inspectorate; and
o provide administration services (TOLAB).
• public transport routes or specified groups of routes on which non-contracted
services may operate, and the number of vehicles of each capacity type that
the planning authority w ill authorise;
• number of operating licenses already active on each route or route group;
• additional operating licenses that may be granted on each route w here
required, or the surplus number of operating licenses on each route w here
there is over-supply;
• advise on potential new routes;
• alignment w ith Provincial IPTN; and
• valid from 2010 to 2014.
Status Quo
• 19 Taxi Associations in Sedibeng;
• mini-bus taxi vehicles are mostly 16-seat vehicles;
• 232 mini-bus taxi routes verified by Sedibeng;
• most routes O-Dsare w ithin Sedibeng – major portion in Emfuleni;
• inter-provincial route from Sasolburg; and
• cross-boundary route to Johannesburg.
SDM DITP, 2008 to 2013 115 31 Aug 2010

Deduction
• every route has oversupply of seats (even w ith 30% contingency);
• formal taxi ranks are over capacity;
• high proportion of operators were issued with OL w ithout considering oversupply;
and
• high proportion of vehicle registration from site do not correspond w ith
Registrar’s database (and OLAS).
Recommendations
• update OLS annually;
• provide alternative routes for over-supply (in context of new developments in
Sedibeng);
• moratorium on new operating licences;
• upgrade taxi facilities (in context of inter-modal facilities);
• prepare Municipal By-law s for Public Transport;
• maintain moratorium for new licenses (due to oversupply & IPTN);
• law enforcement to focus on route compliance; and
• Sedibeng to w ork closely w ith GPTRW to establish TOLAB in Vereeniging.
8.2 Rationalisation Plan
The Sedibeng Ratplan, 2009 should be consulted for more detailed information.
Introduction
The Rationalisation Plan is required w here the planning authority has subsidised
public transport services operating in, to, or from the area. The purpose of a
Rationalisation Plan is:
• to eliminate inefficiencies such as duplication of routes and under-utilisation of
services w ithin the subsidised bus system, and betw een operators;
• to create a framew ork for restructuring of tendered bus contracts to obtain a
more cost effective and efficient public transport system;
• to address short-term efficiencies, 2010-2014; and
• to create a long-term plan to address the restructuring of the public
transportation system in context of the IPTN - 2020.
Status Quo
• 6% of commuter trips in Sedibeng are by rail:
o Vereeniging to Kw aggastroom (15 000 pax/day); and
o Vereeniging to Elsburg (11 200 pax/day);
• 153 subsidised bus routes; and
• 35 bus ranks w ith only 2 formal facilities.
Deduction
• subsidy contracts are extended on a monthly basis;
• subsidised bus services are mainly serving the low income residential areas;
SDM DITP, 2008 to 2013 116 31 Aug 2010

• majority of operations are in Emfuleni;
• no subsidised operations in Lesedi; and
• there are parallel services that must be rationalised.
Recommendations - Short-term Rationalisation
• address oversupply on main corridors;
• include added benefits such as provision for Accessible Transport in new bus
contracts;
• convey recommendations to DoT for new tendered contracts in Sedibeng (up
to 2014);
• update RatPlan annually in context of new land-use developments;
• municipal by-law s for public transport required; and
• extend Public Transport Law Enforcement to bus operations.
Recommendations - Long-term Rationalisation:
• draft IPTN prepared by GautengProvince to be finalised;
• key corridors to be identified;
• long-term proposals to provide trunk rail service w ith bus and taxi feeder
services;
• include mini-bus taxi vehicles in subsidy scheme; and
• upgrade facilities to function as inter-modal facilities.
In addition, CPTR information (rail, bus and mini-bus taxi) needs to be collected on a
continious basis (if required) with a total overhaul every 5 th year. This activity must
complyas a minimum w ith the requirements set out by DoT.
8.3 Other Public Transport Topics
8.3.1 Institutional and Organisational Setup of the Public Transport Industry
Commuter rail services are provided by Metrorail in terms of a concession agreement
with PRASA. Long-distance rail services are provided by Transnet’s Shosholoz a
Meyl.
The scheduled services operating in Sedibeng are provided by Ipeleng Transport
Trust, Gauteng Coaches and Comuta. These operators have tendered contracts w ith
the Gauteng Provincial Government to provide such subsidised bus services.
There are 19 taxi associations in Sedibeng, i.e.:
• Civic Centre Taxi Association
• Evaton West Taxi Association
• Federated Taxi Association
• Get Ahead Transporters
• Internal Taxi Association
• Johandeo Taxi Association
• Masoheng Maxi Taxis
• Meyerton – African Taxi Association
• Morning Star Taxi Association
SDM DITP, 2008 to 2013 117 31 Aug 2010

• Orange Vaal Taxi Association
• Roshnee – Rus-Ter-Val Taxi Association
• Sharpeville – Vereeniging – Vanderbijlpark Taxi Association
• Heidelberg District Taxi Association
• Vaal – West Taxi Association
• Vaal – National Taxi Association
• Vereeniging – Sebokeng Taxi Association
• Vanderbijlpark Taxi Association
• Vaal Interprovincial Taxi Association
• Vaal – Wits Taxi Association
8.3.2 Implementation of the National Rail Plan
The Regional Rail Plan presents a business plan and business case for the Southern
African Rail Commuter Corporation (SARCC) – now adays called the Passenger Rail
Agency of South Africa (PRASA) - motivating and setting out the expenditure required
turning the rail business around. The Southern Gauteng (Wits) Regional Rail Plan
follow ed the National Passenger Rail Transport Plan (Phase 1), w hich proposed an
emphasis on those rail transport corridors where all role players were convinced that
this w as the best mode of transport for a particular corridor. The service levels on
these corridors will be substantially increased. For the other rail corridors, the status
quo w ould be maintained.
Note:
The rail corridors referred to in the Southern Gauteng Rail Plan that are
applicable to SDM are:
• Vereeniging to Kw aggastroom; and
• Vereeniging to Elsburg.
The Vereeniging to Kw aggastroom corridor terminates before it riches the
boundary between Sedibeng and Johannesburg at the Residentia Station.
The Vereeniging to Elsburg corridor extents beyond the boundary between
Sedibeng and Ekhurhuleni. The station closest to such boundary is Klipriver
Station.
TABLE 8.1 contains the results of an assessment and categorisation of existing rail
corridors in Gauteng according to the so-called “Netw orks Approach”. The follow ing
definitions are used:
• Category A: Clear case for rail. High service levels, w ith high frequencies &
good facilities. Rail is clearly more appropriate & cost effective than other
modes.
• Category B: Rail still justified and has service levels with Moderate
frequencies.
• Category C: Case for rail uncertain.
• Category D: No case for rail.
SDM DITP, 2008 to 2013 118 31 Aug 2010

Table 8.1: Categorisation of Existing Rail Corridors
Corridor
Number
Corridor Description
Category
0 Core Network/ Nucleus/ Circle:
A
New Canada- George Gosh- Germiston
(via Langlaagte and Booysens)
1a Sow eto
A
Kw aggastroom (Sebokeng)-New Canada- Midw ay
1b Soweto
A
Naledi-New Canada
2 Olifantsfontein/ Thembisa- Germiston A
3 Daveyton- Germiston A
4 Kw esine/Katlehong- Germiston B+
5 Springs- Dunsw art B+
10 Randfontein-Langlaate B+
9 Vereeniging-Kw aggastroom B-
8 Vereeniging-Klipriver- Germiston C
7 Alberton- Germiston D
25 Germiston-India-Kaserne West D
6 Nigel-Springs D
11 Oberholzer-JHB D
Note: SDM is of the opinion that Corridor Number 9 (Vereeniging-Kwaggastroom)
should be a B+ or A category.
FIGURE 8.1 contains a graphical representation of the existing rail corridors in
Gauteng.
FIGURE 8.2 shows the planned/proposed rail corridors in Gauteng.
SDM DITP, 2008 to 2013 119 31 Aug 2010

Figure 8.1: Existing Gauteng Rail Corridors
SDM DITP, 2008 to 2013 120 31 Aug 2010

Figure 8.2: Proposed Gauteng Rail Corridors
SDM DITP, 2008 to 2013 121 31 Aug 2010

8.3.3 Modal Integration of Rail and Road-based Transport Modes
(a)
Background
Modal integration is the combination of all modes of travel (private and public
transport as well as cycling, w alking, etc.) into an interdependent integrated transport
system, optimised in terms of affordability, effectiveness and efficiency, including real
operating, maintenance and capital costs.A document titled “A Strategy for Public
Transport Modal Integration in Gauteng” w as finalised and approved by the TCC
during 2003/04. This strategy document is fairly comprehensive and deals w ith inter
alia the follow ing specific matters:
• Legislation: Matters in the NLTTA and the Gauteng Public Passenger Road
Transport Act affecting modal integration and proposals for modal integration
in the amendment of the Gauteng Transport Framew ork Act, as w ell as
regarding the need for provincial regulations on modal integration.
• Funding: A holistic funding strategy is necessary, including the funding
responsibilities of government and the private sector. Clarity shouldbe
obtained on possible financial incentives to support modal integration.
• Planning: Holistic integrated planning is necessary, including the
development of an integrated public transport plan. Modal integration must be
pursued in terms of passenger and economic optimisation, in line w ith
approved levels of service, safety and convenience.
• Institutional: Modal integration committees, w hich can promote and coordinate
modal integration on different spheres and ensure optimisation of the
transport system, need to be established or maintained.
• Implementation: Funds should be available and the implementation needs to
be w ell managed. Initially it w ill be necessary to plan and implement a few pilot
or demonstration projects. Modal integration committees must be established
(or maintained) and must promote and co-ordinate modal integration (all
modes). Metropolitan Modal Integration Committees could be the central coordinators
of all travel planning, funding, management and provisioning w ithin
their metropolitan municipal boundaries. This w ill include the co-ordination of
planning and implementation budgets and programmes.
• Regulation and Control: One of the conditions for modal integration is that
public transport must be regulated. This applies to all modes of public
transport.
• Consultation, Marketing and Education: Due to the broad spectrum of roleplayers
and stakeholders involved, consultation on and co-ow nership of modal
integration is critical.
• Guidelines, norms and standards: It w ill be necessary to provide guidance
and standards on modal integration to all the role-players in the province.
Such guidelines may be necessary on the follow ing aspects:
o the planning process and integrated netw ork;
o corridors: line haul and feeder services;
o selecting the most appropriate mode;
o optimise modal economies;
o integrated schedules;
o transfer facilities;
o common ticketing systems; and
o combined information systems.
SDM DITP, 2008 to 2013 122 31 Aug 2010

• Monitoring and Evaluation: It w ill be necessary to continuously monitor and
measure performance and make adjustments to the plans and strategies, if
necessary.
(b) Problem Statement
Public transport in Sedibeng currently does not operate in an integrative manner.
(c)
Strategy
The strategy relating to modal integration in Sedibeng w ill need to cover the follow ing
objectives:
• to develop and successfully implement an integrated, affordable and
accessible public transport system;
• to support a legal framew ork at national and provincial levels w hich will assist
and promote the development of fully integrated public transport;
• to ensure that provision is made for the financing of integrated public transport
through a holistic funding strategy;
• to develop a Rationalisation Plan that promotes and contains proposals for
modal integration;
• to provide the correct institutional structureto assist w ith the planning for and
implementation of modal integration;
• to ensure that proper consultation takes place on modal integration w ith all the
role-players and stakeholders;
• to market modal integration;
• to promote land development supportive of integrated public transport;
• to identify suitable nodes w here modal transfers can take place;
• to identify and support the development of suitable infrastructure that w ould be
conducive to modal integration;
• to utilise each mode in the circumstances for which it is technologically and
economically best suited;
• to integrate schedules and other operational aspects of the various modes so
that travel time is reduced and service quality enhanced;
• to introduce effective and efficient through-ticketing systems based on the cost
of service provided by each mode;
• to establish effective information systems for users of integrated services.
• to monitor modal integration;
• to identify and implement pilot/demonstration projects promoting modal
integration.
Achieving modal integration is a longer term objective and the strategy must generally
provide for a change in the modal split to favour public passenger transport.
(d)
Outputs
SDM w ill develop a strategy for Sedibeng that integrates mini-bus taxis, buses and
trains into the public transport system operating as a single seamless system:
• within an integrated netw ork;
• with integrated schedules;
• with proper transfer facilities;
• a common ticketing and fare system, including through-ticketing; and
• a combined information system, including transport information centres.
SDM DITP, 2008 to 2013 123 31 Aug 2010

SDM w ill implement initiatives or aw areness programmes to instil in the minds of
operators the need for integration of different modes of transport.
SDM w ill set-up an institutional body or structure where representatives of different
travel modes can voice their needs and concerns.
SDM w ill ensure that new or future upgrades of public transport facilities actively and
practically promote modal integration, i.e. facilities should not be designed to cater for
only one travel mode.
8.3.4 Metered Taxis
(a)
Background
Metered taxis in Sedibeng operate on-street in Vanderbijlpark CBD and Vereeniging
(Leslie Street) respectively (see diagrammes below ). Emfuleni is thus the only
LocalMunicipality in Sedibeng w here metered taxis operate.
Vanderbijlpark CBD
Vereeniging, Leslie Street
(b)
Problem Statement
There currently is no forecast strategy to establish the role and needs of metered
taxis in Sedibeng.
(c)
Strategy
SDM DITP, 2008 to 2013 124 31 Aug 2010

The future role of metered taxis and how to integrate this mode into the broader
transport system and services w ill receive attention.
(d) Outputs
SDM w ill undertake an assessment of the metered taxi industry to establish the future
role or market niche of metered taxis in Sedibeng. Specific aspects to be considered
include establishing a client profile and travel patterns of metered taxis (pick-up and
drop-off points). SDM w ill use this information to establish how metered taxis can be
integrated w ith other modes of travel.
SDM w ill set-up an institutional body or structure (also referred to under Modal
Integration in a preceding section of this DITP) w here representatives of different
travel modes (including metered taxis) can voice their needs and concerns in an
integrated manner.
SDM w ill investigate how metered taxis should be accommodated in terms of taking
up space / holding bays, i.e. w here to provide holding bays.
8.3.5 Learner Transport
(a)
Background
More trips are made in the morning peak period by learners, to school or other
educational institutions, than for any other trip purpose – 2,39m trips (47% of trip
making). Of these trips the Gauteng Household Travel Survey (GHTS) found that
61.6% w ere on foot, 18% by car, 13.6% by taxi, 1,4% by train, 0.7% by cycling and
4,5% by bus. Few er than 20% of learners therefore travel by public transport. Only
approximately 100 000 travel by bus, w hile most, about 1,4m, are on foot.
The GHTSalso found that travel time for learners by all modes including w alking
averages 37 minutes, but is 46 minutes for learners from low -income households, 42
minutes for middle-income and 24 minutes for high-income. For learners using trains,
their trips average 66 minutes, buses 47 minutes and taxis 41 minutes.
Gautengdeveloped a provincial strategy on Learner Transport. The follow ing themes
and strategies have been envisaged for Gauteng:
• formalisation, registration and legalisation of irregular Gauteng Education
Transport Services;
• appropriate vehicle specifications and licensing;
• strategic route design for school per zone, region, and district w hich includes
mapping and digitising;
• design scholar transport contract and define quality standards per zone,
region, district, mapping and digitising;
• design or implement intelligent electronic monitoring and management system
per zone, region and districts;
• design and implement central control centres linking all zones, regions and
districts;
• investigate appropriate institutional arrangement for stakeholders;
• investigate appropriate contracting arrangement for operators, and define
service level agreements;
• phase out all the light delivery vehicles by scoping their location and the total
numbers used per region;
SDM DITP, 2008 to 2013 125 31 Aug 2010

• investigate business developments looking at forming joint ventures w ith
schools for school transport providers with vehicle, legal, financial and supply
chain management;
• investigate the introduction of mass bicycle transport for scholars based on
distance travelled from home to school;
• develop a comprehensive bicycle infrastructure netw ork; and
• introduce the w alking bus concept and breakfast clubs.
(b)
Problem Statement
The provision of motorised public transport for learner transport is fragmented, not
well organised and inadequately resourced. As a result, some eligible learners do not
have access to scholar transport, and it is often not safe or reliable. The majority of
scholars walk to school, and for them there has been little focus on providing safe,
attractive paths along the major lines of demand. Learner transport is not regulated.
(c)
Strategy
The objective is to ensure that the transport needs of learners are met in the most
efficient, effective and affordable w ay, and as far as possible by the system provided
for mainstream public transport.
(d)
Outputs
SDM w ill ensure the provision of learner transport in the most effective and safe
manner. This requires the implementation of a co-ordinated strategy w ith the
GPTRW, Gauteng Department of Education (GDE), LocalMunicipalities, the Gauteng
Transport Operating Licence Board and private operators.
This strategy for Learner Transport in Sedibeng w ill cover the follow ing:
• Formalisation of irregular operations and contract:SDM w ill continue its
involvement w ith the Province to formalise the irregular operators of education
transport services.
• Alternative modes of transport:Alternative modes of transportation w ill be
investigated and implemented for learners, especially those w ho are already
walking great distances to schools. The supply of bicycle infrastructure and
bicycles is imperative. How ever, this must go hand in hand w ith bicycle
education and safety programmes w hich can be workshopped at the schools
affected.
• Learner Transport Demand Survey:Once the formalisation of the industry
has taken effect, a database on the operators w ill be started and updated
regularly. This database w ill contain specific information on specific routes to
see w here the greatest demand is and how that compares w ith the supply.
SDM w ill set-up an institutional body or structure (also referred to under Modal
Integration in a preceding section of this DITP) w here representatives of different
travel modes (including learner transport) can voice their needs and concerns in an
integrated manner. Role-players to be invited to attend include GPTRW.
8.3.6 Transport for People w ith Special Needs
(a)
Background
SDM DITP, 2008 to 2013 126 31 Aug 2010

The creation of barrier-free environments is a key thrust of legislation and policy on
disability. This is particularly important in the design of public transport facilities and
vehicles. The National Travel Survey, 2004, (NTS) found that 12 000 people in
Gauteng said that they make no trips for the reason that there is no suitable transport
for people w ith disabilities.
The number of people w ho identified themselves as disabled in the 2001 Census in
Gauteng – 4% of the population – is show n in the follow ing TABLE 8.2.
Table 8.2: Number of People in Gauteng w ith Disabilities
Disability
Number of People
Sight 91 462
Hearing 39 222
Communication 10291
Physical 84851
Intellectual 32 949
Emotional 38114
Multiple 35 235
TOTAL 332 123
Source: Census, 2001.
The NTS found that many people over 65 years of age (43% of them) did not make
any trips on survey day (compared to the Gauteng average of 19,3%). Of the people
who did travel, the main trip purposes w ere shopping (54%), visiting (44%), church
(34%), medical (33%) and w elfare (14%). Only ten percent w ere work trips.
(b)
Problem Statement
The incorporation of methods to provide for the needs of those with disabilities in the
planning, design and provision of transport facilities and services is an official
Gauteng policy contained in the Gauteng White Paper on Transport Policy, 1997.
Notw ithstanding, much transport infrastructure is not free of barriers, and is therefore
not easily useable by people w ith visual or mobility impairments including older
people.
(c)
Strategy
Although the Province focuses primarily on public transport as a means to conveying
people w ith special needs, it also includes private transport, w alking, cycling and nonmotorised
transport as a mode of transport for such trips. Furthermore, regarding the
usage of public transport, the focus is on busses (formalised municipal busses,
contracted Gauteng Department of Education (GDE) busses, formalised busses and
dedicated school busses), mini-bustaxis (dedicated learner transport and general
public transport) and rail transport.
The objective is to ensure that the transport needs of special categories of
passengers, including people w ith disabilities and the elderly and tourists, are met in
the most efficient, effective and affordable way, and as far as possible by the system
provided for mainstream public transport.
SDM DITP, 2008 to 2013 127 31 Aug 2010

Operational issues, infrastructure and facilities, costs, institutional and management,
and monitoring and review constitute the focus areas with regards to transport for
people w ith special needs.
(d)
Outputs
SDM w ill ensure the user friendliness of new and existing public transport facilities in
terms of providing for people w ith special needs.
SDM w ill use various forums and institutional structures to encourage public transport
operators to be sensitive and considerate to people w ith special needs.
SDM w ill invite representatives of people w ith special needs to participate in relevant
forums by voicing their transport needs and concerns.
8.3.7 Management of Public Transport Facilities
(a)
Background
The mini-bus taxis operate from taxi ranks w here passengers embark for various
destinations. The ranks consist of loading, ablution and shopping facilities. The
loading facilities include shelters, pavement and seating. The ablution facilities are the
most important element of the rank as regards maintenance, because they could
easily get out of control if not managed w ell. Shopping facilities can be divided into
three main categories, namely places for informal traders, kiosks and shopping units.
These are all business opportunities arising from the activities at taxi ranks. Had it not
been for the taxi associations that provide transport, there would have been no w ork
for informal traders. Trading is conducted along the access roads to the taxi rank and
also inside the rank.
(b)
Problem Statement
Sedibeng currently has no policy on the management and maintenance of public
transport facilities.
(c)
Strategy
The follow ing are examples of the most common w ays to manage taxi-related
facilities:
• The local authority takes responsibility for everything at the facilities.In
this case, municipal cleaners clean the ranks and ablution facilities and even
provide the chemicals and toilet paper.
• The facility is on private property and the private organisation is responsible
for the management and maintenance of the facility.
• A management body is formed or registered, for example a Section 21
Company consisting of all the parties involved at the rank. Such a body
appoints or creates a management structure and is wholly responsible for the
management and maintenance of the facilities.
• The establishment of a joint venture between the local authority and the taxi
industry w here responsibilities are shared. The joint venture is based on a cooperation
agreement betw een the controlling taxi association and the
authority. (SDM prefers this management option/structure.)
SDM DITP, 2008 to 2013 128 31 Aug 2010

Each of these examples has advantages and disadvantages. Before deciding on a
management structure, the question to be answ ered is w hether the facilities w ill be
managed properly. Such management should preferably be achieved w ithout
additional cost to the municipality that is the custodian of the facilities, and w ithout
creating tension and pow er struggles betw een the parties traditionally present at a
taxi-related facility.
The main principles to be taken into account in developing a management system for
the taxi related facilities are:
• Avoid creating a new structure to take responsibility for the management and
maintenance of the taxi-related facilities, because such structures need
financial support.
• Allow the taxi industry to play an important role in the management of the rank
because they create the business for the informal traders and other shop
ow ners and they already manage the taxi operations through the queue
marshals and rank marshals.
• Empow er members of the taxi association by giving them the opportunity to
develop as managers of the business opportunity.
• Keep the taxi association interested and committed by allow ing its members to
share in the income generated at the rank.
• Keep the taxi association effective by having it deposit a sum of money w ith
the local municipality to be used if the association does not fulfil its
responsibilities as stipulated in the co-operation agreement.
• All taxi associations operating at the rank or ranks should sign an operational
agreement w ith the controlling association, stipulating that they and their
members and drivers w ill adhere to the rules of the rank and contribute
tow ards the cleaning of the rank.
A rank maintenance and management policy w ill centreon the co-operation
agreement betw een the municipality / ow ner and the taxi industry. The basis for the
co-operation agreement is that the authority, w hich happens to be the ow ner of the
land and property, allows the taxi industry to use the taxi rank and facilities to provide
transport. The authority w ill do the structural maintenance and the taxi industry w ill do
the day-to-day maintenance and management of the rank and facilities in return for
part of the income derived from renting out the haw kers' sites and business sites on
the property. It is important to monitor the performance of the functions assigned to
different parties in terms of the agreement.
There is a need to monitor the balance betw een demand and supply at the different
ranks as input into amongst other things allocating bays. Such comparisons ought to
be done at regular intervals. Some kinds of information w ould have to be collected
more often than other kinds of information. It w ould be a great advantage if local
people w ho work at the ranks, e.g. the queue or rank marshals, could do the counts
and monitoring. Such people could be trained to do the surveys. The collected
information w ould then have to be entered into the database of the SDM to form part
of the public transport status quo information. The type of information to be collected
could include the queue lengths of vehicles and passengers for each destination,
waiting times for taxis and passengers, and perceptions of passengers.
(d)
Outputs
SDM w ill develop a policy on the management and maintenance of mini-bus tax i
facilities, w here after a by-law w ill be drafted to enforce such a policy.
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9 TRANSPORT INFRASTRUCTURE PLAN
Attention is given to the follow ing components of the Transport Infrastructure
Strategy:
• Strategic Road Netw ork for Sedibeng;
• Strategic Road-based Public Transport Netw ork/Routes;
• road safety;
• traffic signals;
• traffic signage and road markings; and
• upgrading/maintenance of roads in the Strategic Roads Netw ork.
9.1 Strategic Road Netw orks
The follow ing draw ings relate to the road netw orks in Sedibeng and are attached at
the back of this DITP:
• Draw ing 9: Sedibeng Ex isting Road Infrastructure
• Draw ing 10: Sedibeng Roads Master Planning and Classifications
• Draw ing 11: Sedibeng Development Zones and Roads Master Planning
• Draw ing 12: Emfuleni Roads Master Planning
• Draw ing 13: Midvaal Roads Master Planning
It is noted that the Roads Master Planning for Lesedi currently is non-existent.
9.2 Strategic Road-based Public Transport Netw ork/Routes
The majority of road-based public transport services in Gauteng are provided by minibus
taxis. Gauteng therefore is currently designing a netw ork of effective and efficient
public transport services for Gauteng, based on the number of passengers and w here
they w ant to travel. ‘Effective and efficient’ w ithin this context implies, amongst
others, appropriate mode and vehicles for demand. This w ill assist Province and
Treasury w ith their endeavour to convert all interim contracts to ‘subsidised service
contracts’ (presumably revenue km-based contracts) on or before 30 September
2009 to ensure alignment w ith DoT’s Integrated Rapid Public Transport Netw ork
initiative. The implementation of the Integrated Netw ork Design should start from 1
April 2010.
The main components of this initiative by Province involve the follow ing:
• Data collection (vehicle frequency and occupancy cordon counts) and travel
demand modelling.
• Strategic netw ork structure based on Gauteng’s Strategic Public Transport
Netw orks. This is being expanded to include possible key corridors, trunks
and feeder routes.
• Operational design, i.e. frequencies, system sizing, fleet size, vehicle types,
and contract ‘packages’.
• Infrastructure components, i.e. terminals, depots, stops and interchanges.
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• Business Model, i.e. empow erment model and contract model.
• Financial Model, i.e. fare policy, projected revenue and costs, and subsidy
requirements.
From the modelling and service design exercise a total of 26 routes w ere identified for
Sedibeng, 3 of which are suitable for articulated buses, 17 for standard buses and 3
for midi-buses. TABLE 9.1 contains a description of such public transport corridors.
Table 9.1: Major Public Transport Corridors in Sedibeng
Route Reference
Number
Origin and Destination
Bus Mode
SED01F Grasmere-Vanderbijlpark Articulated bus
SED01R Vanderbijlpark-Grasmere Articulated bus
SED02F Grasmere-Vereeniging Station Articulated bus
SED02R Vereeniging Station-Gras mere Articulated bus
SED03F Grasmere-JHB CBD Articulated bus
SED03R JHB CBD-Gras mere Articulated bus
SED04F Residentia Station-JHB CBD Standard bus
SED04R JHB CBD-Residentia Station Standard bus
SED05F Grasmere-Vereeniging Standard bus
SED05R Vereeniging-Grasmere Standard bus
SED06F Ratanda-Heidelberg Standard bus
SED06R Heidelberg-Ratanda Standard bus
SED07F Heidelberg-Alberton N3 Standard bus
SED07R Alberton-Heidelberg N3 Standard bus
SED08F Vereeniging Station-Alberton Standard bus
SED08R Alberton-Vereeniging Station Standard bus
SED09F Palm Springs-Meyerton Standard bus
SED09R Meyerton-Palm Springs Standard bus
SED10F Sebokeng-Meyerton Standard bus
SED10R Meyerton-Sebokeng Standard bus
SED11F PalmSpring-SedibengHospital Standard bus
SED11R Sedibeng Hospital-Palm Spring Standard bus
SED12F Meyerton-Henley On Klip Station Standard bus
SED12R Henley On Klip Station-Meyerton Standard bus
SED13F Vanderbijlpark Loop Standard bus
SED13R Reverse Loop Standard bus
SED14F Palm Springs-Alberton Standard bus
SED14R Alberton-Palm Springs Standard bus
SED15F Sebokeng-Alberton Standard bus
SED15R Alberton-Sebokeng Standard bus
SED16F Sebokeng-Iscor b Standard bus
SED16R Iscor-Sebokeng Standard bus
SED17F Bophelong-Vereeniging Standard bus
SED17R Vereeniging-Bophelong Standard bus
SED18F Sebokeng-Maribou Standard bus
SED18R Maribou-Sebokeng Standard bus
SED19F Leeukuil-Sharpeville-Vanderbijlpark Standard bus
SED19R Vanderbijlpark-Sharpeville-Leeukuil Standard bus
SED20F Sebokeng-Vanderbijlpark Standard bus
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Route Reference
Number
Origin and Destination
Bus Mode
SED20R Vanderbijlpark-Sebokeng Standard bus
SED21F Sharpeville-Bophelong Midibus
SED21R Bophelong-Sharpeville Midibus
SED22F
Residentia Station-Vereeniging Midibus
Station
SED22R
Vereeniging Station-Residentia Midibus
Station
SED23F Sebokeng-Palm Springs-Westonaria Midibus
SED23R Westonaria-Palm Springs-Sebokeng Midibus
SED24F Randvaal-Henley On Klip Station Minibus
SED24R Henly On Klip Station-Randvaal Minibus
SED25F Heidelberg-Nigel Minibus
SED25R Nigel-Heidelberg Minibus
SED26R Maribou-Voortrekker Minibus
SED26F Voortrekker-Maribou Minibus
The routes shown in TABLE 9.1 need to be further debated and refined in
consultation w ith GPTRW to eventually constitute the main public transport corridors
in Sedibeng.
9.3 Road Safety
(a)
Background
There are numerous problems in the road traffic management environment in
Sedibeng, including high levels of non-compliance w ith traffic laws by road users,
inexperienced road users and issues in the road environment itself that compromis e
safety. These problems are most starkly manifested in deaths in road accidents.
In the South African Road Safety Manual (Volume 7), a number of physical measures
have been identified w ith which road safety problems can be addressed. The
follow ing such measures w ill help to address safety problems in Sedibeng:
• Pedestrian safety measures: These measures include barrier kerbing,
developed sidew alks, w alking strips and pedestrian crossings. Along most
routes, but especially in the tow nship areas, there is a huge need for the
development of such measures.
• Public transport bays: Public transport vehicles load all along the class 2, 3
and 4 routes especially in the tow nship areas. This fact should be accepted
and a loading bay should be provided every 400 m along public transport
routes. Ancillary facilities such as shelters, would also provide a safer waiting
location for the passengers.
• Traffic calming measures: These are very useful speed control measures,
whether it be 3- or 4-way stops, traffic circles, chicanes or speed humps.
There is a need for such measures along the class 4 and 5 roads in Sedibeng.
(Implementation should be along the appropriate guidelines.)
• Side road traffic control measures: Every road that intersects w ith a class 2,
3 or 4 road, should be controlled w ith either a stop or a yield sign, if it is not
signalised.
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• Road lighting: There are still some road sections in especially the tow nship
areas which do not have lighting apart from high-mast lighting. It should be a
matter of principle that all class 2, 3 and 4 roads will have adequate street
lighting along those roads.
In addition, some remedial measures include the follow ing:
• Management measures: In the South African Road Safety Manual a number
of maintenance and management plans have been identified, w hich if
effectively implemented, w ill resolve a number of the safety problems in
Sedibeng.
• Incident Management Plan: An incident refers to “an accident, vehicle
breakdow n, spilled load or other random event that reduces the capacity of the
roadw ay.” It consists of five phases, namely: detection, response, on-site
management, clearance and follow-up. Of specific importance for Sdibeng w ill
be the management of an accident database linked to a GIS.
• Traffic Signal Management Plan: This aspect is dealt w ith elsew here in this
DITP.
• Traffic Signs and Road Markings Management Plan: This aspect is dealt
with elsew here in this DITP.
• Pavement Management Plan: If the Pavement Management System is
implemented effectively (w ith little or no budgetary restraints), no pavement
related safety incidents should become critical in Sedibeng.
• Roadside Maintenance Plan: Routine and collision maintenance
endeavours, including the clearing of rubbish and the cutting of vegetation as
well as the removal of illegal structures from w ithin the road reserve, will go a
long w ay tow ards eradicating unnecessary roadside hazards.
• Drainage Management Plan: The regular cleaning of storm w ater systems
will prevent periodic flooding and the depositing of silt on the road surfaces.
The follow ing Road Traffic Safety Management tools are defined in the Road Safety
Manual:
• set up a reliable road accident database on a GIS;
• road safety audits should be completed annually at those road elements
identified as priority problem areas on the road netw ork;
• development and implementation of the remedial measures;
• develop and implement road safety hazard management procedures in terms
of the management and maintenance plans;
• apply road safety design principles to new road projects through ensuring that
an independent safety audit is part and parcel of the design and approval
process;
• community liaison to ensure better achievement of road safety objectives,
especially w ith respect to traffic calming issues;
• education and training;
• publicity and marketing;
• law enforcement; and
• setting of road safety targets on a annual basis w hich can be measured
through the road accident database.
SDM DITP, 2008 to 2013 133 31 Aug 2010

(b)
Problem Statement
Road traffic quality and safety are compromised by many factors, reflected in a high
accident and casualty rate. The follow ing problems are generally applicable:
• various road links have the problem of faint or obliterated road markings;
• inadequate road signage (w hether through vandalis m, lack of maintenance
after accidents, etc) on various roads;
• a number concerning the traffic signal sets and the maintenance thereof;
• a lack of pedestrian protection measures such as barrier kerbing, pedestrian
walking strips, developed sidew alks and pedestrian crossings and especially
in the tow nship areas;
• a lack of public transport off-street loading baysalong most of the class 2, 3
and 4 roads in tow nship areas;
• a lack of stop or yield signs at various of the unsignalised side roads;
• haw ker structures and other informal housing structures occur as obstacles
within the road reserves of some roadsin the tow nship areas;
• street lighting sometimes not being provided along the low er order roads in the
tow nship areas, although high – mast lighting w as generally available; and
• poor road pavement conditions.
(c)
Strategy
The strategy is to improve the quality of road traffic and safety aspects of the road
environment, and particularly to reduce road traffic fatalities in Sedibeng by 5% year
on year.
The Chief of Police develops an annual Road Safety Strategy in terms of the SAPS
Act Sec 64C(2)g. This plan includes the education and training of community
members. The Road Safety targets are a joint effort betw een the Chief of Police, the
Department of Transport and the RTMC. The Roads and Transport Department
merely provides a support function in terms of traffic regulation and law enforcement
related to traffic matters. These are the legislative competencies of the Chief of
Police.
(d)
Outputs
SDM w ill assist its Local Municipalities to meet their responsibility tow ards the general
public in terms of traffic safety through the phased implementation of a Road Traffic
Safety Management Plan.
SDM w ill assist its Local Municipalities to carry out independent Road Safety Audits
whenever a new road or road section is planned and designed, or w hen rehabilitation
and maintenance w orks are planned and designed, or w hen the road network is
altered. Existing locations that have a high priority from a safety point of view will also
be audited.
Follow ing the audits discussed above, SDM w ill assist its Local Municipalities to
identify hazardous road locations, prioritise these locations for remedial treatments,
and systematically budget for and implement improvement programmes.
SDM w ill assist its Local Municipalities to identify locations where there is a
concentration of schools or high learner pedestrian activities to implement road safety
measures, such as raised intersections or appropriate road signs and/or markings.
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SDM w ill fund safety campaigns and road safety programmes for its Local
Municipalities to educate and train road users regarding road safety matters.
Education and training w ill be carried out at schools, community centres and through
advertising.
9.4 Traffic Signals
(a)
Background
In the South African Road Signs Manual Volume 3: Traffic Signal Design, a very
detailed Traffic Signal Management Process is defined w hich, if implemented, w ill
ensure that a roads authority has a safe, efficient traffic signal system.
(b)
Problem Statement
A road authority that does not adhere to legislation, guidelines and good practices
leaves itself open to expensive liability suits. It is particularly important that
appropriate standards and guidelines be compiled w ith, w hile steps should be
instituted to ensure that faults and defects are speedily attended to.
(c)
Strategy
Risk Management Strategy
Road authorities undertake w ork that carries a substantial risk of litigation resulting
from cases of loss of property and injuries arising from accidents (collisions). It is
therefore imperative that risk management procedures should be introduced in order
to minimise the potential for accidents, thereby reducing the risk of litigation and being
held liable for damages.
Hence SDM w ill:
• ensure efficient and safe operation of the road netw ork;
• ensure that traffic signal systems operate as efficiently and safely as possible;
and
• ensure that traffic signals are properly installed, operated and maintained to
promote a good traffic flow and to minimise traffic accidents.
Traffic Signal Committee
Communication w ithin a road authority and w ith outside entities is an important
management function. Good relations w ith the public are also essential, particularly
when problems arise w ith traffic signalling.Each authority should establish an ad-hoc
traffic signal committee w ith the purpose of managing all aspects related to traffic
signals, including applications or requests for new traffic signal installations.
The traffic signal committee should consist of the follow ing members:
• manager of the traffic signal division;
• representatives of the municipal police;
• representatives of road and transportation departments, particularly those
involved w ith the planning and design of roads;
SDM DITP, 2008 to 2013 135 31 Aug 2010

• representatives of any other department that provide a service or w ho may be
affected by traffic signals.
The traffic signal committee w ould be responsible for overseeing the traffic signal
division and to ensure that traffic signals are installed and maintained w ith the highest
level of proficiency and responsibility. The committee may also assist with funding
and budget control. The committee w ould also be utilised as a liaison point betw een
the Municipal Police and Roads and Transport departments w here “problem areas” or
missing traffic signals are reported and progress on replacement of signals is given.
The committee should also review the geometric designs of all new road and junction
proposals in order to ensure adequate provision is made for possible future
signalisation.
Skills and Manpower Requirements
Traffic signal systems have become highly complex and intricate, requiring
increasingly w ider and more specialised skills of personnel involved w ith such
systems. The complexity can be expected to evolve even more in the future, w hich
will further increase the required skill levels. Such skill levels can more easily be
provided w hen different road authorities co-operate institutionally, providing an
integrated signalisation service.
A traffic signal division should preferably comprise of traffic- and electrical related
staff, i.e. :
• Professional Traffic Engineers / Technologists;
• Professional Electrical Engineers / Technologists;
• Qualified electricians;
• Electronic technicians;
• Line w orkers;
• Worker assistants; and
• Administrative staff.
Tasks of the Traffic Signal Division
Traffic Engineering Tasks:
• overall management of the traffic signal division, including budget control and
reporting;
• traffic data collection, including traffic volumes, speeds, saturation flow s,
accident rates, etc.;
• conceptual design and layout of signalised junctions;
• design of traffic signal layouts, timings, phasing, and the co-ordination of traffic
signals;
• warrant studies for the installation of new traffic signals;
• prioritisation of new installations and upgrading of existing installations;
• investigations into new traffic signal control systems;
• development of methods, procedures and standards.
Electrical- and Electronic Engineering Tasks:
• management, supervision and control of all aspects related to the electrical
and electronic side of traffic signals;
• management and control of personnel, material, spares and tools;
SDM DITP, 2008 to 2013 136 31 Aug 2010

• keeping of records of all activities and inventory controls;
• budgeting for new installations, maintenance and repair as w ell as controlling
such budgets;
• installation, maintenance and repair of all traffic signal equipment, including
controllers and computers;
• planning and scheduling of traffic signal installation, upgrading, modification,
maintenance and repair;
• management, supervision and control of installation and maintenance
contracts undertaken by private contractors;
• inspection of installations during various stages of completion and final
acceptance on contract completion;
• investigations into new developments in the discipline of signalisation;
• providing advice to traffic engineers on the capabilities and limitations of traffic
signal equipment;
• planning and implementing maintenance and upgrading programmes.
Developing procedures for the establishment of maintenance and upgrading
priorities;
• training of personnel in all electrical and electronic related aspects of traffic
signals;
• appearing as expert w itnesses in litigation involving the electrical and
electronic aspects regarding operation and maintenance of traffic signals.
New Signals Installations and Removals
All of the follow ing steps are to be part of the installation process:
• candidate site identification;
• warrant study;
• signal design;
• signal installation; and
• commissioning.
The follow ing procedure should be follow ed w hen removing traffic signals:
• information is to be provided to the public for 2 weeks prior to the removal
procedure commencing;
• signals are to be placed in a flashing mode for 1 or 2 days;
• implement new form of control and mask traffic signals for a period of at least
7 days;
• undertake a w arrant study during this stage to re-confirm the removal process;
and
• remove traffic signals w ith any road and information signs.
Maintenance Actions
Although to a certain extent obvious, it is prudent to re-visit the consequences of
maintenance deficiencies as it is listed in the South African Road Signs Manual:
• the cost-effectiveness of good signal maintenance is beyond question. The
traffic safety implications of malfunctioning traffic signals alone can justify the
cost of keeping signals in proper w orking order;
• the possibility of liability judgements against a road authority is also an
important consideration in signal maintenance. Proper maintenance of traffic
signals is of vital importance if liability is to be minimised;
SDM DITP, 2008 to 2013 137 31 Aug 2010

• it is particularly important that appropriate maintenance procedures should be
in place and strictly adhered to by personnel. These maintenance procedures
must demonstrate thoroughness, and must reflect a duty to care and to report
defects. The maintenance procedure can be used as evidence regarding the
standard of care taken by the road authority concerned;
• it is also particularly important that proper maintenance records be kept so that
in the event of litigation there w ill be no doubt as to the nature and extent of
the maintenance actions taken, and w hen such actions w ere taken. Many
litigation actions w ould tend to shift the blame for an accident onto some
aspect of the traffic signal.
The follow ing routine maintenance actions are primarily aimed at intervention in a
cost-effective manner:
• routine controller cabinet maintenance;
• routine signal head maintenance;
• routine signal post maintenance;
• routine push button maintenance;
• routine detector loop maintenance;
• routine maintenance of draw boxes and manholes;
• routine maintenance of electrical cables and other electrical components;
• routine controller maintenance; and
• routine maintenance of road signs and markings.
These actions are aimed at repairing reported malfunctions in traffic signals. The
process consists of:
• fault detection; and
• response to malfunctions.
Records and Reports
In terms of the South African Road Signs Manual, it is stated that an essential
component of a traffic signal management system is its inventory of assets and the
keeping of various types of records. The follow ing are a minimum that should be kept
by a road authority:
• installation records;
• fault log and advice records;
• maintenance records; and
• controller logs.
It is stated in the Road Signs Manual that an annual report is to be draw n up by the
Traffic Signal Division providing an assessment of key performance indices linked to
the goals and objectives of providing traffic signals. The follow ing are the typical
contents of such an annual report:
• General;
• Institutional;
• Special projects;
• Routine projects;
• Training and technology transfer;
• Programme and budget; and
SDM DITP, 2008 to 2013 138 31 Aug 2010

• Statistics.
(d)
Outputs
SDM w ill encourage and assists its Local Municipalities to systematically implement
the Traffic Signal Management Process as stipulated in the South African Road Signs
Manual, Volume 3: Traffic Signal Design.
SDM w ill assist its Local Municipalities w ith regular maintenance of traffic signals in
their respective jurisdictional areas.
SDM w ill assist its Local Municipalities w ith assessing the need for signalised
intersections (i.e. Traffic Impact Assessments) in highly developed areas.
9.5 Traffic Signage and Road Markings
(a)
Background
Road Management Systems (RMS) are formalised procedures used to assist the
authority in assessing the current and future needs for maintenance, rehabilitation,
upgrading and geometric improvements of the road system under the authority’s
jurisdiction. Road management comprises a number of diverse activities and in order
to undertake the planning, organisation and control of these functions, some road
authorities have developed a number of management systems to deal w ith these
activities individually. The management system also forms the technical base for
budgeting and application for funding.
A Road Signs Management System (RSMS) can be defined as a subsystem of a
RMS w hich ensures the availability of accurate information concerning road signs on
the road netw ork.
Further, SDM has recently done an audit to establish the condition of traffic signs.
This audit contains a phased approach to fix or replace outdated or damaged signs in
Sedibeng.
(b)
Problem Statement
Maintaining road signs and markings cost-effectively ensures the functionality of
these traffic control devices and protects them as a valuable asset. It also ensures
that the increasing delictual claims against road authorities as a result of
unserviceable road signs and markings are kept to a minimum.
(c)
Strategy
A step-by-step process is clearly defined in the South African Road Signs Manual
Volume 2 Chapter 16, to implement a Road Signs Management System. It consists
of the follow ing:
• Step 1 : Formulate Road Sign Policy
o netw ork definition
o road classification
o route and Guidance Sign System
o selection of orientation names
SDM DITP, 2008 to 2013 139 31 Aug 2010

o tourism/Facility signs policy
o level of road sign provision
o choice of road sign materials
o substructure details
o SARTSM code numbers
o map, diagram or GIS
o letter types and sizes
o maintenance policy for road signs
• Step 2 : System Design of Road Signs
o reference system for road signs
o system information – existing signs
o application of policy guidelines
o site layouts, lane configurations and special conditions
o prepare system design systematically
o link system design to GIS
• Step 3 : Detail Design of Road Signs
o use policy guidelines and system design to prepare detail design of road
signs
o link detail design through CAD to GIS
• Step 4 : Inventory of Road Signs (Existing)
o capturing of data
o link to GIS database
• Step 5 : Maintaining of Road Sign Performance and Maintenance
Procedures
o capturing of maintenance procedures
o link data to GIS database
• Step 6 : Management of Road Sign System
o extract information from database and GIS
o enquiries through computerised system
o prepare reports as requested to support decision making
The follow ing procedures are recorded as part of the maintenance and monitoring of
road signs and road markings:
• updating of information after erection, inspection or maintenance has been
executed;
• preparation of tasks on job cards;
• dealing w ith complaints and capturing data related to road signs;
• inspection frequency;
• reason for maintenance (accidents, fire, vandalism, etc.);
• cost of maintenance per activity (labour, material, transport);
• details of claims w here road signs are involved;
• set maintenance criteria linked to maintenance priorities;
• after maintenance criteria have been established, it is possible to list
maintenance priorities according to the importance of the road (road class) or
functional class of road signs;
• maintenance action codes are selected to assist in the maintenance updating
procedures and to link maintenance actions to a costing system; and
• the cost of labour, materials, equipment and transport needs to be captured for
every work order.
(d)
Outputs
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SDM w ill assist its Local Municipalities to systematically formulate and implement a
Road Signs Management System as defined in the South African Road Signs
Manual, Volume 2, Chapter 16.
SDM w ill assist its Local Municipalities w ith improving signage and information
services to tourist attractions and especially in the run up to the 2010 World Cup
Soccer tournament.
SDM w ill assist its Local Municipalities w ith the ongoing maintenance or replacement
of outdated or damaged signs in Sedibeng. This w ill be done in terms of the phased
approach developed as part of the traffic signs audit done recently.
SDM w ill assist its Local Municipalities to identify specific locations w here road
markings have a higher than normal impact on the safety of road users, such as at
stop signs, traffic signals or pedestrian crossings (especially w here learners cross a
road section). These locations w ill be prioritised based on amongst other
considerations the condition of the road markings,w here after high quality, durable
paint w ill be used for road markings at such locations.
9.6 Upgrading and Maintenance of Roads in the Strategic Roads Netw ork
(a)
Background
Routine Road Maintenance (RRM) can be defined as those treatments that are
applied to a pavement, in order to keep the pavement functioning properly. As such,
routine maintenance is sometimes referred to as “reactive maintenance.” This
suggests that it is w ork that is performed as a reaction to a specific distress. Routine
maintenance is performed on pavements as they begin to show signs of deterioration,
but is generally considered to be a w asted effort on pavements that are severely
distressed.
Filling a pothole is an example of a routine maintenance activity. It cannot be
scheduled before the pothole appears, and it should not be left unattended once the
pothole has developed. How ever, if there are too many potholes present, a more
comprehensive repair may be required. In addition to pothole repair, routine
maintenance treatments applied to pavements include edge patching, crack sealing
and filling, and shoulder repair.
Routine maintenance w orks are divided into the follow ing types:
• Pavement: These are w orks responding to (minor) pavement defects caused
by a combination of traffic and environmental effects, for example, crack
sealing, patching, edge repair, shoulder re-gravelling and grading.
• Non-pavement: These are w orks that exclude pavement repair, examples are
clearing side drains and culverts, vegetation control, line-marking, road signs
replacement/repair and guard rail replacement/repair.
(b)
Problem Statement
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The importance of Routine Road Maintenance is generally underestimated in the
preservation of the road infrastructure asset. Inadequate road maintenanc e
increases the cost of repair 6-fold if proper maintenance is delayed for three years,
and 18-fold if proper maintenance is delayed for five years. Further, when a road is
not maintained and is allow ed to deteriorate from a good to a very poor condition,
each rand saved on road maintenance increases vehicle operating costs by between
R2/km and R3/km.
(c)
Strategy
Routine Roads Maintenance
The South African National Roads Agency Limited (SANRAL) in September 2008
published the Routine Road Maintenance Manual. The content of this Manual applies
also to Sedibeng.
SANRAL recently revised its Routine Road Maintenance Guidance Manual (2000).
The revised Manual (2008) is based on feedback and lessons learnt from Engineers,
Route Managers, Contractors and Sub-contractors on routine road maintenanc e
contracts over the last decade.
The primary objective of the Routine Road Maintenance Manual is a tool to guide the
Site Management Team (Client, Consultant and Contractor) in the efficient
management of the routine road maintenance contracts, accurate identification of
problems / shortcomings, selecting appropriate and cost effective actions and / or
repair methods, and maintaining the functions integrity of the road netw ork.
SDM w ill take corrective action not only to promote a safe and efficient road netw ork,
but also to protect the environment in its jurisdictional area by encouraging its Local
Municipalities to adhere to the requirements and guidelines contained in the Routine
Road Maintenance Manual published by SANRAL in September 2008.
Warrants for Upgrading Roads
This section contains some criteria or w arrants about w hen to apply road
maintenance. The primary source document used is TMH 9: 1992. Pavement
Management Systems: Standard Visual Assessment Manuel for Flexible Pavements,
dated December 1992. The practices expressed in this document are particularly
relevant to a rural area context.
Below is a description or general rating of the overall condition of the pavement.
Degree
Very good
Good
Fair
Poor
Very poor
Description
Very few or no defects. Degree of defects < 3 (less than w arning).
Few defects. Degree of structural defects mostly less than w arning.
A few defects with degree of defects seldom severe. Extent is only
local if degree is severe (excluding surfacing defects).
General occurrence of particular structural defects with degrees
warning to severe.
Many defects. The degree of the majority of the structural defects is
severe and the extent is predominantly general to extensive.
Below is a discussion of the possible treatments on a road segment.
SDM DITP, 2008 to 2013 142 31 Aug 2010

None
Type
Routine
Reseal
Light
Rehabilitation
Heavy
Rehabilitation
Description
The current condition of the road requires no immediate attention.
For example, new roads, recently rehabilitated roads, or roads
which have recently been maintained effectively.
Routine maintenance is required, i.e. w ork that can be done using
normal maintenance facilities. For example, repair of potholes,
crack sealing, shoulder balding, etc.
More extensive w ork than routine maintenance is needed, aimed
primarily at maintaining or improving the existing road surface.
Some minor preparation w ork, such as patching, may be needed
before the resurfacing is done.
Similar w ork to the reseal but extensive preparation w ork is needed
before resurfacing is done. Resurfacing may also include an
asphalt overlay (< 50 mm).
The road must be put on the rehabilitation programme. Could
include pavement reconstruction, additional layers (asphalt
included), or settlement repairs, but mainly involves strengthening
of the pavement structure.
Below is the different priority that may be recommended for treatment.
Priority
Description
DESCRIPTION OF ROUTINE PRIORITIES
Urgent attention is required. Safety risk, degree of distress so severe
that it is a danger to the road user. The maintenance must be done
A
immediately and deserves continuous attention. For example,
dangerous isolated failures.
Attention is needed w ithin 6 months in order to prevent further
B deterioration. For example, crack-sealing of severe cracks, repair of
surface, etc.
Maintenance w hich should be programmed, such as minor crack
C
sealing and edge repairs.
DESCRIPTION OF RESEAL OR LIGHT REHABILITATION PRIORITIES
Within 1 year: Seal must be done as soon as possible to prevent
A
further deterioration.
Within 2 years: Reseal should be done in the follow ing financial year.
B
Make provision for it in the estimates.
Within 3 years: Work w hich should be scheduled for reseal w ithin the
C
next three years. Re-evaluate in the follow ing year.
DESCRIPTION OF HEAVY REHABILITATION PRIORITIES
2 year programme: Attention must be given to defects as soon as
A
possible. Poor to very poor condition w ith signs of rapid deterioration.
5-year programme: Attention must be given to defects in the medium
B
term. Project must appear on the 5-year rehabilitation programme.
10-year programme: This segment should receive attention in the
long-term. Project should appear on 10-year rehabilitation programme.
C
Consequences of determent not serious as rate of deterioration are
slow or traffic volumes are low .
(d) Outputs
SDM DITP, 2008 to 2013 143 31 Aug 2010

SDM w ill ensure that its Pavement Management System (PMS) is up to date to assist
with prioritising road netw ork improvements.
SDM w ill encourage its Local Municipalities to ensure that the upgrading/maintenanc e
of roads is bias towards roads having a high volume of public transport vehicles.
SDM DITP, 2008 to 2013 144 31 Aug 2010

10 AIRPORTS
10.1 Background
10.1.1 White Paper on National Transport Policy, 1996
The Mission Statement of the White Paper on National Transport Policy (September
1996) states: “To maintain a competitive civil aviation environment which ensure
safety in accordance with international standards and enables the provision of
services in a reliable and efficient manner at improving levels of service and cost
while contributing to the social and economic development of South Africa and the
region.”
Some other important policy statements of the White Paper include:
• Domestic air transport: Policy w ill continue to be based on safety that is
paramount, market driven services, user interest and equal (legal) treatment.
• Aviation Safety: Policy w ill continue w ithin the framew ork of the International
Civil Aviation Organisation (ICAO).
• Airports and airspace: National policy on airports and airspace management
will be formulated, incorporating all stakeholders, including the local authority.
• Industry Promotion: The aviation industry should promote itself to the
various levels of government and to the general public.
• Training: Establishment of a training accreditation system in the broadest
sense, participate w ith industry in programmes aimed at training persons for
the industry.
Furthermore, the White Paper on National Policy on Airports and Airspace
Management of the Department of Transport, states: “The vision for airports and
airport operations in South Africa is as follows: Airports and airport operations which
are safe, secure, effective and efficient, which support RDP goals and objectives,
serve the economy and meet the needs of civil aviation and of users at cost- related
charges and which are economically and environmentally sustainable.”
The Gauteng White Paper on Transport Policy states that: “The planning of a new
airport, or further development of an existing airport, is the responsibility of the airport
owner.”
10.1.2 Situational Overview
TABLE 10.1 contains a list of existing airports in Gauteng, of w hich some
airfields/aerodromes are located in Sedibeng. It is important to note that there is no
legal requirement to register airfields w ith any authority (National, Provincial or Local).
Therefore it is possible that there could be unidentified airfields (other than thos e
listed in TABLE 10.1) w ithin Sedibeng. Also, it is not alw ays necessary to file a flight
plan w ith Air Traffic and Navigation Services (ATNS), as a radio call to the relevant
tow er controller is all that is required prior to any flight being made.
SDM DITP, 2008 to 2013 145 31 Aug 2010

Table 10.1: Airports in Gauteng
Municipality
No of
Airports
Ow nership
Private Public PPP
City of Johannesburg MM 4 4 0 0
City of Tshw ane MM 7 6 1 0
Ekurhuleni MM 10 7 1 2
Sedibeng DM 9 6 3 0
West Rand DM 8 8 0 0
Metsw eding DM 6 5 1 0
Gauteng 44 36 6 2
Three of the minor airports/airfields referred to in TABLE 9.1 w ere further
investigated, namely:
• AerovaalAirport (Vereeniging Aerodrome), near Meyerton
(EmfuleniMunicipality);
• Heidelberg Airfield, near Heidelberg (LesediMunicipality); and
• Vanderbijlpark Airfield, Bophelong (EmfuleniMunicipality)
In addition to the airports/airfields situated in Sedibeng, there are major airports of
importance outside Sedibeng, most notably:
• OR TamboInternationalAirport (ORTIA), KemptonPark;
• RandAirport, Germiston;
• LanseriaAirport, Johannesburg;
• GrandCentralAirport, Midrand; and
• WonderboomAirport, Tshw ane
FIGURE 10.1 is an extract from the Jeppesen Inc TMA map, w hich also show s the
controlled airspace for the major airports in the Sedibeng area.
SDM DITP, 2008 to 2013 146 31 Aug 2010

Figure 10.1: Airports Location and Terminal Management Area Information for
Sedibeng
SDM DITP, 2008 to 2013 147 31 Aug 2010

Further study of the relevant airports was undertaken to establish the status quo and
their plans (if any) for future development. These plans w ere combined to propose a
possible strategy for airport development in the area and critically to plan the access
requirements for each. The airports/airfields and their plans are described below ,
including those of the primary airports outside Sedibeng that has an influence on air
travel in the greater Gauteng and environs.
10.1.3 Description of LocalAirports and Airfields
(a)
AerovaalAirport
AerovaalAirport is located near Meyerton, w est of the R59 Sybrand van Niekerk
freeway. Access to the airport is gained from the R59 through the tow ns of Roshnee
and MeyertonPark, via the R551 Johan le Roux Drive. Facilities at the airfield:
• A main surfaced (asphalt) runway of 1605 metres long by 22 metres w ide
• Short parallel runw ay that is used as a taxiw ay;
• Secondary surfaced (asphalt) runw ay of 1135 metres long by 16 metres w ide;
• There is a s mall terminal building and tow er located on the airfield;
• There are hangars at the airfield and these accommodate micro-light/fixed
wing aircraft;
• The airfield is used for private flying and some business flying. The airfield is
managed by Vereeniging Airport Management Company;
• The airfield is licensed w ith the Civil Aviation Authority (CAA);
• The airfield/land is ow ned by SedibengMunicipality; and
• The airfield does not fall under air traffic control.
AerovaalAirport, Meyerton
SDM DITP, 2008 to 2013 148 31 Aug 2010

(b)
Heidelberg Airfield
Heidelberg Airfield is located adjacent to the N3 National Highw ay and access is
gained through the tow n of Heidelberg via the R42. The airfield has the follow ing
facilities:
• A main surfaced runway of 1175 metres long by 10 metres w ide;
• An adjacent, parallel grass runw ay of the same length that is also used as a
taxiw ay;
• A secondary grass runway that is 700 metres long;
• There are approximately 20 hangars at the airfield and these accommodate 10
micro-light aircraft and 16 fixed w ing aircraft;
• The airfield is used for private flying and some business flying;
• The airfield is managed by a local flying club, the Heidelberg Aviation
Association;
• The airfield is currently unlicensed, how ever the aviation association,
registered as Dream World Investments 362 (Pty) Ltd, has applied to the CAA
for an Aerodrome License;
• The land is leased from the Sedibeng Council on a long-term renew able lease,
and the association has applied to purchase the land from the Council;
• Applications are being received for the construction of more hangars;
• The airfield has no adverse environmental problems to contend w ith and noise
from operations is not a problem at this airfield; and
• The airfield does not fall under air traffic control.
Heidelberg Airport, Heidelberg
SDM DITP, 2008 to 2013 149 31 Aug 2010

(c)
Vanderbijlpark Airport
VanderbijlparkAirport is located near Bophelong, Vanderbijlpark. Access to the
airport is gained from the N1 freew ay via the R57 and R553. Facilities at the airfield:
• A main surfaced (asphalt) runway of 1500 metres long by 16 metres w ide;
• There is a s mall terminal building located on the airfield;
• There are some hangars at the airfield;
• The airfield is used for private flying and some business flying.
• The airfield is not licensed w ith the CAA;
• The ow ner/manager of the airfield could not be confirmed; and
• The airfield does not fall under air traffic control.
VanderbijlparkAirport, Vanderbijlpark
10.1.4 Major Airports in Gauteng
(a)
OR TamboInternationalAirport, KemptonPark
The Airports Company of South Africa’s (ACSA) ORTIA has a highly organised
planning strategy and a team of dedicated personnel to keep the plan updated. Draft
proposals for the foreseeable future and development to an ultimate capacity of 55
million annual passengers is ongoing. The critical aspects are summarised below .
The passenger projections are currently running about tw o years ahead of previous
predictions. The projected 2006 volume w as reached in 2004 and the current annual
throughput is about 16 million passengers per year. ORTIA estimates the current
capacity of the Western Precinct to be reached in about 2012 w hen the passenger
throughput could reach 24 million per year. The team also estimates that the Cargo
Area w ill reach saturation by the year 2010. This means that development of the
SDM DITP, 2008 to 2013 150 31 Aug 2010

midfield area and its attendant access arrangements w ill have to start relatively soon.
This has considerable impact on the road planning in the area.
In addition, it is estimated that the capacity of the present runw ay system w ill be
exceeded once the annual passenger throughput reaches 30 million. This w ill require
additional runw ays to be added w ith their attendant environmental problems. Suffice
it to say that ACSA’s ORTIA team is addressing all of these issues in consultation
with the affected National, Provincial and Local Authorities. Nonetheless, it is noted
that there w ill be considerable problems to be overcome in terms of environmental
impact, land acquisition and, above all, land access. The proposed double parallel
runw ay configuration and southern midfield terminal arrangements can be achieved
as far as the airfield itself is concerned. How ever, access w ill be complex and w ill
require considerable expansion of the road system as w ell as extension of the
Gautrain rail line to serve the southern midfield terminal area.
It has been pointed out by the ORTIA team that the airport itself adds approximately
10 percent to the traffic volumes of the existing road system. Nevertheless, provision
of access to the airport complicates the road system considerably by requiring
additional ramps w ith sub-standard weaving lengths. In addition, to provide for road
capacity and flexibility of routing to the airport, additional roads w ill need to be
provided as a matter of urgency. These roads include the PWV17, PWV15, PWV14,
PWV13, K86 and K88. In addition, other measures such as the Gautrain and
extensions to it may be considered to alleviate the pressure on the road system.
It is noted that ORTIA is now located in an expanding urban area such that traffic
volumes generated by other urban developments are grow ing rapidly. These could
become a limiting factor in ORTIA being able to reach its full projected capacity. This
could have the knock-on effect of requiring another site for a second major
international airport to be found at an early date. It is clear that the traffic aspects of
access to ORTIA as w ell as changes to land use in the area need an in-depth study
to determine if the projected traffic can indeed be accommodated even w ith the
additional roads and other measures mentioned above and discussed later. The
EMM IDP suggested that a study should be launched at an early stage to identify
alternative sites and to reserve the land for another future major international airport
for Gauteng.
The immediate implications of the phenomenal grow th being experienced at ORTIA
and assuming that the present trend continues are that there are and w ill be further
knock-on effects for other airfields in terms of taking up the overflow traffic. This
knock-on effect extends down through the various airfields. The first of these knockon
effects will probably be the relocation of all non-scheduled and low -cost airline
traffic other airports (Lanseria on the West Rand) w hich is the airport in the next level
of hierarchy. Lanseria is follow ed in the hierarchy by Wonderboom in Tshw ane,
Grand Central in Midrand and lastly RandAirport in Germiston. The effects on each of
these airfields are discussed below .
(b)
RandAirport, Germiston
RandAirport is a privately ow ned airport situated in Germiston in the north-east
quadrant of the junction of the N3 and N17 highw ays. Ambitious expansion plans
exist.
The airport’s ow ners are planning to sell off surplus ground as subdivided erven for
the development of airport related activities such as w arehousing and cold storage
facilities to accommodate perishable cargoes. In addition to the airport’s ow n land,
SDM DITP, 2008 to 2013 151 31 Aug 2010

there are a further 50 hectares of developable land adjacent to the airport w hich is
zoned for warehousing type uses. In the light of this and its proximity to City Deep
freight terminal, the airport sees itself as becoming a regional freight and passenger
hub. Traffic expansion is expected w ith the land development, and the major success
of these plans w ill depend largely on being able to get a SADC Regional Operating
licence w ith a reintroduction of customs and immigration facilities.
One problem that the airport management complains about is the restricted road
access. This is relative and despite its proximity to the regional freew ay netw ork,
access from the netw ork is indirect. There is direct access from the north via the N3
to the airport but the return link is not available and has to be made by w ay of the N17
or central Germiston. Also, to take advantage of its proximity to City Deep, it w ould
need improved road access across the N3. There is good freew ay connection from
close to RandAirport to ORTIA and this w ould be improved further w ith the
construction of the PWV13 and PWV14. Major highw ays are located to the south and
west.
(c)
LanseriaInternationalAirport, West Rand
Lanseria International Airport is a privately ow ned airport and is developing at a very
fast rate and has attracted low -cost scheduled traffic aw ay from ORTIA because of
the high costs of operating from there and the lack of guaranteed parking, take-off
and landing slots. With a main runw ay nearly 3000 metres in length, it can
accommodate mid-size jet aircraft. Traffic is growing at the airfield at a high rate.
With this, pressure on the small operators to also move elsew here w ill become an
issue.Lanseria has the advantage of being the only airfield besides ORTIA to have
customs and immigration facilities. Lanseria has poor road access via the R512,
despite its proximity to the N14/R28 Pretoria/Krugersdorp Freew ay. How ever, the
R512 link to the N14/R28 is currently being upgraded by Gautrans. The airport itself
is not near any large industrial areas, except Kya Sands in Randburg.
(d)
GrandCentralAirport, Midrand
GrandCentralAirport revealed that the airport has no expansion plans. It recently lost
its customs and immigration facilities and consequently lost a great deal of traffic,
including all of its cross border regional traffic, and related revenue as a result – all of
the lost traffic migrated to Lanseria. Grand Central has tw o major disadvantages for
airport operations as follow s:
• Firstly, the runw ay is 1850 metres long by 30 metres w ide cannot be
extended. This is not a problem for local general aviation activities but could
become so for international operations.
• Secondly, road access at peak hours is constrained because of congestion on
the primary and secondary highw ays in its vicinity.
The Gautrain rail link is how ever constructing the Midrand Station adjacent to the
property, and large-scale property development of the area by the private sector has
been tabled w ith the City of Johannesburg. This w ill include major upgrades to the
local road netw ork, and improved access to the N1 freew ay.
With this in mind, it seems unlikely that GrandCentralAirport w ill become a competitor
for overflow traffic from ORTIA and Lanseria. Regular complaints are received from
neighbouring residential areas about noise but these are usually proven to be w ithin
the limits of agreed operational procedures and noise standards.
SDM DITP, 2008 to 2013 152 31 Aug 2010

(e)
WonderboomAirport, Tshw ane
Wonderboom is ow ned by City of Tshw ane Metropolitan Municipality and has
ambitious plans to become a major player in terms of regional traffic and has well
advanced development plans to be able to accommodate larger aircraft and
increased traffic. It is planning to extend its main runw ay for this purpose. It sees
itself as providing regional freight and charter passenger as well as possible regional
scheduled passenger services and is w ell positioned in relation to Rosslyn and
northern Tshw ane to do so.Currently, it does not have customs and immigration
facilities and, to a large extent, these ambitions can only be achieved if these services
are restored and it can get a SA DC Regional Operators Licence. This is a licence
category which does not exist at present but is being discussed at Government
planning levels.
10.2 Problem Statement
There are no major airports located in Sedibeng (Lesedi, Emfuleni and Midvaal).
Commercial, freight and passenger air demand is primarily accommodated in
Ekurhuleni (OR Tambo International Airport, RandAirport), the City of Johannesburg
(LanseriaAirport, GrandCentralAirport) and to a lesser extent in the City of Tshw ane
(Waterkloof and Zw artkop air force bases, WonderboomMunicipalAirport).There is
currently no strategy to establish or promote commercial air travel to and from the
district municipality.As these second and third tier airports grow and in due course
accommodate more flights by larger aircraft, the present clients comprising flying
clubs and smaller general aviation, charter and private operators w ill be forced to find
new bases. These w ill be the future tenants at the next low er tier of airports and
airfields in the greater Gauteng.
10.3 Strategy
(a)
General Aviation
General aviation plays a very important role in the overall hierarchy of airfield
operations. Airfields providing for this need to be protected, further developed and
new airports established as required. General aviation comprises of charter
operations for passengers and freight as w ell as flying schools and private flyers of all
descriptions. All of these operations are conducted on an informal basis compared to
scheduled operations, but must adhere to nationalsafety procedures and
communication protocols (CAA). Because of this informal operation, the practitioners
prefer to operate out of small fields conveniently located and at an affordable cost.
Flying clubs play a primary role in the training of pilots w ho eventually become
available for commercial flights.
The established airport/airfield hierarchy w ill remain. This comprises ORTIA as the
main international and regional hub w ith a future international airport at the same top
level. The top level is supported by Lanseria at the level of secondary international
and regional hub. The third level of airfield w ould include Rand and Wonderboo m
providing local and regional charter and freight services with customs and immigration
facilities and accommodating s mall and medium jet aircraft. Lastly, fourth tier
SDM DITP, 2008 to 2013 153 31 Aug 2010

providing for general aviation freight and passenger charter facilities as w ell as private
operations.
(b)
Access to Airports/Airfields
Access to the tw o Sedibeng airports and any future airports by all modes of transport
needs to be considered. The transport modes to be considered are private and public
transport using the road system, as w ell as rail.
Road System: Access to all the airfields w ill remain by road using either private or
public transport (bus/taxi), including freight. Provision of direct road access to the
freeway system should only be considered if the airports become commercially
active, and should form part of the future airports strategy.
Rail System - AerovaalAirport: A Prasa/Metrorail main line betw een Vereeninging
and Johannesburg is situated approximately 4,5 km w est of the airfield, w ith the
nearest station at Kookrus (approximately 4,0 km) in Meyerton South. Local lines
connected to this main line serves the Meydustria industrial area, the closest of w hich
terminates approximately 2,0 km from the airfield. Connection betw een the airfield
and the main Vereeniging/Johannesburg line may be possible, but w ill require further
study.
Rail System - Heidelberg Airport: A Prasa/Metrorail main line betw een Heidelberg
and Johannesburg is situated approximately 1,8 km north- w est of the airfield, w ith
the nearest station of Heidelberg (approximately 1,3 km) directly linked to the airfield
over the N3 freew ay. No other local lines exist in the area. Connection betw een the
airfield and this line may be possible, but w ill require further study.
(c)
Environmental Issues
The main environmental issue affecting airports is noise pollution. This may prohibit
further development and associated air traffic increase, which could lead to closure or
relocation. Secondary factors are storm w ater and ground w ater pollution by fuel
spillage and biodiversity loss due to expansion. Establishment of new airfields
requires exhaustive environmental study and consultation w ith interested and affected
parties. Should there be sympathy for developing a strategy of consolidation, it could
be a long process, w hich w ill be closely linked to environmental impact.
10.4 Outputs
SDM w ill support and cooperate w ith future studies to investigate the commercial
and/or private development of the AerovaalAirport located in Heidelberg and other
local airports, including new airports.These studies w ill ideally be undertaken in
conjunction w ith the EMM’s proposed study to establish industry preparedness for the
consolidation of existing general aviation facilities in the province and to find suitable
sites for general aviation airfields in Gauteng.
SDM w ill ensure adequate road access to exiting airports/airfields.
SDM w ill investigate opportunities to enter into a public-private-partnership for the
development and operation of airfields in Sedibeng.
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11 FREIGHT TRANSPORT
11.1 Background
11.1.1 General
As the major regulators and providers of the freight transport infrastructure, the
national and provincial departments of transport have responsibilities in terms of the
NLTTA and the associated NLTSF, as w ell as the administration of the National Road
Traffic Act, to incorporate freight transport movements into Transport Plans. Although
this section w as repealed, it is still relevant for the GautengProvince.
Clauses 18(3) and 18(6) of the NLTTA respectively require that:
• Transport plans must be developed so as to enhance the effective functioning
of cities through integrated planning of transport operators, including freight
movements.
• The MEC must ensure co-ordination of the planning process of all planning
authorities under the jurisdiction of the province and must ensure that all plans
address freight movements.
Follow ing on from the development and publication of the National Freight Logistics
Strategy (NFLS) by the DoT, GPTRW embarked on the development of a Freight
Transport Implementation Strategy for Gauteng(2009) w ithin the framew ork provided
by the NFLS.Province recognised the need to incorporate freight transportation
planning into the province’s transportation planning process.
Some w ork already undertaken includes:
• the establishment of a freight transport databank in conjunction w ith the DoT;
• study on the freight corridors in Gauteng;
• study on rail freight in Gauteng;
• study on air freight in Gauteng; and
• commencing preparatory w ork on establishing a freight transport framew ork
for Gauteng.
The development of a Freight Transport Implementation Strategy for Gautengw as
guided bythe follow ing principles:
• Strong emphasis on integration, co-ordination and good governance in
developing and implementing the strategy;
• Complement the National Freight Logistics Master Plan;
• Support national economic, industrial, social and sustainable development
objectives;
• Support regional and local economic development (LED) objectives;
• Be aligned w ith IDPs, ITPs, metropolitan and regional development and
planning framew orks including corridor densification initiatives;
• Serve as a tool to guide decisions on appropriate levels of investment that
have a positive impact on the freight transport and logistic system;
• Facilitate programmes and initiatives that lead to a closer and more strategic
working relationship betw een Government and the freight logistics industry;
SDM DITP, 2008 to 2013 155 31 Aug 2010

• Support GPG goal of making Gauteng a globally competitive city region; and
• Contribute to the realization of NEPA D goals of regional integration.
11.1.2 Overload Control
The GPTRW has embarked on a project to develop and implement a strategy for
controlling overloading in order to protect the province’s road network. The
Department has committed itself to address the overloading of vehicles as one of its
highest priorities. The intention w as to develop short, medium and long ter m
strategies w ith the aim of reducing overloading from an estimated extent of betw een
15 and 30 per cent of all heavy vehicles to 5 per cent (including vehicles overloaded
but w ithin the allow able tolerance limits). The first strategy was completed in June
2000 and has been updated and refined on an annual basis.
The RTMC data reveals the significant number of heavy goods vehicles in the
GautengProvince operating the highest vehicle kilometres in the smallest national and
provincial road netw ork in the country. This is a reflection on the elaborate economic
activities in Gauteng that is driven by road based transportation. A large percentage
of road freight enters and leaves the province on seven major corridors as indicated
in TABLE 11.1 and FIGURE 11.1.
Table 11.1: Major Heavy Vehicle Corridors in Gauteng
Corridor
Description
N3/R23
Johannesburg - Heidelberg – (Durban)
N1/R59
Johannesburg – (Bloemfontein - Cape Town)
N4
Pretoria/East Rand/Jhb – (Nelspruit - Maputo)
N12/N4
Johannesburg – Witbank - Nelspruit
N1/R101 Pretoria/Johannesburg – (Polokw ane – Beitbridge)
N4/R514 Pretoria/Johannesburg – (Rustenburg – Botsw ana)
N12/N14/R501 Johannesburg – (Potchefstroom –Kimberley – Namibia)
Source:Gauteng Overload Control Strategy, 2000.
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Source:Gauteng Overload Control Strategy, 2000.
Figure 11.1: Major Heavy Vehicle Corridors in Gauteng
SDM DITP, 2008 to 2013 157 31 Aug 2010

Because of the high density of the road network in Gauteng, there are a multitude of
alternative/ escape routes that operators can use to avoid operational w eighbridges
(see TABLE 11.2). Therefore the roving screening teams often have to operate in an
area rather than on a specific route.
Table 11.2:Major Alternative/ Escape Routes HGV in Gauteng
Route
R21
R101
M35
M35
M35
M35
R80
M20
R566
R513
R514
R104
R55
R511
R512
R573
R573
R573
R513
R513
R513
R25
R25
R515
M10
M6
M30
R50
R511
R55
R101
M18
M17
Description
Pretoria to ORTIA
Paul Kruger Str. to Hammanskraal
Soutpan Road
at Soutpan
D318 to Mabopane
D318 to Mabopane
Pretoria to Mabopane
Rosslyn to Morula Sun
Pretoria North to GaRankuw a
M1 to w est
Van der Hoff road to w est
Pretoria to Hartbeespoort Dam
Centurion to R28
N4 to R28
R28 to north
Zambezi drive to Moloto
N1 to R573
R573 to Cullinan
R101 to Cullinan
R573 to Rust de Winter
Ekandustria to R25
Bapsfontein to Bronkhorstspruit
Bronkhorstspruit to north
Cullinan to R25
Hans Strijdom road
Hans Strijdom to R25
Hans Strijdom to R25
N1 to Bapsfontein
R28 to south
R28 to south
R28 to Midrand
R28 (Botha Ave.) to Olifantsfontein
Hornsnek
FIGURE 11.2 show s the existing and proposed new weighbridges in Gauteng.
Weigh-in-motion is also carried out in the Province (see FIGURE 11.3).
SDM DITP, 2008 to 2013 158 31 Aug 2010

Source:Gauteng Overload Control Strategy, 2000.
Figure 11.2: Existing and Proposed Weighbridges in Gauteng
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Figure 11.3: Corridors for the Movement of Heavy Vehicles and Existing and Proposed Weighbridges in Gauteng
Source: DoT
SDM DITP, 2008 to 2013 160 31 Aug 2010

Management and Operations:The Overload Control Gauteng (OCG) committee,
which is a joint provincial and local government governance structure, is utilized as a
forum for planning, co-ordination and evaluation of overload control activities in
Gauteng.Five of the six provincial w eighbridges in Gauteng are operated and
managed in-house. The sixth w eighbridge, namely the dual facility on the N3 at
Heidelberg is managed and operated on a PPP basis in the form of a management
contract. This facility is operated daily on a 24-hour basis.All the municipal
weighbridges are operated and managed in-house by municipal traffic officers.A
public-public partnership has been formed betw een the various municipalities that do
overload control and the GPTRW. In terms of this partnership, GPTRW makes funds
available to pay for overtime for municipal traffic officers performing overload control.
How ever, there is need for additional investment in infrastructure and technology to
enhance overload control at municipalities.
Information Management:It is essential that management at all levels is able to
access up-to-date reports on overloading enforcement activities. Key subsets of
information are monitoring of overloading and heavy vehicle volumes, static vehicle
weighing, manpow er and operations, and court cases.The permanent traffic counting
stations w ill also be used to evaluate changes in heavy vehicle volumes as a result of
the implementation of the overload control strategy.Static vehicle w eighing data forms
the basis of most of the reporting related to overloading control at w eighbridges and
include statistics on top offenders, maximum overloads, commodity and foreign
operator statistics, vehicle class statistics and E80 statistics.Information regarding
manpow er and w eighbridge operation is important primarily to management
resources, budgeting, and effectiveness in the Provincial Directorate: Traffic
Management, both at the head office and the regional offices.Because of various
problems that are related to court cases it is important that the success of
prosecutions is monitored on an ongoing basis.
Weight-in-Motion:There is opportunity to research the application of w eigh-in-motion
technology on Gauteng roads in order to save on infrastructure and operating
costs.The main culprit for the high level of road damage is axle overloading not gross
overloading.The utilisation of w eigh-in-motion technology is relevant for an urban
environment.In order to implement unmanned w eigh-in-motion there is need to review
regulatory changes to facilitate the use of this approach.
Self Regulation:Work is underw ay to introduce a Road Traffic Management System
(RTMS) for management and self-regulation of the industry. The system is intended
to reduce the number of police stops required for law enforcement application on
Heavy Goods Vehicles. Part 1: Operator Requirements-Goods w as published by the
SABS as a recommended practice, w ith the intention of becoming a national
standard. Part 2 and 3 – RTMS Standards for Consigners and Consignees are in
preparation.There is need for the DoT and GautengProvince to develop incentives to
encourage industry to comply w ith the recommended practice of self regulation.
Registered participants could earn concessions on vehicle insurance, toll fees, less
delay at traffic management control centres/w eighbridges, etc.
11.1.3 Abnormal Loads
There are few companies in South Africa that specialise in the transportation of
abnormal goods, some of w hich are NATRO Freight, Mammoet, and Vangaurd. The
DoT in partnership w ith the CSIR, RFA, Provinces and other organisations
established a committee to address overloading and abnormal loads.
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The transportation of abnormal goods is highly dangerous and has a huge impact on
other road users, communities and infrastructure. Super-loads usually travel at snail’s
pace and traffic officials are requested to accompany vehicles for the duration of the
trip to ensure minimum interruption of traffic flow .
If the vehicle including the load meets one of the follow ing, then it is classified as an
abnormal load: at least 26 ton w eight; at least 2.6 m w idth, or at least 4.3 m height.
Route planning is carried out by the applicant. There is detail planning of the route for
the transportation of the extra-heavy freight through the national road netw ork. Tow ns
and cities along the route are notified in advance. Depending on the magnitude of the
load traffic officials may be required to escorts the abnormal load. Traffic officials will
only escort the load w ithin their municipal boundaries. Therefore, loads traversing
several municipal boundaries and Provinces require involvement of the respective
traffic officials. Further, abnormal loads traversing Provinces require a permit from
each Province.
The criteria for vehicle escort are as follow s:3.3 m w idth – 1 escort; 3.8 m w idth – 2
escort; and 4.8 m w idth – traffic police escort.
In areas w here travelling is difficult and traffic may be severely affected, it is often the
responsibility of the transporter to construct special lay-byes onto w hich the heavy
vehicles are draw n from time to time to allow for passing traffic.
Applicants are required to apply for a permit for each consignment through the
provincial department of transport in Pretoria. The permit details the destination, type
of load carried and the route to be follow ed, and the estimated w eight. The
information must be fairly accurate in order for the traffic officers to approve the
abnormal vehicle and load through the various municipal boundaries. The duration for
the application of a permit varies from one to three days.
The common routes for NATRO from the GautengProvince are N3 (Durban), N1/R59
Cape Tow n, N4 to Botsw ana ultimately Zambia, and N17 to RichardsBay.
The abnormal load can only be transported during w eekday from 6:00 to 18:00, but
not during peak periods. The industry is advocating for the review of this rule w hich is
based on an outdated TRH 11 guideline document. Hence the CSIR and DoT are
currently review ing the TRH 11 guideline document that w ill further improve the
process.
11.1.4 Hazardous Materials
Many mineral inputs that are integral factors of industrial production are poisonous,
flammable, explosive, corrosive or in other w ays potentially harmful.Strict government
regulations have been imposed to control the transportation of hazardous materials
and substances. The classification systems for hazardous materials have been
implemented. In doing this, DoT adopted the recommendations of the United Nations.
Vehicles carrying hazardous materials must be identified by the correct signage and a
trained driver must carry documentation to supplement the information on the sign.
The legislation for the transportation of hazardous materials is included in Chapter 8
of the National Road Traffic Act, 1996, as well as other additional Sections and
Regulations contained in the Act. The South African Bureau of Standards (SABS) has
SDM DITP, 2008 to 2013 162 31 Aug 2010

also developed standard specifications relating to the transportation of hazardous
materials. A list of these codes is as follow s:
• SABS 0228 - The identification and classification of dangerous goods
and substances:This code identifies each of the substances or goods listed
as dangerous and sets out information including the United Nations number,
the correct technical name and other information pertinent to the substance.
• SABS 0229 - The packaging of dangerous goods for road and rail
transportation:This codes contains information on acceptable packaging for
dangerous goods and substances and also includes requirements for the
testing of packages and the correct marking and labelling of packages.
• SABS 0233 - Intermediate bulk containers for dangerous
substances:This code stipulates the requirements for intermediate bulk
containers and covers the suitability of the containers and the substances that
are permitted to be transported in the intermediate bulk containers.
• SABS 1518 - Design requirements for road tankers:This code stipulates
design requirements for normal road tankers transporting dangerous goods
and includes the type of materials permitted in the manufacture of the tankers.
• SABS 1398 - Road tank vehicles for petroleum-based flammable
liquids:This code stipulates design specifications for tankers transporting
petroleum-based flammables.
• SABS 0230 - Inspection requirements for road vehicles:This code includes
statutory inspection requirements for all vehicles transporting classified
dangerous goods including the safety aspects of both the motive unit and the
goods containment area. Minimum inspection requirements by both in-house
and outside agencies are listed.
• SABS 0231 - Operational requirements for road vehicles:This code sets
out operational rules and procedures for transporting dangerous goods and
substances and includes the responsibilities of the ow ner/operator of a
dangerous goods vehicle. The code specifies driver qualifications and driver
duties before transporting dangerous goods as w ell as behaviour expected on
route. The code also includes a statutory requirement for the drafting of
operational agreements betw een the responsible parties for the loading,
transportation and off-loading of dangerous goods.
• SABS 0232 Part 1 - Emergency information systems:This code includes
details of new placarding requirements for vehicles transporting dangerous
goods and information on individual exempt quantities and the compatibility
requirements of multi loads.
• SABS 0232 Part 3 - Emergency information systems:This code contains
information on emergency response guides to be used in the case of an
incident. Certain aspects of the above codes of practice w ill be incorporated in
law enforcement procedures pertaining to the transportation of classified
dangerous goods and substances and w ill be explained during the course of
the training.
SANS 10228:2006, The Identification and Classification of Dangerous Goods for
Transport details the classification of dangerous goods and indicates on w hich modes
of transportation the respective goods are dangerous. The standard classifies
dangerous goods according to nine classes, relating to the type of hazard and three
packing groups relating to the degree of danger posed w ithin the class.
The nine classes of dangerous goods are:
• Class 1: Explosives
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• Class 2: Gases
• Class 3: Flammable Liquids
• Class 4: Flammable solids, substances liable to spontaneous combustion and
substances that emit flammable gases on contact w ith w ater
• Class 5: Oxidising substances and organic peroxides
• Class 6: Toxic and infectious substances
• Class 7: Radioactive Material
• Class 8: Corrosives
• Class 9: Miscellaneous dangerous substances and articles
The standard is compulsory as it is referred to in several acts and regulation including
the Hazardous Substances Act 15 of 1973, the National Road Traffic Regulations
2000 of the National Road Traffic Act 93 of 1996, and the minimum requirements for
the handling, classification and disposal of hazardous w aste of the Department of
Water Affairs and Forestry.
SANS 10228 forms the basis of all dangerous goods standards because the
classification determines how dangerous goods are to be:
• Packaged (SA NS 10229-1: Packaging and large packaging for road and rail
transport. Part 1: Packaging).
• Transported (SANS 10231: Transportation of dangerous goods – operational
requirements for road vehicles and Parts 1 to 3 of the SANS 10232:
Transportation of dangerous goods – emergency information systems).
• Stored (SANS 10263: The w arehousing of dangerous goods - enclosed
storage areas and covered and uncovered outdoor storage yards).
These guidelines form a significant part of the Incident Management System for road
transportation and also provide a guide on the more appropriate mode of
transportation of dangerous goods.
11.1.5 Five-Point Intervention Plan for the Gauteng Freight Strategy
TABLE 11.3 contains a summary of the Five-Point Intervention Plan for the Gauteng
Freight Strategy.
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Table 11.3: Five-Point Intervention Plan for the Gauteng Freight Strategy
Category
Institutional
Training
Policy
Planning
Freight
Intervention
Establish
Gauteng Freight
Forum
Skills and
capacity
development
Dedicated
freight transport
training
Amend freight
transport policy
and legislation
Coordinate
economic
reform w ith
freight transport
planning
Develop air
quality
management
policy for
Gauteng
Improve
Gauteng
logistics system
Plan for freight
transport for the
2010 soccer
event
Update freight
data bank on
continuous
basis
Implement
modelling
methodology for
freight
prioritisation
Implementation Projects
Project Plan 1 includes:
• Institutional reform
• DPTRW must participate in the Freight
Logistics Sub-sector Task Team
Project Plan 2: Departmental function
Project Plan 3 includes:
• Supply chain & logistics training
• Freight transport planning training
Project Plan 4: Amend transport policy
Project Plan 5: Amend legislation
Project Plan 6: Coordinate economic reform
Project Plan 7: Develop air quality policy
Project Plan 8: Prepare as State of Logistics
report for Gauteng
Project Plan 9: Develop an integrated
logistics and supply chain solution for rural
areas and small businesses
Project Plan 10 includes:
• Actively promote freight transport by rail
during the 2010 soccer event
• The road freight industry must plan for the
potential impact of the 2010 soccer event
• All Gauteng host cities must ensure that
transport plans include freight
transportation
Project Plan 11 includes:
• Freight movements
• Freight forecasts
• Freight accidents & incidents
Project Plan 12 includes:
• Integrate freight traffic in provincial traffic
model
• Model economic implications
SDM DITP, 2008 to 2013 165 31 Aug 2010

Category
Implementation
Freight
Intervention
Prepare freight
management
plan for
Gauteng
Prepare air
cargo plan for
Gauteng
Implement the
spatial planning
model for
Gauteng
Implementation Projects
Project Plan 13: Prepare freight netw ork
management plan for Gauteng
Project Plan 14: Prepare local freight
planning guidelines for Gauteng
Project Plan 15: Air cargo plan
Project Plan 16: Approve freight road
netw ork plan
Project Plan 17: Plan inland port and hubs
Project Plan 18: Establish Sentrarand as
inland port
11.2 Problem Statement
The SDM lies to the south of Gauteng and is removed from the hub of economic
activity in the central areas of the Province. Although limited, there are strong
linkages to the central areas of the Province. The Vaal Triangle (Vanderbijlpark,
Vereeniging and Sasolburg) is associated w ith the production of steel and fuel
(ISCOR and Sasol), as w ell as other types of heavy and noxious industrial activities.
Furthermore the agricultural is also a primary contributing sector to the regional
economy.
Spatial Economic and Industrial Overview : The SDM economy is dominated by
the manufacturing sector w hich contributes approximately 32,4% to the total local
economy. Sub-sectors include fabricated metal and the chemical sector. Other
sectors include inter alia: the services, transport and construction sectors. Industrial
activity is a major component w ithin the SDM economy. The ISCOR steel plant, the
Samancor ferromanganese plant and the chemical activities revolving around SASOL
are major economic stimulants contributing substantially to the economic base and
employ ment pool of the municipality. Manufacturing w ill remain the dominant
economic sector in the region and should thus remain the key sector on w hich
revitalisation efforts should be focussed. This sector also has strong backward
linkages to support and enhance the region’s economic base. Manufacturing is
responsible for 42% of the economic activities of the Vaal region (Vaal Logistical Hub
brochure).
The Vaal Logistical Hub: The Sedibeng Grow th and Development Strategy promote
the development of the Vaal Logistical Hub. The proposed hub consists of an
InternationalAirport, container terminal, and Industrial Development Zone. A feasibility
study was carried out by the private sector and the proposed node for the
development is the south-east quadrant of the intersection of the R54 and N1. The
hub is considered critical for the regeneration and diversification of the Vaal economy,
and has the potential of creating 60 000 new employment opportunities in the Vaal.
The Vaal Logistical Hub is view ed by the Sedibeng District Council as the most
innovative initiative in this regard and is totally committed to ensure that the VLH
becomes a reality (Source: Vaal Logistical Hub Brochure).
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Activity Areas: There are three prominent industrial activity areas w ithin the SDM:
• ISCOR - ISCOR is a major and extensive industrial development and
contributes to the emphasis of the significance of industrial activity w ithin the
SDM. Industrial activities related to ISCOR are mainly situated around
Vanderbijlpark and Vereeniging.
• Linear industrial development along R59 from Kliprivier to Meyindustria - The
most important industry along this strip is Samancor and relates mainly to
heavy and noxious industrial activities.
• Heidelberg - Significant industrial activities in and around the Heidelberg
complex include the BAT cigarette manufacturing plant and ESKORT meat
processing. There are also numerous lesser industrial activities concentrated
in this area.
Other major industrial and commercial areas include: Duncanville, Peacehaven,
Leeukuil, Pow erville and Vereeniging Industrial. There are commercial uses such as
warehousing, distribution activities and transport businesses interspersed with the
above-mentioned industrial uses. Retail and business activities are concentrated
around the Central Business Districts (CBDs).
Major Transport Network: The SDM is serviced by and extensive road network and
prominent national roads. Freew ays traversing and connecting the area include the
N1, R59 and N3. These routes connect the District predominantly to CoJ and EMM.
The main north south routes are:
• N1 Toll road and the N3 both being of national significance;
• R553 – the Golden Highw ay –linking Vanderbijlpark through Evaton/Sebokeng
tow ards Johannesburg in the north;
• R59 running parallel to the N1 – as main north-south linkage linking
Vereeniging/ Vanderbijlpark w ith Meyerton and extending tow ards Alberton
and Ekurhuleni; and
• R82 as a secondary north-south link.
The main east-w est routes are:
• R42 is the main east-w est link stretching from Lochvaal to Vanderbijlpark,
Vereeniging, Heidelberg and Nigel tow ards Endicott and Delmas;
• N17 w hich is of national significance; and
• R29.
The SDM is also w ell served by rail infrastructure. Rail is not available on all the main
transport corridors and there is a lack of connectivity to major road infrastructure. The
R59, M61 and commuter rail line running parallel to each other from Meyerton
Northw ards have the potential to be developed into a functioning and effective
development corridor w hich could accommodate major transport routes and connect
large activity nodes within the region. The development corridor w ill aim to provide
appropriate and sustainable regional accessibility and mobility as well as economic
concentrations offering mixed-use development opportunities and job opportunities.
Issues List: The freight transportation problems and issues include:
• lack of route control (e.g. past schools);
• no parking control in low income areas;
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• no overnight truck stops;
• inadequate control of transport of dangerous goods; and
• no direct rail freight line betw een Vanderbijlpark (Mittal) and Ekurhuleni
(ORTIA).
Conclusion: Although Sedibeng is removed for the economic core of the Province, it
is clear that the region has the potential to contribute to the expansion and
enhancement of industrial and economic activities in general in the Province due to
their active manufacturing and industrial sectors. Mobility and accessibility should be
improved to ensure more effective freight movement into the economic core to
contribute on a greater basis to the central economic activity areas.Ultimately
integrated spatial planning and transportation planning w ill be achieved through the
Global City Region. How ever, in the interim, there is need for coordination among the
local authorities to ensure integrated planning, and avoiding destructive regional
competition to support the freight logistics industry and position the district and
province as a global competitor. There is a need for institutional coordination to
sustain the law enforcement program for the benefit of the freight industry and society
at large.
11.3 Strategy
A strategy for freight for Sedibeng w ill take cognisance of the follow ing:
• A major freight route system should be defined in Sedibeng including major
roads that provide access to economic activity but preferably bypass
congested, central areas (CBD’s). Heavy vehicles should be encouraged to
utilise this system.
• Discourage freight traffic during peak hours w hen traffic demand is highest.
• Provide adequate stopping facilities for trucks including emergency lay-bys
and overnight facilities.
• Loading facilities should be provided at activity centres and within CBD’s to
minimise conflict in the travelled w ay. Such facilities include on- and off-street
loading bays. Large development should provide on-site loading bays.
• Freight traffic safety must be controlled by means of speed and overloading
control measures.
• Truck traffic through residential areas must be discouraged/prohibited in the
interests of safety, the environment and traffic congestion.
• Time control measures should be implemented w here justified w ith regard to
the restriction of loading during peak hours and especially in CBD’s.
• Heavy freight transport should be encouraged to use the rail netw ork rather
than road netw ork.
11.4 Outputs
SDM w ill promote safe and efficient transport of freight by road and rail by means of
developing a Freight Transport Management Plan (FTMP) considering overload
control, abnormal loads and transporting hazardous materials.The follow ing outcomes
are applicable:
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• Undertake an assessment of freight transport in Sedibeng, w hich should lead
to a Problem Statement.
• Undertake an assessment of the stakeholders and their relative interest in
achieving a successful freight and logistics strategy as well as their
contribution and roles.
• Undertake an assessment of the state of the freight and logistics economic
cluster in Sedibeng and identify the key challenges that the cluster faces in
supporting the global and regional competitiveness of key traded clusters and
sectors w ithin the broader provincial sense.
• Identify the objectives of a freight and logistics implementation strategy for
Sedibengin consultation w ith key stakeholders.
• Identify key challenges to achieve the objectives of the implementation
strategy, e.g. the lack of consolidated and reliable data; lack of clarity on a
third international airport; competition for road space; absence of formal coordination
structures betw een the different spheres of government as w ell as
with the private sector.
• Identify possible solutions or options to address the key challenges.
• Recommend specific interventions to implement the strategic responses, e.g.
declare certain corridors to be freight corridors; location of logistics hubs,
interventions in the business environment to support the development and
upgrading of the logistics cluster.
• Identify the most appropriate institutional arrangements (co-ordination
structures) to implement the freight transport and logistics strategy including
what roles the different spheres should undertake.
• If found to be necessary, make recommendations on w hat additional buy-law s
are required to effectively implement the proposed strategy.
SDM w ill further explore the establishment of a centralised truck stop facility/hub in
the Meyerton industrial area next to the R59 freew ay to accommodate freight
movements to amongst other places Ekurhuleni and City Deep, based on the initial
investigation done by GPTRW.
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12 NON-MOTORISED TRANSPORT
12.1 Background
Non-motorised transport (NMT) is any means of transportation w hich is not supported
by a motor. This can be cycling, animal draw n carts, hand pushed trolleys and
walking. Most people use a mix of motorised and non-motorised transport to mov e
around. NMT modes can provide intermediate technology that could significantly
improve the transport availability at a cost more affordable to a far greater number of
people than the motorised technologies. Better pedestrian and bicycle mobility are
the transport options that can create a w in-w in situation betw een improved economic
productivity, social coherence and an improved physical environment.
A national bicycle transport initiative know n as Shova Lula (or Ride Easy) has been
initiated. The programme is in the first instance targeted at primary and secondary
school students in most disadvantaged rural and urban settings. In a later phase it is
hoped to focus on the many thousands of urban workers and rural workers who
currently have to walk long distances to get to w ork. It has grow n into an exemplary
joint initiative betw een national, provincial and local government and the South
African NGO Afribike, supported by partners in the US, UK and the Netherlands.
Together they have been able to procure low-cost new and used bicycles and have
developed a delivery chain that includes a container-based shop, a cycle repair
training course and light engineering modifications to produce load carrying w orkcycles.
They are also running a scholar programme and a w omen's training
programme.
The main pedestrian safety issues were tabled at a sectoral w orkshop in
GautengProvince w here a developmental strategy w as formulated. This is
summarised below :
• Travel distances: Walking times must be w ithin 15 min from and to the public
transport services. The walking distance betw een modes at transfer facilities
must be w ithin 500m.
• Multi modal transport facilities: A need arose to improve pedestrian safety
at public transport facilities. This includes ensuring adequate lighting provision
in the area, on the street and along the main routes.
• Education, communication and training: It w as noted that there was a lack
of pedestrian education and training on pedestrians. Community involvement
(e.g. scholar patrols etc) is required. Aw areness and training of basic
engineering services would be advantageous in informal settlement areas,
shopping centres and parking areas etc.
• Speed management: There is a lack of a speed management plan for high
volume roads. This information is required for pedestrian management and
evaluation purposes. Part of the CBD renew al process, should be to draft a
plan to address issues such as speed, taxi operations, informal trade and
driver and pedestrian discipline in the CBD’s. The speed management plan
should focus on freeways, schools, informal settlements and other pedestrian
sensitive areas.
• Traffic Safety: There is a general lack of visible policing in the metro. Law
enforcers focus on petty transgressions due to fear of personal safety and
inadequate adjudication processes.
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• Pedestrian Safety: There is a lack of safe pedestrian and cycle w ays –
especially along high volume, busy roads. The lack of pedestrian crossing
facilities on freeways poses a threat to pedestrian safety as pedestrians cross
busy roads under dangerous circumstances.
12.2 Problem Statement
The increased use of w alking and cycling, as alternative modes of non-motorised
transport, and the sensitive application of facilities for these vulnerable road users,
can make a significant difference to road safety and congestion levels. They also
represent sustainable transport modes, w hich are beneficial to the environment.
12.3 Strategy
There is a direct link betw een the effective renewal of decaying urban areas and the
provision of infrastructure for non-motorised transport. This aspect is included in the
follow ing vision for the roll-out of non-motorised transport in Sedibeng.
• Reduce the cost of urban transport for NMT users:This can be achieved
by increasing the speed, user directness and safety of NMT traffic. This
primarily requires proper access w alkw ays, extra NMT-only route links to
avoid detours and separate w alkw ays and frequent crossings along all
important MT roads.
• Enable the safe use of bicycles for longer distance trips:The bicycle is an
extremely attractive low -cost transport option w hen many trips are made
annually. Traffic safety elements must be increased to enable and promote
cycling as a transport mode. This must be supplemented by an efficient
bicycle route netw ork and programmes targeting w omen and children.
• Reduce the number of pedestrian casualties:Pedestrians are the most
vulnerable road users w hen it comes to traffic accidents.
• Integration of NMT and public transport:Widespread provision of secure
end-of-trip facilities is required especially w hen an integration of NMT and
public transport is required.
• Promote NMT infrastructure:Safe pedestrian crossing facilities are essential
on all roads, and the crossings must be frequently placed so that pedestrians
do not jayw alk and form inappropriate desire lines. Separate pedestrian
walkw ays that are inaccessible for motor vehicles are necessary.
• Develop pedestrian malls in the CBD areas of SDM:Pedestrian malls are
pow erful tools in urban renew al strategies and should be integrated w ith public
transport facilities.
• Promote and facilitate non-motorised travel in the area as a viable
transport mode:This includes promoting w alking and cycling through
initiatives such as Shova Kalula. This w ill include improving the security and
attractiveness of walking and cycling and education and training w hile
involving communities and schools.
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12.4 Outputs
SDM w ill develop a course Area-wide Master Planto be able to provide for proper
netw ork planning for NMT purposes. This may include strategies covering pedestrian
precincts, encouraging low cost mobility, the need for pedestrian/bicycle crossing
facilities and pedestrian safety.
SDM w ill promote the use of bicycles and especially among learners through the
project called Shova Kalula.
SDM w ill promote the principle that new roads being designed for high density areas
should make provision for pedestrian sidew alks.
SDM w ill explore and use funding opportunities for the implementation of NMT
projects.
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13 WATERWAYS PLAN
13.1 Background
Regulatory and Institutional Arrangements
The promulgation of the Merchant Shipping (National Small Vessel Safety)
Regulations 2007 brought into effect a new regime for regulating s mall vessels on
inland w aters:
• Marine Notice 13 of 2007 issued by the South African Maritime Safety
Authority (SAMSA) setting out SA MSA’s policy in terms of the Merchant
Shipping (Small Vessels Safety) Regulations 2007 as amended
• the Merchant Shipping Act, 1951 (Act 57 of 1951), Merchant Shipping
(National Small Vessels Safety) Regulations, 8 Aug 2007
Inland w aters mean all w aters accessible to the public, and include the w aters
contained w ithin ports, fishing harbours, lagoons, rivers, dams, w etlands and lakes.
Authorised Agencies
The Authority means the South African Maritime Safety Authority (SAMSA). An
Authorised Agency means a governing body, club or organization designated by the
Authority to fulfil the Authority’s functions, in terms of the Act.
The Regulating Authority means the person, body or authority having jurisdiction over
the shore or inland w aters concerned.
An Enforcement Officer means a police official (a member of the SA Police Services,
Municipal Police Services, a person designated by the Minister as a police official, or
a member of the SA National Defence Force) or any person designated as an
enforcement officer by the Authority. Such enforcement officer may:
• board and inspect a small vessel;
• demand all reasonable assistance from the ow ner or skipper;
• require the ow ner or skipper to produce identification or any of the certificates
required by these Regulations; and
• direct the movement of the vessel or prohibit the operation of a small vessel
Controlled events are exempted from these Regulations, but application must be
made to the Authority not later than 10 days before the event.
Safety Requirements for Sport and Recreational Vessels
Category R vessels are vessels categorised as operating solely on inland w aters.
The Act and Regulations now provide for Category R Sport and Recreational Vessels
(not applicable to sailing vessels less than 9 metres, pow er driven vessels under 15
hp and vessels pow ered by human pow er alone) on inland w aters:
• each vessel to be recorded and marked.
SDM DITP, 2008 to 2013 173 31 Aug 2010

• the structure, equipment, appliances, arrangements and material of the vessel
be initially inspected in order for
• the vessel to obtain a certificate of fitness issued by the Authority
• a renew al inspection annually to ensure the structure, equipment, appliances,
arrangements and material comply w ith the requirements of the Regulations
• the Director General of Transport is responsible for a database of vessels and
ensuring that the information is available to the relevant authorities and
organisations
• the Authority and the Authorised Agencies are responsible for ensuring the
Director General receives the vessel markings.
Crew ing
The Act and Regulations also now provide that the ow ner of a pleasure vessel on
inland w aters (a sailing vessel of 9 metres or more in overall length or a pow er driven
vessel with propulsion power exceeding 15 hp) must ensure that the vessel is
operated by or under the constant guidance of a skipper w ho is physically able and of
sound mental health, and w ho holds a valid certificate of competence (“skipper’s
licence”) issued by the Authority.
No person may serve in the capacity of a skipper of a commercial s mall vessel that is
a passenger vessel unless so authorised in terms of an appropriate endorsement to
his/her certificate of competence, also no person may serve in the capacity of a
skipper of a commercial s mall vessel that is a dive support vessel or dive charter
vessel unless so authorised in terms of an appropriate endorsement to his/her
certificate of competence.
In the case of a certificate of competence in respect of a pleasure vessel, the
applicant may not be under the age of 16 years, and no person under the age of 16
years may operate a power driven pleasure vessel having a propulsion pow er
exceeding 15 hp, unless:
• The person does so under the guidance and constant supervision of a person
who is the holder of a valid certificate of competence
• In the case of a single handed vessel, that person does so under the guidance
and supervision of an authorised agency or a person w ho is the holder of a
valid certificate of competence
• That person is certified by an authorised agency to be a competent person
engaged in training for a competitive sport.
Additional Provisions
Requirements for water skiing now include, but are not limited to:
• Waters in w hich w ater skiing is allow ed must so be indicated by the Regulating
Authority, and no person may w ater-ski in other w aters;
• No person may w ater-ski betw een the hours of dusk and daw n; and
• or w hile under the influence of intoxicating liquor or any substance having a
narcotic effect.
Requirements for personal w atercraft, motor vessels under 15 hp, sailing vessels
under 7 metres, and row ing or paddling vessels now include:
SDM DITP, 2008 to 2013 174 31 Aug 2010

• On inland w aters a vessel may only enter the w ater from those areas or places
permitted by the Regulating Authority; and
• Personal w atercraft or jet-skis under 3 metres may only operate in demarcated
areas specifically set aside for that purpose by the Regulating Authority, and
in addition may not operate more than 1 000 metres off-shore
13.2 Problem Statement
The VaalRiver is navigable for around 54km betw een the Lethabo Weir and the Vaal
River Barrage. In addition, some 47km of navigable Vaal Dam coastline betw een
Deneysville and Vaal Marina resorts under the MidvaalLocalMunicipality. Smaller
rivers such as the Sugarbush and KlipRivers are generally not navigable, save for
small sections.
Various river and dam resorts provide access to mainly recreational activities such as
pow er boating, sailing, row ing, rafting, angling, w ater sport etc. Floating restaurants
and barges are operated daily along the Vereeniging and Vanderbijlpark river fronts.
13.3 Strategy
SDM w ill in consultation w ith the regulating authority for water usage, explore the
possibility of using the VaalRiver for public transport.
13.4 Outputs
SDM w ill investigate the feasibility of using the VaalRiver to transport public transport
users.
SDM w ill undertake a course assessment of access across the VaalRiver for NMT.
SDM DITP, 2008 to 2013 175 31 Aug 2010

14 TRANSPORT IMPLEM ENTATION BUDGETS AND PROGRAMMES PLAN
This chapter provides a summary of the transport implementation budgets and
programmes (including construction and maintenance of transport infrastructure) for
SDM, as w ell as for Emfuleni, Midvaal and LesediLocalMunicipalities.
14.1 SedibengDistrictMunicipality
TABLE 14.1 contains a summary of the public transport facilities maintenance budget
for SDM.
Table 14.1: Public Transport Facilities Maintenance Budget
Description
Revised
Budget
2008/2009
Budget
2009/2010
Budget
2010/2011
Budget
2011/2012
Emfuleni Taxi Rank R677 700 R2 900 000 - -
Midvaal taxi Rank R533 090 R300 000 R315 300 R329 804
Lesedi Taxi Rank R430 000 R300 000 R315 300 R329 804
TABLE 14.2 contains a summary of the capital budget relevant to transport in SDM.
Table 14.2: Transport Capital Budget for SDM
Source of Funding
Budget for
Grant –
Description
Ow n
2009/2010
Province /
Revenue
National
Road signage construction project R2 500 000 R2 500 000 -
SANRAL Road: partnership
project – SDM contribution
R4 200 000 R4 200 000 -
Upgrading of Taxido Public
Transport Hub project
R5 000 000 R5 000 000 -
Construction of Madiba Road w ith
stormw ater drainage at
R1 800 000 R1 800 000 -
LesediLocalMunicipality project
Construction of Bonatla Road at
EmfuleniLocalMunicipality project
R2 400 000 R2 400 000 -
Upgrading of sew er and w ater
netw orks inclusive of renovations
at various Taxi Rank bays project
Upgrading of plant, equipment
and furniture for the development
of Bophelong Taxi Rank project
R1 500 000 R1 500 000
R600 000 R600 000 -
SDM DITP, 2008 to 2013 176 31 Aug 2010

Description
Upgrading of sew er and w ater
netw orks inclusive of renovations
for Vanderbijlpark Taxi Rank
project
Budget for
2009/2010
Source of Funding
Ow n
Revenue
Grant –
Province /
National
R800 000 R800 000 -
14.2 Local Municipalities in Sedinbeng
14.2.1 Emfuleni
The tables below contain budgets for road transport projects in
EmfuleniLocalMunicipality.
SDM DITP, 2008 to 2013 177 31 Aug 2010

R&S-03
Code
Stromwater canal in Zone 16 Sebokeng
R&S-04 Stromwater canal in Zone 17
R&S-05 Stromwater canal in Zone 10
R&S-38
R&S-07
R&S-08
R&S-10
R&S-11
R&S-12
R&S-13
R&S-15
R&S-19
R&S-21
R&S-471
R&S-473
R&S-24
R&S-25
R&S-26
Stormwater canal -Jet Nteo school
Funded IDP Projects for 2009/10
Project Name
ROADS AND STORWATER
2009/2010
(R)
2010/11
(R)
2011/12
(R)
Source of
Funds
573,280.00 MIG & ELM
2,124,000.0
2,124,000.00 2,124,000.00
0 MIG & ELM
1,770,000.00 MIG & ELM
93,062.00 MIG
Installation of stormwater pipe Zone11
206,960.00 MIG & ELM
installation of Stormwater Pipe in Mamelodi Street
Boipatong 1,109,490.00 MIG & ELM
Pipe installation Zone 12 Presbyterian Church
421,014.00 MIG & ELM
Bev erly Hills stormwater Master Plan:Beverly Hills draining
3,500,000.0
sy stem 2,000,000.00 3,500,000.00
0 MIG & ELM
Debonair Park Drainage System
2,500,000.0
2,500,000.00 2,500,000.00
0 MIG & ELM
Debonair park Stormwater Management Plan
450,000.00 450,000.00 450,000.00 MIG & ELM
Sharpv ille Stormwater reticulation Mareka Street
917,100.00 MIG & ELM
Low points Stormwater f ormalisation Bophelong
4,000,000.0
Extentions 880,000.00 4,000,000.00
0 MIG & ELM
Gamdor Road Side drains
SuikerbosRiver embakment repair
820,564.00 MIG & ELM
100,000.00 ELM
Construction of Roads and StormWater Zone 6 Sebokeng
8,242,409.00 MIG & ELM
CONSTRUCTION OF TARRED ROADS
Street 1- Zone 3 Sebokeng
Mpande Sreet - Zone 7 Sebokeng
Maboza (Street 5) - Zone 12 Sebokeng
2,307,572.00 MIG & ELM
1,877,500.00 MIG & ELM
1,151,645.00 MIG & ELM
SDM DITP, 2008 to 2013 178 31 Aug 2010

R&S-32
R&S-34
R&S-36
R&S-475
R&S-476
R&S-477
R&S-60
Code
Lind Road in Ev aton
Funded IDP Projects for 2009/10
Project Name
Lerothodi Street in Zone 13 Sebokeng
Schoeman, Beethoven and Delius intersection upgrade
Retarring of lake street (Lakeside)
Retarring of Michigan street (Ev aton North)
Tarring of Sekhukhune street (Boipatong)
STORMWATER CHANNELS
Agricultural holding 63 in Arndenworld S/W drainage
2009/2010
(R)
2010/11
(R)
2011/12
(R)
Source of
Funds
5,006,258.00 MIG & ELM
2,000,000.00 4,100,000.00 MIG & ELM
1,100,000.00 ELM
935,000.00 ELM
1,575,000.00 ELM
2,250,000.00 ELM
300,000.00
1,392,000.0
0 ELM
R&s-62
Formalisation of Moedyk street Channel
1,100,000.00 R1 500 00 400,000.00 ELM
10,000,000.
R&S-71 Upgrading of stormwater channels in Sebokeng zone 13
925,000.00
00 ELM
GAUTRANS SIYAKH A (ROADS AROUND SCHOOLS)
R&S-78
R&S-245
R&S-246
R&S-247
R&S-248
R&S-250
R&S-469
R&S-249
R&S-470
Thomas Nkobi
3,445,200.00 ELM
ADDITIONAL PROJECTS (Master Plan)
Kilpriv e/Assegai Corridor
1,250,000.0
2,000,000.00 R2 250 000
0 ELM
Gen Hertzog Corridor from Nile to Mariboe
1,000,000.0
2,250,000.00 3,200,000.00
0 ELM
Mantev rede Master Plan Roads and Stormwater
Implementation 750,000.00 ELM
Gen Hertzog/Nile Intersection Upgrade
Bus and Taxi Lay by ’s on Class 3 Arterials
Prof esional Fees f or Planning of outer year MIG projects
Traff ic Lights at Major intersections
Prof esional Fees f or Planning of outer year ELM projects
1,175,000.00 1,000,000.00 ELM
750,000.00 750,000.00 ELM
1,561,849.00 ELM
1,500,000.00 - ELM
1,653,151.00 ELM
SDM DITP, 2008 to 2013 179 31 Aug 2010

Code
Funded IDP Projects for 2009/10
Project Name
Roads and stormwater projects (Flagship)
2009/2010
(R)
2010/11
(R)
2011/12
(R)
Source of
Funds
60,000,000.00 ELM
TOTAL
117,821,054.00
21,624,000.0
0
26,616,000.
00
Acronyms:
CAPEX Capital Expenditure
ELM Emf uleniLocalMunicipality
HEALTH GRANT Department of Health Grant
MIG Municipal Inf rasture Grant
NDG Neighbourhood Development Grant
OPEX Operational Expenditure
SOCIAL GRANT Department Of Social Grant
SDM DITP, 2008 to 2013 180 31 Aug 2010

ROADS & STORMWATER FLAGSHIP PROJECTS (R60 million)
Suburb Street From To Width Length Area(m²)
Tariff Cost
Cumulative
(R)
(R)
(R)
Bophelong Bokwe Mathews Dube 5.5 800 4400 550 2,420,000.00 2,420,000.00
Bophelong Mqhay i Bokwe Dube 5.5 330 1815 550 998,250.00 3,418,250.00
Bophelong Thema Mosaka Mathews 5.5 370 2035 550 1,119,250.00 4,537,500.00
Bophelong Vilikazi Mathews Mohay i 5.5 770 4235 750 3,176,250.00 7,713,750.00
Bophelong Mosaka Plaatje Thema 5.5 160 880 704 619,520.00 8,333,270.00
Boipatong Malebogo Dr Nkomo Leshoboro 5 660 3300 550 1,815,000.00 10,148,270.00
Boipatong Moshoeshoe Thembu Tar Begin 5.5 100 550 1172 644,600.00 10,792,870.00
Boipatong Thembu Amatola Moshoshoe 5.5 560 3080 550 1,694,000.00 12,486,870.00
Raporoko
Ext 5.5 920 5060 550 2,783,000.00 15,269,870.00
Sharpv ille Nkomo Mbata
Sharpv ille Sanuku Oliphant Dubula 5.5 350 1925 550 1,058,750.00 16,328,620.00
Sharpv ille Hulwana Already tarrred. No kerbing and stormwater 16,328,620.00
Sharpv ille Mbatha Khabashane Hulwana 5.5 665 3657.5 550 2,011,625.00 18,340,245.00
Sebokeng Rathebe Phuthatswana Hlalef ang 5.5 760 4180 550 2,299,000.00 20,639,245.00
Sebokeng Mohale Lerothodi Bonatla 5.5 660 3630 550 1,996,500.00 22,635,745.00
Sebokeng Mampoi Motebang Mabele 5.5 870 4785 550 2,631,750.00 25,267,495.00
Sebokeng Road 23 Bonatla Road 8 5.5 460 2530 550 1,391,500.00 26,658,995.00
Sebokeng Road F Road B Road I 5.5 530 2915 550 1,603,250.00 28,262,245.00
Sebokeng Road A Road 5 Road 7 5.5 500 2750 550 1,512,500.00 29,774,745.00
Ev aton Kent
Lombard
Mbatha West 6 360 2160 550 1,188,000.00 30,962,745.00
Sebkeng
x15 Main rd K11 Main rd 6.2 1580 9796 550 5,387,800.00 36,350,545.00
Hendrik
V Eck
End of
Road 6 330 1980 550 1,089,000.00 37,439,545.00
SE.10 Suncrest Road
Palm
Springs Hawk Eagle Rd Eagle Rd 5.5 800 4400 550 2,420,000.00 39,859,545.00
Sebokeng Ladzidze Mopeli Sebe 5.5 420 2310 550 1,270,500.00 41,130,045.00
Sebokeng Maqoma Mopeli Sebe 5.5 420 2310 550 1,270,500.00 42,400,545.00
Boipatong Dr Nkomo Leshoboro Tar Begin 5.5 660 3300 550 1,815,000.00 44,215,545.00
Boipatong Mamelodi Tar Begin Dr Nkomo 5.5 160 880 704 619,520.00 44,835,065.00
Rust Ter Madelief ie Seder Pansy 5.5 360 1980 550 1,089,000.00 45,924,065.00
Rust Ter
Vaal Krisant Narcissus Sonneblom 5.5 150 825 550 453,750.00 46,377,815.00
Rust Ter
Vaal Krisant Ext (Sonneblom) Krisant Tulip 5.5 500 2750 550 1,512,500.00 47,890,315.00
Sebokeng Rathebe Hlalef ang Lekupe 5.5 350 1925 550 1,058,750.00 48,949,065.00
SDM DITP, 2008 to 2013 181 31 Aug 2010

ROADS & STORMWATER FLAGSHIP PROJECTS (R60 million)
Tariff
(R)
Suburb Street From To Width Length Area(m²)
Cost
(R)
Cumulative
(R)
Ev aton
West 8054 Erf 8370 Erf 8384 5.5 900 4950 550 2,722,500.00 51,671,565.00
Ev aton
West 4380 Erf 4969 Erf 4986 5.5 600 3300 550 1,815,000.00 53,486,565.00
Ev aton
West 4711 Erf 4690 Erf 4735 5.5 640 3520 550 1,936,000.00 55,422,565.00
Ironsy de Springbok rd Ev aton rd Werpner rd 6.2 592 3671 550 2,019,050.00 57,441,615.00
Eatonside Cinderella Eric Knox 5.5 416 2288 550 1,258,400.00 58,700,015.00
Tshepiso K55 3 150 450 8.9 300,000.00 59,000,015.00
Sharpev ille
Road SV99 (Memorial
Ext ) Seeiso Mareka 6 285 1710 550 940,500.00 59,940,515.00
Total Lentgh 14118 59,940,515.00
SDM DITP, 2008 to 2013 182 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
ROADS AND STORMWATER
R&S-07 Installation of Stormwater Pipe in Sebokeng Zone 11(No14407)
Source of
Funding
R&S-09 Stormwater Bophelong Extension 11&12 1,700,000.00 MIG
R&S-14 Bophelong Extension 17 Stromwater
R&S-16 Sulliv an Street Stormwater and Stand 1279
R&S-17 Repair damaged embakment in Suikerbos Riv ier
R&S-18 Schoeman street Stromwater System
R&S- 20 Stormwater channel in Vaalv iew over Ptn 8/854 750,000.00 ELM
R&S-22 West External Stormwater line channel (Bophelong)
R&S-23 Stormwater canal over Ptns of Vaalv iew & Kaalplaats 577 IQ 950,000.00 ELM
CONSTRUCTION OF TARRED ROADS
R&S-27 Street 7 in Zone 16 3,043,000.00 3,043,000.00 ELM
R&S-30 Mamelodi Street in Boipatong 2,495,000.00 2,485,000.00 MIG
R&S-31 Ring Road in Zone 3 (phase 2) MIG
R&S-33 Moshoeshoe Road in Boipatong
R&S-39 Frikkie Mey er, Verdi and Macowan Street Intersection
R&S-41 Upgrading of Grav el Roads 3,000,000.00 3,000,000.00 ELM
R&S-45 Second Av enue (Stefanopark)
R&S-46 Friedman & Halley Road & Mantev rede
R&S-47 Mississipi Road Sebokeng Extension 15 1,937,500.00 UNFUNDED
R&S-48 Milner Road Ev aton, Small Farms 2,625,000.00 UNFUNDED
R&S-49 Road 20B Zone 7 Extension 1
R
662,500.00 ELM
R&S-50 Road 20A Zone 7Extension 1
R
575,000.00 ELM
R&S-51 Road 20 zone 6 Extension 1 1,812,500.00 UNFUNDED
R&S-52 Residensia Road Zone 6 Extension 4 412,500.00 UNFUNDED
R&S-53 St Andrews road Debonairpark 1,812,500.00 UNFUNDED
R&S-54 St Peter Road 812,500.00 UNFUNDED
R&S-55 Vereeniging Road Ironsyde 562,500.00 UNFUNDED
RESEALING OF TARRED ROADS
SDM DITP, 2008 to 2013 183 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
Source of
Funding
R&S-57 Annual maintenance of tarred roads 10,600,000.00 35,000,000.00 ELM
R&S-58 Impact Reseal of all Roads 10,578,649.00 ELM
R&S-59 Rehabilitation & Reconstruction 18,962,584.00 22,150,864.00 ELM
STORMWATER CHANNELS
R&s-61 CW6 Channel Tennyson & Eugene Marais 1,250,000.00 2,500,000.00 ELM
R&S-63 Zone 6 Extension 3 Roads & stormwater system
R&S-64 Ev aton West Extensions 4 &7 Roads and stormater system 825,000.00 825,000.00 MIG
R&S-65 Upgrade Tshepong stormwater system 275,000.00 275,000.00 MIG
R&S-66 Dube Street stormwater 2,500,000.00 UNFUNDED
R&S-67 Upgrading of stormwater channels in Sharpev ille 5,000,000.00 6,000,000.00 MIG & ELM
R&S-68 Upgrading of stormwater channels in Boipatong
R&S-69 Upgrading of stormwater channels in Tshepiso 500,000.00 500,000.00 MIG
R&S-70 Upgrading of stormwater channels in Bophelong 500,000.00 MIG & ELM
R&S-72 Piping of channel-Poto to Sekati Streets, Boipatong 2,500,000.00 2,500,000.00 MIG
R&S-73 Stormwater system in 2nd Avenue, Stephanopark 6,000,000.00 ELM
R&S-74 JW Grosspkop Street stormwater upgrade 750,000.00 750,000,000.00 MIG
GAUTRANS SIYAKH A (ROADS AROUND SCHOOLS)
R&S-75 Albert Luthuli 1,566,000.00 1,566,000.00 MIG
R&S-77 Dan Mof okeng 870,000.00
R&S-79 Construction of tarred road in Mohay i Street, Bophelong Proper 522,000.00 522,000.00 MIG
Construction of tarred road in Harry Gwala Street, Bophelong
R&S-80
Extension 6 1,392,000.00 MIG
GT, MIG &
ELM
R&S-81 Sebokeng Zone 6 Extension 3 Road 1 1,955,000.00 1,955,000.00 MIG
R&S-83 Pav ing along Dr Nkomo and Lekoa Streets 880,000.00 ELM
R&S-84 Traff ic Calming in Emf uleni Area
R&S-85 Sekati Street in Boipatong 1,700,000.00 UNFUNDED
R&S-86 T Kruger Street, Dickensonville 1,190,000.00 UNFUNDED
R&S-87 Mario Melani in Leeukuil 7,650,000.00 UNFUNDED
R&S-88 Golf Road in Peacehav en 2,550,000.00 UNFUNDED
R&S-89 Houtkopspr Culv in Peacehav en 3,500,000.00 UNFUNDED
R&S-90 KlipBridge in Peacehaven 10,000,000.00 UNFUNDED
R&S-91 Mareka str Sharpev ille 4,930,000.00 4,930,000.00 MIG
R&S-92 Construction of tarred road in Bashee Street in Three Rivers 510,000.00 510,000.00 MIG
R&S-93 GenHertzogRoadKlipriv erBridge widening 2,500,000.00 2,500,000.00 MIG
SDM DITP, 2008 to 2013 184 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
Source of
Funding
R&S-94 Construction of tarred road in Thema Street, Bophelong 580,000.00 MIG
R&S-95
Construction of tarred roadin Bram Fischer Street, Bophelong
Extensions 7 & 8 2,625,030.00 2,625,030.00 MIG
R&S-96
Construction of tarred road in Nomzamo Madikizela Street, Bophelong
Extensions 10 & 11 2,523,000.00 ELM
R&S-97 Construction of tarred road in Mac Maharaj Street, Bophelong 2,275,026.00 ELM
R&S-98 Construction of tarred road in Flamingo RoadPalm Springs 1,400,000.00 ELM
R&S-100 Constuction of tarred road in Road N1 Zone 14 Sebokeng 875,000.00 875,000.00 MIG
R&S-101 Construction of tarred road in Sqaush Courts Road Erf 2/578 1,500,000.00 MIG & ELM
R&S-102 Construction of tarred road in Ev aton Road in Dreamlands 5,610,000.00 MIG & ELM
R&S-103 Construction of tarred road in Jakkalsrand Ptn in Helenasrust 1,700,000.00 MIG & ELM
R&S-104 Construction of tarred road in Vlakfontein / Lentel in Helenasrust 5,100,000.00 UNFUNDED
R&S-105 Construction of tarred road in Bennet Street in Rust Ter Vaal 595,000.00 UNFUNDED
R&S-106 Construction of tarred road in Eike Street in Rust Ter Vaal 850,000.00 UNFUNDED
R&S-107 Construction of tarred road in Olyf Street in Rus Ter Vaal Extension 102,000.00 UNFUNDED
R&S-108
Construction of tarred road in Lawrence Str in Rust Ter Vaal
Extension 425,000.00 UNFUNDED
R&S-109
Construction of tarred road in De Vos Street in Rust Ter Vaal
Extension 425,000.00 UNFUNDED
R&S-110 Construction of tarred road in Sef atsa Street in Sharpev ille 884,000.00 UNFUNDED
R&S-111 Construction of tarred road in Rafube Street in Sharpeville 442,000.00 UNFUNDED
R&S-112
Construction of tarred road in Vlakfontein Road Jocbskop to Ironside
in Vlaf ontein 9,350,000.00 UNFUNDED
R&S-113
Construction of tarred road in Naledi Cresent Street, Bophelong
Extension 13 2,450,028.00 ELM
R&S-114
Construction of tarred road in David Nthimkulu Street, Bophelong
Extension 14 2,975,043.00 ELM
R&S-115
Construction of tarred road in Izzy Pooe Street in Bophelong
Extension 15 3,500,040.00 ELM
R&S-116 Construction of tarred road in Phali Str Bophelong Extension 16 1,566,000.00 ELM
R&S-117 Construction of tarred road in Hawk StreetPalm Springs 1,255,000.00 UNFUNDED
R&S-118 Construction of tarred road in Leeuwkuil Industrial Cul De Sac 1,750,000.00 UNFUNDED
R&S-119
Construction of tarred road in Bathokoa Street Bophelong Extension
18 2,450,028.00 ELM
R&S-120
Construction of tarred road in Mosaka Street in Bophelong
Property +B1062 247,920.00 UNFUNDED
R&S-121 Construction of tarred road in Suikerbos Street in Vaaloewer 1,895,855.00 UNFUNDED
SDM DITP, 2008 to 2013 185 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
Source of
Funding
R&S-122 Construction of tarred road in Second Av enue in Sthepanopark 2,916,700.00 UNFUNDED
R&S-123 Construction of tarred road in Suncrest Access in SE8 710,592.00 UNFUNDED
R&S-124 Construction of tarred road in Corra Botha in Houtkop 3,400,000.00 UNFUNDED
R&S-125 Construction of tarred road in Link to Paul Roos Street Houtkop SF 1,870,000.00 UNFUNDED
R&S-126 Construction of tarred road in Azalea Street in Rust Ter Vaal 340,000.00 UNFUNDED
R&S-127 Construction of tarred road in Krisant Street in Rus Ter Vaal 306,000.00 UNFUNDED
R&S-128 Construction of tarred road in Leeubekkie Street in Rust Ter Vaal 595,000.00 UNFUNDED
R&S-130 Construction of tarred road in Madelief ie Street in Rus Ter Vaal 425,000.00 UNFUNDED
R&S-131 Construction of tarred road in Ackerman Street in Rist Ter Vaal 510,000.00 UNFUNDED
R&S-132 Construction of tarred road in Jacobus Street in Rust Ter Vaal 340,000.00 UNFUNDED
R&S-133 Construction of tarred road in Gesiggie Street in Rust Ter Vaal 340,000.00 UNFUNDED
R&S-134 Construction of tarred road in Kastaing Street in Rust Ter Vaal 340,000.00 UNFUNDED
R&S-135 Construction of tarred road in Sonneblom Street in Rust Ter Vaal 340,000.00 UNFUNDED
R&S-136 Construction of tarred road in Karob Street in Rust Ter Vaal Extension 340,000.00 UNFUNDED
R&S-137 Construction of tarred road in Celtus Str in Rust Ter Vaal Extension 459,000.00 UNFUNDED
R&S-138 Construction of tarred road in Keree Ptn in Rust Ter Vaal Extension 1,190,000.00 UNFUNDED
R&S-139
Construction of tarred road in Greiling Street in Rust Ter Vaal
Extension 425,000.00 UNFUNDED
R&S-140
Construction of tarred road in Du Toit Street in Rust Ter Vaal
Extension 340,000.00 MIG & ELM
R&S-141 Construction of tarred road in Tuf in Waldrift
R&S-142 Construction of tarred road in Opaal Street in Waldrift
R&S-143 Construction of tarred road in Saphire Street in Waldrift
R&S-144 Construction of tarred road in Kromiet Street in Waldrift
R&S-145 Construction of tarred road in Robyn Street in Waldrift
R&S-146 Construction of tarred road in Main Street in Waterdal
R&S-147 Construction of tarred road in Sy ringa (Rest) Street in Louis Rust
R&S-148 Construction of tarred road in Acacia Street in Louis Rust
R&S-149 Construction of tarred road in Starling Street in Helenasrust
R&S-150 Construction of tarred road in Kay Melani in Houtkop
R&S-151 Construction of tarred road in Frederik in Houtkop SF
R&S-152 Construction of tarred road in Road No 1 in Klipplaatdrift
R&S-153 Construction of tarred road in Road No 2 in Klipplaatdrift
R&S-154 Construction of tarred road in Anton Stegman Street in RoodsGardens
R&S-155 Construction of tarred road in Ken Viljoen in RoodsGardens
SDM DITP, 2008 to 2013 186 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
Source of
Funding
R&S-156 Construction of tarred road in Pierre de Villiers in RoodsGardens
R&S-157 Construction of tarred road in T Kruger Str in RoodsGardens
R&S-158 Construction of tarred road in George Daneel in RoodsGardens
Office
R&S 164
Bophelong Proper Tarring 11,5 km/annum
To be
sourced
R&S 164
Boipatong Tarring 8 km/annum
To be
sourced
R&S 166
Sebokeng Tarring 118 km/annum
To be
sourced
R&S 167
Sharpv ille Tarring 30 km/annum
To be
sourced
R&S 168
Bophelong Proper Bulk Stormwater
To be
sourced
R&S 169
Boipatong Bulk Stormwater
To be
sourced
R&S 170
Sebokeng Bulk Stormwater
To be
sourced
R&S 171 Sharpv ille Bulk Stormwater To be
sourced
GOVERNMENTS MELLENIUM GOALS (All roads tarred by 2013)
R&S-172 Bev erly Hills (11,4 km) 6,650,000.00 6,650,000.00
To Be
Sourced
To Be
R&S-173 Boipatong Ext’s (40 km) 23,000,000.00 23,000,000.00
R&S-174 Boitumelo (21,6 km) 12,600,000.00 12,600,000.00
R&S-175 Bophelong Ext (58,3 km) 34,000,000.00 34,000,000.00
R&S-176 Eaton Side (15,4 km) 8,985,000.00 8,985,000.00
R&S-177 Ev aton (74,3 km) 43,342,000.00 43,342,000.00
R&S-178 Ev aton North (22,5 km) 13,125,000.00 13,125,000.0
R&S-179 Ev aton West Ext 10 (34,2 km) 19,950,000.00 19,950,000.00
R&S-180 Ev aton West Ext 11 Ext 1 (16,6 km) 9,684,000.00 9,684,000.00
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
SDM DITP, 2008 to 2013 187 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
Source of
Funding
To Be
R&S-181 Ironsy de (30,1 km) 17,559,000.00 17,559,000.00 Sourced
R&S-182 Lakeside Proper (5,6 km) 3,267,000.00 3,267,000.00
To Be
Sourced
R&S-183 Stretf ord Proper (Palm Springs)( 17,4 km) 10,150,000.00 10,150,000.00
To Be
Sourced
R&S-184 Stretf ord Ext 1 (Palm Springs)( 19,4 km) 11,317,000.00 11,317,000.00
To Be
Sourced
R&S-185 Tshepiso Ext 1 (6,8 km) 3,967,000.00 3,967,000.00
To Be
Sourced
R&S-186 Tshepiso Ext 2 (7,5 km) 4,375,000.00 4,375,000.00
To Be
Sourced
R&S-187 Tshepiso Ext 3 (0,5 km) 8,755,000.00
To Be
Sourced
R&S-188 CE.2 (0.1 km) 175,000.00
To Be
Sourced
R&S-189 Leeuhof Ext 1 (0,4 km) 700,000.00
To Be
Sourced
R&S-190 Vaaloewer (7,1 km) 4,145,000.00 4,145,000.00
To Be
Sourced
R&S-191 Dickonsonv ille (1,6 km) 2,800,000.00
To Be
Sourced
R&S-192 Linkholm (9,5 km) 5,542,000.00 5,542,000.00
To Be
Sourced
R&S-193 Helenasrust Small Farms (14,5 km) 8,459,000.00 8,459,000.00
To Be
Sourced
R&S-194 Houtkop AH (11,1 km) 6,475,000.00 6,475,000.00
To Be
Sourced
R&S-195 Houtkop SF (6,2 km) 3,617,000.00 3,617,000.00
To Be
Sourced
R&S-196 Kammaland AH (2,1 km) 3,675,000.00
To Be
Sourced
R&S-197 Lenteland AH (5,3 km) 3,092,000.00 3,092,000.00
To Be
Sourced
R&S-198 SteelValley (1,5 km) 2,625,000.00
To Be
Sourced
R&S-199 Ardenworld (4,8 km) 2,800,000.00 2,800,000.00
To Be
Sourced
R&S-200 Bloempark (1,9 km) 3,325,000.00 To Be
SDM DITP, 2008 to 2013 188 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
R&S-201 Dream land (14,3 km) 8,342,000.00 8,342,000.00
R&S-202 LamontPark (4,6 km) 2,684,000.00 2,684,000.00
R&S-203 Lin Du Vaal (0,8 km) 1,400,000.00
R&S-204 Loch Vaal (2,6 km) 2,275,000.00 2,275,000.00
R&S-205 Louis Rus (7,9 km) 4,609,000.00 4,609,000.00
R&S-206 Mooiwater (10,8 km) 6,300,000.00 6,300,000.00
R&S-207 Noordoch (4,1 km) 2,392,000.00 2,392,000.00
R&S-208 Northdene (11,5 km) 6,709,000.00 6,709,000.00
R&S-209 Gladwood (2,7 km 1,575,000.00 1,575,000.00
R&S-210 Mullerstuine (14,1 km) 8,225,000.00 8,225,000.00
R&S-211 Nanescol (18,61 km) 108,500,850.00 108,500,850.00
R&S-212 Rosashof Ext 1 (10,8 km) 6,300,000.00 6,300,000.00
R&S-213 Rosashof Ext 2 (26,2 km) 15,284,000.00 15,284,000.00
R&S-214 Riespspruit (1,5 km) 2,625,000.00 2,625,000.00
R&S-215 Roodia (4,1 km) 2,392,000.00 2,392,000.00
R&S-216 RoodsGardens (4,1 km) 2,392,000.00 2,392,000.00
R&S-217 Rust ter Vaal (1,6 km) 2,800,000.00
R&S-218 Stef anopark (18,2 km) 10,617,000.00 10,617,000.00
R&S-219 Theov ille (12,8 km) 7,450,000.00 7,450,000.00
Source of
Funding
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
To Be
Sourced
SDM DITP, 2008 to 2013 189 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
Source of
Funding
To Be
R&S-220 Vaalf ontein (16,9 km) 9,858,500.00 9,858,500.00 Sourced
R&S-221 Vaalv iew (19,5 km) 11,375,000.00 11,375,000.00
To Be
Sourced
R&S-222 Vlakf ontein (4,3 km) 2,509,000.00 2,509,000.00
To Be
Sourced
R&S-223 Vlakplaats (4,2 km) 2,450,000.00 2,450,000.00
To Be
Sourced
R&S-224 Waterdal (18,2 km) 10,616,750.00 10,616,750.00
To Be
Sourced
R&S-225 Zuurf ontein (15,6 km) 9,100,000.00 9,100,000.00
To Be
Sourced
R&S-226 Blesbokf ontein (2,2 km) 1,925,000.00
To Be
Sourced
R&S-227 Vanwaartshof (2,5 km) 2,187,500.00
To Be
Sourced
R&S-228 Glen Donald (3,1 km) 2,712,500.00
To Be
Sourced
R&S-229 Ebner on Vaal (2,9 km) 2,537,500.00
To Be
Sourced
R&S-230 Drakev ille (1,6 km) 2,800,000.00
To Be
Sourced
R&S-231 Steelpark (0,7 km) 1,225,000.00
To Be
Sourced
R&S-232 Annaton (1,4 km) 2,450,000.00
To Be
Sourced
R&S-233 Harmoniesrus (0,8 km) 1,400,000.00
To Be
Sourced
R&S-234 Mirra Vaal (1,1 km) 1,925,000.00
To Be
Sourced
R&S-235 Rusticana (0,5 km) 875,000.00
To Be
Sourced
R&S-236 Homer (0,7 km)
To Be
Sourced
R&S-237 GeusousPark (1,8 km)
To Be
Sourced
R&S-238 Mckay SF (0,4 km)
To Be
Sourced
R&S-239 Sassoby l (0,9 km) To Be
SDM DITP, 2008 to 2013 190 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
Source of
Funding
Sourced
R&S-240 Springcol (0,5 km)
To Be
Sourced
R&S-241 Staalrus (1 km)
To Be
Sourced
R&S-242 Steel View (2,1 km)
To Be
Sourced
R&S-243 Waldrif (1,1 km)
To Be
Sourced
R&S-244 Windsor on Vaal (1,9 km)
To Be
Sourced
ADDITIONAL PROJECTS (Master Plan)
R&S-251 Rossini Blv d Corridor and Service Road 3,000,000.00 UNFUNDED
R&S-252 Faraday Blvd Corridor and Serv ice Road 2,000,000.00 UNFUNDED
Procure servitude f or New Intersection between Nile and Ring Rd on
R&S-253
Gen Hertzog Street 1,000,000.00 UNFUNDED
R&S-254 Doublin of HoutkopBridge ov er KlipRiver 3,000,000.00 UNFUNDED
R&S-255 Van Riet Louw/Houtkop Traff ic Lights 625,000.00 UNFUNDED
R&S-257 Nile Road Corridor and serv ice Roads 2,040,000.00 UNFUNDED
R&S-258 Ring Road Corridor and Service Road, ThreeRivers 2,380,000.00 3,000,000.00 UNFUNDED
R&S-265 Potlano Lebello
R&S-266 &Vondochi Beuf oli St
Emanzini (P) Sebokeng
R&S-271 Thabatshoeu Street 460,200.00 460,200.00 UNFUNDED
R&S 279 Street C
R&S 280
Street D
R&S 281 Street E
Tshepo-Themba (S) Sebokeng Zone 6 Ext 3
R&S 282 Street P
R&S 283 Street Q
R&S 284 Street R
Thandukwazi (S) Sebokeng Zone 7
R&S 285 Magrietha Prinsloo St
Zithulele (S) in Sebokeng Zone 7
SDM DITP, 2008 to 2013 191 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
Source of
Funding
R&S 287 Nguna St
Maxeke (S) Sebokeng Zone 7
R&S 288 Street U
R&S 289 Street V
Mqiniswa (P) Bophelong Prop
R&S 290 Mohay i St,
R&S 291 Xuma St&
R&S 292 25 th Av e
Ikobetseng in Bophelong Ext 6
R&S 294 Helen Suzman St
R&S 295 Jeff Radebe St
Leema (P) Ev aton Small Farms
R&S 296 Street (ii)
Jabulani Thabang (P) Evaton Small Farms
R&S 298 Street (iii)
Jordan (S) Evaton
R&S 299 Glasgow St 1,055,700.00 UNFUNDED
R&S 300 Dona St
Letshego (P) in Evaton
R&S 301 Ward St 2,600,150.00 UNFUNDED
Mogogodi (P) Sebokeng Zone 11
R&S 302 Maroke St (28) 1,309,850.00 UNFUNDED
R&S 303 Matlale St (30)
R&S 304 Boleu (32)
Sizanani (S) in Sebokeng Zone 13 586,500.00 UNFUNDED
R&S 305 Ntja St (47)
Sebokeng Tech Cent 1,270,750.00 UNFUNDED
R&S 306 Lerothodi St (12)
Baf okeng Palm Springs 977,500.00 UNFUNDED
R&S 307 Bishopbird St
Itsebeng (P) Sebokeng Zone 3
R&S 308 Street F
R&S 309 Street G
R&S 310 Street H
Mahareng in Bophelong Ext 17
SDM DITP, 2008 to 2013 192 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
R&S 311 Baf okeng St
Suncrest (S) SE8
R&S 312 Serv ice Road
Botebotsebo (S) Sebokeng Zone 14
R&S 313 Street T
Botlehadi (S) Ev aton
R&S 314 Ward St
Ntsele (S) Evaton
R&S 315 Mackay St
Letsemeng (P) Ev aton
R&S 316 Buffalo St
Phahamang (S) Evaton
R&S 317 Buffalo St
Fundulwazi (S) Sebokeng Zone 12
R&S 318 Makalima St (56)
R&S 319 Masiza St (54)
R&S 320 Mbali St (59)
Boikgethelo (S) Sebokeng Zone 13
R&S 321 Rathebe St(8)
L Magasela (P) Ev aton North
R&S 322 Mlotsha St
Tlholo (P) in Sebokeng Zone 7
R&S 323 Itsoseng St
R&S 324 Sekony ela St
R&S 325 Namahadi St
R&S 326 Toto St
Montsusi (P) Sebokeng Zone 7
R&S 327 Kubheka Str
Parksig (P) Louis Rus A.H.
R&S 328 Sy ringa Av e
R&S 329 Acacia St
Vaalriv ier (P) in Nanescol A.H.
R&S 330 Road A
R&S 331 Road B
Makgethe (P) & Lesabasaba (P) Sebokeng Zone 13
Source of
Funding
SDM DITP, 2008 to 2013 193 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
R&S 332 Mosebetsi (51)
R&S 333 Lewetsi (22)
R&S 334 Lekope (7)
Setlabotjha (P) Sebokeng Zone 14
R&S 335 Street J1
R&S 336 Street K1
R&S 337 Street J
Esokwazi (S) Sebokeng Zone 8
R&S 338 Street W
R&S 339 Street X
R&S 340 Street Y
Kgokare (S) Sebokeng Zone 3
R&S 341 Street J
Phamehlo (S) in Sebokeng Zone 7
R&S 342 Lazidze St
R&S 343 Mzilikazi St
Mopholosi (S) Lakeside
R&S 344 Street S
Mokotuli (P) Sebokeng Zone 7
R&S 345 Street T
Community School Bophelong Proper
R&S 346 Mosaka St
R&S 347 Thema St
Tsolo (S) Bophelong Prop
R&S 348 Jabav u (Rest) Str
R&S 349 Plaatjie (Rest) Str
Mthombolwazi (P) Sebokeng Zone 12
R&S 350 Cetshway o (66)
R&S 351 Bikitsha (69)
R&S 352 Mf olosi Str
Tsediso (P) & Qhoweng (S) Sebokeng Zone 13
R&S 353 Maseru St(32)
R&S 354 Wetsi St(33)
R&S 355 Lef afatsane St
Ekujuleni (P) Sebokeng Zone 3
Source of
Funding
SDM DITP, 2008 to 2013 194 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
R&S 356 Street A
R&S 357 Street B
Khutlo-Tharo (S) Sebokeng Zone 3
R&S 358 Street K
R&S 359 Street L
R&S 360 Street M
R&S 361 Street N
Atlehang (P) Sebokeng Zone 7
R&S 362 Baf okeng St
R&S 363 Maroteng St
PRIORITY TOWNSHIP PROGRAMME(Gautrans & Emfuleni & Other Grant Funders)
R&S 364 Thulare- & Bajatladi Str in Sebokeng Unit 7
R&S 365 Kgaketla St Sebokeng Zone 11
R&S 366 Sharpv ille Road 1 (Erf 3097 -3123)
R&S 367 Sharpv ille Road 2 (Erf 2731 -2757)
R&S 368 Hlalef ang St Sidewalks & Stormwater
R&S 369 Bakoena Str in Boipatong
R&S 370 Batswana St in Boipatong
R&S 371 Bapedi Rd in Boipatong
R&S 372 Malebogo Rd in Boipatong
R&S 373 Rathebe Str in Sebokeng Unit 13
R&S 374 Matanzima Str in Sebokeng Unit 12
R&S 375 Trichardt Str in Sebokeng Zone 7
R&S 376 Mmampoi Str in Sebokeng Unit 11
R&S 377 Mabozu Str in Sebokeng Unit 12
R&S 378 Raf ube Str in Sharpev ille
R&S 379 Cemetery Rd in Sharpev ille
R&S 380 Missisippi Str in Sebokeng Ext 15
R&S 381 Erf 5102-54552 in Sebokeng Unit 3
R&S 382 Erf 16-15 in Sebokeng Unit 6 Ext 4
R&S 383 Trainstation Rd in Sebokeng Unit 6 Ext 4
R&S 384 Erf 57011-57312 in Sebokeng Unit 3
R&S 385 B Welchman to Boundary in Sebokeng Unit 12 Ext 1
R&S 386 Thembu Str in Boipatong
R&S 387 Erf 9048-734 in Sharpev ille
Source of
Funding
SDM DITP, 2008 to 2013 195 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
R&S 388 Erf 54301 – 55312 in Sebokeng Unit 3
R&S 389 Erf 135-275 in Sebokeng Unit 6 & 7
R&S 390 Balohi Str in Sebokeng Unit 7
R&S 391 Maqoma Str in Sebokeng Unit
R&S 392 Erf 1132-860 in Sebokeng Unit 6
R&S 393 Erf 244 – 285 in Sebokeng Unit 6
R&S 394 Erf 438-98 in Sebokeng Unit 6 Ext 5
R&S 395 Erf 54702 – 60039 in Sebokeng Unit 3
R&S 396 Erf 59238 – 60039 in Sebokeng Unit 3
R&S 397 Mpangev a Str in Sebokeng Unit 12
R&S 398 M Str in Boipatong
R&S 399 Bapedi Str in Boipatong
R&S 400 Lekopo / Lewetse Str in Sebokeng Unit 13
R&S 401 Sef atsa Str in Sharpeville
R&S 402 Mbata Av e in Sharpev ille
R&S 403 Nkomo Rd in Sharpeville
R&S 404 Lesiea Str in Sharpeville
R&S 405 Vilikazi Str in Sharpev ille
R&S 406 Erf 10-383 in Sebokeng Unit 6 Ext 5
R&S 407 Bantu Biko Str in Sebokeng Unit 12 Ext 1
R&S 408 Magogo Str in Sebokeng Unit 12
R&S 409 Boleu / Moroke Link in Sebokeng Unit 11
R&S 410 Wetsi / Masena / Lefaf atsane Link in Sebokeng Unit 13
R&S 411 Xuma Str in Bophelong
R&S 412 Mamelodi Str in Boipatong
R&S 413 Ben Pitsi Str in Sharpeville
R&S 414 Libero Str in Sharpev ille
R&S 415 Sekese Str in Sharpev ille
R&S 416 Lazidze Str in Sebokeng Unit 7
R&S 417 Mbeki Str in Sebokeng Unit 12 Ext 1
R&S 418 Matanzima Str in Sebokeng Unit 12
R&S 419 Motebang / Marematlou / Khoedi Str Link in Sebokeng Unit 11
R&S 420 Ntja Mangope Link in Sebokeng Unit 13
R&S 421 Erf 20329 – 21239 in Sebokeng Unit 14
R&S 422 Erf 21112 – 65698 in Sebokeng Unit 14
Source of
Funding
SDM DITP, 2008 to 2013 196 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
R&S 423 Erf 22002 – 20390 in Sebokeng Unit 14
R&S 424 Mohay i Str in Bophelong
R&S 425 Khaketla Str in Sebokeng Unit 11
R&S 426 Sanuku Str in Sharpeville
R&S 427 Leboko Dr in Sharpeville
R&S 428 Mahlonoko Str in Sharpev ille
R&S 429 Erf 4520 – 4035 in Sharpev ille
R&S 430 Erf 5550 – 9125 in Sharpev ille
R&S 431 Erf 6475 – 6491 in Sharpev ille
R&S 432 Erf 53308 – 60484 in Sebokeng Unit 3
R&S 433 Cetshway o / Bikitsha Str in Sebokeng Unit 12
R&S 434 Pitseng School Road (Erf 12 – 50) in Sebokeng Unit 10 Ext 2
R&S 435 Bokwe Str in Bophelong
R&S 436 Thenba Str in Bophelong
R&S 437 Vilikazi Str in Bophelong
R&S 438 Jabav u (Rest) in Bophelong
R&S 439 Plaatje (Rest) in Bophelong
R&S 440 Seme Str in Bophelong
R&S 441 Sekhukhuni Str in Boipatong
R&S 442 Dr Nkomo (Rest) in Boipatong
R&S 443 Leshoboro Str in Boipatong
R&S 444 Baf okeng Rd in Bophelong
R&S 445 Hlalepo Rd in Sebokeng Unit 7
EVATON URBAN RENEWAL PROGRAM
R&S-48 Milner Road (2 090 m) Road, S/W and Paving
R&S-446 Ev aton Road (1 300 m) road, S/W, bridge & Paving
R&S-447 Old Golden Highway (3 950 m) Dual garriage, S/W & Paving
R&S-448 West Road (4 500 m) road, S/W, bridge & Pav ing
R&S-449 Union Rd Pedestrian Paving (2 400 m)
R&S-450 Sterling Rd Pedestrian Paving (1 575 m)
R&S-451 Boundary Rd Pedestrian Paving (2 560 m)
R&S-452 Hamilton Rd Pedestrian Paving (2 100 m)
R&S-453 Taxi Rank (Cnr Selbourne & First)
R&S-454 Taxi Rank (Cnr Adams &Sterling)
R&S-455 Western Precinct (Old Golden Highway ) Bus- & Taxi Rank, Town
Source of
Funding
SDM DITP, 2008 to 2013 197 31 Aug 2010

Unfunded Projects for 2009/10
Code Project Name 2009/2010 2010/2011 2011/2012
Square, Roads, Parking & Mixed Housing
Eastern Precinct (Resedentia Station) Taxi Rank, Town Square&
R&S-456
Mixed Housing
R&S-457 Heritage Precinct Roads, parking & Pav ing
R&S-458 Small Farms Precinct Roads & S/W
Resurf acing Eastern Rd (3 520 m) 30 mm asphalt, widening, kerbing,
R&S-459
sidewalks & S/W
R&S-460 Moleko Rd (600 m) Road, S/W and Paving
R&S-461 Bodea Rd (600 m) Road, S/W and Paving
R&S-462 Chamberlain Rd (600 m) Road, S/W and Paving
R&S-463 Durban Road (2 030 m) road, S/W, bridge & Pav ing
R&S-464 1St Av enue (1 700 m) road, S/W & Pav ing
R&S-465 Wright Road (1 300 m) road, S/W, bridge & Paving
R&S-466 King Road (2 100 m) road, S/W, bridge & Paving
R&S-467
R&S-468 Housing (Brown Fields) Roads & S/W
Source of
Funding
639,647,013.00 1,473,182,426.00
SDM DITP, 2008 to 2013 198 31 Aug 2010

14.2.2 Midvaal
The table below contains budgets for road transport projects in
MidvaalLocalMunicipality.
SDM DITP, 2008 to 2013 199 31 Aug 2010

Vote
Capital Expenditure B y Vote
IDP Ref
No
Budget
Year
2009/2010
CRR
Grants
External
Loans
Budget
Year
2010/2011
Budget
Year
2011/2012
ENGINEERING SERVICES
ENGINEERING ADMINISTRAT ION
R R R R R R
1501 05 402 0813 ENG 101 4 950,000 4,950,000
ROADS & ST ORMW ATER
1101 05 402 0801 EisenhowerBridge Upgrade ENG 14 1,000,000 1,000,000
1101 05 402 0802 Gravel to tar Programme NG18/28/35/57/60/83/91 17,200,000 9,500,000
1101 05 401 0801 Gravel to tar Programme 7,700,000
1101 05 401 0802 Gravel to tar Programme (MIG Roll
ENG 91 2,250,000 2,250,000
Over)
1101 05 402 0803 Gravel to tar Programme NG18/28/35/57/60/83/91 200,000 200,000
1101 05 402 0804 Rehabilitation of Roads ENG 103 12.500,000 12,500,000
33,150,000 0 9,950,000 32,200,000 0 0
16,156,000 17,083,000
SDM DITP, 2008 to 2013 200 31 Aug 2010

14.2.3 Lesedi
The table below contains budgets for road transport projects in
LesediLocalMunicipality.
SDM DITP, 2008 to 2013 201 31 Aug 2010

Projects
Audited
Actual
2007/2008
Revised
Budget
2007/2008
Approved
Budget
2008/2009
Adjustment
Budget
2008/2009
Revised
Budget
2008/2009
Budget
Rollover
2009/2010
Indicative
Budget
2009/2010
Sources of Finance
EFF CR CRR
Grants &
Subsidies
INFRASTRUCTURE
ROADS &
STORMWATER
Roads - Lesedi
R R R R R R R R R R R
4,000,000 4,000,000 4,847,000 4,847,000 4,847,000 14,602,000 4,000,000 10,602,000
Road Resealing
860,000 1,000,000 2,000,000 2,000,000 2,000,000 1,500,000 1,500,000
Stormwater Upgrade :
Lesedi 4,498,126 5,100,000 - - - 3,000,000 3,000,000
Upgrading Grav el
Road: Small Farms 361,393 450,000 400,000 400,000 400,000
Pav ing & Kerbing:
Lesedi 286,955 300,000 200,000 200,000 200,000 200,000 200,000
TOTAL ROADS &
STORMWATER 10,006,474 10,850,000 7,447,000 7,447,000 7,447,000 - 19,302,000 3,000,000 4,200,000 1,500,000 10,602,000
SDM DITP, 2008 to 2013 202 31 Aug 2010

15 TRANSPORT MONITORING AND KEY PERFORMANCE INDICATORS
15.1 Background
The measurement of performance, or performance monitoring, is a requirement of the
National Land Transport Transition Act (2000). At the same time performance
measurement is also required from transport planning authorities at the local sphere
of government through the Municipal Systems Act (2000).
The White Paper on National Transport Policy (1996) determined a number of
strategic objectives for land passenger transport in the Republic of South Africa.
These strategic objectives suggested certain targets to improve the condition of the
transport system. The targets w ere based on an analysis of critical issues and
problems facing land transport in South Africa at the time. Amongst the issues w hich
were stressed w ere the supply driven public transport system, neglect of customers
and the inefficient implementation of public transport subsidisation.
Moving South Africa, The Action Agenda (MSA, 1998) w hich set out the DoT’s
strategic vision for transport in the horison year 2020, took the strategic targets of the
White Paper further and suggested strategies w hich could be used to achieve
them.The results of the White Paper and MSA have been incorporated into legislation
intended to implement the transport policies and strategies. The relevant legislation is
the National Land Transport Transition Act (Act 22 of 2000). Included in the NLTTA
are provisions for monitoring the performance of the public transport system and
measuring performance in respect of Key Performance Indicators (KPIs).
A set of KPIs have been incorporated in the short-term strategy of the DoT, namely
the draft National Land Transport Strategic Framew ork (2002). A similar set of KPIs
has been incorporated in the Gauteng Provincial Transport (GPTRW) Planning
Specifications in the year 2002.
In terms of the NLTTA (Act 22 of 2000), the Minister must annually prepare a national
Land Transport Strategic Framew ork (NLSTP) for the country for a five-year period.
This strategic framew ork must set out the national transport KPIs.
In addition, the KPIs w ill provide information for transport planning thereby assisting
all spheres of government in making decisions on investment in transport. Every
province (MEC for Transport) must also annually prepare a Provincial Land Transport
Framew ork (PLTF), w hich must inter alia set out the key performance indicators
specified by the Minister, as w ell as any others specified by the MEC. These are to be
used to measure the performance of the provincial and municipal transport systems
and administrations in the light of their functions and responsibilities in terms of the
NLTTA.
In the NLSTF for 2006 to 2011 tw o types of KPIs are identified:
• Customer-based indicators, w hich measure the performance of the land
transport system from the customer’s point of view ; and
• NLTSF-based indicators, w hich measure the progress of the national and
provincial
• Departments of Transport and municipalities in implementing the 13 strategies
contained in the NLTSF.
SDM DITP, 2008 to 2013 203 31 Aug 2010

The eight customer-based and the seven NLTSF-based indicators concentrate on the
priority areas of:
• promotion of public transport usage;
• promotion of access to public transport; and
• traffic safety.
TABLE 15.1 and TABLE 15.2 set out the customer-based KPIs and NLTSF-based
KPIs respectively.
Table 15.1: Customer-based Key Performance Indicators
Key
Policy
Area
Promotion
of public
transport
usage
Customerbased
KPI
1. Average
travel time to
work, for all
public
transport
commuters.
2. % of
motorized
transport
users u sing
public
transport to
work.
3. Average
age of
subsidised
bus, mini/
midibus-taxi,
and
commuter
rail coach
fleet.
Definitions
1.1 Travel time to w ork:
Total one-way door-to-door
time from the time of leaving
the home until arrival at the
regular work location. This
includes time taken for
intermediate stops along the
way to work, and excludes
those working at home. In
surveys, travel time should
be recorded for the “regular”
daily trip to work.
1.2 Public transport: Bus,
mini-bus taxi, rail and other
transport for reward as
defined in NLTTA.
2.1 M otorised transport
users: People using
motorised public or private
transport modes at any stage
during the trip to work, during
the morning peak period.
Morning peak period should
be defined for each area, or
a uniform 5:30 to 8:30 period
can be applied.
2.2 Public transport: see
1.2.
3.1 Age: Time since date of
manufacture (rebuilt and
rehabilitated vehicles
deemed 3 and 8 years old
respectively).
3.2 Subsidised bus: Bus
services receiving operating
subsidies from national or
provincial government. 3.3
Rail coach fleet: Coaches
regularly used for commuter
rail operations.
M inimum
Units to be
reported on
9 Provinces
and
Nationally
9 Provinces
and
Nationally
9 Provinces
and
Nationally
Data
Source(s)
National
Household
Travel Survey
(NHTS)
National
Household
Travel Survey
(NHTS)
National Land
Transport
Information
System
DoT
SDM DITP, 2008 to 2013 204 31 Aug 2010

Key
Policy
Area
Promotion
of access
to public
transport
Customerbased
KPI
4. % of rural
people living
within 2 km
of access to
regular
public
transport
services.
5. % of
households
spending
more than
10% of
disposable
income on
public
transport.
Definitions
4.1 Rural: Residents of
magisterial districts outside
metropolitan areas, metro
fringes, and major towns as
defined by the NDoT’s Rural
Typology Study.
4.2 Access: Public transport
station or stop is within a 30-
minute walk or 2 km of the
residence (self-reported).
4.3 Regular: Operating with
a frequency of at least once
per week.
4.4 Public transport: see
1.2.
5.1 Household: A person or
group of people living
together for at least 4 nights
per week, who eat together
and share resources.
5.2 Disposable income:
Monthly take-home income
per household after
deductions.
5.3 M onthly spending on
public transport:
Household’s total monthly
expenditure on public
transport, excluding money
spent on holiday travel.
M inimum
Units to be
reported on
9 Provinces
and
Nationally
9 Provinces
and
Nationally
Data
Source(s)
National
Household
Travel Survey
(NHTS)
National
Household
Travel Survey
(NHTS)
Traffic
safety
6. Number
of road
traffic
fatalities per
vehicle type.
7. Number
of road
traffic
pedestrian
fatalities.
8. Number
of road
traffic
fatalities per
100 million
vehicle km
per vehicle
type.
6.1 Road traffic fatalities:
Road users (including drivers
and passengers of motorised
modes and pedal cycles)
dying within 6 days of being
involved in a road traffic
accident.
6.2 Vehicle type:
Disaggregated for users of
car, bus, minibus, light
delivery, heavy vehicle, pedal
cycles, and other vehicles.
7.1 Pedestrian fatalities:
Pedestrians dying within 6
days of being involved in a
road traffic accident.
8.1 Fatalities: see 6.1.
8.2 Vehicle kilometres:
Annual vehicle kilometres
travelled.
8.3 Vehicle type:
Disaggregated for users of
car, bus, minibus, light
delivery, and heavy vehicles.
9 Provinces
and
Nationally
9 Provinces
and
Nationally
Nationally
National
Traffic
Information
System
(NaTIS)
National
Traffic
Information
System
(NaTIS)
National
Traffic
Information
System
(NaTIS)
SDM DITP, 2008 to 2013 205 31 Aug 2010

Table 15.2: NLTSF-based Key Performance Indicators
Key Strategy
Area
Public
transport: Taxi
recapitalisation
Public
transport: Bus
restructuring
Land-use
restructuring
NLTSF - based
KPI
9. % of mini-bus
taxi fleet
recapitalised.
10. % of
subsidised
bus services
operating in
terms
of tendered or
negotiated
contracts.
11. Amount of
nonresidential
floor space and
number of
housing units
developed in
corridor and
densification/
infilling
projects in
Metropolitan
Municipalities.
Definitions
9.1 M ini-bus taxi fleet:
Formalised mini-bus
taxis used for public
transport services and
registered with
provincial taxi
registrars.
9.2 Recapitalised:
Conforming to the
vehicle size definitions
contained in the
NLTTA and the vehicle
standards for
midibuses and
minibuses used for
public transport as
contained in the
national Road Traffic
Regulations, 2000 as
amended.
10.1 Subsidised bus
services: Bus services
receiving operating
subsidies from national
or provincial
government.
10.2 Tendered or
negotiated contracts:
As defined by NLTTA.
11.1 Non-residential
floor space: Floor
space zoned for nonresidential
purposes.
11.2 Number of
housing units:
Number of household
units zoned for
residential use.
11.3 Developed:
Constructed during the
year in question.
11.4
Densification/infilling
projects:
Developments within
transport corridors and
nodes as identified in
Integrated Transport
Plans of Metropolitan
Municipalities, or as
specified by the NDoT.
M inimum
Units to
be
reported
on
9
Provinces
and
Nationally
9
Provinces
and
Nationally
4
Provinces
and
Nationally
Data
Source(s)
National Land
Transport
Information
System
(NLTIS)
Scrapping
Administration
Agency (SAA)
National
Traffic
Information
System
(NaTIS)
DoT
Metropolitan
Municipalities
SDM DITP, 2008 to 2013 206 31 Aug 2010

Key Strategy
Area
Freight
transport
Rural transport
Funding
NLTSF - based
KPI
12. % of land
freight
tonnage (road +
rail) transported
by
rail.
13. Average % of
overloaded
trucks on
provincial and
national roads.
14. Amount of
transport
expenditure by
government in 13
priority rural
nodes, for
infrastructure
and for
operations.
15. % of funding
needs for
implementing
NLTSF
strategies that
have been
sourced from
government
budgets (all
spheres).
Definitions
12.1 Land freight
tonnage: Total tons of
freight transported for
reward by road and
rail, including all
commodities. Note: this
excludes own transport
13.1 Overloaded
trucks: Heavy vehicles
exceeding permissible
axle loads, as
measured for an
unbiased
sample at Weigh-in-
Motion (WIM)
facilities.
13.2 Av erage %:
Average % for all WIM
sites, weighted by the
traffic volume per site.
14.1 Transport
expenditure by
government: Including
infrastructure
(construction,
upgrading,
maintenance) and
operations, by all 3
spheres of
government.
14.2 Priority rural
nodes: Priority districts
identified by the
Integrated Sustainable
Rural Development
Strategy.
15.1 Funding needs:
Funding needs for
implementing the
NLTSF
strategies for the next 5
years that have been
quantified in line with
the
NLTSF funding
strategy.
15.2 Funding
sourced: The
proportion of the
amount under 15.1 that
has been allocated
from national,
provincial and local
government budgets,
for the year in question.
M inimum
Units to
be
reported
on
Nationally
9
Provinces
and
Nationally
9
Provinces
and
Nationally
Nationally
Data
Source(s)
Council for
Scientific and
Industrial
Research
(CSIR)
Council for
Scientific and
Industrial
Research
(CSIR)
Integrated
Sustainable
Rural
Development
Programme
(ISRDP)
Department of
Provincial and
Local
Government
DoT
Provincial
Departments of
Transport
Local
government
SDM DITP, 2008 to 2013 207 31 Aug 2010

TABLE 15.3 contains a summary of the proposed NLSTF (2006 to 2011) and
GPTRW (2002) KPIs.
Table 15.3: National KPIs in relation to GautengProvincial KPIs
Topic National KPIs (2006 – 2011) Prov incial KPIs (2002)
1. Number of road traffic 1. Road traffic fatalities per
fatalities per vehicle type area.
2. Number of road traffic 2. Public transport
pedestrian fatalities
fatalities per area.
3. Number of road traffic 3. Pedestrian fatalities per
fatalities per 100 millionvehicle area.
kms by type.
1. Environment and
healthconsequences
of transport
2. Transportactivity 4. Average travel time to work
5. Public transport share of all
motorised trips towork
6. Percentage of land freight
tonnage transported byrail
7. Average percentage of
overloaded trucks onnational &
provincial roads.
3. Land use,urban form
andaccessibility
4. Supply
oftransportinfrastructure
andservices
8. Access of rural people to
public transport (% < 2km)
9. Floor space and number of
housing unitsdeveloped
indesignated corridors in
metropolitan
areas.
10. Average age of public
transport rolling stock bymode.
11. Percentage of minibus-taxi
fleet recapitalised.
4. Average travel time for
work and educationtrips
5. Travel modes used for
work and educationtrips.
6. Capacity and utilisation
of roads & publictransport
facilities.
7. Access to public
transport (all modes).
8. Customer satisfaction
with attributes ofpublic
transport modes
9. Lane km of freeways &
arterials.
10. Condition of freeways &
arterials.
11. Supply of bus & taxi
bays.
5.
Transportationexpenditures
andpricing
6. Implementationand
monitoring
12. Percentage of households
spending more than10% of
disposable income on public
transport.
13. Percentage of subsidised
bus services operatingin terms
of tendered or negotiated
contracts.
14. Expenditure by government
in 13 priority ruralnodes for
infrastructure and operations.
15. Percentage of NLTSF
funding needs sourcedfrom
different levels of government.
12. Average travel cost for
work and educationtrips.
13. Operating subsidies per
area of origin of
buspassengers.
14. Annual expenditure
target for infrastructureand
operations.
SDM DITP, 2008 to 2013 208 31 Aug 2010

15.2 Problem Statement
It is appropriate that government practises should be subjected to evaluation and
review . KPIs should be based upon the Provincial Specifications and cover a set of
indicators about a variety of aspects of the performance of the transport sector. The
KPIs should also strive to reflect the relationship betw een transport and land use.
This is currently non-existent in Sedibeng.
15.3 Strategy
The objective of performance monitoring is to enable SDM to measure the success in
achieving transport goals, objectives and strategies for transport system
improvements.
The SDM w ill establish a performance management system as required by the
Municipal Systems Act 32, 2000, Chapter 6. The DistrictMunicipalityw ill promote a
culture of performance management among political structures, political office
bearers, councillors and administrators.
The process of integrated transport planning w ill be dynamic and characterised by the
continuous review and testing of goals and objectives against KPIs.
The SDM w ill apply KPIs to monitor progress in the implementation of policies and
projects, and to monitor its performance as an implementing agent.
Tw o types of KPIs are identified:
• Customer-based indicators, w hich measure the performance of the land
transport system from the customer’s point of view ; and
• ITP-based indicators, w hich measure the progress of the DistrictMunicipality in
implementing the policies and projects contained in the ITP.
The indicators are reflective of the follow ing priority areas:
• promotion of public transport usage;
• promotion of access to Land transport; and
• road safety.
TABLE 15.3shows the transport objectives, KPIs and recommended norms w ith
regard to Transportation. The ITP Review will monitor the previous year’s
performance. TABLE 15.3 differentiates betw een customer and transport authority
KPIs.
SDM w ill finalise a list of KPIs and monitor itself in terms of service delivery on a
quarterly basis.
SDM DITP, 2008 to 2013 209 31 Aug 2010

Table 15.3: Proposed Key Performance Indicators for SDM
Transport Objective KPI KPI Norm
1. Minimise travel distance
CUSTOMER KPIS
Percentage of commuters trav elling less
than 40 km to work
% Commuters
2. Minimise travel time
3. Access & Mobility
Percentage of commuters trav elling less
than 1 hour to work
% of rural people living within 2 km of
access to regular public transport services
% Commuters
% Commuters
4. Minimise Cost of Trav el
1. Improv ed transport safety
2. Traff ic Safety
3.
4.
5.
Prov ision of efficient, effective
and sustainable transport
inf rastructure
Ensure sustainable and
dedicated funding
Lev el of media intervention
and f inance f or promoting
public transport
% of households spending more than 10%
of disposable income on public transport
TRANSPORT AUTHORITY KPIS
Accidents per 100 000 v ehicles by mode,
and no. of pedestrian accidents
Expenditure on No. of hazardous locations
identif ied and addressed. (Road Saf ety
projects and before and after studies.)
Lane kilometres of f reeways and arterials
per 1 000 population
Expenditure of road inf rastructure, public
transport inf rastructure, planning and
maintenance per 1 000 population
Expenditure on marketing Public Transport
% Households
% Accidents
R/1000/population
% Commuters
R/1000/population
R/1000/population
6. Promoting Public Transport Customer satisf action surveys Various
7.
Trav el Demand Management
& Transport System
Management
Expenditure on inf rastructure projects, and
planning and design projects.
R/1000/population
8. Formalisation of Taxi Industry
9. Land-use restructuring
10. Institutional
No. of permits conv erted to operating
licenses
Amount of non-residential f loor space and
number of housing units developed in
corridor and densif ication/inf illing projects
in Urban areas
No. of resolutions at Transport Forum
Meetings
No. of OL/no. of
permits
v arious
No.
11.
CapacityBuilding& Skills
Dev elopment (internal)
Budget spent on internal training and
bursaries for Transportation Related skills
dev elopment
R/1000/employ ee
12.
Job Creation & Skills
Dev elopment (external)
Budget spent on Training of emerging
contractors
R/1000/person
No. of emerging contractors employ ed (as
lead contractor and sub-contractor), and
budget spent.
R/contractor
SDM DITP, 2008 to 2013 210 31 Aug 2010

Distinction w ill be made betw een:
• system performance (e.g. travel time, travel cost, access times, etc); and
• administrative performance (e.g. response times to repair system breakdow ns
such as traffic signals, road potholes and traffic accidents).
As mentioned earlier, early in 2002 the Gauteng Transport Coordinating Committee
(TCC) approved "Specifications for the Measurement of Key Performance Indicators
in Gauteng". This guideline document outlines a process to collect data and measure
KPIs consisting of five phases:
1. Determination of analysis areas
2. Collection of demographic data for the analysis areas
3. Determination of performance indicators
4. Data collection
5. Documentation and electronic transfer of data to the PTIS
The above is applicable also to Sedibeng.
According to the Municipal Systems Act 32, 2000, the results of performance
measures must be audited as part of the Municipality’s internal auditing process and
be audited annually by the Auditor-General, and made know n to the public through
the Annual Report.
15.4 Outcomes
SDM w ill collect data and measure identified KPIs as required by GautengProvince.
SDM DITP, 2008 to 2013 211 31 Aug 2010

16 FUNDING
16.1 Historical Overview of Funding
DoT has not been able to source more funding for land transport from Treasury. In
the NLTSF, the DoT fails to make any assertions and concrete undertakings about
the future funding of land transport. The Urban Transport Fund, formed as part of the
Urban Transport Act of 1977, did not have enough funds to sustain land transport for
the entire country. How ever, it should be noted that the subsidised public transport
services operating throughout the country are funded by the DoT through the
provincial governments and its agencies.
As w ith many local authorities w ithin the GautengProvince, the SDMis faced w ith
serious challenges regarding funding of land transport services. Generally, over the
last few years funding for land transport has been very limited. This can be largely
attributed to a combination of limited funding and the commitment of the bulk of funds
to priority areas like health and education.Due to limited funding, public transport
services and the condition of roads have generally deteriorated. The rail rolling stoc k
is also rendered more and obsolete. The average age of public transport vehicles
has increased significantly, and those vehicles that do not form part of the subsidised
contracts are even older.
The evolvement of the non-subsidised mini-bustaxi mode has created its ow n
problems. The violence that besieged the industry for many years w as largely
influenced by non-profitability of the industry. That relates directly to the nonsubsidisation
of the industry. The vehicle fleet is becoming more obsolete as the
funding for re-capitalisation cannot be found. How ever, such problems are to be
addressed through the much publicized, and delayed, taxi re-capitalisation
programme.
SDM does not fund any public transport service as the Vaal Transport Bus Service
was discontinued and SDM w as relieved of its funding responsibilities.
16.2 Legislative Overview
The SDM currently receives the majority of its funding from national government
through the equitable share divided as per the Division of Revenue Act (DORA),
passed at the beginning of each financial year. The Division of Revenue Act (DORA)
provide for the equitable division of revenue anticipated to be raised nationally among
the national, provincial and local spheres of government for a specific financial year
and the reporting requirements for allocations pursuant to such division; to permit the
withholding and the delaying of payments in certain circumstances; to provide for
liability for costs incurred in litigation in violation of the principles of co-operative
governance and intergovernmental relations; and to provide for matters connected
therew ith.
The objects of this Act are:
• to provide for the equitable division of revenue anticipated to be raised
nationally among the three spheres of government;
SDM DITP, 2008 to 2013 212 31 Aug 2010

• to promote co-operative governance and the principles of intergovernmental
relations on budgetary matters;
• to promote better co-ordination betw een policy, planning, budget preparation
and execution processes;
• to promote predictability and certainty in respect of all allocations to provincial
governments and municipalities in order that such governments and
municipalities may plan their budgets over a multi-year period;
• to promote transparency and equity in all allocations, including in respect of
the criteria for their division;
• to promote accountability for the use of public resources by ensuring that all
transfers are reflected on the budgets of benefiting provincial governments
and municipalities; and
• to ensure that legal proceedings between organs of state in the three spheres
of government are avoided as far as is possible.
The SDM also receives funding indirectly through the subsidy of both bus and rail.
DoT is how ever in the process of revising its subsidy policy to reflect the ideals of the
NLTTA. National Treasure is expected to reduce the subsidy bill due to improved
efficiencies w ithin the public transport system. Other redistributive principles relating
to diverting land transport funding from urban to rural areas could further influence
affordability of public transport services w ithin Sedibeng.Through the provisions and
principles of the NLTTA, the DoT supports the devolution of fund raising pow ers to
low er levels of government. This devolution w ould provide local authorities w ith the
means to promote public transport and to internalize the externalities provided by the
private car. Local authorities must how ever demonstrate the capabilities to effectively
use these new ly devolved powers and funding mechanisms.
16.3 Current Funding Dispensation
The enormity of the scale of pressure placed on infrastructure funding in the country
is almost intractable. To respond adequately to the challenges of infrastructure
backlogs there w as a comprehensive overhaul of the funding regime in the country,
culminating in the establishment of a fund called the Municipal Infrastructure Grant
(MIG). MIG is in essence a consolidated grant mechanis m; it is a merger of the
follow ing infrastructure grant programmes:
• Consolidated Municipal Infrastructure Programme (managed by Department of
Provincial and Local Government (DPLG));
• Local Economic Development Fund (managed by DPLG);
• Water Service Capital Grant (managed by DWAF);
• Community Based Public Works Programme (managed by Public Works);
• Building for Sports & Recreation Programme (Sport and recreation SA-to be
phased in later);
• Urban Transport Grant (managed by NDoT); and
• National Electrification Programme (managed by ESKOM).
MIG is aimed at providing all South Africans with at least a basic level of service by
the year 2013; it will have an overall target of removing the backlog w ith regard to
access to basic municipal services over a 10-year period.
MIG allocations to municipalities w ill not necessarily be automatic, for their part,
municipalities are expected to establish a Project Management Unit (PMU) to be
SDM DITP, 2008 to 2013 213 31 Aug 2010

funded from MIG Capital Grant allocation made to municipalities. Municipalities are
expected to submit a PMU Business Plan as w ell as Project Based Business Plans to
Province for approval and ratification by DPLG. It is the requirement of MIG that
municipalities should meet a number of founding conditions, including:
• Conformity w ith IDPs;
• Limitations on operational spending;
• Adequate attention to rehabilitation;
• No pledging of funds to secure loan finance;
• Achievement of specified basic service coverage targets; and
• Poverty alleviation.
There are specific conditions that apply to select sectors. Each sector may, further to
the founding conditions, establish sector specific conditions.
• Department of Public Works
- A minimum of 10% of all projects related to rural roads, low volume
municipal roads (less than 500 vehicles per day), pipelines, trenches
and sidew alks have to be conducted in a labour intensive manner in
terms of the Expanded Public Works Programme (EPWP) guidelines
issued by the Department of Public Works. The proportion of these
types of projects to be done by hand w ill increase to 80% by 2008/2009.
- To issue contracts for projects of the above type only to consulting
engineers and contractors who are qualified in managing labour
intensive projects.
• Department of Transport
- The development of road infrastructure to poor households that w ould
create access to trade, local economic development and essential
services and to promote road safety.
It is therefore critical that the SDM position itself to take full advantage of the
opportunities presented by MIG.
16.4 Additional Funding Measures
The DPLG project that the provision of basic services to all communities w ill only be
achieved by 2040 at the current rate of service delivery. The projections by the
Medium Term Expenditure Framew ork are worse: communities w ill receive adequate
services only in 2065. These daunting challenges of service delivery cannot be met
through state intervention only but through a sustained collaboration betw een the
state and the private sector. It is against this backdrop that the concepts of Municipal
Service Partnerships (MSPs) and Public Private Partnerships (PPPs) w ere born.
The Gautrain is an example of a PPP currently underw ay, and SANRAL also uses
PPP’s to maintain and expand the national road netw ork. Attempts, through the
Municipal Infrastructure Investment Unit (MIIU), are being made to explore the
potential of PPPs being applied in the broader scale of providing basic services to
communities. The Unit has started w ith examining the role of PPPs on the provision
of municipal public transport services and infrastructure. The SDM must interact w ith
the Unit.
SDM w ill explore some other additional funding sources and mechanis ms, such as:
SDM DITP, 2008 to 2013 214 31 Aug 2010

• Engineering Services Contributions:For any land development application
certain engineering service contributions are payable to local government. The
Tow n-planning and Tow nships Ordinance (15 of 1986) makes provision for
these contributions. Distinction is made betw een internal and external
engineering services, and this only applies to the external services. No
contributions for public transport are levied.
• Impact Requirements:These charges are imposed on developers to
compensate for the impact of their projects on the road netw ork. This does
not contribute significantly to road netw ork improvement.
• Planning Gain:Planning gain, also know n as ‘value capture’ or ‘development
gain’, is w here a developer is granted permission for a development subject
only to certain conditions being met. This principle may be applied
successfully to the provision of public transport facilities at, for example, large
shopping centres.
• Municipal Bonds:Municipal bonds are based on the so-called bond insurance
fund by the development Bank of South Africa. This allows municipalities to
raise capital in order to pay for public projects such as roads and other
infrastructure.These bonds must be serviced and it requires dedicated
revenue streams. The relevance of these bonds relate to the fact that projects
can be financed outside the capital budget of council.
• Tax Increment Financing:Tax Increment Financing (TIF) is based upon the
premise that public improvements promote developments in areas
surrounding them, thereby increasing property tax revenues. Projected
increases in property tax revenues are then used to back bonds w ith w hich the
public improvements are financed, or alternatively annual increments of tax
revenue are deposited into a fund dedicated to improvements w ithin the TIF
district.
• Special Benefit Assessment Rates:This approach is based on the premise
that some or all the costs associated w ith public improvement should be borne
by properties w ithin a well-defined area benefiting from the project. This rate
is an additional charge over-and-above the normal property rates and taxes.
• Donor Funding:Donor funding is provided by the donor community for
specific projects or programmes. International agencies or institutions
generally provide donor funding.
• Private Finance Initiatives:This is also described as public-private
partnerships (PPP’s) w ith the emphasis of using private finance to fund
municipal activities or projects. A PPP is defined as a formal relationship
within w hich the public and private sector partners look for a w in-w in solution
tow ards a common goal that w ould be to ensure the delivery of
public/municipal services at an agreed price and length of time w ith each party
benefiting from the transaction in an appropriate manner. At local level PPP’s
are sometimes referred to as municipal service partnerships.
• Commercial Enterprises:This approach implies that certain transport
services or facilities, or parts of those facilities or services, can be operated on
a commercial basis w ith income potential.
• Congestion Pricing:A congestion charge is aimed at discouraging the use of
the road by those w ho are not w illing to pay the charge. The objective is to
discourage road use at some sites and at specific times. These charges can
then be used to provide improved public transport services.
• Road Taxes:Road taxes are taxes that are linked to the municipal rates and
taxes. This implies it is to be paid on a monthly basis by all property owners.
This additional tax is then used to construct road infrastructure.
SDM DITP, 2008 to 2013 215 31 Aug 2010

• Municipal Urban Tolling:National government, and recently provincial
government, applies tolling as an option to obtain financing for the
construction and maintenance of road infrastructure. Enabling legislation for
local authorities is not yet in place.
• Fuel Levies:The use of fuel levies is not a new issue. Substantial income can
be derived should the transport industry receive its share of the fuel levy.
16.5 Outcomes
SDM w ill explore additional and alternative sources of funding.
SDM DITP, 2008 to 2013 216 31 Aug 2010

17 IMPLEMENTATION OF ITP
17.1 Resources Required to Implement ITP
Critical problem areas affecting the transport planning process most severely in
Sedibeng and that need to be resolved to ensure a successful planning environment
for the future are:
• fragmented transport functional responsibilities;
• insufficient and instability of funding for transport planning and implementation;
and
• the lack of institutional and human resources capacities.
The transport planning and implementation function comprises of transport
infrastructure, transport operations and transport management. In order to achieve
integrated transport planning and inter-modalism, there is need for dynamic skills in
traffic engineering, transport planning and transport economics. Notw ithstanding,
SDM currently has an Executive Director responsible to oversee the Transport,
Infrastructure and Environment Cluster. Reporting to such Executive Director is a
Director responsible for Public Transport and Infrastructure Planning. There are also
tw o Professional Officers responsible for public transport operational matters.
17.2 Summary of Prioritised Programmes and Budgets
TABLE 17.1 contains a five-year implementation plan coupled to programmes,
target/mile stone dates and proposed budgets.
SDM DITP, 2008 to 2013 217 31 Aug 2010

Table 17.1: ITP Implementation Plan
Target Dates and Budgets (x R1000)
Total
Transport Element
Proposed Interventions/Programmes
Budgets
08/09 09/10 10/11 11/12 12/13
(x R1000)
1 Spati al Planning 1.1 Support resi dential densification / infilling east of N1 at Evaton-
Sebokeng up to CBDs of Vander bijlpark and Vereeniging.
0 0 0 0 0
1.2 Support economic and resi dential devel opment al ong R59. 0 0 0 0 0
1.3 Support infilling between R atanda and H eidel bergTown, and
formalisation of i nfor mal settlements around Vischkuil and
0 0 0 0 0
Devon.
1.4 Support Sedi beng Precinct developments, i.e.: regeneration of
historic area of Sharpeville; creation of Gover nment and
Cultural Precincts in old Vereeniging CBD; and Waterfront
0 0 0 0 0
Development along VaalRi ver.
1.5 Support establishing the Vaal Logistics Hub west of Arcelor
Mittal Wor ks in Vanderbijlpar k.
0 0 0 0 0
1.6 Support i mplementing Pl anning Framework for Southern Areas
of City of Johannesburg and surrounds (i.e. Sedibeng and
0 0 0 0 0
WestRandDistricts), including future housing developments.
2 Development
2.1 Impl ement Development Framewor k for R59 corridor. 0 0 0 0 0
Corridors
2.2 Impl ement Development Framewor k for R82 corridor. 0 0 0 0 0
3 Public Transport
Plan
2.3 Impl ement Lesedi N odal and Corridor Study. 0 0 0 0 0
3.1 Modal Integration
3.1.1 Develop a str ateg y that i ntegrates mini-bus taxis, buses and
trains into the public transport system operati ng as a single
650 650
seamless system.
3.1.2 Impl ement initiati ves or awareness pr ogrammes to instil in the
minds of operators the need for integration of different modes
50 50 50 150
of transport.
3.1.3 Set-up an institutional body or structure where r epresentati ves
of different travel modes can voice their needs and concerns.
100 100
3.1.4 Ensure that new or future upgrades of public transport facilities
activel y and practicall y promote modal integration, i.e. facilities
0 0 0 0 0
shoul d be designed to cater for more than one travel mode.
3.2 Metered Taxis
3.2.1 Undertake an assessment of the metered taxi industr y to
establish the futur e role or market niche of meter ed taxis in
Sedibeng. Specific aspects to be consi dered include
350 350
establishing a client pr ofile and travel patterns of metered taxis
(pick-up and drop-off points).
SDM DITP, 2008 to 2013 218 31 Aug 2010

Transport Element
4 Transport
Infrastructure Plan
Proposed Interventions/Programmes
3.2.2 Set-up an institutional body or structure ( also referred to under
Modal Integration) where representati ves of different travel
modes (including meter ed taxis) can voice their needs and
concerns in an integrated manner. (COVERED UNDER 3.1.3
ABOVE)
3.2.3 Investigate how metered taxis shoul d be accommodated in
terms of taking up space / holding bays, i.e. where to pr ovide
holding bays. (COVERED UNDER 3.2.1 ABOVE)
Target Dates and Budgets (x R1000)
08/09 09/10 10/11 11/12 12/13
Total
Budgets
(x R1000)
0 0
0 0
3.3 Learner Transport
3.3.1 Develop and i mplement str ateg y for learner transport 650 650
3.3.2 Set-up an institutional body or structure ( also referred to under
Modal Integration) where representati ves of different travel
modes (including learner transport) can voice their needs and
0 0
concerns in an integrated manner. (COVERED UNDER 3.1.3
ABOVE)
3.4 Transport for People with Sp ecial N eeds
3.4.1 Ensure user-friendl y new and existing public transport facilities
in terms of providi ng for people with speci al needs.
0 0 0 0 0
3.4.2 Use various forums and institutional structures to encourage
public transport operators to be sensiti ve and consider ate to
0 0 0 0 0
people with special needs.
3.4.3 Invite representati ves of people with special needs to
participate in relevant forums by voicing their transport needs
0 0 0 0 0
and concerns.
3.5 Management of Public Transport Facilities
3.5.1 Develop a policy on the management and maintenance of
mini-bus taxi facilities. Draft a by-law to enforce such a policy.
450 450
4.1 Road Networks and Corridors
4.1.1 SupportGautengProvince with finalising main public transport
corridors for Gauteng (includi ng Sedibeng) – i.e. Integrated
0 0
Public Transport N etwor k Design project
4.2 Road Safet y
4.2.1 Assist Local Municipalities to meet their responsi bility towards
the general public in terms of traffic safety through the phased
500 500 500 500 2 000
implementation of a Road Traffic Safety Management Plan.
4.2.2 Assist Local Municipalities to carr y out i ndependent Road
Safety Audits.
550 550 1 100
4.2.3 Assist Local Municipalities to identify hazardous road
locations, prioritise these locations for remedi al treatments,
and systematically budget for and i mpl ement impr ovement
400 400 400 1 200
programmes.
4.2.4 Assist Local Municipalities to identify locations where there is a
concentrati on of schools or high learner pedestrian activiti es to
250 250 250 750
implement road safety measures.
SDM DITP, 2008 to 2013 219 31 Aug 2010

Target Dates and Budgets (x R1000)
Total
Transport Element
Proposed Interventions/Programmes
Budgets
08/09 09/10 10/11 11/12 12/13
(x R1000)
4.2.5 Fund safety campaigns and road safety programmes for Local
Municipalities to educate and train road users regardi ng road
70 80 100 250
safety matters.
4.3 Traffic Signals
4.3.1 Encourage and assist Local Municipalities to systematically
implement the Traffic Signal Management Process as
stipulated i n the South African Road Signs Manual, Volume 3:
500 500 500 500 2 000
Traffic Signal Design.
4.3.2 Assist Local Municipalities with regular maintenance of traffic
signals in their respective jurisdictional areas.
1 000 1 000 1 000 1 000 4 000
4.3.3 Assist Local Municipalities with assessi ng the need for
signalised intersections (i.e. Traffic Impact Assessments) in
500 500 500 500 2 000
highly devel oped areas.
4.4 Traffic Signag e and Ro ad Markings
4.4.1 Assist Local Municipalities to systematicall y formulate and
implement a Road Signs Management System as defined i n
500 500 500 500 2 000
the South African Road Signs Manual, Volume 2, Chapter 16.
4.4.2 Assist Local Municipalities with impr oving signage and
information ser vices to tourist attracti ons
800 800 800 800 3 200
4.4.3 Assist Local Municipalities with the ongoing maintenance or
replacement of outdated or damaged signs i n Sedibeng.
1 000 1 000 1 000 1 000 4 000
4.4.4 Assist Local Municipalities to identify specific locati ons where
road mar kings have a higher than nor mal i mpact on the safety
of road users, such as at stop signs, traffic signals or
pedestrian crossings (especially where learners cross a road
section). These locations will be prioritised based on among
300 300 300 300 1 200
other consi derati ons the condition of the road mar kings, where
after high quality, durable paint will be used for road markings
at such locations.
4.5 Upgrading and Maintenan ce of Road s in Strategic Roads Net work
4.5.1 Ensure that the Pavement Management System (PMS) for
Sedibeng is up to date to assist with prioritising road networ k
800 100 100 1 000
improvements.
4.5.2 Encourage Local Municipalities to ensure that the
upgrading/maintenance of roads is bi as towards roads having
0 0 0 0 0
a high vol ume of public transport vehicles.
5 Airports 5.1 Support and cooperate with studies to investigate commercial
and/or pri vate devel opment of AerovaalAirport i n Heidelberg
0 0 0
and other local airports, including new airports.
5.2 Ensure adequate road access to exiting airports/ airfields. 300 300
5.3 Investigate opportuniti es to enter i nto a public-pri vatepartnership
for the devel opment and operati on of airfields in
Sedibeng.
300 300
SDM DITP, 2008 to 2013 220 31 Aug 2010

Transport Element
Proposed Interventions/Programmes
6 Freight Transport 6.1 Develop Freight Transport Management Pl an considering
overload control, abnormal loads and transporting hazardous
materials
6.2 Further explore the establishment of a centralised truck stop
facility/hub in the Meyerton i ndustrial area next to the R 59
freeway to accommodate freight movements to among other
places Ekurhuleni and City Deep, based on the initial
investigation done by GPTRW.
7 Non-motorised
7.1 Develop a course Area- wide Master Plan to provide for proper
Transport
networ k planning for NMT purposes.
7.2 Promote the use of bicycles and especi ally among learners
through the project called Shova Kalula.
7.3 Promote the principl e that new roads bei ng designed for high
density areas should make provision for pedestrian sidewalks.
7.4 Explore and use funding opportunities for the i mpl ementation
of NMT projects.
8 Waterways 8.1 Investigate feasibility of usi ng VaalRiver to transport public
transport users
8.2 Undertake a course assessment of access acr oss the
VaalRi ver for NMT.
9 Monitoring and KPIs 9.1 Collect data and measure i dentified KPIs as r equired by
GautengProvince.
Target Dates and Budgets (x R1000)
08/09 09/10 10/11 11/12 12/13
Total
Budgets
(x R1000)
700 700
600 600
500 500
50 50 50 50 200
0 0 0 0 0
0 0 0 0 0
400 400
300 300
800 800
10 Funding 10.1 Explore additional and alternati ve sources of funding. 0 0 0 0 0
11 ITP Implementation: 11.1 Confirm resources required for public transport and
0 0 0 0 0
Human Resources
infrastructure pl anni ng and appoint staff.
SDM DITP, 2008 to 2013 221 31 Aug 2010

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