Chapter 11 - Sedibeng District Municipality

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.
SDM DITP, 2008 to 2013 170 31 Aug 2010