Chapter 11 - Sedibeng District Municipality

More documents

Recommendations

Info

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
• 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 <strong>Sedibeng</strong>. • 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. SDM DITP, 2008 to 2013 171 31 Aug 2010
Page 1 and 2:
SedibengDistrictMun icipality DISTR
Page 3 and 4:
Proposed Interventions / Programmes
Page 5 and 6:
Transport Element Proposed Interven
Page 7 and 8:
4.3.1 Existing Gauteng Rail Netw or
Page 9 and 10:
11 FREIGHT TRANSPORT 155 11.1 Backg
Page 11 and 12:
FIGURES Figure 1.1 Figure 1.2 Figur
Page 13 and 14:
DRAWINGS / MAPS (Included on CD acc
Page 15 and 16:
1 INTRODUCTION 1.1 Interrelationshi
Page 17 and 18:
• The Operating Licences Strategy
Page 19 and 20:
Figure 1.3: Gauteng and SDM Jurisdi
Page 21 and 22:
1.3 Institutional Overview FIGURE 1
Page 23 and 24:
1.4 Intergovernmental Relations The
Page 25 and 26:
2 LEGISLATIVE FRAMEWORK FOR TRANSPO
Page 27 and 28:
(e) Road Traffic Act, 1989 (Act 20
Page 29 and 30:
(j) Development Facilitation Act, 1
Page 31 and 32:
• provide for the necessary land
Page 33 and 34:
• Undertaking functions relating
Page 35 and 36:
infrastructure, thereby reducing ov
Page 37 and 38:
FIGURE 3.1 provides the organogram
Page 39 and 40:
• Integrated Transport Systems;
Page 41 and 42:
Table 3.1: Transport Objectives for
Page 43 and 44:
Table 4.1: Employment Status Region
Page 45 and 46:
Purpose of Trip Other Bicycle Walk
Page 47 and 48:
The graph below shows the average p
Page 49 and 50:
Table 4.4: Dwelling Units Name City
Page 51 and 52:
4.2.3 Employment Status of Economic
Page 53 and 54:
4.2.4 Employment (by Place of Work)
Page 55 and 56:
Table 4.8: Informal Workers by Muni
Page 57 and 58:
Table 4.9: Unemployed by Municipal
Page 59 and 60:
Figure 4.3: Schematic Illustration
Page 61 and 62:
Table 4.11: Rail Operational Perfor
Page 63 and 64:
Figure 4.5: Percentage of Passenger
Page 65 and 66:
4.3.4 Assetsand Performance The Spo
Page 67 and 68:
4.3.5 Revenue Sources TABLE 4.15 li
Page 69 and 70:
Table 4.21: Number of Buses and Pas
Page 71 and 72:
Table 4.24: Currnet Taxi Passenger
Page 73 and 74:
5 STAKEHOLDER PARTICIPATION AND TRA
Page 75 and 76:
Focus Areas Issue Raised Rail Opera
Page 77 and 78:
6 SPATIAL PLANNING / LAND USE 6.1 S
Page 79 and 80:
6.1.2 Midvaal The MidvaalLocalMunic
Page 81 and 82:
• Lethabong x01 (Quaggasfontein)
Page 83 and 84:
0 - 5 year commercial and industria
Page 85 and 86:
SDM DITP, 2008 to 2013 71 31 Aug 20
Page 87 and 88:
SDM DITP, 2008 to 2013 73 31 Aug 20
Page 89 and 90:
SDM DITP, 2008 to 2013 75 31 Aug 20
Page 91 and 92:
6.3.2 Creation of a Government and
Page 93 and 94:
SDM DITP, 2008 to 2013 79 31 Aug 20
Page 95 and 96:
SDM DITP, 2008 to 2013 81 31 Aug 20
Page 97 and 98:
SDM DITP, 2008 to 2013 83 31 Aug 20
Page 99 and 100:
• emphasis on the development of
Page 101 and 102:
Figure 6.10 SDM DITP, 2008 to 2013
Page 103 and 104:
The key issues identified through t
Page 105 and 106:
In the southern parts of the study
Page 107 and 108:
SDM DITP, 2008 to 2013 93 31 Aug 20
Page 109 and 110:
7 DEV ELOPMENT CORRIDORS This chapt
Page 111 and 112:
Corridor and surroundings. This w o
Page 113 and 114:
7.1.3 Rail Network The Midvaal area
Page 115 and 116:
• The secondary road network arou
Page 117 and 118:
• The R558, an east-w est link be
Page 119 and 120:
7.2.5 Framework Principles The foll
Page 121 and 122:
Figure 7.3 SDM DITP, 2008 to 2013 1
Page 123 and 124:
• The north-south running PWV19 w
Page 125 and 126:
concerned, the Housing Master Plan
Page 127 and 128:
7.3.6 Corridor and Nodal Developmen
Page 129 and 130:
8 PUBLIC TRANSPORT PLAN This chapte
Page 131 and 132:
• majority of operations are in E
Page 133 and 134: Table 8.1: Categorisation of Existi
Page 135 and 136: Figure 8.2: Proposed Gauteng Rail C
Page 137 and 138: • Monitoring and Evaluation: It w
Page 139 and 140: The future role of metered taxis an
Page 141 and 142: The creation of barrier-free enviro
Page 143 and 144: Each of these examples has advantag
Page 145 and 146: • Business Model, i.e. empow erme
Page 147 and 148: • Road lighting: There are still
Page 149 and 150: SDM w ill fund safety campaigns and
Page 151 and 152: • keeping of records of all activ
Page 153 and 154: • Statistics. (d) Outputs SDM w i
Page 155 and 156: SDM w ill assist its Local Municipa
Page 157 and 158: None Type Routine Reseal Light Reha
Page 159 and 160: 10 AIRPORTS 10.1 Background 10.1.1
Page 161 and 162: Figure 10.1: Airports Location and
Page 163 and 164: (b) Heidelberg Airfield Heidelberg
Page 165 and 166: midfield area and its attendant acc
Page 167 and 168: (e) WonderboomAirport, Tshw ane Won
Page 169 and 170: 11 FREIGHT TRANSPORT 11.1 Backgroun
Page 171 and 172: Source:Gauteng Overload Control Str
Page 173 and 174: Source:Gauteng Overload Control Str
Page 175 and 176: Management and Operations:The Overl
Page 177 and 178: also developed standard specificati
Page 179 and 180: Table 11.3: Five-Point Intervention
Page 181 and 182: Activity Areas: There are three pro
Page 183: • Undertake an assessment of frei
Page 187 and 188: 13 WATERWAYS PLAN 13.1 Background R
Page 189 and 190: • On inland w aters a vessel may
Page 191 and 192: Description Upgrading of sew er and
Page 193 and 194: R&S-32 R&S-34 R&S-36 R&S-475 R&S-47
Page 195 and 196: ROADS & STORMWATER FLAGSHIP PROJECT
Page 197 and 198: Unfunded Projects for 2009/10 Code
Page 213 and 214: 14.2.2 Midvaal The table below cont
Page 215 and 216: 14.2.3 Lesedi The table below conta
Page 217 and 218: 15 TRANSPORT MONITORING AND KEY PER
Page 219 and 220: Key Policy Area Promotion of access
Page 221 and 222: Key Strategy Area Freight transport
Page 223 and 224: 15.2 Problem Statement It is approp
Page 225 and 226: Distinction w ill be made betw een:
Page 227 and 228: • to promote co-operative governa
Page 229 and 230: • Engineering Services Contributi
Page 231 and 232: 17 IMPLEMENTATION OF ITP 17.1 Resou
Page 233 and 234: Transport Element 4 Transport Infra
Page 235 and 236:
Transport Element Proposed Interven
show all

Chapter 11 - Sedibeng District Municipality

Create successful ePaper yourself

Delete template?

Save as template?