VOLUME 1 HUMAN SETTLEMENT PLANNING AND ... - CSIR

More documents

Recommendations

Info

GUIDELINES FOR HUMAN SETTLEMENT PLANNING AND DESIGNLIST OF TABLESTable 5.2.1 The relationship between public transport services and residential density . . . . . . . . . . . . . . .18LIST OF FIGURESFigure 5.2.1 Urban densification options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3Figure 5.2.2Principles to achieve the public transport supportive structure necessaryfor fundamental restructuring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Figure 5.2.3 Example of four public transport network concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7Figure 5.2.4 Context and site analysis map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9Figure 5.2.5 A transport framework for settlement planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11Figure 5.2.6 Location of bus stops on major arterial roads of freeway standard . . . . . . . . . . . . . . . . . . . . .12Figure 5.2.7 A public transport feeder route in an open network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13Figure 5.2.8 A public transport feeder route in relation to neighbourhood activities . . . . . . . . . . . . . . . . .14Figure 5.2.9 Car-oriented network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15Figure 5.2.10 Modification of a closed road network to provide an open movement network . . . . . . . . . .15Figure 5.2.11 Land-use elements in relation to the transport framework . . . . . . . . . . . . . . . . . . . . . . . . . . .17Figure 5.2.12 Dimensions of bus bays and bus turning circles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19Figure 5.2.13 Road layouts reflecting evolving planning practice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20Figure 5.2.14 Relationship between bus stops and a commercial site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21APPENDICESAPPENDIX A PUBLIC TRANSPORT CATCHMENTS AS THE BASIS FOR NEIGHBOURHOOD PLANNING . . . . . . .23APPENDIX BAPPENDIX CGUIDELINES FOR ESTIMATING PUBLIC TRANSPORT DEMAND ANDASSOCIATED PUBLIC TRANSPORT SYSTEMS IN SETTLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . .24THE MOVING SOUTH AFRICA (MSA) STRATEGY WITH REFERENCE TO LANDUSE AND LAND MANAGEMENT ISSUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26iiChapter 5.2Public transport
GUIDELINES FOR HUMAN SETTLEMENT PLANNING AND DESIGNINTRODUCTIONPublic transport policy, strategy, planning, operationsand management are all currently in a state of flux inSouth Africa. In the recent past, in most urban areasthe focus of public transport bodies was largely theprovision of basic services for low-incomecommunities, whose travel choices do not extend towalking, cycling or driving to their destinations. Inmost medium- to high-income areas, only rudimentaryservices exist which can barely be considered analternative to the motor car. Accordingly, publictransport services in South Africa have been designedto serve the perceived need to assemble labour fromdistant suburbs and satellite low-income dormitories,at centralised workplaces. There were, and still are,very few off-peak services. Public transport to servenon-work trip purposes has also been neglected. Inrecent years, public transport has come to bedominated by minibus taxis, which do not run toschedule and which have tended to follow the line ofleast resistance through the townships andsettlements, in order to give operators the opportunityof maximising the number of journeys, and thus theirprofits. Service to customers has not been of primaryconcern.The foregoing is the public transport context withinwhich the planners of new settlements will beoperating in the short to medium term (the next fiveto ten years). Settlement planners 1 will, however, bechallenged to assist transport authorities 2 in changingdirection and building cities and towns which facilitatepublic transport, and make it more accessible, viableand sustainable. It is, therefore, essential that theplanners of settlements in urban areas shouldunderstand the current and evolving public transportpolicies so that they can assist in facilitating settlementwhich is supportive of public transport. This guidedoes not deal with settlements in rural areas, althoughmany of the principles and standards are applicable.The next section provides a summary of relevantdocumentation about public transport, and gives anindication of the likely directions of change in thecoming ten years, to provide settlement planners withan understanding of the context within whichsettlement planning will be undertaken.EVOLVING PUBLIC TRANSPORTPOLICY AND ITS IMPLICATIONS FORSETTLEMENT-PLANNINGWhite Paper on national transport policyThe strategic objectives of the White Paper which arerelevant to settlement-planning and which should beincorporated in future settlements are summarisedbelow:• Public transport travel distances and times for worktrips should be limited to about 40 km, or one hourin each direction. This means that new settlementsshould be located no further than 40 km from themajor work destinations. Further, as a generalguideline, settlements should rather be located asclose as possible to places of work and other urbanactivities so as to facilitate trips by bicycle or onfoot. Where this is not possible, settlements shouldbe located close enough to work destinations toenable public transport vehicles to make two ormore trips from the settlement to the work placeor school in peak-hour periods.• An objective has been set to promote the use ofpublic transport over private car travel with anambitious 4:5 ratio of public to private transportbeing set as a target. To assist in the achievementof this objective, settlement plans should havecirculation systems or movement layouts whichmake all dwellings accessible to public transport(see Sub-chapter 5.1).• Within the strategic objectives for improvingaccessibility, a target has been set of reducingwalking distances to public-transport facilities toless than about one kilometre. Most people takeabout 15 minutes to walk one kilometre, so thisobjective should be regarded as a minimum. A farmore desirable target for settlement-planning willbe to place every dwelling within about sevenminutes of a public transport boarding point(around 400-500 m).• A final strategic objective which should be takeninto account in settlement-planning is the object ofpromoting and planning for the use of nonmotorisedtransport. Accordingly, settlementsshould be planned as places with a variety of urbanactivities, containing workplaces, schools, shops,recreational and community facilities, anddwellings. They should also have movementnetworks which permit direct pedestrian access toactivities and public transport facilities (see Subchapter5.1).1 This applies to all professions involved in the planning and design of settlements.2 Transport authorities are provincial or municipal governments responsible for pubic transport and roads interms of schedule 4 of the constitution of the Republic of South Africa Act of 1996.Public transport Chapter 5.21
Page 1 and 2:
G u i d e l i n e s f o rHUMAN SETT
Page 3 and 4:
GUIDELINES FOR HUMAN SETTLEMENT PLA
Page 5 and 6:
Page 7 and 8:
Page 9 and 10:
IndexVolume 1Volume 2Chapter 1Chapt
Page 11 and 12:
Page 13 and 14:
Page 15 and 16:
Page 17 and 18:
Page 19 and 20:
Chapter 2A framework forsettlement-
Page 21 and 22:
Page 23 and 24:
Page 25 and 26:
Page 27 and 28:
Page 29 and 30: GUIDELINES FOR HUMAN SETTLEMENT PLA
Page 45 and 46: Chapter 4Planning method andpartici
Page 59 and 60: Movement networksChapter 5.15.1
Page 71: GUIDELINES FOR HUMAN SETTLEMENT PLA
Page 78 and 79: Chapter 5.25.2Public transport
Page 130 and 131:
Page 132 and 133:
Page 134 and 135:
Page 136 and 137:
Page 138 and 139:
Page 140 and 141:
Page 142 and 143:
Page 144 and 145:
Page 146 and 147:
Page 148 and 149:
Page 150 and 151:
Page 152 and 153:
Page 154 and 155:
Page 156 and 157:
Page 158 and 159:
Page 160 and 161:
Page 162 and 163:
Page 164 and 165:
Page 166 and 167:
Page 168 and 169:
Page 170 and 171:
Page 172 and 173:
Page 174 and 175:
Page 176 and 177:
Page 178 and 179:
Page 180 and 181:
Page 182 and 183:
Page 184 and 185:
Page 186 and 187:
Page 188 and 189:
Chapter 5.5Public facilities5.5
Page 190 and 191:
Page 192 and 193:
Page 194 and 195:
Page 196 and 197:
Page 198 and 199:
Page 200 and 201:
Page 202 and 203:
Page 204 and 205:
Page 206 and 207:
Page 208 and 209:
Page 210 and 211:
Page 212 and 213:
Page 214 and 215:
Page 216 and 217:
Page 218 and 219:
Page 220 and 221:
Page 222 and 223:
Page 224 and 225:
Chapter 5.7Public utilities5.7
Page 226 and 227:
Page 228 and 229:
Page 230 and 231:
Page 232 and 233:
Page 234 and 235:
Page 236 and 237:
Page 238 and 239:
Page 240 and 241:
Page 242 and 243:
Page 244 and 245:
Page 246 and 247:
Page 248 and 249:
Page 250 and 251:
Page 252 and 253:
Page 254 and 255:
Page 256 and 257:
Page 258 and 259:
Page 260 and 261:
Chapter 5.8.2Ecologically sound urb
Page 262 and 263:
Page 264 and 265:
Page 266 and 267:
Page 268 and 269:
Page 270 and 271:
Page 272 and 273:
Page 274 and 275:
Page 276 and 277:
Page 278 and 279:
Page 280 and 281:
Page 282 and 283:
show all

VOLUME 1 HUMAN SETTLEMENT PLANNING AND ... - CSIR

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?