West Coast District Municipality

WEST COAST DISTRICT MUNICIPALITY

INTEGRATED TRANSPORT PLAN

APRIL 2006

Jeffares & Green (Pty) Ltd P O Box 38561 Pinelands CAPE TOWN Iliso Consulting (Pty) Ltd 7430 Tel: (021) 418-1095 Fax: (021) 418-1096 Tel: (021) 532 0940 Web: www.iliso.com Fax: (021) 53 2 0950 Reg No: 2000/015708 E - mail: [email protected]

Integrated Transport Plan for the West Coast – 1st Draft 03/02/2012

TABLE OF CONTENT

TABLE OF CONTENT ...... i

1. INTRODUCTION ...... 1 1.1 BACKGROUND ...... 1 1.2 TRANSPORTATION PLANNING ...... 1 1.2.1 Demand side of the transport system ...... 3 1.2.2 Supply side of the transport system ...... 4 1.3 STATUTORY REQUIREMENTS ...... 5 1.4 DESCRIPTION OF THE AREA ...... 6 1.5 RESPONSIBILITY FOR PREPARING THE ITP ...... 10 1.6 YEAR TO BE APPLICABLE ...... 10

2. LAND TRANSPORT, VISION, GOALS AND OBJECTIVES ...... 11 2.1 INTRODUCTION ...... 11 2.2 LEGISLATIVE FRAMEWORK ...... 11 2.2.1 National Land Transport Transition Act (Act 22 of 2000) ...... 12 2.2.2 Development Facilitation Act (Act 67 of 1995) ...... 15 2.2.3 Municipal Systems Act (Act 32 of 2000) ...... 16 2.3 NATIONAL POLICIES RELATING TO TRANSPORT ...... 16 2.3.1 White Paper on National Transport Policy ...... 16 2.3.2 Moving South Africa (Action Agenda) ...... 17 2.4 PROVINCIAL POLICY ON TRANSPORT ...... 17 2.4.1 Provincial White Paper on Transport ...... 17 2.4.2 Provincial Land Transport Framework (PLTF) ...... 17 2.4.3 Strategic Plan: 2005/06 to 2009/10 ...... 18 2.5 VISION, GOALS & OBJECTIVES FOR TRANSPORT IN THE WESTERN CAPE ...... 19 2.5.1 Provincial White Paper on Transport ...... 20 2.5.2 Transport Branch of the Western Cape Provincial Government ...... 21 2.6 VISION, MISSION & GOALS FROM THE WEST COAST IDP : 2006/2007 ...... 21 2.7 VISION, GOALS & OBJECTIVES FOR TRANSPORT IN THE WEST COAST ...... 21 2.7.1 Proposed Goals ...... 23 2.7.2 Proposed Objectives ...... 23

3. LAND TRANSPORT STATUS QUO ...... 25 3.1 ROAD NETWORK ...... 25 3.1.1 Introduction ...... 25 3.1.2 Road Classification ...... 25

3.1.3 Rural Roads ...... 27 3.1.4 Urban roads ...... 31 3.2 RAIL NETWORK ...... 32 3.2.1 Introduction ...... 32 3.2.2 Rail Network ...... 32 3.3 PUBLIC TRANSPORT ...... 35 3.3.1 Introduction ...... 35 3.3.2 Routes 37 3.3.3 Transport Service Capacity ...... 37 3.4 PASSENGER FLOWS ...... 42 3.5 OPERATIONAL CHARACTERISTICS ...... 43 3.5.1 Ranks and Routes ...... 43 3.5.2 Fares 45 3.5.3 Contract Services ...... 48 3.5.4 Possitive Attributes of Current Long Distance Services ...... 48 3.5.5 Constaints of Current Long Distance Services ...... 48 3.5.6 Minimbus Taxi Association ...... 49 3.6 FACILITIES ...... 50 3.6.1 Introduciton ...... 50 3.6.2 Public Transport Infrastructure ...... 50 3.6.3 Pounds ...... 51 3.6.4 Weighbridges ...... 51 3.7 FREIGHT TRANSORT ...... 53 3.7.1 Introduction ...... 53 3.7.2 Freight Generators ...... 53 3.7.3 Airfields ...... 54 3.8. INSTITUTIONAL STRUCTURES ...... 55 3.8.1 Introduction ...... 55 3.8.2 Organisational Structure ...... 55 3.8.3 Transport Planning ...... 57 3.8.4 Law Enforcement ...... 57 3.8.5 Traffic Safety ...... 59

4. SPATIAL FRAMEWORK ...... 65 4.1 INTRODUCTION ...... 65 4.2 PROVINCIAL SPATIAL DEVELOPMENT FRAMEWORK ...... 65 4.3 POLICIES OF THE WEST COAST DISTRICT MUNICIPALITY ...... 70 4.4 TOWN PLANNING THAT NEGATIVELY AFFECTS PERSONAL MOVEMENT ...... 71

5. NEEDS ASESSMENT ...... 74 5.1 INTRODUCTION ...... 74 5.2 PERSONAL MOVEMENT ...... 75 5.3 CURRENT DEMAND ESTIMATED FROM PUBLIC TRANSPORT TRIPS ...... 76 5.4 DEMAND FOR PERSONAL TRIPS ...... 78 5.4.1 Within a Town ...... 79 5.4.2 Within a B-Municipality ...... 80 5.4.3 Within the West Coast ...... 82 5.4.4 Outside of the West Coast ...... 83 5.4.5 Transportation Planning for Tourism ...... 83 5.5 NEEDS REVEALED THROUGH WARD COMMITTEES IN IDP PROCESS ...... 84 5.5.1 Saldanha Bay Municipality ...... 84 5.5.2 Berg River Municipality ...... 85 5.5.3 Cederberg Municipality ...... 85 5.5.4 Matzikama Municipality ...... 86

6. PUBLIC TRANSPORT PROPOSAL ...... 87 6.1 INTRODUCTION ...... 87 6.2 MODES OF PERSONAL TRAVEL ...... 87 6.2.1 Pedestrian Needs ...... 87 6.2.2 Cycling ...... 90 6.2.3 Private Car ...... 91 6.3 PUBLIC TRANSPORT CORRIDORS ...... 91 6.4 PUBLIC TRANSPORT SERVICES ...... 93 6.4.1 Local Licence ...... 95 6.4.2 Inter-town / Feeder Licence ...... 95 6.4.3 Long distance License ...... 96 6.4.4 Contract License ...... 96 6.4.5 Learner Licenses ...... 96 6.4.6 Weekend Licenses ...... 97 6.4.7 Tourist / Transfer Licences ...... 97 6.5 ORGANISATIONAL STRUCTURE ...... 97 6.6 LAW ENFORCEMENT ...... 97 8 6.7 PUBLIC TRANSPORT OPERATIONAL REQUIREMENTS ...... 98 6.8 PUBLIC TRANSPORT PROPOSALS FOR WEST COAST DISTRICT ...... 100

7. TRANSPORTATION MANAGEMENT ...... 101 7.1 ROAD NETWORK ...... 101 7.1.1 Introduction ...... 101 7.1.2 Rural Roads ...... 101 7.1.3 Urban Roads ...... 103 7.1.4 Road Network ...... 107 7.1.5 Travel Demand Management ...... 107 7.2 FREIGHT MOVEMENT ...... 108 7.2.1 Introduction ...... 108 7.2.2 Freight Model ...... 108 7.2.3 Town Level ...... 108 7.2.4 Municipal Level ...... 109 7.2.5 District Level ...... 109 7.2.6 Regional Level ...... 110 7.2.7 Goods Movement ...... 110 7.3 INCIDENT MANAGEMENT ...... 111 7.4 RAIL NETWORK ...... 111 7.4.1 Introduction ...... 111 7.4.2 Spoornet Lines ...... 111 7.4.3 Orex Line ...... 112

8 STAKEHOLDER CONSULTATION ...... 113 8.1 INTRODUCTION ...... 113 8.2 HISTORIC DATA COLLECTION ...... 113 8.3 PUBLIC PARTICIPATION PROCESS FOR ITP PROCESS ...... 114 8.4 NATIONAL TRAVEL SURVEY – 2004 ...... 115 8.5 FURTHER STAKEHOLDER CONSULTATION ...... 116

9. TRANSPORT PLANNING PROJECTS ...... 117 9.1 INTRODUCTION ...... 117 9.2 PUBLIC TRANSPORT PLANNING PROJECTS ...... 117 9.2.1 Public Transport Corridor Concept ...... 117 9.2.2 Mobility Strategy ...... 118 9.2.3 Review of Data Collection methods: Current Public Transport Records (CPTR) ...... 118 9.2.4 Non Motorised Transport ...... 118 9.2.5 Assessment of service delivery Ambulance Service ...... 119 9.2.6 Integration of Public Transport and Learners Transport ...... 119 9.2.7 Rail Investigation ...... 119 9.3 MUNICIPAL SPECIFIC PROPOSALS ...... 119

9.3.1 Swartland Municipality ...... 119 9.3.2 Saldanha Municipality ...... 120 9.3.3 Berg River Municipality ...... 120 9.3.4 Cederberg Municipality ...... 121 9.3.5 Matzikama Municipality ...... 121 9.3.6 District Management Area ...... 121 9.4 INFRASTRUCTURE PROJECTS ...... 121 9.4.1 Swartland Municipality ...... 121 9.4.2 Saldanha Municipality ...... 123 9.4.3 Bergriver Municipality ...... 123 9.4.4 Cedarberg Municipality ...... 125 9.4.5 Matzikama Municipality ...... 126 9.5 PRIORITISED IMPLEMENTATION PROGRAMME ...... 127

Annexure A: Glossary of Terms ...... 128 Annexure B: West Coast intergated transport workshop ...... 135 Annexure C: POUNDS ...... 136

1.1 BACKGROUND

The economy of a region depends to a large extent on the efficiency with which people and goods are able to move to where they are economically productive. This plan, as its name indicates, integrates the planning efforts for the various components of this complex problem. By integration, duplication is minimised, while coordination is achieved between efforts in order to maximise the impact on the community.

The underlying principle in planning for transport is that transport serves other goals, and is not a goal in itself. The planning should apply the best transportation engineering practice and focus this around the broader growth and development policies and objectives of the country.

1.2 TRANSPORTATION PLANNING

Transportation is a support function within the development planning process and not a goal in itself. Transportation planning does, however, have a crucial impact on the effectiveness of reaching various economic development goals. In order to plan for a transportation system that will support the other development goals effectively, it is necessary to first understand what the various components of these, and how these interact.

The transportation system consists of:

• A demand side – the people and goods that need to be transported, and • A supply side – the transportation system that allows the movements to occur.

The demand side consists of the need for people and goods to be transported from a point of origin to a destination, mainly to achieve economic, institutional and social goals. The supply side consists of the infrastructure, modes and operational aspects of the transportation system.

Figure 1.1 outlines the components of the transportation problem in broader terms. It shows the types of person and goods movements, as well as the mode and infrastructure components that are required to achieve the movement. Integrated Transport Plan for the West Coast – Draft 03/02/2012

(Figure 1.1: Flow diagram of Transportation System)

1.2.1 Demand side of the transport system

People movements primarily originate at home, and typically have the following trip purposes:

• Work • Education • Institutional • Retail • Social

Goods typically move in the following ways:

• Raw materials or parts as input into a manufacturing or production process; • The output products as input parts or products for other production processes; • As final product or consumables to the retail sector; • From retail to the public or end user.

Provision for transport can be a catalyst for, or at the very least stimulate, the demand for more travel. Higher levels of movement are typically an indication of a growing economy. The supply of transport should therefore not only meet existing demand, but should reserve capacity for future demand.

An important consideration in planning infrastructure is the time variability of demand. Because the transport product, e.g. seats in a bus, cannot be stored, it is lost when not utilised. When a vehicle is parked therefore, it effectively has unused capacity and is unproductive. The more uniform the demand, the more efficient the supply can be. Providing for peak demand therefore leads to an oversupply of transport in the off-peak. The efficiency of the supply system can be improved by:

• Minimising the size of peak demand; (Travel Demand Management) • Maximising the utilisation of vehicles; • Stimulating demand in the off-peak when spare capacity exists.

The combination of trips onto fewer vehicles has the effect of meeting the demand with a lower level of infrastructure and vehicles. Such combinations require more extensive management systems, but would result in an overall reduction in the cost to the transportation system.

1.2.2 Supply side of the transport system

The supply side of the transport system consists of its physical components and the operational and management systems. The physical components are:

• Vehicles: Typically the different vehicle or service types; (e.g. bus, taxi, train) • Infrastructure: The ways, or paths, on which vehicles move; (e.g. road, rail) • Facilities: Places to access or do transfers within the system.

The operational component consists of the modes, typically the type and function of the vehicles, and the times and frequency at which these operate. The management system includes the process of providing, improving and maintaining the physical components, road maintenance, and the operational components, issuing licenses, etc.

Planning for these components is typically done by a variety of authorities. Integrated transport planning should ensure that the various planning authorities effectively and efficiently provide: i) the appropriate level of infrastructure; ii) ensure that the appropriate mode is used for a particular trip; iii) travel demand is minimised through spatial planning and economic development.

i) The appropriate level of infrastructure. This is typically done through ensuring that different functional road classes are maintained to different minimum levels of service. ii) Ensure that the appropriate mode is used for a particular trip. The modes used for movement of people include: - Non-motorised transport, i.e. walking, cycling, animal driven - Private cars - Minibus taxis - Bus - Passenger rail

Modes associated with land transport of goods include: - Light delivery vehicles - Trucks - Freight rail

iii) Travel demand is minimised through spatial planning and economic development. This could include higher density residential development, placement of schools, clinics etc. and location of factories.

1.3 STATUTORY REQUIREMENTS

Part 7 of the National Land Transport Transition Act, Act No 22 of 2000, (NLTTA), has been in operation since July 2002, in terms of Government Gazette No 23659. On this date all local and district municipalities were designated as planning authorities. The planning authority for the West Coast region of the Western Cape Province is the West Coast District Municipality. Planning authorities are required to prepare the statutory plans as required in terms of this Act, or to ensure that the planning is carried out on its behalf.

The first of these statutory plans is the Current Public Transport Record (CPTR), which was completed with the assistance of the consultant team of Jeffares & Green (Pty) Ltd and Iliso Consulting. The CPTR was completed by 30 March 2003.

The second and third of the statutory plans were based on the information obtained from the CPTR, and are the Operating License Strategy (OLS) and Rationalisation Plan (RATPLAN). No RATPLAN was required for the West Coast as this Municipality does not subsidise the type of bus services intended for by the NLTTA.

The fourth plan in this process was the Public Transport Plan (PTP), which describes the planning, including the vision, for public transport in the West Coast. The OLS described the mechanism of transforming the public transport system from the status quo to that envisioned in the PTP.

The Integrated Transport Plan (ITP) combines the planning efforts for public, private and freight transport. As planning is done for the different components of the transport system on various levels and by a variety of public departments, there is often an overlap of services, or the provision of infrastructure that leads to duplication or even conflicting uses.

The ITP aims to coordinate these planning efforts to ensure that the most efficient use is made with the limited resources that are applied.

1.4 DESCRIPTION OF THE AREA

The West Coast District Municipality (WCDM) comprises five municipalities, as well as the northern most area of the West Coast that is managed by the District Municipality, referred to as the District Municipal Area (DMA). The relative positions of the municipal areas are shown on Figure 1.2 and summarised in Table 1.1. The characteristics discussed in this section are taken mainly from the 2001/2002 Integrated Development Plan (IDP) for the West Coast.

Table 1.1: West Coast Municipality Population

No of Towns & Density MUNICIPALITY SIZE (km2) POPULATION Settlements (Persons/ ha) Swartland 3 690.5 70 800 11 0.192 Saldanha Bay 1 909.5 90 900 6 0.476 Bergriver 4 263.3 37 900 9 0.089 Cederberg 7 347.3 33 100 6 0.045 Matzikama 5 539.0 43 400 8 0.078 DMA** 8 352.8 4 800 3 0.0057 TOTAL 31 101.4 280 900 43 0.0903 Source: IDP 2001/2002 from 1996 census, projected to 2002 volumes **District Municipal Area

(Figure 1.2: Map of West Coast Area showing municipal areas)

Table 1.2 shows that the density of an urban area is about 100 times that of the rural West Coast area. One should, however, take into account that the rural population is concentrated into the 43 towns that would have densities comparable to that of the metropolitan area.

Table 1.2: Population Densities of West Coast and the City of Cape Town

Density (Persons/ MUNICIPALITY SIZE (km2) POPULATION* ha) West Coast 31 101 280 900 0.09 Cape Metropolitan Area 2 500 3 100 000 12.4

Table 1.3 shows that, except for the Saldanha Bay municipality, a significant number of people live in rural areas. The major towns and road network are shown in Figure 1.3. The average population density in the rural areas is much lower than the average for the total area. The majority of these people do not own private vehicles and are dependant on either their employers or a public transport service to meet their transportation needs.

Table 1.3: Urbanisation Characteristics

Urban Component Rural Component MUNICIPALITY POPULATION % Number % Number Swartland 70 800 63% 44 600 37% 26 200 Saldanha Bay 90 900 94% 85 400 6% 5 500 Bergriver 37 900 52% 19 700 48% 18 200 Cederberg 33 100 51% 16 900 49% 16 200 Matzikama 43 400 56% 24 300 44% 19 100 DMA 4 800 52% 2 500 48% 2 300 TOTAL 280 900 69% 193 400 31% 87 500 Source: IDP 2001/2002

Goods are transported in smaller volumes and require smaller vehicles running over longer distances, thereby losing some of the economies of scale that reduce the cost of transport in urban areas.

(Figure 1.3: WC2 from CPTR showing Towns and Major Road Network)

The low densities in these vast areas result in higher transportation costs for both goods and persons. This plan will explore different strategies to be used in urban areas in trying to find a more cost effective means of supplying transport to the rural areas.

1.5 RESPONSIBILITY FOR PREPARING THE ITP

The MEC for transport required that the West Coast District Municipality (WCDM) prepare an Integrated Transport Plan for the entire West Coast Area. The Public Transport Branch of the Western Cape Provincial Administration appointed the consultant team of Jeffares & Green and Iliso Consulting to assist the WCDM in preparing these plans. The local B- municipalities also assisted in the preparation of the ITP.

1.6 YEAR TO BE APPLICABLE

It is a requirement of the NLTTA that the ITP be updated at least once a year, based on updates made of the CPTR, OLS and RATPLAN and PTP. The regulation does however make provision for the Minister to determine a different date for the completion of these plans. This Integrated Transport Plan was due for completion on 31 October 2005.

2. LAND TRANSPORT, VISION, GOALS AND OBJECTIVES

INTRODUCTION

It is important that the vision for transport in the West Coast is one that is shared by all the stakeholders in the community. Only then can all involved work towards achieving the goals and objectives that are set to create a public transport system that will be acceptable and beneficial to all.

It is also crucial that the vision for transport is supportive of the provincial, and ultimately, the national vision for transport as promulgated and described in the NLTTA, Mobility Strategy, Rural transport. The Provincial and National government’s strategic objectives are mainly based on an interpretation of the White Paper on National Transport Policy and the Moving South Africa (Action Agenda).

LEGISLATIVE FRAMEWORK

The spatial developments of cities in South Africa are guided by various laws and statutes. These laws are formulated at three different spheres of government, viz.: National, Provincial and Local government. Local government is further divided into the district level and municipal authorities. There are essentially three over-arching key legislative documents guiding spatial developments with regard to urban transportation systems in South Africa:

• The White Paper on National Transport Policy which provides the framework within which all transport system planning and operation in South Africa is to take place and is the basis of most subsequent planning documents (DoT, 1996); • Moving South Africa: The Action Agenda, which is a 20-year Strategic Framework for Transport in South Africa (DoT, 1998); • National Land Transport Transition Act (NLTTA) (Act No. 22, 2000) which essentially provides the measures necessary to transform and to restructure the South African land transport system.

The above national legislative documents give broad guidance to provincial and local statutes and are therefore referred to throughout this report. However, the relevant statutes significant for land use and transport development in the West Coast District are as follows: © Jeffares & Green and Iliso Consulting 11 Integrated Transport Plan for the West Coast – Draft 03/02/2012

• National Land transport transition Act (Act 22 2000) - NLTTA • Development Facilitation Act (Act 67 of 1995) - DFA • Municipal Systems Act (Act 32 of 2000) - MSA

National Land Transport Transition Act (Act 22 of 2000)

Various sections of the National Land Transport Transition Act, (NLTTA) give guidance on the principles that should be adhered to in this planning process. Some of the relevant paragraphs are repeated in the ITP to illustrate this point and for ease of reference.

2. (i) The NLTTA provides the measures necessary to: (a) transform and restructure the Republic’s land transport system

4. (i) Principles applied with regard to determination, formulation, development and application of land transport policy in the Republic: (a) Public transport services (i) are aimed at providing affordable transport to public (ii) designed to achieve: - integration of modes - cost-efficiency and service quality - optimal allocation and utilisation of available resources - market development (iii) designed to have: - value to customer - least harmful impact on environment - modes selected and planned for to have highest impact on reducing the total system cost of travel – informed by appropriate assessment of impact on customer reaction to change - meet customers needs by facilitating customer reaction to system changes in planning process and maximising integration of services - subsidies aimed to assist currently marginalised users and those having poor access to social and economic activity

(b) All role players to strive to achieve effective land transport system through integrated planning, provision and regulation of infrastructure, services and diligent, effective law enforcement

(e) For the purpose of land transport planning and provision of infrastructure and facilities, public transport higher priority than private transport

19. (1) Land transport planning must be integrated with the land development process, (3) (b) …discourage urban sprawl where public transport services are inadequate. (3) (d) give higher priority to public transport by ensuring the provision of adequate public transport services and applying travel demand management measures to discourage private transport. (3) (f) minimise adverse impact on the environment. (6) (f) integration of transport and land use planning within the context of the Development Facilitation Act, 1995 (Act No 67 of 1995), or any other similar provincial law.

19. (3) Transport plans must be developed so as to: (a) enhance the effective functioning of cities, towns and rural areas through integrated planning of the following, within the context of IDP’s & LDO’s in terms of DFA, (67 of 1997) or provincial laws.

Transport Infrastructure | Freight movement Transport Facilities | including Bulk services Transport Operations | Public transport

Integrated Transport Plans

27. (2) The ITP must formulate the planning authority’s official vision, policy and objectives, consistent with national and provincial policies, at least:

(a) specify changes from previous ITP (b) include list to - show, in order of reference, projects and project segments to be carried out in 5-year period and cost of each project. - prepared with due regard to relevant IDP’s and LDO’s

(c) include all modes and infrastructure, include new or amended roads and land transport aspects of air parts and harbours.

(d) detailed budget, funding sources with regard to land transport (license fees, fines, etc) (e) PTP (f) general strategy for travel demand management (g) Road and transport infrastructure - provision - improvement - maintenance strategy

(h) general strategy for movements of hazardous substances – section 2 (1) of Hazardous Substances Act, 1973 (Act No 15 of 1973) by road along designated routes in accordance with strategy/plan in PLTF

Approval of commuter rail components of transport plans

28. …substantial changes in land use and public transport infrastructure and services

29. “All persons, including the State and parastatal institutions, agencies and utilities are bound by the provisions of plans (ITP’s, PTP’s, etc.) published under subsection (1), and–

(a) No substantial change or intensification of land use on any property may be undertaken without the written consent of the relevant planning authority (municipality); (b) Developments on property within a transport area are subject to traffic impact assessment and public transport assessment as prescribed by the MEC; (c) Where new or upgraded transport infrastructure or services are suggested in such a traffic impact or public transport assessment, the cost thereof must be paid as prescribed by the relevant planning authority; (d) No action may be undertaken that would have the result of substantially decreasing the quantity or availability of land transport infrastructure or services …” Section 29(9) also states that:

“Any person who undertakes a development involving a change or intensification in land use or development proposal without the approval of the planning authority… …is guilty of an offence”.

Development Facilitation Act (Act 67 of 1995)

The Development Facilitation Act (Act 67 of 1995) was drafted to introduce extraordinary measures to facilitate and speed up the implementation of reconstruction and development programs and projects in relation to land. Chapter 4 of the Act sets out general principles for land development that will, in time, become well used in South Africa. Included among the principles, is the promotion of efficient and integrated land development by integrating the social, economic, institutional and physical aspects of land development, promoting the availability of residential and employment opportunities in close proximity to each another, discouraging urban sprawl and contributing to the development of more compact towns and cities, contributing to correction of historically distorted settlement patterns, optimisation of existing resources including roads and transportation services thereby encouraging environmentally sustainable land development practices and processes.

The Development Facilitation Act is currently under review and future land use management will be achieved through enactment of the National Land Use Management Bill.

The following paragraphs of the Development Facilitation Act (DFA) (Act No 67 of 1995) are relevant for transport and land development as it reflects some of the general principles on which this planning is based:

(3) The DFA applies to urban and rural development and should facilitate the development of, inter alia , existing settlements.

(3) (c) Policy, administrative practice and laws should promote efficient and integrated land development, in that they: (iii) promote the availability of residential and employment opportunities in close proximity to or integrated with each other; (iv) optimise the use of existing resources including … bulk infrastructure, roads, transportation and social facilities; (v) promote a diverse combination of land uses… (vi) discourage the phenomenon of “urban sprawl” in urban areas and contribute to the development of more compact towns and cities;

(3) (l) A competent authority at national, provincial and local government level should coordinate the interests of various sectors involved in or affected by land development so as to minimise conflicting demand on scarce resources.

Municipal Systems Act (Act 32 of 2000)

The Municipality Systems Act provides core principles, mechanisms 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 aimed at improving the quality of life of its members with specific reference to the poor and other disadvantaged sections of the community.

The Municipal Systems Act further identifies the nine ‘core components’ of an Integrated Development Plan (IDP), among those components are requirements pertaining to a spatial developmental framework, including the provision of guidelines for a land use management system.

NATIONAL POLICIES RELATING TO TRANSPORT

White Paper on National Transport Policy

The National Policy is contained in the White Paper on National Transport Policy , published in 1996, and outlines the following six broad goals:

• To support the goals of the Reconstruction and Development Program for meeting the basic needs, growing the economy, developing human resources, and democratising decision-making; • To enable customer requiring transport for people and goods to access the transport system in ways that 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 customers groups, both locally and globally; • To invest in infrastructure or transport systems in ways that satisfy social, economic or strategic investment criteria; and

• To achieve the above objectives in a manner that is economically and environmentally sustainable and minimises negative side effects.

Moving South Africa (Action Agenda)

The core of the Moving South Africa (Action Agenda) comprises three key strategic actions (or objectives) that are set to meet customer needs and to lower the overall system cost. These three strategic actions (or objectives) are:

• Densification of transport corridors (including controls and incentives), alignment of housing and transport and co-ordination within government; • Optimal deployment of modes to meet customer service requirements, i.e. to optimise economics and service mix (including low cost basic services, differentiated services and tough road space management); and • Improving firm level performance (including tendering / concessioning, regulated competition, industry regulation and sustainability / investment).

PROVINCIAL POLICY ON TRANSPORT

Provincial White Paper on Transport

The Provincial White Paper on Transport emphasises the principle that public transport must be given the highest priority, as illustrated by the following statement:

“Central to the intent of urban restructuring is a much expanded role for public transport through the adoption of a “Public Transport First” policy which gives preference to public transport over general traffic …”

This principle appears to apply only to urban areas, but should also prevail in transport planning in the vast rural component of the Western Cape Province.

Provincial Land Transport Framework (PLTF)

The Provincial Land Transport Framework (PLTF) for the Western Cape serves as the basic framework for transport planning and management on a provincial and municipal level and one of its primary roles is to inform and guide the development of Integrated Transport

Plans (ITP’s) within the context of integrated development planning at the provincial and local spheres of government.

There are essentially four primary objectives to the development of the PLTF, these are:

- To state provincial objectives and policies and describe the intended development of transport on a provincial-wide basis; - To ensure that planning objectives and policies are implemented at the provincial level within the national planning policies; - To assist with co-ordinating and integrating land transport planning in the province; and To serve as a basis for preparing the ITP’s, and other relevant local plans.

Strategic Plan: 2005/06 to 2009/10

This Strategic Plan shows the different branches within the department and the functions currently fulfilled by each. These are listed below.

i) Road Infrastructure and Traffic Management Branch

- GIS – Transport - Gravel Road Management System - Integrated Maintenance Management system (IMMS) - Maintenance Management System - Bridge Calculation Software - Pavement Management System - Pavement Quality Management System - Road Network Information System - Trafman

ii) Public Transport

- Registration Administration system (RAS / TRACS) - Operating License Administration System (OLAS)

iii) Programme structure for roads:

iv) Roads Infrastructure

- Programme support - Planning - Design - Construction - Maintenance

v) Public Transport

- Programme support - Planning - Infrastructure - Empowerment and Institutional Management - Operator Safety and Compliance - Regulation and control

vi) Traffic Management

- Programme support - Safety Engineering - Transport administration and licensing - Overload control

2.5 VISION, GOALS & OBJECTIVES FOR TRANSPORT IN THE WESTERN CAPE

National and Provincial objectives and policies are put into effect through the lower levels of government, who ensure that these are met. It is therefore essential that the objectives of the Integrated Transport Plan echo those of the higher spheres of government.

The transport system should be managed in a sustainable way to remain affordable to its users and to act as an effective support to broader economic development in the country. The transport system should be responsive to customer needs and be operated reliably, efficiently and safely in order for users to have confidence in the system as a whole and promote its usage.

A Vision and Mission statement has been produced to guide the development of transportation in the West Coast. The process of developing it as well as similar statement of the higher order spheres of government is discussed here.

2.5.1 Provincial White Paper on Transport

The Vision and Mission statements from the Provincial White Paper on Transport are:

Vision An integrated, accessible, well managed and maintained transport system throughout the Western Cape, which is recognised as making efficient use of resources and being socially just, in a way that advances broader developmental aims and objectives.

Mission To utilise available knowledge, skills and competence to advise and assist authorities throughout the Western Cape to realise their aims and objectives by:

• Promoting a unified transport culture and ethos which is characterised by excellence and professional competence and which respects and is responsive to broader needs and requirements; • Ensuring that appropriate capacity and capability is established in all transport authorities so that they become fully competent to fulfill assigned transport roles and functions; • Guiding and informing all transport authorities to ensure that the products of strategic planning initiatives meet declared provincial standards and requirements; and • Defining minimum acceptable operational standards and requirements to which the various aspects of the transport system could conform.

The mission may be summarised as: The delivery of an integrated, accessible, safe, reliable, affordable and sustainable transport system and quality infrastructure provision through socially just, developmental and empowering processes, to improve the quality of life for all. The Province is intent on transforming public transport services so that it may be:

• Safe • Affordable • Reliable

• Accessible

The overall mission is to have safe, regulated public transport system that meets the requirements of accessibility, reliability and mobility at an affordable cost and in accordance with the needs of users. The system must reduce the level of uncertainty and personal risk currently experienced by users. It must contribute to the quality of life for inhabitants, provide transport for visitors to the Western Cape and ultimately offer a viable alternative to private vehicle travel.

2.5.2 Transport Branch of the Western Cape Provincial Government

The vision and mission statements of the Transport branch of the Western Cape Provincial Government is reflected in their Strategic plan as follows:

VISION: Home for all

MISSION: Building Social Capital Building Human Capital Enhanced Economic Participation and Growth

2.6 VISION, MISSION & GOALS FROM THE WEST COAST IDP : 2006/2007

The vision and mission statements for the West Coast are included in their Integrated Development Plan (IDP) that was completed by and for the West Coast in July 2005.

VISION: A better quality of life for all.

MISSION: To, through participation and cooperation, develop our region and all its people to its full potential.

GOALS: A: Better quality of life for all B: Safe environment C: Stimulate regional economy D: Preservation of the environment and natural resources E: Participation of all role players

2.7 VISION, GOALS & OBJECTIVES FOR TRANSPORT IN THE WEST COAST

Many communities within the West Coast do not have access to any form of public transport, while many others have only access to infrequent services which come at a very high price. The vision for public transport in the West Coast is therefore to have a public transport system that is well managed, affordable and accessible to all communities in the West Coast.

West Coast economy is largely dependent on industrial and agricultural activities and export of products. It therefore depends heavily on the transport system to ensure that raw materials reach its intended markets.

A workshop was held on 22 April 2005, where representatives of ward committee from most wards in the West Coast attended, to discuss the transport problem according to the above theme.

The vision for transport in the West Coast was formulated at this workshop to read as follows:

VISION FOR TRANSPORT IN THE WEST COAST

An integrated, accessible, well managed transport system throughout the West Coast, which is affordable, safe and well maintained with available resources being socially accepted in advancement of broader developmental and progressive economical aims and objectives.

2.7.1 Proposed Goals

A number of goals were identified through which it was believed, this vision would be realised. These are listed below:

• To provide in the basic travel needs of all individuals by being accessible to all communities; • To provide the level of service that best satisfies the chosen criteria of each community so that public transport would become a mode of choice; • To provide acceptable standards for safety, security, reliability, quality and speed; • To invest in infrastructure and transport systems in ways that meets the demand of the travelling public as well as satisfy the region’s social, economic or strategic investment criteria; and • To be economically and environmentally sustainable, encourages constructive competition and minimises negative side effects. • To use spending on infrastructure projects as a tool to uplift and empower local entrepreneurs.

2.7.2 Proposed Objectives

The following short-term objectives should be reached to ensure a transport system that provides mobility and universal access within the next five (5) years.

• Maintain existing transport infrastructure to a high standard and prioritise the provision of infrastructure where this is needed to stimulate the introduction of new services and economic development; • To issue operating licences to all areas where no regular public transport service exist; • To achieve constructive public transport planning by continually involving all stakeholders; • To assist and empower the minibus taxi industry to optimise their operations in terms of maximising coverage and minimising overall cost; • To effectively combine vehicles and modes to eliminate wasteful competition while maintaining the prevailing levels of service;

• To establish a public transport corridor along the N7 that would provide a reliable, high frequency service at a low operating cost to serve the demand along this route; • To ensure that acceptable safety standards are agreed upon and adhered to for each mode on each type of service. • Optimise rail system in order to maximise its utilisation for freight movement that does not have to be on the road; and • Ensure that road network meet the needs of agriculture demand to effectively distribute fresh produce.

3. LAND TRANSPORT STATUS QUO

3.1 ROAD NETWORK

3.1.1 Introduction

This chapter describes the extent and condition of the road network in the West Coast. The road network is categorised in terms of the responsible authorities. These are currently the Road Infrastructure Branch of the Western Cape Provincial Government and the Local streets that are managed by the respective B-Municipalities.

This chapter gives an overview of the size and condition of the current road network. Aspects involved include:

- Road network planning for urban and rural roads - Road maintenance, which include: i) Pavement management system ii) Routine road maintenance - Traffic counts are done on an annual basis throughout the region. This information is available on a website maintained by the Roads Infrastructure branch on http://rnis.wcape.gov.za/pls/rnis/pawccount - Accident Statistics will be discussed in Chapter 8 of this, Part B of the report. - Road Safety audits

The provincial government is the primary custodian of the rural road network in the West Coast, while the B-Municipalities are responsible for urban roads. There are currently no roads that are under the jurisdiction of the SA National Roads Agency Limited (SANRAL).

3.1.2 Road Classification

The road network is divided primarily between rural and urban roads. Rural roads are further divided in terms of the following classes:

• National Roads; • Trunk Roads; • Main Roads; © Jeffares & Green and Iliso Consulting 25 Integrated Transport Plan for the West Coast – Draft 03/02/2012

• Divisional Roads; • Municipal Main Roads • Minor Roads.

Urban Streets are classified in terms of the Department of Housing’s “Guidelines for Urban Settlements” as:

• Arterials: Higher or Lower order; • Distributors: Major or Minor • Local Residential Street; • Access Ways.

There is a move away from the hierarchical movement function of roads that gradually changes its mobility and access functions. The tendency is towards defining a set of mobility roads where access to individual properties is restricted, and access roads, where high speeds and large volumes of traffic are restricted. These are the lower order roads on which pedestrian and cycles trips are encouraged.

Table 3.1 shows the different authority types that are identified on the provincial Road Network Information System (RNIS) website, together with the seat(s) from which each authority operates. The significance of each of these authorities will be discussed during the description of the different functions.

Table 3.1: Authority types and location

Authority Type Town seated in Regional Offices; Paarl District Municipalities; West Coast District Municipality Swartland Saldanha Bay Berg River Local Municipalities; Cederberg Matzikama District Municipal Area Maintenance Authorities; West Coast District Municipality Vredenburg Traffic Authorities; Vredendal Clanwilliam Hopefield Moorreesburg Magistrate Authorities. Piketberg Van Rhynsdorp Vredenburg Vredendal

3.1.3 Rural Roads i) Extent

Tables 3.2 and 3.3 shows the extent of the rural road network in the West Coast, as well as the condition of these roads in 2005.

Table 3.2: Surfacing Status of Road Classes

Class of Road Km Surfaced Km un-surfaced Total

Trunk Road 920.69 0 920.69 Main Road 749.47 483.41 1231.88 Divisional Road 202.80 1686.15 1889.95 Minor Road N.A. N.A. N.A.

Table 3.3: Condition of Roads Network

Condition of Surfaced Roads

Class of Road Trunk Main Divisional Total

Very Good 29.16 km 0 km 9.43 km 37.59 km Good 161.87 km 103.94 km 35.92 km 301.73 km Fair 273.11 km 249.91 km 54.53 km 576.55 km Poor 309.77 km 290.72 km 63.87 km 663.36 km Very Bad 149.78 km 104.9 km 39.05 km 292.73 km

Condition of Gravel Roads

Class of Road Trunk Main Divisional Total

Very Good 0 km 10.27 km 0.06 km 10.33 km Good 0 km 25.83 km 62.23 km 89.06 km Fair 0 km 197.31 km 659.80 km 856.11 km Poor 0 km 235.00 km 799.47 km 1033.47km Very Bad 0 km 15.00 km 166.59 km 181.59 km ii) Resources

The Provincial Department of Roads and Transport is the Road Authority of all the proclaimed rural roads. The Roads Department of the West Coast District Municipality is the agent of the Provincial Department responsible for the construction, upgrading and maintenance of the road network.

The WCDM has one construction unit that does upgrades and general maintenance work. All other work is given out on tender and is performed on a contract basis. iii) Prioritisation of Projects

The Provincial Roads Department, through the WCDM who is their agent, uses a prioritisation model to list and prioritise the road sections that needs to be upgraded or maintained. This model takes into account both technical and socio-economic conditions of the area served by the road.

The factors included in the model are:

- Traffic demand - Condition of road - Public transport use - Economic development potential iv) Upgrade of Gravel Roads

Gravel roads are upgraded when the thickness of the wearing course reaches a critical low level. Material is sourced from borrow pits as close to the upgraded road as possible in order to minimise the need to haul material, which can be a significant cost component of the total cost. A critical shortage of natural sources of material for the construction of gravel roads in the West Coast makes this ever more difficult to obtain.

A strategic decision was taken by the PGWC to apply a light surfacing seal to the gravel roads in the West Coast in order to prevent the loss of material. This process results in Main and Divisional Roads with the geometric design of low speed gravel roads, with the appearance of higher speed surfaced roads.

The lay person can typically not discriminate between a surfaced road and a gravel road with a light seal. The result of this, as well as the better riding quality that is achieved, have certain possible implications that should be considered in the future extension of this approach.

- Firstly, drivers are likely to perceive the sealed surface to be safer than the gravel surface. This encourages drivers to drive at speeds that are higher than the safe design speed of the gravel road, which could compromise the safety of the road. - Pedestrians prefer walking on the sealed road as opposed to the sides of the roads that are typically of a poorer surface standard. More potential vehicle – pedestrian conflict is created. - The improved riding quality has been shown to attract much more traffic to the same road. The increased traffic volumes result in the design loading of the road being reached in a much shorter time.

The road Infrastructure branch of the Department of Roads and Public works maintains the rural road network by means of term contracts for routine road maintenance on trunk roads.

The running cost of a vehicle increases more than five fold when travelling on gravel roads, and even more when the gravel roads are in a poor condition. The higher running cost consists of higher fuel consumption, higher maintenance costs and shorter vehicle life. On top of this, the average travel speeds on gravel roads are lower, so that the travel time is higher. Trying to maintain higher travel speeds leads to a reduction in the safety of passengers.

The above factors make it highly unattractive to public transport operators to provide services to these communities only accessible by gravel roads. When trips are made on these roads, it usually cost passengers excessive amounts in fares. Fares are also high as these trips are usually chartered and are made in an environment that has no competition.

Surfaced roads eliminate all the negative factors described above, and create the type of environment where competition would stimulate increased travel, which could lead to economic development.

When surfacing gravel roads it is critical to improve the geometric characteristics of the road so that it can safely accommodate the higher travel speed associated with driving on a surfaced road. v) Maintenance

The majority of maintenance on gravel roads, which consist mainly of the regular blading of roads, is done by the WCDM’s road construction unit.

The maintenance of surfaced roads has always been done by their departmental construction unit. In recent years, a system of Routine Road Maintenance (RRM) contracts has been put in place. This involves a consultant and contractor who are jointly responsible for the maintenance of selected sections of road. Such these tenders typically run for periods of three (3) years at a time.

It is the intention of the province to increase this type of process for maintenance.

3.1.4 Urban roads

The urban road network is the responsibility of the local B-municipality. Maintenance and the upgrade of roads are typically done by municipal construction units.

V & V Consulting Engineers has developed a pavement management system that is utilised by all the B-Municipalities and in all the towns in the West Coast. The system is run by V & V Consulting Engineers and is generally updated on an annual basis. The computer program used by this system is the IMQS (Infrastructure Management Query Station).

B-Municipalities usually budget for roads on an annual basis. There were reports from some municipalities that projects are changed on short notice before implementation. This has several negative implications, among which are:

• Design and procurement phases of the initial projects have sometimes reached advanced stages, which are then aborted as significant costs; • New designs and procurement processes has to be done in short time, that could lead to poorer quality; • Communities are disappointed when expectations that are created are not fulfilled; • It illustrates the lack of proper working of the principles of the IDP process, where the list of priorities are supposedly determined by and owned by the communities.

3.2 RAIL NETWORK

3.2.1 Introduction

The rail network plays an extremely important role in the land transport system. It has been and still is much neglected and fulfils only a very small part of the role it once fulfilled when road freight traffic was regulated.

While there is an extensive rail network throughout the West Coast, the services operated on it are few and far apart. Information about existing services is not freely available.

3.2.2 Rail Network

i) Metrorail Services

A passenger service that was operated between Cape Town and Bitterfontein in the DMA, has been terminated in the late nineties. This railway line, which runs approximately parallel to the N7, is still utilised for freight services. A road-based mode would best serve the current low demand for travel along this corridor. Such a service is presented as a transport proposal in Chapter 6 of this report.

A commuter rail service is operated between the Malmesbury and Cape Town stations once a day in each direction. Buses also serve this route and it appears that the two subsidised services compete for the same passengers. Minibus taxis that operate between the same origin and destination do so between the commuter peaks, when no rail or bus services exist.

ii) Spoornet

The Spoornet line runs from out of Bellville to Kalbaskraal where it splits into two legs. The first goes west from here towards the Saldanha harbour area. The second leg continues in a northern direction up to Bitterfontein where is terminates in a loop where trains can turn around in the forward direction. Figure 3.1 shows the extent of the railway lines running through the West Coast and the stations along it. Not all stations are currently active.

Spoornet was not able to provide details of the volumes of freight carried on these lines, or of the frequencies at which certain services are delivered. It was observed that heavy

© Jeffares & Green and Iliso Consulting 32 Integrated Transport Plan for the West Coast – Draft 03/02/2012 freight that appears suitable for rail transport is conveyed by road from the Cape Town harbour.

Some of the known users of the rail system are:

• Saldanha Steel; • Namaqua Sands; iii) Orex Line

This railway line was specifically built in the 1980’s to enable the export of iron ore from Sishen at the Saldanha Harbour.

The line carries iron ore on a daily basis. Another user of the line is Namaqua Sands that transport sands mined at Hondeklipbaai, close to Vredendal, to Saldanha and then to the harbour via road base transport.

Figure 3.1: Railway Lines

3.3 PUBLIC TRANSPORT

3.3.1 Introduction

Public Transport is critical to the quality of life in the West Coast as it provides a significant proportion of this community with access to employment, education, basic services and recreational opportunities.

Compared to urban communities, non-urban communities:

• Have fewer employment opportunities; • Are less wealthy; • Are generally less mobile and have fewer mobility needs; • Have a much lower concentration of public transport activities.

For this reason, transport in urban areas is extensive and requiring large capital outlay, putting an emphasis on long term planning. In non-urban areas, public transport planning needs are generally on an ad-hoc basis with an emphasis on identifying critical deficiencies in the system as they arise.

A further difference is the extent of co-ordination between transport areas required from higher authorities. In the urban situation, such co-ordination needs to be extensive to achieve integrated transportation. In the non-urban setting, co-ordination of a lesser extent is essential to ensure continuity in roads, standardisation in regulation, control and law enforcement procedures, etc.

Public transport services must be affordable to the public and responsive to customer needs. They must be designed to:

• Achieve service quality, • Use the most cost-effective mode, • Be safe and • Be least harmful to the environment.

The Current Public Transport Record for the West Coast provides an insight into the personal travel needs of a large portion of the community. It found the main types of services to be: © Jeffares & Green and Iliso Consulting 35 Integrated Transport Plan for the West Coast – Draft 03/02/2012

• Commuter • Feeder • Inter-town • Long distance • Cross-border

All these services are not scheduled and appear to lack proper co-ordination even at the best of times. The system, as it is, favours the operator rather than the commuter and the proposed Public Transport Plan will attempt to correct this while the Integrated Transport Plan will ensure the implementation of the proposed intervention methods. Most of the existing infrastructure and facilities are inadequate to accommodate public transport and they do not really benefit the very ones they need to serve.

Interviews and consultations with the various transport authorities as well as the general public has led us to conclude that the lack of communication between public transport authorities, operators and the general public is a major stumbling block in the effective implementation of public transport projects.

The Public Transport component of the status quo report is as reflected in the Draft Public Transport Plan (PTP) of the West Coast that was completed in July 2005.

Public Transport planning - PT branch in Province POLB for licenses Minibus taxi council and associations

The CPTR provides information on routes, vehicles and passenger flows, as well as operational characteristics of the current public transport system.

The analysis of the information of the CPTR forms the basis for the strategy to be implemented to ensure that the public transport system envisioned by the Public Transport Plan is realised.

3.3.2 Routes

i) Minibus Taxi and Bus Routes

Table 3.3.1 shows the number of routes that are operated on within a municipal area, between two local B-municipalities, and between the West Coast and another area. The locations of these routes are shown in Figure 3.2. The majority of routes have an origin in a residential area and a destination at a rank, with a number of boarding points en route . Routes that cross the border of a B-municipality usually operate between a local (origin) rank, and a specified destination rank.

Table 3.3.1: Total number of routes operated in each district

Number of Routes

Municipality Minibus Taxi/ Sedan Bus Routes Routes Berg River 16 12 Cederberg 8 0 Matzikama 8 2 Saldanha Bay 18 4 Swartland 30 2 Between A and B municipalities 12 6 Between B municipalities 9 8 TOTAL 101 34

• Almost 50% of the routes are located in the Swartland and Saldanha Bay municipalities; • A disproportional high number of bus routes have been recorded in the Berg River municipality. Many of the buses on these routes do not operate according to a schedule, but provide a service similar to that of minibus taxis; • No routes were recorded in the District Municipal Area (DMA); • The bus routes are not unique, but operate according to different criteria, such as schedules and per contract.

3.3.3 Transport Service Capacity

Table 3.3.2 shows the number of vehicles providing transport services that were identified during the survey period. It is critical to note that virtually all vehicles perform a para-transit type service. This service is demand responsive as opposed to scheduled, and is usually associated with the operation of the minibus taxi industry. The service can therefore be classified as a para-transit service. Table 3.3.3 shows the portion of these vehicles that were recorded to be illegal by virtue of their registration number not appearing on the database of the Provincial Operating Licence Board.

Table 3.3.2: Unique Service vehicles in the West Coast

Unscheduled Capacity** Scheduled Sedan and B–Municipality Bus Minibus Taxis % Bus % % Venture Veh Seats Veh Seats Veh Seats* Veh Seats Berg River 0 0 47 705 17 35 1 400 36 0 0 Cederberg 0 0 15 225 5 0 0 0 0 0 Matzikama 0 0 30 450 11 7 280 7 7 49 21 Saldanha Bay 1 60 109 1 635 39 18 720 18 0 0 Swartland 1 60 79 1 185 28 38 1 520 39 26 182 79

TOTAL 2 120 280 4 000 100 98 3 920 100 33 231 100

% of Vehicles 0.5 67.8 23.7 9.0

% of Seats 1.4 49.4 47.4 2.8

* Buses assumed to have an average of 40 seats ** Paratransyt – Typically Minibus Taxi Services

i) Scheduled Bus Services

• The only recorded services operate from out of Saldanha and Malmesbury by two private bus companies. “Elwierda Toere” operates a daily service from and to Saldanha and Golden Arrow operates daily services from and to Malmesbury.

(Figure 3.2: WC3 from CPTR showing PT Facilities)

Table 3.3.3: Illegal vehicles

Legal and Illegal Vehicles Mode % Illegal Total Vehicles Illegal Vehicles Vehicles Minibus Taxi 280 96 34%

Bus 98

Sedan/ Venture 33 4 12%

Total 411 100 24%

ii) Paratransit Services

Para transit services differ from typical bus, or transit, services mainly in that it does not operate according to a fixed schedule or along the same route. Paratransit typically varies its routes and schedules according to passenger demand. Virtually all the public transport services in the West Coast, regardless of vehicle type, operate in this manner. The different vehicle types are characterised by the following:

Minibus Taxis • This type of vehicle account for almost 70% of all vehicles, but for less than 50% of the available public transport seats; • 67% of the minibus taxis operate in the two southern municipalities of Swartland and Saldanha Bay;

Buses • Buses make up about 24% of the passenger transport vehicles, but provide for almost 50% of the available seats; • 57% of the buses operate in the two southern municipalities of Swartland and Saldanha Bay. In Vredendal, small buses operate as minibus taxis and not as scheduled bus services; • Buses fulfil an important role in transporting daily commuters from Malmesbury to Cape Town. These buses travel either along the N7, or via Atlantis along Otto du Plessis Road; • 41% of bus routes move across the border of the West Coast Area.

(Figure 3.3: WC5 from CPTR showing Minibus Taxi Routes)

3.4 PASSENGER FLOWS

Passengers volumes counted at the major ranks are shown in Table 3.4.1. These volumes exclude passengers that boarded and alighted at informal ranks or along the various routes. Unlike in urban areas, fewer trips were recorded during the Friday morning peak hour. The main reason for this was found to be that many commuters are collected at or near their homes and dropped at or near their places of work.

Table 3.4.1 : Number of Passengers per Type of Vehicle for Friday

Daily Number of Passengers Carried (Friday) Mode AM Peak (%) Off Peak (%) PM Peak (%) Total (%) Minibus Taxi 1 393 (49.8) 711 (61.9) 2 335 (54.8) 4 439 (54.1) Bus 1 373 (49.1) 404 (35.2) 1 728 (40.5) 3 505 (42.7) Sedan/ Venture 32 (1.1) 33 (2.9) 201 (4.7) 266 (3.2) Total 2 798 1 148 4 264 8 210 Portion of Daily 34.1% 14.0% 51.9%

• About 54%, or 4 439, of the passengers were carried by the 280 minibus taxis that have about 48% of the available seats. Each vehicle carries about 16 passengers per day; • About 43%, 3 505, of the passengers were carried by the 98 buses that have around 47% of the available seats. Each vehicle carried about 36 passengers per day. • The 33 sedan and venture type minibus taxis, with almost 3% of the available seats, carried the remaining 3%, or 266, passengers. Each of these vehicles carried about 8 passengers per day. • Minibus taxis carry slightly more passengers than their proportion of available seats, while buses carry a smaller share. It could be interpreted that minibus taxis provide a better service for the prevailing conditions than do buses.

Passenger volumes on a Friday are not typical of other weekdays either, as many people leave the West Coast towns on a Friday afternoon for destinations such as Cape Town. Friday afternoons also have a higher number of shopping trips than other weekdays. Many people, who would usually walk make use of minibus taxis when they have additional baggage such as shopping bags.

Table 3.4.2 shows that about 20% of passengers travelling on a Friday were carried by illegal vehicles. The number of illegal sedans is significantly higher on a Saturday, albeit on a low volume. As the majority of illegal vehicles do not operate through the ranks, the actual number of passengers carried by them has not been recorded.

Table 3.4.2: Passengers carried by Illegal vehicles

Total number of daily passengers carried by illegal vehicles Mode Friday Saturday

Minibus Taxi 1 628 1 870 Bus - - Sedan/ Venture 4 31

Total 1 632 1 901

3.5 OPERATIONAL CHARACTERISTICS

3.5.1 Ranks and Routes

The 8 busiest ranks were included in the surveys and are listed in Table B6.6. For each of these ranks the table shows the number of minibus taxi routes that were operated on, as well as the number and proportion of passengers at each during the survey period. The 8 major ranks serve 45 of the 101 routes in the district.

There are 15 major minibus taxi routes in the West Coast area. Major routes were defined as carrying more than a total of 45 passengers during the Saturday peak hour. The locations of these routes are shown in Figure 3.5.1.

Table 3.5.1: Operational Characteristics at Major Ranks

% of Area Rank Routes Friday* % of Total Saturday* Total Berg River Piketberg 8 782 6.6% 1 285 10.1% Porterville 2 343 2.9% 1 210 9.5% Cederberg Clanwilliam 4 71 0.6% 318 2.5% Matzikama Vredendal 6 2 503 21.0% 2 686 21.1% Saldanha Bay Vredenburg 8 2 719 22.8% 3 336 26.2% Saldanha 2** 3 204 26.9% 530 4.2% Swartland Malmesbury 7 2 166 19.2% 3 052 23.9% Moorreesbu 132 8 340 rg 1.1% 2.7% TOTAL 45 11 920 100.0% 12 757 100.0% * Total number of passengers through rank: In- and Outbound **Route between Saldanha and Vredenburg included with Vredenburg Rank

The following information is pertinent to evaluate the information in the table:

• The 45 routes listed in Table 3.5.1 were observed during the time of the Friday and Saturday surveys. Not all the routes were operated on, on either of these days. • A number of routes were identified during interviews that did not operate through the ranks on the days of the surveys. • Swartland and Saldanha Bay Municipalities account for 55% of all routes. 69% of weekday trips, but only 57% of Saturday trips, occur on these routes. The ratio of Saturday to weekday trips is therefore much higher in the northern rural areas. • The majority of rural routes are generally only operated on Friday afternoons and Saturdays, while few routes operate on Sundays. • Long Distance routes were identified that mainly transported passengers to and from Cape Town, operating from the ranks listed in Table 3.5.1. • One long distance route has its origin and destination outside of the West Coast area, operating between the Northern Cape and Cape Town. This route mainly follows the N7, except where it deviates to Vredendal, at Klawer.

3.5.2 Fares

Table 3.5.2 shows the lengths, fares and travel rate per kilometre for the 15 major routes in the West Coast area. There is a minimum fare of R2.00 per trip and the total cost per km is less than R0.90 per km for all trips longer than 3.5km. It is noted that the fare for local trips around Moorreesburg is relatively low.

Table 3.5.2: Fares on Major Routes

Route Distance Fare Area Route Description R / km Number (km) (R) Piketberg – Goedverwacht WCB 200 21.0 R 10 0.48 Piketberg – Wittewater WCB 201 10.4 R 8 0.77 Bergrivier Piketberg – Bo Berg WCB 204 19.7 R 8 0.43 Porterville – Saron WCB 208 24.5 R 10 0.41 Clanwilliam – Local WCC 200 5.0 R 2.50 0.50 Cederberg Clanwilliam – Cape Town WCC 201 240.0 R 85 0.35 Matzikama Vredendal – V’dal North WCM 200 5.0 R 2 0.40 Vredenburg – Louwville WCS 200 7.9 R 5 0.63 Saldanha – Vredenburg WCS 201 12.6 R 7 0.56 Vredenburg – Laingville WCS 202 24.8 R 10 0.40 Saldanha Bay Vredenburg – Laaiplek WCS 204 26.5 R 10 0.38 Vredenburg – Paternoster WCS 205 15.8 R 10 0.63 Saldanha – Diazville WCS 208 4.6 R 4 0.87 Moorreesburg – Local WCW 200 20.0 R 4 0.18 Swartland Malmesbury – Ilingelethu WCW 213 3.5 R 4 1.14 Average Rate (R/km) 0.54

(Figure 3.5.1: Major Routes Map by Cobus)

• Figure 3.5.2 shows the fares that are charged on different routes in relation to the length of the trips. It also shows the regression line of the kilometre rate to travel. Relatively large deviations from the mean occur over shorter distances. For distances over 20 km the rate per kilometre begins to conform to the norm. • An envelope, the size of the standard deviation is shown in Figure 3.5.2. This shows that the deviation from the norm is greatest for very short distances (<5 km). • The average fares for all routes are closely related to distance. • The cost per kilometre that is charged in the West Coast is inversely proportional to the distance of the trip, i.e. it becomes relatively cheaper the longer the trip is. The cost per kilometre range from a high of R 1,14 per kilometre for a trip under 4km, to a low of R 0,35/km for a trip of more than 200 km. • The cost per kilometre are averages over the whole district and do not take into account local variations. Factors that would influence the rate on any route would include the passenger volumes or demand, condition of roads and frequency of demand.

Figure 3.5.2: Variation in Fares over Distance

Variation in Fare over Distance (R/km)

1.2

1.0

0.8

0.6

Fare (R/km) Fare 0.4

0.2

0.0 0 5 10 15 20 25 30 Route length (km in one direction)

Rate/km -0.24 +0.24 Regression line (Fare/km)

3.5.3 Contract Services

Contract services are most common in the Saldanha Bay area, serving mainly shift workers of the local industries. These services are mainly provided by operators that have no involvement with the minibus taxi association. Many such licences are obtained for services that could have been delivered by existing licence holders.

A specific form of contracted services that are more widely spread throughout the West Coast area is that of transporting learners.

3.5.4 Positive Attributes of Current Long Distance Services

There are advantages to both the operators and passengers making use of the current long distance services into Cape Town. These have been identified below:

- Passengers know the driver and vehicle they travel with. They are familiar with the procedure of booking a seat for a trip and trips can usually be scheduled to meet the timing requirements of the passengers; - The drivers often take passengers close to their destinations when these are not near one of the major ranks. Passengers can also arrange to be picked up at the same point for the return trip; - Passengers know when and how the driver will leave and also that the driver would not leave without them; - Operators will only make the trip when enough seats are sold, thereby eliminating the risk of running at a loss. They are also able to operate more than one trip a day if the demand exists.

3.5.5 Constraints of Current Long Distance Services

The following constraints exist with the current long distance services, especially trips to Cape Town from a large number of towns in the West Coast:

- The positive attributes described above come with a price that is unattainable for a large portion of the West Coast community.

- However, because the vehicles do not travel according to a fixed schedule, each person has to arrange each trip on an ad hoc basis.

- Trips are made from various towns on different days of the week. A person in a particular town may, however, not be able to make a trip to Cape Town on a particular day of the week, despite the fact that many trips are made between the West Coast and Cape Town on that day.

- The majority of vehicles arriving in Cape Town make use of the central ranks in either the Cape Town CBD or Bellville. All the West Coast vehicles have to compete with the local minibus taxis for rank space, which, in the past, has created conflict with local Cape Town operators.

- For trips with a low demand, e.g. to a town other than the major commercial hubs, it is often difficult to find a public transport service. Passengers have to pay for the entire trip, effectively chartering the vehicle, if no other passengers need to make that trip.

It is proposed that the formation of public transport corridors with scheduled services would reduce the constraints of current long distance services, while providing a similar level of service to that of the present system. There may, however, be an increase in the operating cost of such a system. An analysis will need to be performed to test the affordability, as well as whether the potential benefit would justify such a cost.

3.5.6 Minibus taxi Associations

The Minibus taxi Industry in the Western Cape Province is governed as follows:

- 1 Provincial Taxi Council - 18 Regional Taxi Structures - 12 in the Metropolitan Area - 1 in each of the 6 District Municipalities - 152 Minibus taxi Associations, of which 5 are registered in the West Coast.

The minibus taxi industry is regulated in terms of the National Land Transport Transition Act, and is regulated by:

i) Provincial Operating Licence Board (POLB) ii) Registrar for Minibus Taxis.

3.6. FACILITIES

3.6.1 Introduction

This chapter describes the existing and planning of facilities in the West Coast region. Facilities are defined as transfer points for public transport passengers as well as infrastructure used in the management and control of road traffic. It includes formal and informal ranks and boarding points that are mainly used by the minibus taxi industry, weighbridges and pounds.

3.6.2 Public Transport Infrastructure

There are 12 formal and informal public transport ranks in the West Coast, and around 20 formalised boarding points, as shown in Figure 3.6.1 . Due to the low number of vehicles in the area, there is no need for holding areas in addition to the existing facilities.

i) Ranks

The majority of the ranks are off-street facilities, designed for minibus taxi operations, with lanes demarcated per destination and with shelters for passengers. There are some informal ranks, which are functionally defined as the location at which the minibus taxi operations are concentrated. The ranks are either central to a residential area from where commuter and shopping trips originate, or central to the business area from where homebound trips originate.

Ranks in the business areas show the highest levels of activity during the day. Long distance and inter-municipal trips usually depart from these ranks.

ii) Boarding points

The majority of boarding points are on-street facilities with a shelter for passengers. These are used mostly for boarding as passengers are generally dropped near their homes.

iii) Infrastructure requirements

In certain towns the issuing of operating licences has been hampered by the absence of formal facilities. In other areas the local operations are such that a larger number of smaller facilities, or boarding points, are preferred to a single centralised rank. The need for additional facilities is high, but careful planning is important to provide appropriate facilities where these are required.

3.6.3 Pounds

There are currently no pounds in the West Coast. Planning for pounds is currently undertaken see Annexure C .

3.6.4 Weighbridges

Two weighbridges are currently operated in the West Coast, one at Moorreesburg and another south of Klawer. Both are independently operated by private companies. There has been a notable reduction in the number of vehicles that are overloaded by more than 5% over the legal limit of 80kN per axle.

Figure 3.6.1

Public Transport Facilities

3.7 FREIGHT TRANSPORT

3.7.1 Introduction

The freight movement cycle is summarised as follows:

• Major output is generated from agricultural and mining operations with relatively little input; • Raw materials serve as input into the manufacturing or production process; • Output of primary production flows to smaller production or processing plants; • Output from processing plants is typically shipped to wholesale; • Wholesale products are distributed to retail; • Final distribution is from retail to consumers.

Freight moves from origin to destination or through an area. The West Coast has major generators and attractors of freight, but the N7 that runs through the West Coast means that high volumes of freight also moves through this jurisdictional area.

This chapter describes the extent to which information about freight movement has been obtained.

3.7.2 Freight Generators

i) Harbours

The ITP is concerned with land transport and not with the movement of freight when it leaves the shore. Harbours are, however, strong generators of freight, as all goods are transported on land on its way to and from the harbour. There are very limited passenger transport services from South African harbours.

A major harbour is located at Saldanha. A major function of this harbour is the export of iron ore from Sishen.

Other harbours are located at Lamberts Bay, Elands Bay, Velddrif, St Helena and Doornfontein.

ii) Mining, Agriculture, Manufacturing

List of major producers in West Coast, sectors include:

Mining, Agriculture, Industrial, Processing, e.g.:

Granite from Vrede & Marlin; Agriculture; Maskam Mine (BPB Gypsum – Vredendal);

Cape Lime – Klawer; PPC Cement at de Hoop and Riebeeck Wes; Namaqua Sands Mining in the DMA; Wine production in Vredendal; Industrial activities in Saldanha Bay (Saldanha Steel, Namaqua Sands, Defurco); Bokomo in Malmesbury; Rooibos in Clanwilliam; VDM Transport of coal; Moorreesburg Mining.

3.7.3 Airfields

There are no commercial airports within the West Coast District. The only airfields are Municipal, Private and Military related. Air transport to the West Coast Region is via Cape Town International or private planes utilising the municipal airfields listed in Table 3.7. There appears to be demand for commercially operated air fields, but this is currently not financially viable.

Table 3.7: Air fields in the West Coast Airport Municipality Licensed Owner Runway Type Malmesbury Swartland No Municipality Tar Somersveld Swartland No Military Tar Boland Lugspry Swartland Yes Private Tar Langebaanweg Saldanha Bay No Military Tar Saldanha/Vredenburg Saldanha Bay Yes Municipality Tar Tooth Rock Saldanha Bay No Military Tar Porterville Bergrivier No Private Gravel Citrusdal Cederberg Yes Private Gravel Clanwilliam Cederberg No Private Gravel Lambertsbaai Cederberg No Private Gravel Vanrhynsdorp Matzikama No Municipality Gravel Vredendal Matzikama Yes Municipality Tar

Airfields in the context of this report are treated as a special type of destination mainly for person trips via private vehicles. The only significance these may have is that it would be the likely positions of future commercial passenger or freight airports.

3.8. INSTITUTIONAL STRUCTURES

3.8.1 Introduction

This section refers to the system necessary to plan, manage and control both the supply and demand sides of the transport system. It includes a description of the relevant organisational structures of the authorities, law enforcement agencies, traffic safety and incident management functions.

3.8.2 Organisational Structure

i) Provincial Government Western Cape

Department of Roads and Public Works ROADS PUBLIC WORKS - Road Infrastructure - Public Transport Facilities - Public Transport - Road Planning - District Roads Engineer: Ceres

ii) West Coast District Municipality

Engineering Services - Roads and Stormwater - Technical Contract Administration - Municipal Airfields

Electro technical Services - Street Lighting - Traffic Signals

Public Protection Services - Traffic Services; including: Vehicle road fitness, Traffic signs and markings, Speed, Parking, Drivers licences, National traffic Information system (NATIS), Road freight permits - Traffic Law Enforcement: Vehicle registration, Vehicle Licences, Local minibus taxi Operating Licences.

Health Services - Cleaning of streets - Air pollution

Administration - Marketing of Tourism - Town/Urban Planning - Land Use Planning - Property, building and facilities

Finance - Budgeting

The District Municipality has set up a Steering Committee for Public Transport.

3.8.3 Transport Planning

Transport planning is currently not being done in an integrated way, hence the need for an Integrated Transport Plan. The separate planning initiatives are described below:

• Planning for the rural road network is done by the Roads Infrastructure Branch for the whole province. Specific needs are communicated by the Roads Department of the West Coast Municipality as no specific planning function resides in the WCDM.

• Planning for transportation related issues on a local level are done by the respective B-Municipalities. These functions reside with different posts within each municipality, but usually consists of the Directorates: Engineering Services, Public Protection and Spatial Planning.

3.8.4 Law Enforcement

i) Introduction

The institutional capacity plays a vital role in the success of any municipality’s smooth running of Public Transport. In the West Coast however, there is a lack of this capacity. The ideal situation would be for each municipality to have a dedicated individual, who has in-depth knowledge of public transport issues and policies to deal with public transport. In the absence of one such individual, these duties have become the responsibility of the law enforcement officers primarily and some available technical staff in the form of engineers in the roads branch. The current situation therefore leads to the conclusion that public transport is not serviced, as it should be in these areas.

During our visits to the various municipalities, the same sentiment was echoed; manpower is a paramount problem. This is a major issue especially when the reason for not meeting the set targets is that the available staff is attending to crime-related issues. In short, they are covering duties that should be performed by the South African Police Services (SAPS).

ii) Municipal Enforcement

Malmesbury It would appear that this is the better-equipped municipality in terms of manpower, although they are also under-staffed. They have municipal police who are visible on the streets and it would appear that they are coping well. Their staff structure is as follows:

• Operational Head whose duties include:

Planning all joint operations with the South African Police Service (SAPS) Planning of road blocks and Supervision of sergeants

• Sergeants whose duties include:

Planning of constables’ duties for the week Supervision of constables and General law enforcement

• Constables whose duties include:

General traffic law enforcement and Crime prevention

• Senior law enforcement officer & 1 enforcement officer whose duties include:

Enforcement of municipal by laws

Moorreesburg Moorreesburg is a small town and may not require as much manpower as Malmesbury, but their needs would also have to be met for smooth operations. Currently they have 4 officers and they too appear to be burdened with other issues and public transport falls by the way side.

3.8.5 Traffic Safety

i) Introduction

In mid 1950’s nearly 1 000 annual fatalities occurred on the roads of South Africa. This has risen to about 11 000 in recent years. The vast increase in vehicles and distance travelled has contributed to sharp rise in road traffic accidents. This ever-increasing number of fatalities and injuries has resulted in various authorities and organisation striving to improve safety on the roads of South Africa.

It would be necessary to thoroughly investigate the causes of accidents before proposals can be made to help decrease the number of accidents on our roads. Causes of accidents in the West Coast are listed and discussed in this section together with remedial measures to help reduce the occurrence.

Accidents on our roads not only cause loss of life, but bear a huge cost on the economy in general. It is the responsibility of every motorist to be cautious on the road and be supportive to the Arrive Alive Campaign.

ii) Accident Statistics

Accident statistics analysed in this section was obtained from Provincial Government of the Western Cape (PGWC), Accident Data Centre. PGWC Accident Data Centre receives the accident details through their couriers travelling to the West Coast once every month to obtain the Accident Report (AR) forms, formerly known as the Officer’s Accident Report (OAR) Form. The OAR form was superseded by AR Form in July 2003 due to the following reasons:-

• to reduce the number of pages to be filled in (the OAR Form was an A5 size with 16 pages and the AR Form is an A4 size with 4 pages) • the A4 size was understood would be easy to scan, which would substitute the capturing process.

The AR Form is completed by Police Officers present at the scene of an accident. Once the ADC receives the forms, experienced personnel verify the information on the forms. The information is then captured by data capturers onto the TRAFMAN system.

The Accident Data Centre, over the past six years has experienced lot of problems regarding the filling in of forms. These problems include:-

• certain station commanders in the West Coast refusing to complete the Accident Report Form, declaring that it is not part of their job and hence not encouraging his personnel to do so; • police officer’s omitting vital information on the forms; • police officers filling in the forms incorrectly; • police officers filling in English forms in Afrikaans and/or filling in the forms in both English and Afrikaans; • police officers sketching one thing and say another thing in the statement (contradict themselves); • police officers giving forms to data capturer too late, police officers holding on to forms.

Due to the problems created regarding the filling out of forms, given to the Accident Data Centre, the information needs to be verified before it can be captured. This results in more work being created. The shortage of staff and another problems identified was that the forms do not accommodate all types of accidents, which results in police officers sometimes capturing incorrect information.

Among other things, problems identified above cause delays to the whole process of getting the accident statistics available and lead to frustration at the Accident Data Centre.

The following is proposed in an attempt to alleviate the problems:-

• Police officers should be trained on how to properly fill in the forms, this will shorten the verification process; • There should be a standing instruction that all police officers should fill in the form as part of their job description; • As the predominant language in the West Coast is Afrikaans, however, it may be more efficient to use a data capturer who can translate Afrikaans forms into the system in English; • AR Forms should be updated to accommodate all types of accidents; and

• Police officers should hand over the forms to Accident Data Centre immediately after they have been filled in.

Accident statistics was supplied by the Accident Data Centre for the period 1999 to 2004 and was analysed according to the following sections: iii) Accident Types

Table 3.8.1 shows different types of accidents occurred in the West Coast during the period of 1999 to 2004.

There were only 4 types of accidents that could be identified. Single vehicle accidents seem to be the most common type of an accident as compared to pedestrian and animal accidents, which seem to be the least common type of an accident. Almost 1 in 5 accidents could not be classified.

Table 3.8.1: Accident Types in West Coast between 1999 and 2004

ACCIDENT TYPE NUMBER PROPORTION Single vehicle accidents 4 364 34.2% Single vehicle overturned 1 529 35.0% Reversing 1 357 31.1% Accident with Fixed Object 1 183 27.1% Accident with Parked Vehicle 275 6.3% Accident with Train 20 0.5% Multi-vehicle accidents 4 180 32.8% Head/Rear End 1 451 34.7% Sideswipe - opposite direction 956 22.9% Sideswipe - same direction 542 13.0% Head-On 226 5.4% Approach at angle – both travel straight 333 9.0% Approach at angle – one or both turning 310 7.4% Turn Right in Face of Oncoming Traffic 203 4.9% Turn Right from Wrong Lane 78 1.9% Turn Left from Wrong Lane 81 1.9% Pedestrian and Animal accidents 1 915 15.0% Accident with Animal 988 51.6% Accident with Pedestrian 927 49.4% Other/Unknown 2 290 19.0% Other 1 424 62.2% Unknown 866 37.8% Total 12 749 100.0% iv) Accidents per Location

Table 3.8.2 shows the number of accidents that occurred in and around the different town in the West Coast. The first 10 towns represent urban accidents that occurred in that town. The last 2 represent rural accidents that occurred as reported by the two offices of the Traffic Authority in the West Coast.

Table 3.8.2: Location of Accidents

Tow n Total Accidents Citrusdal 156 Clanwilliam 215 Hopefield 105 Langebaan 576 Moorreesburg 361 Pietburg 109 Porterville 105 Veldrift 294 Vredenburg 1 946 Vredendal Municipality 752 Vredenburg (PAWC) 5 074 Vredendal (PAWC) 2 744 Total 12 437

There is a difference of 312 accidents between Tables B9.1 and B9.2, which is ascribed to insufficient information supplied in the AR Form. v) Accident by time of day

Table 3.8.3 shows the hourly breakdown of accidents. Most of these accidents occur between 06:00 and 21:00. Figure 3.8 clearly illustrates the majority of accidents occur during the daylight hours. There is a strong correlation between traffic volume and number of accidents.

Table 3.8.3: Hourly Breakdown of Accidents

TOTAL WEST COAST ACCIDENTS Time Acc No. % of Accident 1:00 244 1.96% 2:00 201 1.62% 3:00 210 1.69% 4:00 183 1.47% 5:00 200 1.61% 6:00 297 2.39% 2.39% 7:00 514 4.13% 6.52% 8:00 412 3.31% 9.83% 9:00 481 3.87% 13.70% 10:00 687 5.52% 19.22% 11:00 777 6.25% 25.47% 12:00 692 5.56% 31.04% 13:00 666 5.35% 36.39% 14:00 659 5.30% 41.69% 15:00 683 5.49% 47.18% 16:00 833 6.70% 53.88% 17:00 828 6.66% 60.54% 18:00 757 6.09% 66.62% 19:00 711 5.72% 72.34% 20:00 643 5.17% 77.51% 21:00 493 3.96% 22:00 451 3.63% 23:00 422 3.39% 0:00 393 3.16% Total 12437 100%

Figure 3.8: Variation of Accidents per Time of Day

Average % of Accidents per day

8.0%

7.0%

6.0%

5.0%

Average 4.0% Poly. (Average)

3.0% % of Accidents

2.0%

1.0%

0.0% 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 0:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 Time

4. SPATIAL FRAMEWORK

4.1 INTRODUCTION

The primary purpose of a Spatial Framework is to reflect the strategic and policy framework contained in the Integrated Development Plan and to provide a broad spatial guidance for existing and future development and land use. This includes, without being limited to, development objectives, proposals for land reform, urban renewal, reconstruction, integration, environmental planning, transport planning, infrastructure planning, and urban design. The land use or spatial planning aspects of an integrated development plan are therefore governed primarily by the requirements of its Spatial Development Framework (SDF) component.

The SDF integrates various sectoral planning proposals at all three levels of government thereby ensuring consistency in the overall structure of spatial plans; the different institutions guiding the spatial development framework are discussed below.

4.2 PROVINCIAL SPATIAL DEVELOPMENT FRAMEWORK

(i) The purpose of the Provincial Spatial Development Framework

The Provincial Spatial Development Framework (PSDF)1 generally makes broad policy statements and proposals with regard to spatial development in the province and these policies are further adopted by Districts and Local Municipality Spatial Development Frameworks (SFDs) to give detail to the broad PSDF proposals.

The aim and purpose of the Western Cape Provincial Spatial Development Framework (PSDF) are: • To align the PSDF with the National Spatial Development Perspective; • To spatially reflect the vision of how the Province should develop in the broadest sense;

1 By the time this ITP was compiled the Western Cape Provincial Spatial Development Framework (PSDF) document was also still under formulation and therefore extracts used in this section are taken from the PSDF draft document, dated March 2005.

• To spatially integrate the strategies of the various sectors; • To provide a framework which promotes environmentally sustainable development (i.e. ecological integrity, social equity and economic efficiency) throughout the Province; • To ensure that these objectives are reflected in the provincial spatial economy; • To guide the spatial development of municipalities; • To serve as an information source and guideline to inform and direct land use management; and • To spatially reflect the interrelatedness between ecological, social and economic activity

(ii) Problems and Issues

The PSDF has identified pressing issues within the Western Cape Province with regard to the natural environment, built environment and socio-economics in the province and calls for remedial measures within the municipal SDF in order to address these issues. Issues that have a direct impact on the WCDM include:

• Diminishing biodiversity contributing to water scarcity, soil destruction and global warming through decreases in bio-mass and the ability to absorb green house gases, in particular carbon dioxide ; • The lack of progress in meaningfully altering the socio-economic and physical patterns of the province’s urban settlements thereby continuing the patterns of apartheid planning; • Increasing urban and regional road traffic demand coupled with a lack of success in shifting the modal split to 80% public and 20% private transport; • The general quality of education, high school drop-out rates, health issues, especially HIV / AIDS and TB prevalence, unemployment levels and housing backlogs.

(iii) Areas of Intervention and Proposals

The PSDF identified three main areas of intervention and necessary strategies to be implemented in order to address the above mentioned issues, as listed in Table 4.1 below:

Table 4.1: PDSF Policy Proposals Areas of Intervention Strategy Natural Environment Resource Conservation Built Environment Urban Restructuring and Regional Linkages Socio-economic Trends Human Resource and Economic Development Source: PDSF, March 2005)

The Western Cape Spatial Development Framework represents special manifestation of the factors listed in Table 4.1 and includes elements such as urban edge, urban development, intensive agricultural areas, areas of endangered, least threatened and vulnerable species, river corridors, ecological corridors and transport corridors as shown Figures 4.1 and 4.2 below.

Figure 4.1: The Western Cape Provincial Spatial Development Framework (Source: CNdV Africa, PDSF, March 2005)

Figure 4.2: Western Cape PSDF (Transport Corridors) (Source: CNdV Africa, PDSF, March 2005)

Broad policy proposals have been formulated in the PSDF in order to carry out strategies mentioned in Table 4.1, among other policy proposals relevant to the WCDM made by the PSDF are statements like:

• It shall be the responsibility of local Municipalities, guided by district municipalities, to align their zoning maps and town planning schemes of their spatial development frameworks so as to accurately delineate the boundaries of the Broad Provincial Spatial Planning Categories according to information available at the local level. • Settlements are to be structured so as to break down the apartheid spatial patterns increase urban functional efficiencies, achieving an average gross density of 25 dwelling units (100 people) per hectare inside the urban edge will enable both these issues to be addressed. • Densification of urban settlements should occur with due regard for environmental and heritage concerns as identified in Environmental / Heritage Impact Assessments (EIA’s / HIA’s). • 50% of the five major urban activities; public transport (access points), residence, recreation, shopping, and employment should be accessible within walking distance (1000m) of residential dwellings. • Municipal urban transport plans shall make provision for non-motorised transport, cycles and pedestrians along major routes, in their transport plans by 2020. • All municipalities shall follow an integrated approach to waste management consisting of three steps, avoid, minimise and treat. Waste Management System shall consist of a collection service from the source, (domestic, office or factory) transfer stations and waste disposal sites. • All wetland eco-systems shall be protected such that at least their basic function is maintained.

The above proposals are not only guidelines but are statutory binding and should therefore be adhered to by local municipalities.

4.3 POLICIES OF THE WEST COAST DISTRICT MUNICIPALITY

The West Coast District Municipality is engaged in, or has completed several strategic planning processes to give guidance in management and governance of its municipal area. These include:

• the Integrated Development Plan • Economic Development Strategy • Tourism Strategy • Disaster Management Plan • Infrastructure Strategy – Including an prioritised infrastructure implementation plan • Urbanisation Strategy

4.4 TOWN PLANNING THAT NEGATIVELY AFFECTS PERSONAL MOVEMENT

The following cases illustrate the extent of past and current land use planning that have a negative impact on the personal movement of, in particular, communities who walk or make use of public transport.

Saldanha Bay Saldanha: The residential areas of Diazville and Nuwepos are both situated on the outskirts of the town and are both still growing further away from the town. Walking time to the town centre exceeds 20 minutes.

Vredenburg: The newly planned extension of Louwville is further away from the town centre than the existing area. A significant arterial is planned to run through this area, which could negatively affect pedestrian movement as well as mobility on this road in future.

Swartland Malmesbury: Illengelethu and Wesbank are both separated from the town centre by the N7 freeway. The only place to cross the N7 is at the interchange near Bokomo. The pedestrian walkway is not very wide and pedestrians have to cross the intersection on the eastern on- and off ramps as well. New extensions are made further away from the town centre and along the N7 to the south of Malmesbury.

No formal accesses have been planned for these residential extensions, which leads to informal accesses forming by default. Observations indicate that an increasing number of pedestrians are crossing the N7 at places other than the formal crossing, probably to reduce their walking distance. This poses serious safety risks to both pedestrians and the passing vehicular traffic.

Berg River Piketberg: A new housing extension is being planned to the north of Piketberg. No provision is being made for pedestrian movement either within the area or on the main road leading to and from this area. The main road has a rural cross section where it passes this development, which forces pedestrians to walk on the shoulder of the road. The new area is also situated further from the town centre than the existing residential area.

Cederberg Citrusdal: The residential area north of Citrusdal is situated a long distance from the town centre. It was noticed, however, that the majority of residents prefer to walk this distance in lieu of using the minibus taxi service. Future extensions further north of this area may oblige residents to make use of the minibus taxis, despite the fact that most people find it almost unaffordable

Lamberts Bay: The lower income residential area is separated from the town centre by MR538 that runs through the town. While this road does not carry heavy traffic volumes under normal conditions, it is fairly busy during holiday periods. Future planning to extend the housing area or to upgrade the road should take the need for safe pedestrian crossing into consideration.

Graafwater: The lower income area is separated from the town centre by MR543. While this road does not have high traffic volumes, traffic tend to speed on it, making it dangerous for pedestrians to cross. Exacerbating the situation is the fact that the road over rail bridge reduces sight distance to the intersection for traffic approaching from the east (Clanwilliam side).

An underpass exists adjacent to the railway crossing where pedestrians can cross the road safely. The underpass is not on the desire-line for pedestrian movement and is therefore seldom used.

Matzikama Vredendal: Vredendal north is separated from the town centre by a distance that almost precludes walking. A small number of informal pedestrian routes have developed over time. All of these still have gravel surfaces, which make them very difficult to use when wet.

An extension to the west of Vredendal-north is currently being planned. No provision is made for an additional access road to reduce the walking or travelling distance to the town centre. The same problem of transport is therefore perpetuated in the new housing area.

5. NEEDS ASESSMENT

5.1 INTRODUCTION

This chapter deals with the individual’s need to travel, which forms part of the demand side of the transportation system. Individual travel needs ranges from the social trips made within a residential area, through the day-to-day work and shopping trips, to the less frequent long distance trips to Cape Town and beyond.

In metropolitan areas in South Africa, the transportation system is to a large extent, designed to cope with the peak demand. This occurs either during the morning home-to- work, or afternoon work-to-home trip. In and between smaller rural towns, the peak demand often does not place the same level on restraint on the capacity of the infrastructure. It is even possible that the daily commuter trips do not constitute the peak demand in these areas.

If all origins, destinations and the time of the demand for travel between these were known, the period and size of the maximum demand would be known, and the transportation system could be designed accordingly. Unfortunately very little is known about the travelling needs of the West Coast community at this point in time. This chapter describes trends that could be derived from existing data, and identifies short-comings in the data which make more meaningful conclusions impossible.

Similar to water or electricity reticulation systems, the capacity of the system depends on meeting the peak demand. While it is unacceptable to not have water or electricity when a person needs it, it is acceptable to endure some form of delay that is brought about by congestion in the transport system. However, it is well documented what the impact on the economy is of thousands of productive hours that are lost every year while individuals are in transit between home and work. The time lost in the transportation system can take many forms.

The need to travel is a given and allow people to move from, for example, home to work or school. A certain travel time is therefore expected, and is not seen as time lost that could be spent more productively elsewhere. The time spent travelling depends on the distance and speed of travel. The minimum travel time for any particular trip is therefore achieved over the shortest distance and the highest speed. The speed at which is travelled is usually

restricted by the safety characteristics or cost of the mode or way (e.g. road, path, rail) used for the trip.

The distance travelled can be reduced by locating prominent trip origins and destinations in close proximity to each other. This typically involves applying town planning principles of mixed land uses and higher density developments. Time over the same distance is usually lost when the demand on a mode of transport exceeds its capacity, or congestion occurs. In transport engineering terms therefore, the appropriate mix of modes has to be employed to ensure the lowest level of congestion. Another technique to reduce peak demand is to encourage people not to travel at the same time.

The efficient planning for the demand side of transport can have as big, or an even bigger, impact on optimising the transport system than improving the supply side of the system. Transport planning should therefore strive to discourage urban sprawl, which results in the development of housing schemes on the outskirts of towns where land is generally more readily available and therefore more affordable.

5.2 PERSONAL MOVEMENT

Personal movement is usually defined as home based trips to and from, or between various destinations. These trips can be described as follows:

Walking to private car, public transport or destination Cycling to public transport or destination Private car to public transport or destination

The only information available about the number and type of trips that are made in the West Coast is from the National Transport Survey (NTS). This household survey was conducted by the National Department of Transport in 2003. The information indicates very broad trends as its aim was not to gather comprehensive data for any particular area.

A survey of the public transport system in 2003, to establish the Current Public Transport Record (CPTR), revealed some of the transport patterns of the group in the West Coast that make use of public transport. As reported in the Public Transport Plan (PTP), the methodology of obtaining data in this process was based on requirements determined for similar surveys in urban areas. The PTP concluded that this methodology was not entirely

suitable for a rural area, and recommended that changes be made to the method of collecting information when preparing the next CPTR.

Very little information has been obtained from the Department of Education regarding the transport of learners. While the majority of learner trips would take place on foot and within urban areas, there are many bus operators in the West Coast that transport learners, on a contract basis, from farms to farm schools situated both within and outside of the larger towns.

Business trips are typically made from the workplace to clients, for professional or other services (e.g. plumbing). These trips typically occur between the peak hours and are generally made by means of private or delivery vehicles.

Institutional trips include those made to government offices, the courts or for other administrative functions. Many of these trips are accommodated on public transport vehicles during working hours.

Retail trips in the West Coast are mainly done on Saturdays, and constitute the largest peaks within the public transport system. Figure 5.1 was compiled during the CPTR for the West Coast and clearly shows the considerable difference between the actual passenger volumes counted on a Friday and Saturday on a particular route.

There are also a significant number of special needs passengers in the West Coast that require special arrangements to overcome problems in their personal transportation.

5.3 CURRENT DEMAND ESTIMATED FROM PUBLIC TRANSPORT TRIPS

The following analysis of demand for public transport shows the need for and description of a possible improved public transport system.

Public transport is typically required on the following three physical levels, being: • Within a town; • Within a B-Municipality; • Between towns within the West Coast; • To destinations outside the West Coast (mostly Cape Town).

Demand is also spread over essentially the following three time related levels:

• Frequent - Daily (commuter); • Frequent – Weekends (Saturday shopping); • Random, i.e. varying in frequency.

The daily trip within a town is what a public transport system is typically designed for in urban conditions. In the West Coast, this type of service is relatively small and prevalent mostly in the larger towns that are also the commercial hubs. Another variation is commuter trips that are attracted to a larger node from surrounding small towns, e.g. Paternoster to Vredenburg. In smaller towns the daily work and school trips are typically made on foot because of the shorter distances involved.

The public transport service type with the highest passenger volumes is that serving the Saturday shopping trips. These services occur both within the bigger towns and from smaller towns and farms to the bigger towns. This type of service dictates the size of the public transport industry in the West Coast. Figure 5.1 shows the typical distribution of public transport trips on a weekday and weekend. The “weekday” PM peak is only this large for the Friday, as it includes weekend trips, typically people leaving a town for the weekend. Other weekday trips do not show a significant peak.

Other trips between towns happen regularly, but infrequently, during the week and include trips to institutions, e.g. courts, and businesses, e.g. banks. While the demand is much lower than on weekends, the demand is regular and should be planned for. The exception to this is pension day when demand is similar, if not sometimes higher than on a typical Saturday.

Figure 5.1: Variation of demand during week and weekends

CPTR Inligting vir WCW 200 (Moorreesburg)

50 Week Aanvraag 40 Sat Aanvraag

30 1 Taxi 3 Taxis Aanvraag 20 Week Voorsien

10 Sat Voorsien

10 6 - 6 7 - 7 8 - 8 9 9 - 9 10

- 11 12 - 12 13 - 13 14 - 14 15 - 15 16 - 16 17 - 17 18 - 18 19 Tyd

Source: CPTR Presentation.

The most prominent other type of service is the regular service between towns, both within and outside the West Coast, the most prominent being the trip to Cape Town. These trips occur almost on a daily basis from most of the major towns.

5.4 DEMAND FOR PERSONAL TRIPS

The demand for personal trips is described in the four levels described above, and in terms of the trip purposes listed below.

• Work; • Education; • Shopping; • Recreational;

5.4.1 Within a Town

Similar to urban areas, trip making characteristics are influenced by factors such as income, household size and age profile. There is an obviously strong correlation between income, car ownership and also car usage. As the average household income of an area reduces, the car ownership reduces and the more dependant that group is on public transport. The majority of trips in towns would be home-to-work and home-to-school trips.

Work Trips Town centres typically provide white collar and professional services that are associated with higher salaries. Industrial areas are typically situated on the fringes of towns and provide lower paying, blue collar and unskilled jobs.

In Saldanha Bay, the heavy industrial area is situated between the towns of Vredenburg, Saldanha and Langebaan. This area is not within walking distance from any residential areas. Heavy industries are also characterised by the fact that production is typically a continuous operation so that factory staff work in shifts for 24 hours a day. These shifts typically do not coincide with peak periods of other types of trips.

Light industries are typically situated close to town centres and are typically within walking distance of residential areas. These establishments typically operate during office hours so that the travel demand peaks together with that of the town centre and schools. Examples of this type of trip attractor in the West Coast are Bokomo in Malmesbury, Rooibos in Clanwilliam and the wine bottlers in Vredendal.

Institutional Trips Like in urban areas there is a constant, but lower, demand for personal transport during business hours. These trips include shopping trips, visits to shops and institutional facilities like the courts, clinics and financial institutions. In smaller towns there are few such attractions and therefore also few such trips.

Shopping Trips On an aggregate level, it was observed that very few trips are made to minor rural towns throughout the day. However, rural towns in the West Coast explode on Friday afternoons

and especially Saturdays when large number of people visit town centres for their weekly shopping trips. The end of month Saturday is characterised by even larger peaks.

Learner Trips Within towns, schools are typically situated within walking distance of residential areas. This is especially true for primary schools. Learners typically walk to school at a time that coincides with the AM peak trip generation of work trips.

Measures to reduce travel

The most effective way to reduce travel is to concentrate all human activities in a town in as small a space as possible. This is especially important for lower income groups whose main mode of transport is walking.

Where major origins and destinations cannot be placed in close proximity of each other, the transportation needs to allow people to move between these effectively, should be planned as part of the development. This planning includes:

• Higher density developments reduce travel distances to minibus taxi pickup points; • All new residential developments should have convenient access to the arterial roads on which minibus taxi trips occur; • Infilling should be considered on vacant land where it would result in an appropriate land use mix; • Development densities of over about 20 dwelling units (du’s) per hectare will encourage viable public transport operations; • Light industrial areas should be located in close proximity to the residential areas of the targeted work force.

5.4.2 Within a B-Municipality

B-Municipalities are characterised by having one or two large or major, towns and a number of smaller, or minor, towns. As described above, smaller towns have fewer of the shops and facilities than the larger towns. This means that larger towns attract many personal trips from its surrounding smaller towns. In a few cases, the closest major town to a rural community or minor town lies within another B- or even C-Municipality. The most prominent of these are:

• Velddrif in Berg River converging on Vredenburg in Saldanha Bay; • Elands Bay in Cederberg converging on Piketberg in Berg River; • Saron in Winelands District converging on Porterville in Berg River; • Nuwerus in the DMA coverging on Vredendal in Matzikama.

Work Trips People reside in small towns mainly due to the employment it offers, or for other family or traditional reasons. Work and school trips are therefore the main type of trips attracted to the town centres.

Shopping and Institutional Trips Another important trip generator on this level is the farming community. Daily trips include school trips and general business trips to the local or nearest major town. Farm workers typically do not have their own vehicles and cannot travel into town on a daily basis. Their working hours also make it difficult to reach businesses in town during office hours.

Farmers make vehicles available for trips to the nearest town on Saturdays. Most farm workers make use of the availability of this transport to do their weekly shopping. These trips to the town centre contribute significantly to the peak trip generation experienced in the West Coast towns on a Saturday morning. As the vast majority of these trips are not made in private vehicles, this peak in person traffic does not necessarily produce the peak road traffic.

Learner Trips Many farming communities provide the local learners with a primary school in the vicinity of the farms. Secondary school learners have more specialised schooling requirements that are provided in the larger towns. This result in trips generated in a wide area to converge to the schools in towns. The department of Education provides transport for these trips by employing minibus taxi or bus operators on a contract basis.

Travelling between Towns

Personal travel on this level typically involves the visit to a larger town from the smaller towns or farms within a B-Municipality. These trips would typically include shopping trips, trips for institutional purposes that are not available in the smaller towns, and also trips to school. The majority of people in the West Coast would not commute between towns.

Travelling between towns could be reduced by duplicating services typically found only in larger towns in the smaller towns. Retail and service providers require a critical mass of customers to operate efficiently. The market for such services often requires the combined populations of all the small towns in its vicinity to be viable. Duplicating retail or service outlets therefore increases the cost of providing the service to the same market base.

It is therefore typically cheaper for some customers to travel to centralised outlets than to create duplicate outlets in more towns. In the long term market forces predict how many private businesses will trade in a specific area. Government institutions, while not operating on a profit motive, have similar cost structures and should also restrict facilities to that which is economically sustainable in the long term.

The distribution of public facilities into the major centres, inevitably result in the creation of a need to travel. As in the case of the town level, private and public facilities should ideally be located where it minimises the overall travel distances for all people in its catchment area.

5.4.3 Within the West Coast

Not much information is available on the demand for personal trips from one B-Municipality to another. One such trip type is the movement of learner between schools in different areas for the purpose of sporting events.

In a smaller number of cases some individuals would commute to places of work in large towns in neighbouring municipalities.

District Level As shown in the status quo part of this report, this type of travel mainly occurs when the small town and the closest large town lie in different B-Municipalities. There appears not to be a significant demand for other, unique trips within the district. Those that occur are mainly for events like sport competitions between schools in neighbouring towns.

The demand for person trips other than described above should be established by sourcing this type of information from a household survey.

5.4.4 Outside of the West Coast

Cape Town is a very strong attractor of trips as it provides a vast array of facilities not available in the West Coast. These include Regional Shopping Centres, Universities, Specialised medical care centres and longer distance transportation facilities.

Through the CPTR process it was discovered that numerous trips move to and from Cape Town and West Coast towns on a daily basis. Many people return home on the same day, while others stay over in Cape Town. There are typically between three and six trips per week from towns like Piketberg and Vredendal. There are daily trips from the towns nearer to Cape Town like Malmesbury and Vredenburg.

Major destinations within the greater Cape Town area include the CBD, Bellville and Kuilsriver. It appears that the majority of Cape Town trips during the week are day trips where people return on the same day.

Regional Level Trips on a regional level are typically not work or education related and are therefore of a more voluntary nature. Individuals would not frequently make these trips, which are typically of a personal nature and for reasons that could not be fulfilled within the West Coast.

An important trip type on a regional level is that of tourism trips. A Tourism Strategy for the West Coast was still in the development phase at the time this report was completed. The transportation related issues that should be included in the Transport Strategy are discussed below.

5.4.5 Transportation Planning for Tourism

The West Coast holds a wide variety of tourism destinations, as well as being the gateway to the famous Namakwaland flowers. This type of travel demand is highly encouraged as it leads to a direct inflow on money that again leads to the creation and sustaining of employment opportunities for the West Coast community.

From a transportation perspective, this demand can be stimulated by:

• Proper signposting of the tourist attractions;

• Availability of travel distances to and between different attractions • Information about specific the route conditions, especially where the trip include gravel roads; • Operating licence conditions conducive to high quality tourism services – especially to local tour operators.

5.5 NEEDS REVEALED THROUGH WARD COMMITTEES IN IDP PROCESS

Needs were identified through the ward committees in the local municipalities as part of the IDP process. The needs relating to transport are highlighted here.

5.5.1 Saldanha Bay Municipality

• Transport for pensioners to the Vredenburg hospital • Lighting in Hopland • Replace stop streets with speed humps • Lighting at railway line • Upgrade streets with storm water and sand problems • Develop play area combined with walkway • Create playgrounds and street access • Upgrade of sidewalk in Bergsig Street • Repair street lighting in Bergsig Street • Provide safe access for traffic • Street lighting on 5th and 6th Streets behind school • Traffic safety improvements • Repair kerbing • Improve lighting – too faint • Seal sidewalks in stead of paving with bricks • Provide pedestrian over pass • Refuse bins and water at minibus taxi boarding points • Cheaper public transport • Build streets and maintain it • Street names • Speed signs • More visible traffic control • Surfacing of Sonneblom Street

• Upgrade of roads • Link road between Maxwell Moss Square and Hopland • Parking in central town • Better transport for community • More stop streets • Formal minibus taxi rank in Langebaan • Upgrade of Leentjies-klip road • Speed control and enforcement • Street lighting in Laingville • Surface roads and improve storm water in Laingville • Access to old cemeteries • Transport for “All Pay” to collection point • Traffic management plan • Develop land adjacent to Kayamandi village

5.5.2 Berg River Municipality

• Ambulance services to a permanent clinic • Address priority of problem streets • Tar (surface) all sidewalks • Erect road signs on farm roads • Upgrade of Dasklippas • Continuous maintenance and management of transport infrastructure in Berg River • Upgrading of sidewalks to accommodate storm water • Extension of infrastructure • Traffic Calming to improve traffic safety • Surfacing of streets in RDP area • Speed humps with road signs • Erect street lighting at RDP houses in Aurora • Surfacing of Hof Street

5.5.3 Cederberg Municipality

• Costs associated with transport for sport; • Upgrade West Coast Road at Lamberts Bay; • Upgrade of roads;

• Improve condition of roads in the area; • Upgrade roads at Leipoldtville; • Poor road leads to damage of fresh produce on way to markets - Leipoldtville • Transport in general, specifically Clanwilliam; • Canal Road to Wupperthal has to be surfaced; • Roads and Infrastructure; • Access Roads • Roads and infrastructure in Clanwilliam; • Lack of infrastructure in Citrusdal; • Public Transport; • Improve roads aesthetically • Parking for heavy vehicles at Graafwater; • Surface access road to Elands Bay; • Improve safety of main road by means of speed humps of stop streets; • Surfacing of Canna Street in Citrusdal; • Surfacing of Cemetry Road; • Lamberts Bay Renaissance Route.

5.5.4 Matzikama Municipality

• Bus stop on Alpha Street • Better access roads and surfaced roads • Adequate street lighting • Establish parking area • Removable speed humps • Improve landing strip for Micro light and small aircraft • Land for taxi rank in Doringbaai • Land for filling station • Make open storm water safe • Improve standards of streets • Implement road traffic signs and speed humps • Upgrade of sidewalks and speed humps • Traffic signals at pedestrian crossing • Cleaning of streets • Traffic signal at Holrivier intersection • Access from main road to residential area

6. PUBLIC TRANSPORT PROPOSAL

6.1 INTRODUCTION

The Public Transport Plan (PTP) for the West Coast proposed a public transport system that could be implemented in the area. The PTP described the operations and infrastructure needed to improve public transport for this community.

The public transport planning proposals from the PTP are summarised here. Planning initiatives that integrate public transport planning with other levels and fields of the transport system are also discussed.

6.2 MODES OF PERSONAL TRAVEL

Personal travel takes place by means of the following modes of transport:

- Walking - Cycling - Private Car - Public Transport Minibus Taxis Buses Passenger Rail

Supplying in these needs were historically focused on the needs of the private car user, with little thought given to the needs of pedestrians and cyclists, especially those with special needs. Planning for the different modes within a town should be approached as follows:

6.2.1 Pedestrian Needs

Walking is herewith defined as a mode of transport.

“Accommodating pedestrians is a critical factor in the quality of a community. Walking and travel by wheelchair are the most basic forms of transportation that must be accommodated for the sake of equity and to support other travel modes. For example, good pedestrian

© Jeffares & Green and Iliso Consulting 87 Integrated Transport Plan for the West Coast – Draft 03/02/2012 conditions are essential for effective public transit, since transit riders usually walk for mobility at their destinations.” (Litman, et al., 2000).

Various authors have recognised that the basic requirements and needs of pedestrians are:

• Availability: the system must be accessible by right to all users in the region. Sidewalks, pathways and, crosswalks should ensure the mobility of all users by accommodating the needs of people regardless of age or mobility; • Negotiability: The routes, surfaces etc. should not present a real barrier to any significant group. • Safety: Sidewalks, pathways, and crossings should be designed and built to be free of hazards and to minimise conflicts with external factors such as noise, vehicular traffic, and protruding architectural elements. Safety can be provided by separation of pedestrians from vehicular traffic, horizontally in malls and other vehicle-free areas, and vertically using overpasses and underpasses. (Traffic control devices can provide time separation of pedestrian and vehicular traffic.) • Security: features including lighting, open lines of sight, and the degree and type of street activity. • Economy: pedestrians should not be subject to congestion and undue delay, whether caused by lack of footpath capacity or obstructing streams of vehicles. Economy also relates to the user cost associated with travel delays and inconvenience, and to the rental value and retail development as influenced by pedestrian environment. Pedestrian improvements should be designed to achieve the maximum benefit of their cost, including initial cost and maintenance cost as well as reduced reliance on more expensive modes of transportation. Where possible, improvements in the right-of-way should stimulate, reinforce and connect with adjacent private improvements. • Convenience: factors include walking distances, pathway directness, grades, sidewalk ramps, directional signing, directory maps, and other features making pedestrian travel easy and uncomplicated. Sidewalk obstructions, such as mailboxes, telephone booths, newsstands, refuse cans, and planters, may be relocated to improve pedestrian flow at practically no cost. Any implied detours should be limited. • Comfort: users should not have to suffer distressing conditions (climatically or socially). Factors include weather protection, climate control, arcades, transit shelters and other pedestrian amenities.

• People should be connected to places they want to reach: The pedestrian network should provide continuous direct routes and convenient connections between destinations, including homes, schools, shopping areas, public services, recreational opportunities, and public transport. • System coherence: is related to the concepts of the perception of urban space. A confused pedestrian searching for orientation has limited receptivity to secondary visual inputs such as aesthetics. • Easy to use: Sidewalks, pathways and crossings should be designed so people can easily find a direct route to a destination and delays are minimised. • Amenity: every effort must be made in planning, design, construction and management to provide as pleasant and enjoyable environmental experience as possible. • Maintenance: clean surfaces and trimmed trees and shrubs, enhance appearance and encourage use. • Functionality: Pedestrians need adequate facilities, including sidewalks with sufficient width, and satisfactory surface condition. Facilities should be designed and maintained to meet the needs of vulnerable users, including people with disabilities and special needs.

Pedestrian ways (footpaths) are classified in two main types: Sidewalks , provided parallel to a street or road within the road reserve Walkways , which are independently aligned an not typically provided in the road reserve

As a matter of principle, the higher the order of road, hence the higher the traffic volumes and/or travel speeds, the higher the class of pedestrian facility should be. The National Guidelines for the Design of Pedestrian and Cycle Facilities should be consulted and used as policy document in the implementation of such facilities.

The photograph below shows typical conditions for pedestrians in a rural town. While a separated pedestrian walkway exists on the far side of the road, there is also a demand for pedestrians to walk on the near side.

Pedestrian movement in Citrusdal

Acceptable walking distances depend on a variety of factors, such as topography, climate conditions, time of day, trip purpose, land use and many others. Many people will walk longer for recreational purposes, but prefer shorter distances when they are commuting or in a hurry. The distance that people are willing to walk can be extended by measures such as providing exclusive pedestrian walkways separated from vehicles, by providing weather protection, and by ensuring an attractive environment.

Special attention should be given to the provision of pedestrian crossing, both signalised and unsignalised. Local authorities should not be pressured into implementing these on the emotive requests from the community only, but should adhere to the warrants for traffic signals described in the latest edition of the South African Road Traffic Signs Manual (SARTSM).

6.2.2 Cycling

The demand for bicycle travel has not been assessed during the CPTR. This mode of transport should, however, be promoted in West Coast towns. Cycling is often problematic during adverse weather conditions, but such days are relatively few in the West Coast.

Facilities for bicycles, or bicycle paths should be planned and designed in terms of the National Guidelines for the Design of Pedestrian and Cycle Facilities.

6.2.3 Private Car

The needs of private car users have received a lot of attention in the past, and providing for this mode is well understood. While the focus in transport planning is shifting from private to public transport, private transport is, and will remain for the foreseeable future, the most common mode of transport in the West Coast.

Private car travel is a very important part of rural travel as it allows freedom of movement that will be very expensive to achieve by means of public transport. Private cars, while typically only affordable to higher income groups, do enable the levels of economic activity in the West Coast however private car travel should be minimised by ensuring that the most comprehensive public transport system is provided within the constraints of the cost of providing it.

6.3 PUBLIC TRANSPORT CORRIDORS

Higher order roads connect all the major towns in the West Coast with each other and with Cape Town, and the road-based public transport system should capitalise on this. All public transport services from towns in the West Coast to Cape Town make use of either the N7 or the R27 (the West Coast Road). Nearly all trips along the R27 trips start at the Vredenburg rank, which serve as a transfer interchange from towns around Vredenburg.

From the rest of the West Coast, however, vehicles depart from virtually all other towns to Cape Town as soon as enough demand exist to justify a trip. All these trips make use of the N7 for at least a part of their journeys. In addition to these, several long distance services exist between the Northern Cape towns of Springbok and Garies, and Cape Town, all of which make use of the N7. The concentration of public transport vehicles and passengers therefore increases as one approaches Cape Town along the N7.

It is proposed that a Public Transport Corridor be developed along the N7 in order to benefit from the current characteristics of long distance passenger flows. The public transport corridor would eliminate some of the disadvantages of the current long distance services, while maintaining as many of the existing advantages as possible.

A Public Transport Corridor is likely to be effective when it has a positive and strong image. This can be achieved through:

- Having distinctly recognisable vehicles; - Operating on a fixed route; - Operating according to a schedule; - Being punctual and reliable; - Ensuring a safe journey, including the feeder service; - Having frequent services; - Having a strongly supportive information system.

A corridor system with higher occupancy vehicles, running at higher frequencies, should be implemented on the N7, with the associated feeder system that is needed to support it (Figure 6.1). The feeder system would move people between the N7 corridor and the towns not situated along it.

The N7 corridor would allow transport operations to be coordinated to achieve greater mobility than when a variety of services operate along it independently. The towns along the N7 would typically be the nodes where passengers can access the corridor. The capacity of the links closer to Cape Town should be higher than those further away.

The corridor would replace the plethora of long distance services to Cape Town by two strong corridors with a sub-system of feeder services. Operators in larger hubs that are not situated on the corridor will provide feeder services to the nodes along the corridor. The positions of these nodes will typically be the commercial hubs that lie on the corridor, e.g. Clanwilliam and Piketberg. In addition to these, a hub could be established at, for instance Klawer to stimulate the economy of this town, while feeder services could be operated from the towns in the district municipal area (DMA), Vredendal and Van Rhynsdorp.

To reduce the risk of driver fatigue on long routes, these hubs should not be spaced more than 200km apart. These hubs should be developed into safe and convenient stopping points for all drivers on longer distance routes. It could also be conveniently combined with vehicle filling stations and other economic activities, thereby developing into service centre nodes.

6.4 PUBLIC TRANSPORT SERVICES

Public transport services should meet the variation in demand over space and time. The following services are defined for implementation in the West Coast. It has been proposed in the Operating Licence Strategy (OLS) that is included in the Public Transport Plan (PTP), that operating licenses be granted to operators in terms of these definitions.

(Figure 6.1: Corridor and Hubs)

6.4.1 Local Licence

This permit will be issued to operators with a major rank in a town as destination during peak demand flows. This will include trips within a town or from a small town to a larger, commercial town.

This service will typically provide a high frequency service during both weekday and Saturday peaks. The permit will also allow the operator to provide an off-peak service on the same routes. The off-peak service is currently provided only when passenger numbers are sufficient. This results in a highly unreliable service. The off-peak service should be provided according to a schedule to improve reliability.

Examples where these types of licenses would apply include:

- Internal: Trips from all areas in Saldanha to the Saldanha taxi rank, Clanwilliam to the local Rank, Vredendal North to Vredendal Rank. - External: Riebeek-Wes to Malmesbury, Wittewater to Piketberg, Laingville to Vredenburg, Paternoster to Vredenburg.

6.4.2 Inter-town / Feeder Licence

This permit is typically to allow trips from small towns to the larger commercial hubs to give the public access to public institutions, business and retail opportunities, as well as to higher order public transport facilities. The permit will fulfil a feeder function to the transport corridors when its destination is a public transport interchange associated with a corridor. This permit differs from the local permit in that it is not associated with commuter travel. It is envisaged for trips with a lower, though certain, demand.

Examples of these types of applications include:

- Trips from Van Rhynsdorp to Vredendal; Wupperthal to Clanwilliam; Klawer and Ebenhauser to Vredendal.

These trips will typically remain within the boundaries of the West Coast.

6.4.3 Long distance License

The permit will typically allow trips to the same destination outside the West Coast, on a frequent basis. The most prominent would be the trip from many of the larger towns to Cape Town. It is foreseen that many of the Long Distance licenses will be transformed to corridor or feeder licenses, once the corridors have been established.

6.4.4 Contract License

This type of license will allow an operator to supply a service to a particular client according to an agreed destination and schedule. It is aimed at serving transport needs that cannot be easily incorporated into the public transport system due to its uniqueness.

It is believed that the need for contracts has been driven by inefficiencies in the public transport system in these rural areas. Businesses that require workers, especially workers, to arrive at work on time could not risk problems inherent to the public transport industry. By binding a particular operator by means of a contract, they were able to minimise this risk. An added advantage to large employers is that they are able to subsidise transport cost of their employees in this way.

It is foreseen that many of the contract licenses currently operated in the West Coast could be converted local licenses. The contract services that could be incorporated in the broader public transport system should be phased out over time and replaced by local licenses.

It would, however, be premature to terminate these services at present, as a viable alternative is not yet available. Only once a reliable system has been established should these services be transformed on an ad hoc basis.

6.4.5 Learner Licenses

This type of service is a special case of contract that has the Department of Education as its client. It is an ideal of the PTP that these services should be incorporated into the broader public transport system, and that the relevant subsidies go to existing operators, thereby improving the efficiency of the entire system.

6.4.6 Weekend Licenses

As seen from the data obtained in CPTR, the demand on a weekend is substantially higher than during weekdays. Weekend licenses are aimed at allowing “marginal” operators to only provide a service when local license holders experience a shortfall in supply, typically on a Saturday.

For example: Four vehicles may be sufficient to meet the weekly demand in a certain are, but not on a Saturday. Instead of granting a fifth local licence, a weekend licence should be issued to ensure that the Saturday demand is met.

6.4.7 Tourist / Transfer Licences

These types of services differ from typical public transport services in that their frequencies, durations and destinations are not predictable. Unless the general public transport system delivers a reliable, frequent service according to an easily obtainable schedule to the various destinations for which the demand exists, these types of services should be issued separate licences. A tour operator licence would typically be a requirement for providing such services.

6.5 ORGANISATIONAL STRUCTURE

In order for public transport to be effective, the three key tasks of planning, regulation and enforcement (monitoring) need to be fully integrated into a single unified action. It follows therefore that all role players need to work together to ensure that public transport in the West Coast is sustainable. The following outcomes are envisaged:

• Planning o Ensure the public transport meets the needs of passengers o Ensure the sustainability of public transport

• Regulation o Ensure that the issuing of permits are administered fairly and transparently in consultation with public transport operators

• Enforcement / Monitoring o Ensure compliance with permits

o Ensure information is up to date o Identify areas of concern

6.6 LAW ENFORCEMENT

The importance of law enforcement is recognised as one of the key issues to be addressed in public transport. The success of the transformation of the public transport system depends on this.

The objective of law enforcement can be summarised as follows: • The required levels and skills in human resources and equipment need to be established within the West Coast so as to provide primary law enforcement of public transport operations • A law enforcement plan needs to be developed to ensure that public transport services are provided in accordance with permit conditions and that appropriate public transport standards are maintained. • Cooperation between various law enforcement agencies will be necessary to provide the full range of resources to enforce public transport.

6.7 PUBLIC TRANSPORT OPERATIONAL REQUIREMENTS

• Corridor operating according to schedule and minimum LOS from Vredenburg to Cape Town and Van Rhynsdorp / Klawer to Cape Town; • Projects include major bus stations at Clanwilliam, Bitterfontein and Nuwerus, Piketberg, Malmesbury and minor stops en route, scheduled for places like the intersection with the N7 of the Marcuskraal Road, the Caltex Service Station at Citrusdal, the Total Service Station at Trawal, the Eendekuil turnoff, Morreesburg, Kalkbaskraal intersection as well as the Darling and Yzerfontein intersections on the R27; • Management of the Company that will provide services on this route. Company to either be set up through negotiation with local minibus taxi industry and minibus taxi associations currently operating on the route from the Northern Cape. These include Lucien’s and van Wyk’s Taxis. It could also be in the form of a private company that will be obliged to take shareholders from local industry on board; • Decide on subsidy policy of using this route; • Define supporting services to corridors: e.g. Filling stations, feeder services, information services, integrated ticketing (manual); © Jeffares & Green and Iliso Consulting 98 Integrated Transport Plan for the West Coast – Draft 03/02/2012

• Look at ways to optimise local services. This would include optimisation of number and type of licenses, role of vehicle types for certain routes, promotion of non- motorised transport (NMT) including: Pedestrian routes and paths, cycle paths, pedestrian safety education as well as the use of public transport vehicles for other purposes in off peak times; • Farm worker transport needs facilities in central towns. Move from truck transport to bus transport to public operated bus services. Negotiate with farmer to achieve this; • Special public transport services for, amongst others: school trips, sporting events, funerals, weddings, etc.

The public transport system in the West Coast is operational and serves in the daily transportation needs of a large portion of the community. There are however areas that are not served at all, and other areas where the services are not to an acceptable standard for passengers. It appears that minibus taxi operations are generally operated as economically feasible businesses.

There is, however, a constant demand for licences by prospective operators, or by existing operators wishing to expand their businesses. This is a positive sign in the minibus taxi industry in the West Coast, which should be further developed to ensure that the transport system meets the mobility needs of the whole community.

The main strategy adopted is to recognise the prevalence of a para-transit type public transport system, which is more demand responsive than the typically scheduled, fixed route urban public transport system. Under certain circumstances and on particular routes, however, scheduled services should be enforced to ensure the benefits associated herewith are obtained.

The public transport system should be characterised by higher capacity and more frequent services along routes and at periods of high demand. At the same time, the system should have reliable, though less frequent, services in sparsely populated areas where demand is low.

Apart from the provision of localised trips to the central towns in the area, there is a significant demand for long distance trips, especially to Cape Town. This demand is currently served in a fragmented manner with trips originating from each major town in the West Coast to Cape Town, at frequencies that depend on demand.

Certain proposals are common to all the municipalities in the West Coast, while others are specific individual B-Municipalities, and would not be effective in others.

6.8 PUBLIC TRANSPORT PROPOSALS FOR WEST COAST DISTRICT

Establish a Transport Planning Department While the organogram of the West Coast Municipality shows a department that would deal with transport planning matters, there are currently no officials appointed in this department. As discussed below, this department should play a pivotal role in order to manage and improve the public transport system. In fact, without the proper functioning of this department, public transport service is unlikely to change for the better in any meaningful manner.

Establish Public Transport Working Groups In a similar fashion to the operation of the IDP forums, working groups concerned with public transport should be established in the each B-municipality, to provide the platform through which the officials could communicate with the stakeholders and public. The working group in each municipality should consist of, amongst others, representatives of:

• The public transport department; • The minibus taxi association; • Local traffic department; • Community through IDP forum.

Introduce a Public Transport Information System The need for a centralised information system, or phone number for operators and trips has been identified. Such a phone number could be either central to the West Coast, or locally based in each B-municipality. The cost of a central system should be lower as it would require fewer operators.

Public Transport Law Enforcement The minibus taxi industry, in many areas, feels victimised by traffic law enforcement officials who are not trained in matters relating to the minibus taxi industry. In certain instances trips are frequently interrupted due to confusion regarding licensing conditions, which lead to a reduced level of service to passengers, and increased costs to operators. Traffic officials should assist in improving the public transport system, and not unnecessarily interrupt services.

7. TRANSPORTATION MANAGEMENT

7.1 ROAD NETWORK

7.1.1 Introduction

All person and goods movement will at some point use the road network for at least a part of their trip. This could be a pedestrian walking on the sidewalk or even in the street, bicycles riding in the streets, cars, minibus taxis or buses. Goods, even when they are being taken to a transfer station where they are placed on a train, will complete at least part of the trip on the road network.

This chapter describes the process that should take place when planning and prioritising the provision and maintenance of the road network. The road network describes all aspects of the road within the road reserve, including the bridges and drainage structures, intersection control devices, on-street parking and street lighting. It however, excludes facilities for the transfer of passengers or goods, which will be discussed under chapter 6 of this section of the report.

7.1.2 Rural Roads

i) Sealing of Gravel Roads

Material for the re-gravelling of the gravel road network is very scarce in the West Coast. The Provincial Roads Department has embarked on a process of upgrading certain gravel roads by giving it a light seal. By doing so the gravel loss is significantly reduced, saving the gravel material as well as reducing the frequency at which maintenance has to be done. The structure of the gravel road is still exactly the same, but to the layman its appearance is that of a surfaced road.

It has become apparent that the traffic volumes on the gravel roads that have been upgraded in this manner had increased dramatically. This can mainly be attributed to the fact that the riding quality has improved over that of a surfaced road. Because the structure of the road was not designed for the heavier loads, these roads soon show signs of heavy distress.

An important consideration in the continual light surfacing of the gravel road network should therefore be that of restricting the volumes and loads of vehicles using it. This poses the problem that the local farming community has always used these roads for transportation of their fresh produce. It would therefore be very difficult to restrict the axle loads on these roads. The WCDM could, however, restrict the through movement of goods vehicles that should use the higher order surfaced road network.

One such measure could be to disallow the movement of goods on these roads if it did not originate or have its destination within the B-municipal area in which the road falls. There are obvious difficulties in enforcing such a measure. Another method is to ensure that this type of road does not form a meaningful continuous link between major destinations, so that the gravel portions between the surfaced sections will act as a natural deterrent for through traffic. ii) Alternative Alignments for N7

The N7 is a road of national significance that links the Western Cape and Cape Town in particular, with the west coast of Africa. While the majority of freight movement to South Africa’s neighbours originates in Gauteng, there is increasing priority to establish the N7 as an important link between Cape Town and Namibia.

It was found that there are two possible alternative alignments to the current route of the N7. The first is a partial realignment that runs to the west of the current alignment, approximately between Eendekuil in the south and Klawer in the north and is referred to as: the Sandveld Pad” or the “Platpad” (flat road). The second is referred to as the Coastal Route and forms the extension of the current “West Coast Road” north of Velddrif to where it would join MR 547 south of Vredendal.

Platpad The Platpad would run very close to the alignment of the Bitterfontein railway line and would bypass the Piekenierskloof Pass as well as the section of the N7 between Citrusdal and Clanwilliam. This section of the N7 has long been known for its poor geometric alignment that, together with the pass, providing very few passing opportunities over a distance of almost 60 km.

The improved vertical and horizontal alignments and that this road would have as well as the fact that it would be shorter in distance would all lead to a substantial reduction in travel

time and cost over the long term. There are, however, significant hurdles to overcome for this alignment to be implemented.

The first is that the total length of road would have to be constructed in one phase in order to serve as a meaningful alternative to the N7. The cash flow required for such a project would take up all general road construction budgets in the West Coast for a number of years. Alternatively, if this project receives special priority on a national level, it could warrant the National Department of Transport to include it in their budget.

The current alignment of the N7 would continue to provide access to towns like Clanwilliam and Citrusdal. These would therefore remain operational with the associated maintenance and upgrade costs. The reduction in traffic volumes, would however, lead to a reduction in maintenance cost over time. While economically feasible therefore, it appears that the Platpad alignment would not be financially affordable.

Coastal Route The advantage of the Coastal Route as an alternative to the N7 is that is would substantially follow the alignment of existing roads. This means that it could be upgraded in phases so that the total cost of construction could be spread over a longer period, thereby making it financially viable.

A significant advantage of this alignment is that it also bypasses the section of the current N7 with lower standard vertical and horizontal alignments that impede the capacity of this major link. The current N7 alignment would be converted to Main Road (MR) status and would have to be maintained as such.

7.1.3 Urban Roads

i) Metropolitan Main Roads (MMR)

Trunk or Main Roads that run through proclaimed town areas are referred to as Metropolitan Main Roads. They have an important regional mobility function for traffic moving through the town. They also play an important access function to businesses within the town, as these roads typically form part of the CBD of the town. A well known example is the N1 where it passes through Beaufort West or, locally, MR 224 through Malmesbury.

The maintenance and management of these roads fall within the jurisdiction of the local municipalities. The capacity of the road to accommodate through traffic is, however, the concern of the District Roads Engineer. Any planned activity that could impact on the capacity and safety of the road therefore has to be approved by the DRE Ceres. ii) Local Streets

Typical geometric design criteria are summarised in the Urban Transport Guideline (UTG) documents. Traffic signs and control guidelines and provided in the South African Road Traffic Signs Manual (SARTSM) that deals with the installation and maintenance of traffic signs and signals.

The planning of new roads should no longer only focus on the needs of the car drivers, but should accommodate all the intended road users. The Guidelines for Urban Settlements (Red Book) of the Department of Housing should be consulted when planning the position, cross section and amenities that should be incorporated in the design of these roads.

This document emphasises the importance to distinguish between the functions of the different classes of road. Where all roads were previously planned to accommodate mainly the private car, there is now a realisation that lower order roads should focus more on the needs of the other users of the road. Cars should have priority only on higher order roads.

Lower order local residential streets form an important part of the urban fabric, as it forms part of the extended communal area of the local micro-community. People use these streets for informal meetings and as a playground for children. iii) Access Management

In short, access management is the tool to ensure that the ability of a higher order urban street to accommodate through traffic effectively is maintained. It ensures that a proliferation of access points and intersections along these roads do not hamper the free flow of traffic. This is especially important on metropolitan main roads that form part of routes of longer distances, but that passes through towns. Access management should be applied in planning in terms of the National Guidelines for Road Access Management in South Africa.

This raises the important question of providing bypasses to small towns or to allow limited inconvenience to through traffic by taking it through a town. History and experience has shown that a major road moving through a town could provide a critical lifeline to that town. A buffer of 20 km on either side of the N1 where it runs through the Freestate gives a clear example of how the towns that are not on the N1 have all but lost their vitality. Those towns that are on the major roads, however, have been established as important service nodes along these routes.

It is therefore recommended that major roads not be planned to pass small towns. Access management should be applied, and planned for in advance, to ensure that the through movement of passing traffic is allowed while retaining the business activity of the local town. iv) Traffic Control

Traffic Signals The capacity of the urban road network is typically defined by the capacity of intersections, and very seldom by the capacity of the road links between intersections. Traffic control devices can have a profound impact on the capacity and safety of urban intersections. Traffic signals should only installed when warranted in terms of the South African Road Traffic Signs Manual (SARTSM). Traffic signals generally lead to an increase in rear-end accidents at intersections.

The Regulations to the Road Traffic Act requires that traffic signals only be implemented by professional registered engineers who have suitable experience in this field. It is still common practice in many smaller towns in South Africa that traffic signals are provided based on incorrect assumptions and arguments by members of the community and councillors. This typically occurs following serious accidents, especially if it involves children.

Roundabouts The planning authority, in conjunction with the District Roads Engineer, should formulate a policy on the use of roundabouts as traffic control devices at urban intersections. When designed correctly, these would have sufficient capacity for the relatively low traffic volumes typically encountered in the West Coast towns.

Worldwide research shows that poor design of traffic circles have lead to poor the capacity and safety characteristics of this type of control. The advantages of roundabouts are

© Jeffares & Green and Iliso Consulting 105 Integrated Transport Plan for the West Coast – Draft 03/02/2012 numerous: once installed they require low maintenance, minimal running costs, are self- enforcing and can be designed to be aesthetically pleasing. v) Parking

Parking is an important part of small towns due to the important role the private car plays in rural transport. As parking is critical to the economic viability of rural towns it is often granted to commercial developments without considering the consequences. On-street parking, together with the frequency of accesses to such developments, is the biggest threat to sustainable mobility on the main roads of rural towns.

Land use planners should carefully consider the impact that increased parking demand would have on the road network of the town before approving such developments. Experience in nearly all metropolitan areas in the country has proven that it is extremely difficult and expensive to retrofit good standards on poor access and parking practices. vi) Traffic Calming

The purpose of implementing measures should be to achieve on or both of the following goals:

1. To reduce speed of vehicles; 2. To discourage unwanted through traffic from using the route.

It should be applied only on local residential streets that do not primarily serve vehicular through traffic. Typical measures that could be applied include:

- Speed humps; - Converting 4-way stops into mini circles; - Introducing one-way streets; - Breaking the continuity of certain streets in a grid pattern.

A number of the larger municipalities in the country have produced policy documents on the implementation of traffic calming measures. Local municipalities in the West Coast should consult such guideline documents or make use of traffic engineering consultants when considering such measures.

The inappropriate application of traffic calming measures could lead to unnecessary delays and driver frustration.

7.1.4 Road Network

• Establish minimum LOS on all roads. Guided by road classes identify critical shortcomings in current network. Provide and upgrade missing links and to adequate standards; • Strategic roads should be identified that would ensure mobility through the West Coast when other critical links may fail. This is supported by the concept of a strong spine route with a high capacity and to a high design standard that would withstand higher natural demands, e.g. 1:50 flood; • Other roads should meet the demand for people and goods movement, with priority given to roads that serve both people and goods. Routes that support public transport movement would have a higher priority than those mainly used by private cars; • The rail system has deteriorated over the past decades due mainly to the deregulation of road freight movement. The reduction in payload has lead to a reduction in level of service, which came at the cost of a further loss in payload. Even if the level of service can be improved to compete with that of road freight operation, it is uncertain whether this would be economically viable. It is important for the West Coast community to minimise the number of road freight vehicles on the roads as these have a negative impact on capacity, safety and the condition of the road network; • There are two main “spines” in the West Coast. The first is the R27 or the so-called “West Coast Road”. It runs between Cape Town and Velddrif over a distance of about 180Km. It serves the Saldanha Bay Area up to Velddrif. This road has recently been extended as a surfaced road beyond Dwarskersbos to Elands Bay; • The second spine is the N7 that runs through the West Coast and the Northern Cape towards Namibia. Unlike the N2 that connects Cape Town to Port Elizabeth and beyond, the N7 never takes the function as a local town street. It does, however, pass in close proximity to a number of towns.

7.1.5 Travel Demand Management

TDM is not relevant in the West Coast area in the same way it would apply in the Cape Metropolitan area. There is generally still an undersupply of transport due to the high end

cost, which is brought about by the low utilization. This is again directly attributed to the low density of the rural population.

In the short term, travel should be encourage to unlock the economic and developmental potential of West Coast Communities.

In the longer term, TDM can be achieved thought the planning of “compact towns” which reduces travel distance. Herewith the promotion of a suitable and sustainable public transport would prevent the proliferation of travel demand and private car use.

7.2 FREIGHT MOVEMENT

7.2.1 Introduction

It is proposed that a freight model be constructed whereby the difference between carrying freight on road and rail can be evaluated. This model could be used to ensure that different types of freight are carried on the appropriate mode.

7.2.2 Freight Model

It is proposed that the freight model be set up in the following steps.

• Collate freight vehicle traffic volumes and present it on the network plan; • Divide the study area into different zones; • Calculate the current and future freight throughput in terms of equivalent tonnes or volume, i.e. the amount of freight generated, in each of the freight zones in the area; • Compute current and future freight distribution between the zones; • Convert freight throughput to heavy vehicle equivalents; • Assign current and future freight vehicle volumes to the network. Calibrate current volumes against observed freight vehicle volumes on the network; • Estimate growth in heavy traffic on the main corridors; • Make conclusions and recommendations regarding future road or rail upgrading requirements to satisfy logistics needs.

7.2.3 Town Level

The structural life of a road depends mainly on the number of heavy vehicles passing over it. The higher the expected number of heavy vehicle axles, the stronger the road pavement has to be, at the associated higher construction cost. If heavy vehicles are restricted to specified routes through a town, and this could be enforced effectively, only these roads would have to be constructed at the higher strength. A significant saving can be achieved by constructing only a small number of town roads to the standard fit to carry heavy vehicles.

Unnecessary through traffic can be prevented by increasing the travel time and distance of lower order roads above that of higher order roads. On existing street networks this can be achieved by applying traffic calming to certain routes.

The streets in the vicinity of industrial areas should be constructed to the higher geometric requirements of the heavy vehicles. This would further encourage drivers of heavy vehicles to keep to heavy vehicle routes.

Railway stations where freight is transferred should ideally be located outside of towns centres due to the spaces required for these operations. However, passenger stations should be located central to towns to encourage its use. When these two functions can no longer co-exist to the mutual benefit of both, the freight component should be relocated away from town centres. This typically occurs when towns experience growth that leads to a higher premium being placed on the large spaces around stations used for freight transfers.

7.2.4 Municipal Level

Stop-over facilities for heavy vehicles are often degraded to areas of noise and pollution. Such facilities are, however, very important to the truck drivers and should be provided at regular intervals on heavy vehicle routes. Each municipality, in conjunction with the private sector and higher level authorities should identify appropriately spaced sites where such facilities could be provided at higher standards. These facilities should be well planned and maintained in order to achieve its intended purpose.

7.2.5 District Level

The same principle that applies within towns also applies to the rural road network. Heavy vehicles should be encouraged to only use higher order through routes to reach their

destinations. Only the vehicles with an origin or destination within a municipality should travel on minor rural roads within that municipality.

Significant savings could be achieved by constructing lighter pavements on routes where fewer heavy vehicles will travel. This applies specifically to the gravel roads that are upgraded to have a light seal. It is evident that these roads do not reach their intended design life due to the abnormal growth in heavy vehicle numbers that has been observed on recently completed projects.

7.2.6 Regional Level

On a regional level the link between Cape Town and South Africa’s northern neighbours are via the N7 that runs trough the West Coast. This is a major freight route.

7.2.7 Goods Movement

• Identify shortages in current movement of goods, e.g. poor roads that lead to damage to fresh produce. This has negative implications for farmers by also region economy as employment suffers to. • Plan provision of appropriate mode for types of goods. Emphasis on maximising utilisation of rail for transport of goods in lieu of road.

7.3 INCIDENT MANAGEMENT

Incidents include accidents, vehicle breakdowns, spilled load or other random event that reduces the capacity and or safety of the roadway. When traffic demand approaching the scene of an incident exceeds the reduced capacity, traffic congestion occurs which causes delays and can lead to driver frustration and even accidents.

Incidents can have a negative impact on the road network and transport system.

An Incident Management System co-ordinates and pre-plans the use of human and mechanical resources to manage an incident and restore traffic flow to normal operations as quickly as possible.

The following agencies are involved in incident management:

• The public as road user; • The local emergency services: fire, ambulance, traffic, South African Police Services (SAPS); • Specialist agencies such as: tow operators, crane hire operators, pollution experts, chemical response unit, traffic engineers, road maintenance units; • Responsible authorities such as; department of transport, provincial administration, local authorities; and • Associations, institutes and so forth such as: Automobile Association and the Road Freight Association.

Once an incident has occurred, the events that follow can be grouped into five phases. The time taken to execute each of the phases determines the impact on traffic flow and the delay experienced by road users. The five phases are:

Detection Response On-site management Clearance Follow-up

7.4 RAIL NETWORK

7.4.1 Introduction

The planning of the activities of the rail operations does not fall within the jurisdiction of the West Coast District Municipality. There are, however, benefits in evaluating the role rail services could play in the West Coast, given the extent of rail infrastructure already available.

7.4.2 Spoornet Lines

One of the disadvantages of rail as a freight mode is that it typically requires the transfer of goods at both the origin and destination ends onto road. The shorter the trip length, the larger the proportion of time spent transferring the goods. The breakeven length where this effect no longer benefits hauling by road is typically around 300km.

Heavy industrial areas are typically distinguished as being served by rail infrastructure. At least one of the transfers to or from road is thereby eliminated. Any freight that moves between Cape Town, or Saldanha Bay, and the interior of the country should preferably be transported by rail, especially if the goods concerned are not perishable.

Vredendal lies more that 300km from the harbours at Cape Town and Saldanha. Fresh produce originating from this area (freight zone) could also be transported by rail if the logistics of the rail operations is well managed.

The Province should engage in discussions with Spoornet to plan how growth of freight movement in and through the Western Cape could be shifted towards rail. This communication has been difficult to date due to a policy by Spoornet not to disclose information about their operations. If high level agreements are not in place it is impossible for the District Councils to effectively engage in planning discussions with Spoornet.

The districts should be involved once these discussions have reached a point where planning can be done on a more detailed level.

7.4.3 Orex Line

Planning is currently being done to increase the capacity of this line to meet the demands of increased production of iron ore. Capacity will be increased by introducing loops along the length of the line where trains can pass each other at speed. These loops will be about 10 kilometers in length.

Very few roads cross the railway line at grade. There would therefore be significant changes to bridge structures when loops are constructed. The Provincial Roads Department should use this opportunity to coordinate and planned road alignment changes or bridge upgrades for other purposes with the work done by Orex.

The District Municipality should play a coordinating role between Orex and the Industrial sector in the West Coast. Capacity that may be available on this line could be taken up by other freight generators

8 STAKEHOLDER CONSULTATION

8.1 INTRODUCTION

Planning can be done in terms of legislation, to try and achieve the policies and requirements laid down by the authority of the day. Planning can also be done to only improve the status quo, assuming that what is needed is simply more-of-the-same.

Legislation and policies should be tailor made for the population it serves as it affects the daily lives of everyone in the country. Furthermore, the status quo situation does not necessarily reflect the desires of the community. The status quo is often the result of old policies, or constraints in availability of finances and human resources.

It is therefore necessary to consult the community, or stakeholders, whose lives the planning is aimed at improving. This chapter describes stakeholders consulted and process followed in compiling the ITP. Various stakeholders were not consulted during this first compilation of the ITP, but should be included in a repeat planning process.

8.2 HISTORIC DATA COLLECTION

The aim of the CPTR process was to obtain a record of prevailing transportation activities in the study area. This process was based on a quantitative assessment of, particularly, the minibus taxi industry through a travel survey of passenger and vehicle movement on certain routes.

This process included consultation with the minibus taxi associations in the West Coast about their need to improve the minibus taxi industry. This information did not necessarily reflect the needs of the travelling public, as the minibus taxi industry, like any organisation, could place a wide range of priority on their customers needs. The information did, however, highlight certain pressing issues that are prevalent in different parts of the West Coast.

The processes of compiling the CPTR, OLS and PTP also involved various consultative meetings with technical officials in the B-Municipalities, as well as with law enforcement officials. This information provided another important view on the state of and deficiencies in the public transport system.

All previous data collection efforts were really aimed at gaining an understanding of the Public Transport System. These processes therefore had very limited discussions on matters like the road network, traffic safety or freight movement. It was therefore necessary to involve stakeholders and source information from a wider variety of sectors to determine the demands placed on the transport system in the West Coast.

8.3 PUBLIC PARTICIPATION PROCESS FOR ITP PROCESS

The Public Participation Process held during the ITP process was kicked off with discussions with the technical and IDP managers in the West Coast District Municipality. From here, a presentation was made to the council to inform them of the scope of the proposed study and to take further instruction with regard to the work to be done.

This was followed up with a phase where the Representative Forums in all municipalities were contacted with two purposes in mind. Firstly to inform them of the relative importance of transport planning when compared with other concerns such as housing, education and health. The representatives were requested to return to their communities to debate their transport needs and supply us with the lists of needs in the various areas.

Secondly, the representatives were invited to a workshop where the feedback from the communities could be discussed and placed in the context of the needs of other municipalities. A reasonable degree of success was achieved with this process as the majority of ward committees responded very well to the meetings and invitation.

The purpose of the workshop was to facilitate an agreement amongst the representatives for the shared vision and goals for an integrated transport system. This was facilitated by providing the representatives with information on the processes of compiling an Integrated Transport Plan, thereby enabling them to make informed decisions around the vision and goals.

By allowing a space for representatives to discuss problems and experiences with public transport within their communities, it was hoped that areas of priority would be identified to further facilitate consensus around the goals of public transport system. It is imperative that the vision for public transport in the West Coast is one that is shared by all stakeholders. One reason being that any process undertaken needs to be informed by the people who have experienced the current flaws within the West Coast public transport system. Another

significant reason is that once a vision is shared, there is also a collective ownership of the process which encourages development and sustainability within the communities.

A few key points within the strategy document presented were:

• All spheres of government should be part of the implementation of Transport system for it to be sustainable. • Train services especially in rural areas should be re-instated • Train Services – costly but a need • Roads (Alternative) for trucks • Different lanes for different types of transport • Clear guidelines on allocation of operating licenses for minibus taxi’s • Use existing infrastructure

Groups were formed and asked to adopt the most suitable mission and vision statement for the West Coast. The groups voted that the statement below be adopted as the vision statement for the West Coast region as it clearly articulates that any process or system facilitated within the region should be socially and economically beneficial to the actual communities.

Vision for transport within the West Coast

An integrated accessible well managed transport system throughout the West Coast, which is affordable, safe and well maintained with available resources being socially accepted in advancement of broader developmental and progressive economical aims and objectives.

Lists of problems with the current transport system were brainstormed to stimulate the thinking around the role of transport in the lives of individuals. These lists are summarised in Annexure B

8.4 NATIONAL TRAVEL SURVEY – 2004

The National Department of Transport commissioned a National Travel Survey (NTS) during 2004 that included about 50 000 households across the country. This survey revealed what the travel needs of the broad community in the country were, and also how they generally perceive the transport system.

The results emanating from the West Coast portion of the report hints at certain prevalent issues regarding transport in this area. The size and distribution of the NTS in the West Coast is, however, too small for the results to have any statistically sound value. It does, however, highlight the value of doing a comprehensive household survey in an area to determine the real needs and demands that the community places on the transport system.

8.5 FURTHER STAKEHOLDER CONSULTATION

A number of the larger freight generators in the West Coast were contacted to discuss their transport needs. The response to this process was generally poor. Many of the operational managers were reluctant to disclose volume or weight information of the materials entering or leaving their premises. The main concern raised was that of allowing their competitors access to sensitive information about the business.

The farming community plays a critical role in freight and passenger transport in the West Coast. A time constraint meant that this group has not been consulted. A structured process should be embarked upon to consult with them on issues like worker transport and the effect of road condition for transport of fresh produce.

9. TRANSPORT PLANNING PROJECTS

9.1 INTRODUCTION

This chapter deals with the implementation programme for multi-modal transport proposals. It also deals with the financial implications of these proposals.

9.2 PUBLIC TRANSPORT PLANNING PROJECTS

9.2.1 Public Transport Corridor Concept

The Public Transport Plan purposes a corridor transport concept with scheduled services on the N7 and the R27 Corridors with feeder services to activity nodes on those corridors. This concept, if approved by the relevant authorities needs to be further developed and a number of projects should be initiates to move the concept forwards. • negotiations with bus and minibus taxi operators and association to arrive at a company structures to operate the corridor and system • operational requirements • infrastructure requirements • funding and subsidy requirements

The following budget is proposed

PROJECT FINANCIAL YEAR FUNDS Negotiations with operations 2005 - 2006 R 350 000.00 Detailed design system and operational 2006 - 2007 R 500 000.00 requirements Investigation in funding and subsidy 2006 - 2007 R 500 000.00 requirement Implementation 2007 - 2008 R 5000 000.00 Implementation 2008 - 2009 R 5000 000.00

9.2.2 Mobility Strategy

The Northern Section of the West Coast municipality is sparsely populated. There is little or no public transport available in the rural areas. Therefore a study is recommended to develop a mobility strategy for the District Municipal Area and Matzikama.

The following budget is proposed

PROJECT FINANCIAL YEAR FUNDS Mobility strategy DMA and Matzikama Area 2006 - 2007 R 500 000.00

9.2.3 Review of Data Collection methods: Current Public Transport Records (CPTR)

The methods of data Collection are predominantly designed for towns and Metropolitan areas. An investigation is proposed to align the procedure with rural needs. In addition a pilot study is proposed to assess whether a household survey would not better reflect the transport needs of the area.

The following budget is proposed:

PROJECT FINANCIAL YEAR FUNDS Review of CPTR data collection and Pilot 2006 – 2007 R 400 000.00 Household survey

9.2.4 Non Motorised Transport

Investigations are proposed to assess the non motorised transport needs:

PROJECT FINANCIAL YEAR FUNDS Swartland Municipality 2006 – 2007 R 150 000.00 Saldanha Municipality 2006 – 2007 R 150 000.00 Berg Rivier Municipality 2006 – 2007 R 150 000.00

9.2.5 Assessment of service delivery Ambulance Service

The long response time of Ambulance services was mentioned as a major problem at the ITP Workshop. Therefore a study is proposed to assess how service delivery can be improved.

PROJECT FINANCIAL YEAR FUNDS Investigation of Ambulance services 2006 - 2007 R 250 000.00

9.2.6 Integration of Public Transport and Learners Transport

Learners transport is organised and funded by the department of Education. A study is proposed to investigate whether learners transport can be modified and included in a public transport service for the benefit of communities.

PROJECT FINANCIAL YEAR FUNDS Investigation into integration of public transport and learners transport 2006 - 2007 R 350 000.00

9.2.7 Rail Investigation

The West Coast has an extensive rail network. The proposed project would have an objective to investigate whether this network can be of greater benefit to West Coast commercial activities,(freight services), tourism and community travel (passenger services).

PROJECT FINANCIAL YEAR FUNDS Rail Investigation 2006 - 2007 R 250 000.00

9.3 MUNICIPAL SPECIFIC PROPOSALS

9.3.1 Swartland Municipality

Priorities in the Swartland Municipality were highlighted as follows:

• Pedestrian traffic over and underneath the N7 in Malmesbury is a very big problem. Only the two-way road and sidewalk connects a significant portion of this community living west of the N7 with the CBD which is on the eastern side. • The pavement layers of Bokomo Road in Malmesbury have structurally failed and needs to be rebuilt • Bokomo Road needs to be realigned through Loedolf Street

Discussions with the local minibus taxi association mostly produced problems regarding the issuing of operating licenses. The following specific issues have been identified:

• The minibus taxi association should be consulted before issuing further operating licenses; • The minibus taxi association needs office space at or near the Malmesbury rank

9.3.2 Saldanha Municipality

Saldanha Municipality has identified a high priority for public transport facilities which include the upgrading of the minibus taxi ranking facilities, the provision of bus/minibus taxi embayments and shelters.

9.3.3 Berg River Municipality

The following list of issues was identified as necessary to improve the minibus taxi industry in the Berg River.

• Expand the minibus taxi association to include tourism services; • Drivers transporting farm workers should be licensed, or this need should be serviced by the minibus taxi industry; • Learner transport should be included in the public transport system. Minibus taxi association should be invited to tender on contracts advertised by the Department of Education; • Formalise the current minibus taxi association into a legal entity, which current operators would manage. This entity could then enter into contracts with the authorities to deliver a comprehensive public transport service. This organisation would cross-subsidise certain routes, while internally distributing routes to operators in accordance with business principles.

9.3.4 Cederberg Municipality

• The lack of infrastructure in Wupperthal currently inhibits efficient minibus taxi operations to this community. Appropriate infrastructure needs to be provided; • The minibus taxi association requires an office facility for proper management of their operations; • Concerns were raised that operators of learner contracts and patient services do not comply with the requirements for public transport operators who belong to the minibus taxi association.

9.3.5 Matzikama Municipality

The minibus taxi association in this area requires the following: • A transparent way of dealing with disposal of operating licences; • A forum where they can meet with traffic officials on a regular basis; • Office space from which to manage their operations; • Adequate shelters and facilities for passengers; • An effective rank management system.

9.3.6 District Management Area

There is a general lack of transport services to many small villages in this area, mainly due to the low demand and longer distances to amenities. This area has a great need for some form of subsidised public transport service to meet basic travel needs of the community.

9.4 INFRASTRUCTURE PROJECTS

9.4.1 Swartland Municipality

The following projects were identified in current budgetary planning:

2004/05 Reseal of Streets - R 1 800 000 Re-gravelling - R 270 000

2005/06

Reseal of Streets - R 500 000

The following transport related capital projects have been budgeted for.

2004/05 Malmesbury: Illinge Lethu Taxi Rank - R 356 000 Malmesbury: Alfa Street Sidewalks - R 1 500 000 Malmesbury: Upgrading of Hugenot Street - R 75 000 Malmesbury: Improve safety of Piet Retief junction - R 75 000 Moorreesburg, Toilets at Boarding Point - R 50 000 Darling: Access Road - R 100 000 Darling: Pedestrian path - R 60 000 Abbotsdale: Surfacing of Darling Road - R 860 000 Kalbaskraal: Access across railway line - R 35 000 Koringberg: Taxi Rank - R 90 000

Generic: Speed humps - R 25 000 Generic: Road and Traffic signs - R 120 000 Generic: Street names. - R 75 000 Generic: Repair sidewalks - R 50 000

2005/06 Malmesbury: Illinge Lethu: Taxi Rank - R 500 000 Darling: Access Road - R 450 000 Darling: Pedestrian Walkway - R 540 000 Abbotsdale: Surfacing of Darling Road - R 88 000 Koringberg: Taxi Rank - R 210 000 Moorreesburg: Sibanye Access Road - R 100 000 Riebeek Kasteel: Pedestrian Walkway - R 703 000 Riebeek Kasteel: Reseal proclaimed road - R 60 000 Kalbaskraal: Access across railway line - R 165 000 Generic: Road and Traffic signs - R 80 000 Generic: Street name boards - R 75 000

9.4.2 Saldanha Municipality

2005-2006 2002-2003 2005-2006 R R - Upgrading Saldanha Taxi Terminal 1,200,000.00 930,000.00 Roof Structure - Surfacing of bus stops 80,000.00 62,400.00 St Helena bay - Bus stop Vredenburg - Saldanha Weg 50,000.00 20,000.00 - Bus/Taxi embayments - Vygie Street School Langebaan 150,000.00 55,000.00 - Bus/Taxi embayments - Seaview Park 60,000.00 30,000.00 - Taxi shelters at Laingville Taxi Rank 100,000.00 55,000.00 - Taxi shelters at Paternoster Taxi Rank 140,000.00 110,000.00 - Taxi terminal from Hopefield 75,000.00 60,000.00 - Upgrading Saldanha Taxi Terminal 100,000.00 50,000.00 Additional lanes and Holding Area

- Taxi terminal at Ongegund - Vredenburg 110,000.00 60,000.00 - Shelters at Nackerdien Drive Vredenburg 60,000.00 30,000.00 - Taxi terminal Middelpos 150,000.00 110,000.00 - Diaz - Upgrading ranking facilities 100,000.00 50,000.00

- Design of Link Road and embagment Ongegund bus route 500,000.00 360,000.00

9.4.3 Bergriver Municipality

2005/2006 Area Amount Speed humps in municipal area Bergrivier R 50,000.00 Resealing of roads Bergrivier R 500,000.00 Construction of sidewalks Velddrif R 50,000.00 Bus stop and sidewalks Bergrivier R 400,000.00 Construction of access road in Industrial area Piketberg R 33,000.00 Building of gravel roads in Industrial area Piketberg R 83,000.00 Building of taxi rank Piketberg R 2,650,000.00

2006/2007 Speed humps in municipal area Bergrivier R 30,000.00 Adjustment to sidewalks for the disabled Bergrivier R 30,000.00 Construction of urban streets Bergrivier R 500,000.00 Resealing of roads Bergrivier R 550,000.00 Construction of sidewalks Bergrivier R 190,000.00 Kerbs and channels : Voortrekker street Redelinghuys R 40,000.00 Removal of traffic circle in Jameson street Velddrif R 83,000.00 Pave sidewalks in central business areas Bergrivier R 130,000.00 Upgrading of side channels in Long street Piketberg R 60,000.00 Construction of road in Industrial area Piketberg R 40,000.00 Edging kerbs for roads Porterville R 150,000.00 Upgrading of side channels in Voortrekker street Porterville R 60,000.00 Bus stop and sidewalks at low income housing Velddrif R 100,000.00 Pave traffic circle Velddrif R 55,000.00 Pave sidewalks in Jameson street Velddrif R 50,000.00 Pave sidewalks at corner of Jameson and De Villiers str. Velddrif R 65,000.00

2007/2008 Speed humps in municipal area Bergrivier R 30,000.00 Construction of urban streets Bergrivier R 500,000.00 Resealing of roads Bergrivier R 600,000.00 Construction of sidewalks Bergrivier R 190,000.00 Kerbs and channels : Voortrekker street Redelinghuys R 40,000.00 Upgrading of side channels in Long street Piketberg R 60,000.00 Construction of road in Industrial area Piketberg R 45,000.00 Edging kerbs for roads Porterville R 190,000.00 Upgrading of side channels in Voortrekker street Porterville R 60,000.00

The following projects have been identified:

Piketberg Sidewalk : Steynville Secondary School to Mooiplaas low cost housing area R 185,000.00 Sidewalk : From 510 low cost housing area to Business area R 176,000.00 Parking area for Buses and Trucks near business area R 456,000.00

Velddrif Construction of lighted sidewalk from low cost area to business area R 478,000.00 Sidewalk from low cost area to Community Hall R 395,000.00 Sidewalk from "kampong" to central business area R 156,000.00 Construction of taxi rank R 3,500,000.00

Porterville Construction of taxi rank R 3,000,000.00 Sidewalk along Jakkalskloof road R 174,000.00 Bus stop at the Community hall R 85,000.00

Eendekuil Sidewalk from 161 low cost housing area to business area R 165,000.00 Construction of bus route in low cost area R 435,000.00

Redelinghuys Construction of road from Low income area to business area R 488,000.00

Aurora Construction of road from low income area to business area R 490,000.00

9.4.4 Cedarberg Municipality

The following projects have been budgeted for and approved in terms of the PTP:

2004/05 Citrusdal: Taxi Terminus - R 600 000 Graafwater: Pedestrian walkways - R 200 000

2005/06 Elands Bay: Shelters - R 250 000 Wupperthal: Shelters - R 250 000

9.4.5 Matzikama Municipality

2004/2005 Area Amount Vredendal Taxi Terminus Upgrade Vredendal Taxi Terminus R 100,000.00 New rank at corner of Hoog & Vredendal North Taxi Rank R 400,000.00 Gegund Streets Lutzville Taxi Rank New rank in Lutzville R 250,000.00 Two slipways in Hoërskoolweg, Slipways and Shelters R 50,000.00 Vredendal North

2005/2006 Two slipways in Hoërskoolweg, Slipways and Shelters R 100,00.00 Vredendal North Slipways and Shelters Slipway and shelters in Doring Bay R 200,00.00 Slipway and shelters in Papendorp R 150,000.00 Slipway and shelters in Lutzville R 90,000.00 West

2006/2007 Area Amount Upgrade pedestrian cycle lane from Upgrade Pedestrian and Cycle Paths Vredendal North - Vredendal South R 400,000.00 Slipways and shelters for farm worker pick-up and drop-off points Slipways and Shelters R 500,000.00 along the Provincial roads between Vredendal and Klawer Upgrading of taxi rank for sedan Upgrading of Taxi Rank R 375,00.00 cars in Vredendal Total R2,605,000.00

9.5 PRIORITISED IMPLEMENTATION PROGRAMME

The planning information available in the West Coast is insufficient to undertake a meaningful prioritisation of projects. As mentioned in Section 7 of the report, no transport planning department exists to coordinate the planning and projects proposed for implementation by the municipalities.

In this ITP a number of planning projects are proposed which could inform future ITP's and provide a basis for a meaningful integrated transport plan and prioritisation of projects.

A prioritisation procedure for Road regravelling has been developed for the Provincial Government of the Western Cape and is successfully used to establish regravelling programmes.

Road projects can be prioritised with the HDM4 World bank procedure and it is understood that a model for the West Coast is presently being developed.

Guidelines for the evaluation of Transport project have been established for the City of Cape Town and these guidelines could be used evaluate public transport projects

ANNEXURE A: GLOSSARY OF TERMS Following is a list of terms and definitions used in this report. Where applicable the definitions correspond to the National Land Transport Transition Act (NLTTA), Act 22 of 2000 (the Act), and should be interpreted as such unless the context suggests otherwise.

Association Any group of persons formed primarily in relation to the operation of minibus taxi-type services, and—

(a) which has been formed not for gain;

(b) whose object is to promote the interests of its members; and

Authorised (a) an inspector contemplated in section 123 of the Act; officer (b) a member of the South African Police Service, including a

member of a municipal police service as defined in section 1 of

the South African Police Service Act (Act No. 68 of 1995);

(c) a person in the service of a provincial department or a municipality whose duty is to inspect motor vehicles or licences for motor vehicles or to control traffic;

(d) a road transport inspector contemplated in section 39 of the Cross-Border Road Transport Act (Act No. 4 of 1998);

Board The public transport licensing Board established for a province in compliance with section 30 of the Act to perform the functions

mentioned in that section;

Commercial

© Jeffares & Green and Iliso Consulting 128 Integrated Transport Plan for the West Coast – Draft 03/02/2012 service An agreement concluded between a contracting authority and a contract public transport operator, in terms of which the—

(a) operator is to operate a public transport service, provided for in a public transport plan;

(b) operator’s consideration consists of fares payable by the

passengers that are carried and, where passengers pay concessionary fares, also of the reimbursement made by the contracting authority to that operator; and

support from any organ in any sphere of government and for the

purposes of this paragraph, reimbursements made to the operator in respect of concessionary fares is not regarded as a subsidy or other form of financial support;

Commuting

Travelling daily between home and work by means of a public

transport service, and ‘‘commuter’’ has a corresponding meaning;

Current public A transport plan contemplated in section 23 of the Act; transport record

Current A contract concluded before the commencement date of this Act tendered for the operation of a public transport service between the contract Department or a province, on the one hand and, a public transport operator, on the other hand, to whom the tender for the

provision of a service was awarded by the State Tender Board or the competent Provincial Tender Board or authority in accordance with law, and which is still binding between them,

the term of which expires only after the date of commencement

of this Act, and includes a contract which is binding between

the—

(a) public transport operator and a province due to the

Department assigning its rights and obligations to the province irrespective of whether the assignment occurred before or after the date of commencement of this Act ;or

(b) public transport operator and a transport authority or a

designated municipality or a core city to which the province,

after the date of commencement of this Act—

(i) may have assigned its rights and obligations; or

(ii) as the case may be, may have further assigned the rights and obligations assigned to it by the Department in terms of paragraph (a);

Infrastructure

(in relation to land transport) Fixed capital equipment and

facilities in the land transport system;

Inspector

An inspector designated under section 123 of the Act;

Inter- provincial A public transport service operating between two or more transport provinces;

Intra- provincial A public transport service operating within the boundaries of a transport province;

Long- distance

by road, other than a service for commuting, that is provided beyond the boundary of the area covered by a transport plan,

where passengers are charged fares individually; Member

A member of an association; Metered taxi service

A public transport service operated by means of a motor vehicle which is designed, or lawfully adapted, in compliance with the

Road Traffic Act (Act No. 29 of 1989), to carry fewer than nine seated persons, including the driver, where that vehicle—

(a) is available for hire by hailing, by telephone or otherwise;

(b) may stand for hire at a rank; and

the purpose of determining the fare payable; Midibus

A motor vehicle designed, or lawfully adapted by a registered manufacturer in compliance with the Road Traffic Act (Act No. 29 of 1989), to carry from 19 to 35 seated persons, excluding

the driver;

Minibus

A motor vehicle designed, or lawfully adapted by a registered manufacturer in compliance with the Road Traffic Act (Act No. 29 of 1989), to carry from 9 to 18 seated persons, excluding the driver;

Minibus-taxi-

An unscheduled public transport service operated on a specific route or routes, or where applicable, within a particular area, by means of a motor-car, minibus or midibus, subject to section 31

Non- of the Act; contracted service A public transport service other than one operated in terms of a

commercial service contract, subsidised service contract,

current tendered contract, interim contract or concession agreement; Non-member

Any person, whether a natural person or a juristic person, who is

not a member of an association; Operating licence

A public transport operating licence required by section 33 and granted and issued in accordance with Part 16 of the Act; Operating licence strategy A transport plan consisting of an operating licence strategy contemplated in section 24 of the Act;

Planning authority

Any body which, in terms of section 20 of the Act, has to prepare transport plans for its area; Public transport operator A person carrying on the business of operating a public

transport service;

Public transport

A public transport plan contemplated in section 26 of the Act;

Public transport service

A service for the carriage of passengers by road or rail, where the service is provided for a fare or other consideration or

reward, including any service that is—

(a) a scheduled service;

(b) an unscheduled service, which includes a mini-bus taxi-type service;

(d) a long-distance service;

(e) a metered taxi service;

(f) a rail service;

(g) a tourist service;

(h) a staff service, except if clearly inappropriate, the term

Registered "public transport" must be interpreted accordingly;

(in relation to any association, the members of any association and any non-members) Their registration in the provincial transport register in accordance with the Act and relevant provincial laws; Roadworthy certificate

A certificate certifying the roadworthiness of a motor vehicle in accordance with the requirements of the Road Traffic Act (Act Scheduled No. 29 of 1989); service

A public transport service operated by road by a motor car, Social minibus, midibus or bus on a particular route or routes in Service accordance with a timetable;

Subsidised A non-commercial service, operated under a subsidised service service contract. contract

An agreement, other than an interim contract or a current tendered contract, concluded between a contracting authority

and a public transport operator to operate a scheduled service

provided for in a public transport plan and in terms of which the Time-table public transport operator, in addition to the passenger fares paid, receives financial support in terms of a tendered contract;

A published document informing passengers of headways, that is intervals between departures or the passing of vehicles, or

Transport times when and places where public transport services are area available, indicating at least origin and destination points and significant intermediate locations along the route;

Transport plan The area of a transport authority, contemplated in section 11 of the Act; Unscheduled service

Any plan provided for in section 19 of the Act;

A public transport service operated by road on a particular route or routes, or, where applicable, within a particular area, without a time-table, where passengers are charged fares individually.

ANNEXURE B: WEST COAST INTERGATED TRANSPORT WORKSHOP

ANNEXURE C: POUNDS