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Page 1: NELSON MANDELA BAY MUNICIPALITY€¦ · NELSON MANDELA BAY MUNICIPALITY COMPREHENSIVE INTEGRATED TRANSPORT PLAN 2011/12 Prepared in terms of the National Land Transport Act (No 5
Page 2: NELSON MANDELA BAY MUNICIPALITY€¦ · NELSON MANDELA BAY MUNICIPALITY COMPREHENSIVE INTEGRATED TRANSPORT PLAN 2011/12 Prepared in terms of the National Land Transport Act (No 5

NELSON MANDELA BAY MUNICIPALITY

COMPREHENSIVE INTEGRATED TRANSPORT PLAN

2011/12

Prepared in terms of the

National Land Transport Act (No 5 of 2009)

by:

SSI Engineers and Environmental Consultants

PO Box 925

Port Elizabeth

6000

for the

Infrastructure and Engineering Directorate

Nelson Mandela Bay Municipality

PO Box 7

Port Elizabeth 6000

March 2011

FINAL

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TABLE OF CONTENTS

TABLE OF CONTENTS ...................................................................................................................................... I 

LIST OF TABLES ............................................................................................................................................ IV 

LIST OF FIGURES .......................................................................................................................................... VI 

ABBREVIATIONS USED ................................................................................................................................ VII 

EXECUTIVE SUMMARY ............................................................................................................................... VIII 

1  INTRODUCTION ..................................................................................................................................... 1 

1.1  LEGISLATION AND NATIONAL REQUIREMENTS .................................................................................... 1 1.2  FORMAT OF THE CITP ..........................................................................................................................  2 1.3  FREQUENCY OF PLAN PREPARATION ...................................................................................................  2 1.4  INSTITUTIONAL AND ORGANISATIONAL STRUCTURE ........................................................................... 3 

2  TRANSPORT VISION AND OBJECTIVES .................................................................................................... 4 

2.1  SUPPORTING DOCUMENTS ..................................................................................................................  4 2.1.1  NATIONAL LAND TRANSPORT ACT (No. 5 of 2009) .......................................................................... 5 2.1.2  EASTERN CAPE PROVINCIAL WHITE PAPER ON TRANSPORT FOR SUSTAINABLE DEVELOPMENT ..... 6 2.1.3  MOVING SOUTH AFRICA ACTION AGENDA ...................................................................................... 6 2.1.4  WHITE PAPER ON NATIONAL TRANSPORT POLICY ........................................................................... 7 2.1.5  INTEGRATED DEVELOPMENT PLAN (2010/11 REVIEW – 9

TH EDITION) ............................................. 8 

2.2  NELSON MANDELA BAY MUNICIPALITY ................................................................................................  8 2.2.1  MUNICIPAL VISION ..........................................................................................................................  8 2.2.2  CORE VALUES OF MUNICIPALITY .....................................................................................................  9 

2.3  GOALS AND OBJECTIVES ......................................................................................................................  9 2.3.1  GOAL OF MOBILITY .......................................................................................................................  10 2.3.2  GOAL OF CONVENIENCE ................................................................................................................  10 2.3.3  GOAL OF REASONABLE COST .........................................................................................................  11 2.3.4  GOAL OF MINIMUM SIDE EFFECTS ................................................................................................  11 

2.4  STRATEGIES ....................................................................................................................................... 12 2.4.1  PUBLIC TRANSPORT .......................................................................................................................  12 2.4.2  ROAD SYSTEM ...............................................................................................................................  12 2.4.3  PARKING ....................................................................................................................................... 13 2.4.4  GOODS MOVEMENT AND LOADING AND UNLOADING FACILITIES ................................................ 13 2.4.5  TRAFFIC CONTROL AND ENFORCEMENT ........................................................................................ 13 2.4.6  ENVIRONMENT .............................................................................................................................  14 2.4.7  PUBLIC PARTICIPATION .................................................................................................................  14 2.4.8  FINANCE ........................................................................................................................................ 14 

3  TRANSPORT REGISTER ......................................................................................................................... 15 

3.1  GEOGRAPHIC INFORMATION .............................................................................................................  15 3.2  SOCIO‐ECONOMIC INFORMATION .....................................................................................................  15 3.3  PASSENGER TRAVEL BEHAVIOUR AND SERVICE LEVEL REQUIREMENTS ............................................. 18 3.4  LAND‐USE INFORMATION ..................................................................................................................  19 3.5  PUBLIC TRANSPORT ...........................................................................................................................  20 

3.5.1  MINIBUS TAXI ............................................................................................................................... . 21 3.5.2  BUS ............................................................................................................................... ................ 23 3.5.3  COMMUTER RAIL ..........................................................................................................................  27 3.5.4  INSTITUTIONAL AND ORGANISATIONAL ARRANGEMENTS ............................................................ 29 3.5.5  OTHER PUBLIC TRANSPORT SERVICES ...........................................................................................  31 

3.6  ROAD INFRASTRUCTURE ....................................................................................................................  33 3.7  NETWORK USAGE ..............................................................................................................................  35 3.8  TRANSPORT SAFETY ...........................................................................................................................  38 

3.8.1  TRANSPORT SAFETY POLICY ..........................................................................................................  38 

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3.8.2  THE ACCIBASE SYSTEM ..................................................................................................................  38 3.8.3  ROAD ACCIDENT STATISTICS ..........................................................................................................  38 3.8.4  MITIGATING TRAFFIC SAFETY ISSUES .............................................................................................  40 

3.9  FREIGHT TRANSPORT ROUTES ...........................................................................................................  41 3.10  AIRPORTS .......................................................................................................................................... 45 

3.10.1  PORT ELIZABETH AIRPORT ........................................................................................................  45 3.11  HARBOURS ........................................................................................................................................ 48 

3.11.1  PORT OF PORT ELIZABETH .........................................................................................................  48 3.11.2  PORT OF NGQURA ....................................................................................................................  50 

3.12  FINANCIAL INFORMATION .................................................................................................................  52 

4  SPATIAL DEVELOPMENT FRAMEWORK ................................................................................................ 56 

4.1  SPATIAL DEVELOPMENT FRAMEWORK PROPOSALS ........................................................................... 58 4.1.1  SUSTAINABLE COMMUNITY PLANNING METHODOLOGY .............................................................. 58 4.1.2  CORRIDORS AND ACCESSIBILITY ....................................................................................................  59 4.1.3  ECONOMIC DEVELOPMENT AND GROWTH ................................................................................... 59 

4.2  IMPLEMENTATION AND PRIORITISATION .......................................................................................... 61 4.3  INCORPORATING SECTORAL PLANS ...................................................................................................  61 4.4  TRANSPORT IMPLICATIONS OF THE MSDF ......................................................................................... 66 

4.4.1  TRANSPORT SYSTEM OF NMBM ....................................................................................................  67 4.4.2  TRANSPORT IMPLICATIONS OF INDIVIDUAL MSDF DEFINED PROJECTS ......................................... 68 4.4.3  TRANSPORT IMPLICATIONS OF THE MSDF ..................................................................................... 80 

5  TRANSPORT NEEDS ASSESSMENT ........................................................................................................ 84 

5.1  TRANSPORT MODELLING ...................................................................................................................  84 5.1.1  BACKGROUND ...............................................................................................................................  85 5.1.2  DATA COLLECTION AND DATA MANAGEMENT .............................................................................. 85 5.1.3  MODEL NETWORK .........................................................................................................................  86 5.1.4  MATRIX DEVELOPMENT ................................................................................................................  87 5.1.5  BASE YEAR RESULTS ......................................................................................................................  88 5.1.6  FUTURE SCENARIO RESULTS ..........................................................................................................  89 5.1.7  REQUIRED ROAD NETWORKS ........................................................................................................  92 

5.2  STAKEHOLDER CONSULTATION .........................................................................................................  99 

6  PUBLIC TRANSPORT OPERATIONAL STRATEGY ................................................................................... 100 

6.1  THE PUBLIC TRANSPORT STRATEGY AND ACTION PLAN ................................................................... 100 6.2  INTEGRATED PUBLIC TRANSPORT SYSTEM (IPTS) ............................................................................. 101 

6.2.1  INTRODUCTION ...........................................................................................................................  101 6.2.2  PUBLIC TRANSPORT STRATEGIC PLAN ......................................................................................... 102 6.2.3  PUBLIC TRANSPORT IMPLEMENTATION PLAN ............................................................................. 103 6.2.4  INTEGRATED NETWORK DESIGN .................................................................................................  104 6.2.5  CONTRACT DESIGN ......................................................................................................................  106 

6.3  PUBLIC TRANSPORT BUSINESS PLAN ................................................................................................  107 6.3.1  LIAISON AND CONSULTATION .....................................................................................................  107 6.3.2  TRANSFORMATION OF THE TAXI INDUSTRY ................................................................................ 108 6.3.3  IMPLICATIONS FOR THE ALGOA BUS COMPANY .......................................................................... 109 

6.4  PUBLIC TRANSPORT OPERATIONS AND FINANCE ............................................................................. 112 6.4.1  CURRENT SITUATION ...................................................................................................................  112 6.4.2  PROPOSED OPERATIONAL PLAN ..................................................................................................  112 6.4.3  VEHICLE FLEET COMPOSITION .....................................................................................................  113 6.4.4  TICKETING SYSTEM ......................................................................................................................  113 6.4.5  FINANCIAL OVERVIEW .................................................................................................................  114 

6.5  INSTITUTIONAL STRUCTURES ..........................................................................................................  115 6.5.1  ESTABLISHMENT OF A TRANSPORT AUTHORITY .......................................................................... 116 6.5.2  ESTABLISHMENT OF A TRANSIT ADMINISTRATION AGENCY (TAA) .............................................. 119 

6.6  COMMUTER RAIL .............................................................................................................................  119 6.6.1  NATIONAL COMMUTER RAIL PLAN ..............................................................................................  119 

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6.6.2  FUNCTIONALLY DEFINED RAIL CORRIDORS .................................................................................. 120 6.6.3  PROPOSED SERVICE LEVEL SPECIFICATION FOR CORRIDORS........................................................ 123 6.6.4  BUSINESS PLAN FOR RAIL IN NMBM REGION .............................................................................. 124 6.6.5  FINANCIAL PLAN: .........................................................................................................................  126 

6.7  PROVINCIAL COMMUTER RAIL PLAN ................................................................................................  126 6.7.1  VISION ............................................................................................................................... .......... 126 6.7.2  SERVICE ............................................................................................................................... ........ 127 6.7.3  STATIONS .................................................................................................................................... 127 6.7.4  LAND USE .................................................................................................................................... 128 6.7.5  FEEDER SERVICES ........................................................................................................................  128 6.7.6  CONTROL .................................................................................................................................... 128 6.7.7  BARRIERS TO PROGRESS ..............................................................................................................  128 6.7.8  PROJECTS .................................................................................................................................... 132 

6.8  LOCAL RAIL PLAN .............................................................................................................................  134 6.8.1  THE PORT ELIZABETH – AVONTUUR NARROW GAUGE RAILWAY (APPLE EXPRESS) ..................... 134 

7  TRANSPORT INFRASTRUCTURE STRATEGY ......................................................................................... 141 

7.1  ROADS INFRASTRUCTURE PLAN .......................................................................................................  141 7.1.1  ROAD INFRASTRUCTURE STATUS QUO ........................................................................................ 141 7.1.2  SURVEY OF TRAVEL PATTERNS ....................................................................................................  141 7.1.3  EVALUATION AND MITIGATION ..................................................................................................  142 7.1.4  ROAD CONDITION EVALUATION ..................................................................................................  147 7.1.5  IMPLEMENTATION PROGRAMME ...............................................................................................  148 7.1.6  ROADS MASTER PLAN .................................................................................................................  154 7.1.7  ACCESS MANAGEMENT PLAN ......................................................................................................  156 7.1.8  TRAFFIC CALMING PLAN ..............................................................................................................  161 7.1.9  ROAD MAINTENANCE PLAN ........................................................................................................  161 

7.2  PUBLIC TRANSPORT AND IPTS PROJECTS.......................................................................................... 161 7.3  NON MOTORISED TRANSPORT PROJECTS ........................................................................................ 163 7.4  FREIGHT TRANSPORT PROJECTS ......................................................................................................  164 7.5  PLANNING AND DESIGN ...................................................................................................................  164 

8  TRAVEL DEMAND MANAGEMENT ...................................................................................................... 165 

8.1  TYPICAL TDM STRATEGIES .....................................................................................................................  165 8.2  TDM PROPOSALS FOR NMBM ...............................................................................................................  165 

8.2.1  PRECINCTS SUITED TO TDM INTERVENTIONS .............................................................................. 166 8.2.2  TDM STRATEGY PROPOSALS FOR NMBM .................................................................................... 166 8.2.3  DIRECTIVE FOR A TDM STUDY FOR NMBM .................................................................................. 170 

8.3  REFERENCES .................................................................................................................................... 170 

9  FREIGHT LOGISTICS STRATEGY ........................................................................................................... 172 

9.1  VISION, GOALS AND OBJECTIVES......................................................................................................  172 9.2  FREIGHT TRANSPORT STATUS QUO ..................................................................................................  174 9.3  NEEDS ASSESSMENT ........................................................................................................................  178 9.4  OPERATIONAL ASPECTS ...................................................................................................................  179 9.5  FREIGHT TRANSPORT NETWORK ......................................................................................................  180 9.6  TRUCK STOPS ................................................................................................................................... 181 9.7  FREIGHT TRANSPORT STRATEGY ......................................................................................................  181 9.8  OVERLOADING ............................................................................................................................... . 182 9.9  ABNORMAL LOADS ..........................................................................................................................  186 9.10  HAZARDOUS MATERIAL ...................................................................................................................  189 

9.10.1  CURRENT SITUATION IN HAZARDOUS MATERIAL TRANSPORT ................................................ 189 9.10.2  DEVELOPMENT OF HAZARDOUS MATERIAL TRANSPORT ROUTES ........................................... 189 

9.11  LIAISON STRUCTURES ......................................................................................................................  192 9.12  IMPLEMENTATION PROJECTS AND PROGRAMMES .......................................................................... 192 9.13  FUNDING ............................................................................................................................... .......... 193 9.14  MONITORING ............................................................................................................................... ... 193 

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10  OTHER TRANSPORT‐RELATED STRATEGIES ......................................................................................... 194 

10.1  NON‐MOTORISED TRANSPORT ........................................................................................................  194 10.1.1  BACKGROUND .........................................................................................................................  194 10.1.2  DEFINITION OF NMT ...............................................................................................................  194 10.1.3  NMT IN SOUTH AFRICA ...........................................................................................................  194 10.1.4  INFRASTRUCTURE ...................................................................................................................  195 10.1.5  PLANNING AND INTEGRATION ................................................................................................  199 10.1.6  NEEDS ASSESSMENT ...............................................................................................................  200 10.1.7  SOUTH AFRICAN POLICIES AND RESOURCES............................................................................ 201 

10.2  SAFETY AND SECURITY STRATEGY ....................................................................................................  202 

11  FUNDING STRATEGY AND SUMMARY OF PROPOSALS AND PROGRAMMES ........................................ 203 

11.1  SUMMARY OF PROPOSALS ..............................................................................................................  203 11.2  FUNDING STRATEGY ........................................................................................................................  206 

11.2.1  BACKGROUND .........................................................................................................................  206 11.2.2  TRANSPORTATION FUNDING REQUIREMENTS ........................................................................ 206 11.2.3  FUNDING SOURCES .................................................................................................................  209 11.2.4  CONCLUSIONS .........................................................................................................................  217 11.2.5  RECOMMENDATIONS ..............................................................................................................  217 

11.3  PRIORITISATION OF PROJECTS .........................................................................................................  217 11.4  BUDGET PER PROJECT AND PROGRAMME ....................................................................................... 219 

12  STAKEHOLDER CONSULTATION ......................................................................................................... 221 

 

LIST OF TABLES TABLE 3‐2: INDIVIDUAL MONTHLY INCOME BY POPULATION (SOURCE: NMBM) ................................................................... 18 TABLE 3‐3: PERSON TRIPS PER DAY (2009) ..................................................................................................................  19 TABLE 3‐4: TAXI DEMAND BY CORRIDOR (2009) ...........................................................................................................  23 TABLE 3‐5: MAJOR BUS PICK‐UP POINTS .....................................................................................................................  24 TABLE 3‐6: AVERAGE WEEKDAY BUS VEHICLE AND PASSENGER TRIPS (2010) ...................................................................... 24 TABLE 3‐7: BUS DEMAND BY CORRIDOR (2009) ...........................................................................................................  25 TABLE 3‐8: ALGOA BUS COMPANY DATA 2009/10 .......................................................................................................  26 TABLE 3‐9: TRAIN PASSENGER COUNTS AT ALL STATIONS (2003 ‐ 2010) ........................................................................... 27 TABLE 3‐11: UITENHAGE – PORT ELIZABETH PRASA TIMETABLE (JAN 2010) ...................................................................... 28 TABLE 3‐12: COMMUTER RAIL FARES ..........................................................................................................................  28 TABLE 3‐13: NEW TAXI CO‐OPERATIVES ......................................................................................................................  30 TABLE 3‐14: TAXI ASSOCIATIONS, MEMBERSHIP AND VEHICLES ........................................................................................ 30 TABLE 3‐15: THE PRIMARY ROAD NETWORK (SOURCE: PAVEMENT MANAGEMENT SYSTEM) .................................................. 33 TABLE 3‐16: DESCRIPTIONS OF NMBM CORDONS AND COUNT STATIONS (SOURCE: TRANSPORT MODEL UPDATE) ..................... 35 TABLE 3‐17: KEY ACCIDENT LOCATIONS .......................................................................................................................  39 TABLE 3‐18: TOP ACCIDENT LOCATIONS THAT INVOLVED PEDESTRIANS ............................................................................... 39 TABLE 3‐19: NUMBER OF ACCIDENTS AND CASUALTIES ...................................................................................................  40 TABLE 3‐20: HEAVY GOODS VEHICLE DATA (06:00 – 18:00) (SOURCE: ENGINEERING ADVICE & SERVICES) .............................. 41 TABLE 3‐21: FACILITIES AT THE PE AIRPORT .................................................................................................................  46 TABLE 3‐22: CAPITAL INCOME AND EXPENDITURE FOR THE 2009/10 FINANCIAL YEAR .......................................................... 52 TABLE 3‐23: OPERATIONAL INCOME AND EXPENDITURE FOR THE 2009/10 FINANCIAL YEAR .................................................. 53 TABLE 3‐24: CAPITAL BUDGET FOR THE 2010/11 FINANCIAL YEAR ................................................................................... 54 TABLE 4‐1: TRANSPORT EVALUATION OF STADIUM PRECINCT RENEWAL .............................................................................. 68 TABLE 4‐2: TRANSPORT EVALUATION OF NJOLI SQUARE ..................................................................................................  69 TABLE 4‐3: TRANSPORT EVALUATION OF THE COEGA IDZ ................................................................................................  70 TABLE 4‐4: TRANSPORT EVALUATION OF THE INTERNATIONAL CONVENTION CENTRE ............................................................. 73 TABLE 4‐5: TRANSPORT EVALUATION OF THE MOTHERWELL URBAN RENEWAL PROGRAMME .................................................. 74 TABLE 4‐6: TRANSPORT EVALUATION OF THE URBAN RENEWAL OF HELENVALE .................................................................... 75 TABLE 4‐8: TRANSPORT EVALUATION OF N2 DEVELOPMENTS ...........................................................................................  77 TABLE 4‐9: TRANSPORT EVALUATION OF UITENHAGE CBD ..............................................................................................  78 TABLE 4‐10: TRANSPORT EVALUATION OF UITENHAGE CBD ............................................................................................  78 

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TABLE 4‐11: TRANSPORT EVALUATION OF UITENHAGE CBD ............................................................................................  80 TABLE 5-1: PRIMARY ROAD NETWORK PERFORMANCE INDICATORS (SOURCE: TRANSPORT MODEL UPDATE) .............................. 89 TABLE 5-2: ROADS REQUIRED FOR ACCESS AND CONNECTIVITY (SOURCE: TRANSPORT MODEL UPDATE) ................................... 93 TABLE 5-4: NOTABLE CHANGES FROM THE NMMM INTEGRATED TRANSPORT PLAN 2005 – 2010 ITP (SOURCE: TRANSPORT MODEL 

UPDATE) ...................................................................................................................................................... 98 TABLE 6‐1: BUS OPERATING CENTRES .......................................................................................................................  110 TABLE 6‐2: IPTS VEHICLE FLEET COMPOSITION ...........................................................................................................  113 TABLE 6‐3: SUMMARY OF FINANCIAL ANALYSIS OF IPTS (12‐YEAR PERIOD OF NEGOTIATED CONTRACT) ................................... 114 TABLE 6‐4: CORRIDOR PRIORITIES ............................................................................................................................  124 TABLE 6‐5: COMMUTER RAIL FINANCIAL PLAN ............................................................................................................  126 TABLE 6‐6: APPLE EXPRESS PROPOSED BUDGET ...........................................................................................................  140 TABLE 7-2: QUALITATIVE DESCRIPTION OF OPERATING CONDITIONS (SOURCE: TRANSPORT MODEL UPDATE) ........................... 142 TABLE 7-3: ROADS EXPERIENCING PEAK HOUR TRAFFIC CONGESTION (SOURCE: TRANSPORT MODEL UPDATE) ......................... 142 TABLE 7-4: INTERSECTIONS EXPERIENCING PEAK HOUR TRAFFIC CONGESTION .................................................................... 144 TABLE 7-5: ROAD NETWORK IMPROVEMENTS REQUIRED (SOURCE: TRANSPORT MODEL UPDATE) ......................................... 145 TABLE 7-6: PRIMARY ROAD NETWORK PERFORMANCE INDICATORS (SOURCE: TRANSPORT MODEL UPDATE) ............................ 147 TABLE 7-7: THE PRIMARY ROAD NETWORK (SOURCE: PAVEMENT MANAGEMENT SYSTEM) .................................................. 147 TABLE 7‐8: ROADS REQUIRED FOR ADDITIONAL CAPACITY .............................................................................................  149 TABLE 7‐9: ACCESS AND CONNECTIVITY IMPROVEMENTS ...............................................................................................  150 TABLE 7-10: ROAD MAINTENANCE PROJECTS .............................................................................................................  151 TABLE 7‐11: ROADS REQUIRING REHABILITATION ........................................................................................................  151 TABLE 7‐12: BRIDGE MAINTENANCE PROJECTS ...........................................................................................................  152 TABLE 7‐13: TRAFFIC & SIGNAGE IMPROVEMENTS .......................................................................................................  153 TABLE 7‐14: TYPICAL ACCESS CHARACTERISTICS ..........................................................................................................  158 TABLE 7‐15: ACCESS SEPARATION FOR URBAN AREAS ...................................................................................................  159 TABLE 7‐16: ACCESS SEPARATION FOR RURAL AREAS ...................................................................................................  160 TABLE 7-17: PUBLIC TRANSPORT PROJECTS ................................................................................................................  162 TABLE 7‐18: NON MOTORISED TRANSPORT PROJECTS ..................................................................................................  163 TABLE 7‐19: FREIGHT TRANSPORT PROJECTS ..............................................................................................................  164 TABLE 7‐20: TRANSPORT PLANNING PROJECTS ............................................................................................................  164 TABLE 9‐1: NMBM RAILWAY LINES AND CURRENT USERS (SOURCE: NMBM) .................................................................. 180 TABLE 9‐2: TRUCK STOPS & OVERNIGHT FACILITIES (SOURCE: INTERNET) ......................................................................... 181 TABLE 9‐3: SIDWELL WEIGHBRIDGE STATISTICS (SOURCE: NMBM TRAFFIC DEPARTMENT) .................................................. 185 TABLE 9‐4: ABNORMAL LOAD ROUTES ......................................................................................................................  186 TABLE 9‐5: HAZARDOUS MATERIAL ROUTES ...............................................................................................................  189 TABLE 9‐6: IDENTIFIED FREIGHT TRANSPORT PROJECTS .................................................................................................  192 TABLE 10‐1: NMT NETWORK ELEMENTS ...................................................................................................................  195 TABLE 10‐2: LENGTH OF FACILITIES CONSTRUCTED AND PHASES ..................................................................................... 195 TABLE 10‐3: PHASE 13 (2010/11) NMT IMPLEMENTATION LIST ................................................................................... 197 TABLE 11‐1: FIVE YEAR FUNDING REQUIREMENTS FOR MAJOR PROJECTS ......................................................................... 204 TABLE 11‐2: SUMMARY OF PUBLIC TRANSPORT PROJECTS .............................................................................................  205 TABLE 11‐3: SUMMARY OF ROAD AND TRANSPORT PROJECTS ........................................................................................ 205 TABLE 11‐4: 2011/12 CAPITAL BUDGET ...................................................................................................................  206 TABLE 11‐5: FUNDING SOURCES AND CONDITIONS ......................................................................................................  209 TABLE 11‐6: NELSON MANDELA BAY MUNICIPALITY ‐ 2011/12 FUNDING ....................................................................... 210 TABLE 11‐7: DEPARTMENT OF ROADS AND TRANSPORT ‐ 2011/12 FUNDING ................................................................... 211 TABLE 11‐8: DEPARTMENT OF TRANSPORT ‐ 2011/12 PTISF FUNDING APPLICATION......................................................... 212 TABLE 11‐9: PTIS FUNDING ALLOCATION ..................................................................................................................  213 TABLE 11‐10: OTHER SOURCES ‐ 2011/12 FUNDING ..................................................................................................  213 TABLE 11‐11: SUMMARY OF FUNDING SOURCES .........................................................................................................  213 TABLE 11‐12: FUNDING SHORTFALL FOR ROAD AND TRANSPORT PROJECTS ....................................................................... 214 TABLE 11‐13 PROVINCIAL PROJECT EVALUATION CRITERIA ............................................................................................  218 TABLE 12‐1: SUMMARY OF RESPONSES FROM PUBLIC CONSULTATION MEETINGS ............................................................... 221 TABLE 12‐2: WARD COUNCILLORS CONSULTATION RESPONSES....................................................................................... 223 

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LIST OF FIGURES FIGURE 1‐1: FORMAT OF THE CITP ...............................................................................................................................  2 FIGURE 3‐1: POPULATION DENSITIES WITHIN NMBM ....................................................................................................  15 FIGURE 3‐2: MUNICIPAL AREA LAYOUT .......................................................................................................................  16 FIGURE 3‐3: DISTRIBUTION OF HOME LANGUAGES WITHIN NMBM .................................................................................. 17 FIGURE 3‐4: CURRENT PUBLIC TRANSPORT ROUTES ........................................................................................................  22 FIGURE 3‐5: EXISTING ROADS OF METROPOLITAN SIGNIFICANCE ....................................................................................... 34 FIGURE 3‐6: NMBM CORDONS AND COUNT STATIONS (SOURCE: TRANSPORT MODEL UPDATE) ............................................. 37 FIGURE 3‐7: EXISTING FREIGHT ROUTES .......................................................................................................................  44 FIGURE 3‐8: EXISTING AIRPORT LAYOUT ......................................................................................................................  47 FIGURE 3‐9: PORT OF PORT ELIZABETH (SOURCE: GOOGLE EARTH).................................................................................... 50 FIGURE 3‐10: PORT OF NGQURA (SOURCE: GOOGLE EARTH) ...........................................................................................  51 FIGURE 4‐1: COEGA IDZ MATERPLAN (MARCH 2009) ...................................................................................................  72 FIGURE 4‐2: NMBM SPATIAL DEVELOPMENT FRAMEWORK.............................................................................................  83 FIGURE 5‐1: TRAFFIC ZONES (SOURCE: TRANSPORT MODEL UPDATE) ................................................................................ 86 FIGURE 5‐2: MODEL NETWORK FOR NMBM (SOURCE: TRANSPORT MODEL UPDATE) .......................................................... 87 FIGURE 5‐3: BASE YEAR (2010) AM PEAK HOUR TRAFFIC VOLUMES (SOURCE: TRANSPORT MODEL UPDATE) ........................... 88 FIGURE 5-4: 2016 OPERATING CONDITIONS ON FULLY DEVELOPED LONG TERM ROAD NETWORK WITH IPTS (PHASE 2) IN OPERATION 

(SOURCE: TRANSPORT MODEL UPDATE) ..............................................................................................................  90 FIGURE 5-5: 2021 OPERATING CONDITIONS ON FULLY DEVELOPED LONG TERM ROAD NETWORK WITH IPTS (PHASE 2) IN OPERATION 

(SOURCE: TRANSPORT MODEL UPDATE) ..............................................................................................................  91 FIGURE 5-6: 2031 OPERATING CONDITIONS ON FULLY DEVELOPED LONG TERM ROAD NETWORK WITH IPTS (PHASE 2) IN OPERATION 

(SOURCE: TRANSPORT MODEL UPDATE) ..............................................................................................................  92 FIGURE 5-8: MEDIUM TERM ROAD IMPROVEMENTS (10 YEARS) (SOURCE: TRANSPORT MODEL UPDATE) ................................. 96 FIGURE 5-9: LONG TERM ROAD IMPROVEMENTS (20 YEARS) (SOURCE: TRANSPORT MODEL UPDATE) ...................................... 97 FIGURE 6‐1 INTEGRATED BUS ROUTE NETWORK ..........................................................................................................  105 FIGURE 6‐2 TRANSIT ADMINISTRATION STRUCTURE ......................................................................................................  119 FIGURE 6‐3: EXISTING AND FUTURE COMMUTER RAIL CORRIDORS IN – NMBM ................................................................. 121 FIGURE 6‐4: RATING OF EXISTING AND FUTURE COMMUTER RAIL CORRIDORS ‐ NMBM ...................................................... 121 FIGURE 7-1: 2010 WEEKDAY MORNING PEAK TRAFFIC HOUR CONGESTION (SOURCE: TRANSPORT MODEL UPDATE) ................ 143 FIGURE 7-2: ROAD NETWORK IMPROVEMENTS REQUIRED (SOURCE: TRANSPORT MODEL UPDATE) ........................................ 145 FIGURE 7-3: 2010 WEEKDAY MORNING PEAK TRAFFIC HOUR OPERATING CONDITIONS AFTER NETWORK IMPROVEMENTS (SOURCE: 

TRANSPORT MODEL UPDATE) .........................................................................................................................  146 FIGURE 7-4: LONG TERM TRANSPORT NETWORK .........................................................................................................  155 FIGURE 9‐1: PRIMARY FREIGHT CORRIDORS (SOURCE: NATIONAL FREIGHT LOGISTICS STRATEGY, 2005) ................................. 174 FIGURE 9‐2: NMBM RAIL NETWORK........................................................................................................................  177 FIGURE 9‐3: WEIGHBRIDGE AT SIDWELL TRAFFIC DEPARTMENT ...................................................................................... 184 FIGURE 9‐4: WEIGHBRIDGE CONTROL OFFICE AT SIDWELL TRAFFIC DEPARTMENT ............................................................... 184 FIGURE 9‐5: ABNORMAL LOAD ROUTES .....................................................................................................................  188 FIGURE 9‐6: HAZARDOUS MATERIAL ROUTES ..............................................................................................................  191 FIGURE 10‐1: NON‐MOTORISED TRANSPORT .............................................................................................................  198 FIGURE 11‐1: SELECTED CAPITAL BUDGET PROJECTS 2011/12 – 2015/16 ...................................................................... 220  

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ABBREVIATIONS USED

CBD Central Business District

CITP Comprehensive Integrated Transport Plan

DoT Department of Transport

EMP Environmental Management Plan

IDP Integrated Development Plan

IDZ Industrial Development Zone

IPTS Integrated Public Transport System

LOS Level of Service

LSDF Local Spatial Development Framework

MLTF Municipal Land Transport Fund

MSDF Metropolitan Spatial Development Framework

NDoT National Department of Transport

NLTA National Land Transport Act

NMB Nelson Mandela Bay

NMBM Nelson Mandela Bay Municipality

NMT Non-Motorised Transport

PERCCI Port Elizabeth Regional Chamber of Commerce and Industry

PRASA Passenger Rail Agency of South Africa

PTIS Public Transport Infrastructure and Systems Fund

SDF Spatial Development Framework

TA Transport Authority

TFR Transnet Freight Rail

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EXECUTIVE SUMMARY

1 GUIDELINES AND OVERVIEW In terms of section 36(1) of the National Land Transport Act, 2009, (Act No. 5 of 2009), the Minister of Transport has published minimum requirements and guidelines for the preparation of Integrated Transport Plans (CITP's). The Integrated Transport Plans prepared by Planning Authorities (Municipalities) must comply, as a minimum, with the requirements. In terms of the above, the Nelson Mandela Bay Municipality (NMBM) is required to prepare a Type 1 Comprehensive Integrated Transport Plan every five years. The CITP must be updated annually. The CITP covers the five year period from July 2011 to June 2016 and provides an overview of the current transport situation, identified transport needs and the strategies required to address these needs. The CITP also addresses the requirements of the National Land Transport Act.

2 TRANSPORT VISION AND OBJECTIVES The vision statement for the CITP is adopted from the Provincial White Paper on Transport and has been updated in terms of national, provincial and local policy and is as follows: “To manage and provide efficient, safe, affordable, sustainable and accessible multi-modal transport services and infrastructure which promotes integrated land use development and ensures optimal mobility for the residents and users of the transport system in the metropolitan area.” The objectives for the NMBM CITP have been developed from the provincial transport objectives and grouped together under the four generic goals for urban transport, namely: Mobility, Convenience, Reasonable Cost Minimum Side Effects. Strategies are based on the goals and objectives and direct the preparation and implementation of specific aspects of the Transport Plan. The strategies for each specific component of the transport system are set out in terms of: Public transport Road system Parking Goods movement and loading and unloading facilities Traffic control and enforcement Environment Public participation Finance

3 TRANSPORT REGISTER The Transport Register covers the full spectrum of data collection necessary for the planning of all types of transport infrastructure and operations, which includes the following: Geographic Information Socio-Economic Information

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Passenger Travel Behaviour and Service Level Requirements Land-Use Information Public Transport

o Minibus Taxi o Bus o Commuter Rail o Institutional and Organisational Arrangements o Other Public Transport Services, i.e. Metered Taxis, Transport for Learners and

Accessible Transport Road Infrastructure Network Usage Transport Safety Freight Transport Routes Parking and Loading Airports Harbours Financial Information

4 SPATIAL DEVELOPMENT FRAMEWORK The Metropolitan Spatial Development Framework (MSDF) has been summarised in the CITP. The main focal points have been highlighted and an analysis of the implications for the transport system have been analysed in respect of key projects. A map has been prepared indicating the location of these key projects. The following three focal points in the MSDF are seen as imperative to achieve restructuring, integration and sustainability: Sustainable Community Planning Methodology Corridors and Accessibility Economic Development and Growth The MSDF provides strategic guidance as to the areas where the Municipality should focus the allocation of its resources. In order to assist in prioritising projects and the allocation of resources, four main elements of the MSDF were isolated as geographic entities, which could give guidance as to where the priority capital investment areas lie. These areas are: Core economic areas Infill priority areas Strategic development areas Service upgrading priority areas The MSDF is also supported by a number of sectoral plans and topic-specific planning documents. The sectoral plans include those that have major spatial implications for the MSDF, along with a number of large developmental projects that are being mooted in and around Nelson Mandela Bay. The MSDF, and the individual project proposals specified by the MSDF, has been evaluated according to the transport implications of the project alternatives. The selection of project alternatives should be made with reference to the performance of the proposal and transport system in terms of the following objectives: Integration

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Safety Environmental Impact Economy Accessibility The MSDF should be informed by the ITP in such a way as to meet the five above mentioned objectives. A spatial framework that performs poorly in terms of these objectives should be discarded or amended. Poor integration of land-uses and inadequate accessibility to work opportunities by public transport negatively impact the economy and environment through long average travel times, high fuel usage and wasted time. A number of specific projects defined in the MSDF have been evaluated in terms of the above five objectives. It was concluded that overall the SDF performs favourably in terms of its implications on the transport system, as evaluated in terms of the five objectives for good integration of a spatial development framework and the transport system that ultimately supports it.

5 TRANSPORT NEEDS ASSESSMENT The transport needs assessment contained in the CITP focuses on the following key factors: Measures to promote public transport. The needs of learners and persons with disabilities. Non-motorised transport. Private transport and travel demand estimation. A comprehensive review of the transport demand model for the metropolitan transport system has been undertaken. Detailed traffic surveys have been undertaken on the major transport routes and this information has been used to update travel projections along with the latest land use information obtained from the SDF and LSDF’s that have recently been prepared by the NMBM. A number of different transport scenarios have been evaluated for 2010 (the existing system), 2016, 2021 and 2031. Various growth scenarios were evaluated as well as different private transport and public transport options. The resulting transport network was evaluated in terms of its operating conditions (level of service). During this evaluation the required upgrades to the transport network were identified for the various target years. The contents and findings of the Transport Model Update report dated February 2011 have been summarised for inclusion into the CITP. The lists of identified projects have also been included. The transport needs of the various communities, industries and authorities located within the NMBM area were determined through a consultation process, which is described in detail in Chapter 12 (Stakeholder Consultation).

6 PUBLIC TRANSPORT OPERATIONAL STRATEGY The Minister of Transport announced a National Public Transport Strategy in 2007 to transform the existing basic commuter operations by upgrading transport modal interchanges and by providing integrated rapid public transport networks. The implementation of the Strategy has two thrusts, which are: Accelerated Modal Upgrading, and Integrated Public Transport Systems (IPTS).

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In 2004, the NMBM started a process of preparing a Public Transport Plan (PTP) as required by national legislation. The PTP reviewed the status of bus, taxi and train services in the NMBM and analysed future scenarios. The plan determined a Long Term Strategy for the public transport system, a Short Term Implementation Plan and a Funding Plan. The Public Transport Plan and the Public Transport Operational Plan (which was prepared in 2008) forms an integral part of the Comprehensive Integrated Transport Plan. The main elements of these Plans are as follow: Public Transport Implementation Plan Integrated Network Design Institutional Structures Implementation Funding of Operations and Infrastructure Background is provided with regards to the establishment of an Integrated Public Transport System Steering Committee to oversee and manage the negotiations and the implementation of the Integrated Public Transport System. In March 2009 the Forum produced its own Strategic Business Plan that proposed that the implementation of the Public Transport Strategy and Action Plan should be viewed as the opportunity to achieve the transformation of the present informal-sector taxi industry into a formal-sector business operating public transport services of all kinds under contract to the Municipality. The period since then has been one of detailed consideration of the way in which the phased transitional process should be implemented, and of the costs which are implied. The Steering Committee is of the view that by clearly identifying at the very outset the transitional and transformational elements and making plans to deal with them, it will avoid many of the problems of implementation being encountered elsewhere. In 2006 the PRASA prepared a Regional Rail Pan for the NMBM. At present there is one rail corridor in NMBM, namely the existing commuter rail service between Port Elizabeth and Uitenhage. Various future rail corridors have been identified in consultation with the NMBM as well as PRASA. The future corridors are: Port Elizabeth – Uitenhage (re-aligned between New Brighton and Despatch) The Motherwell loop Coega loop Motherwell to Uitenhage connection Stanford Road corridor The Provincial Commuter Rail Plan has also been assessed since it proposes a strategy for commuter rail that includes various elements in order to provide an optimal result. The following rail projects were previously identified: Identify and arrange to protect all rail rights of way in the NMBM and adjacent towns; Adjust the PE – Uitenhage service; Extend the PE service to Coega; Extend the PE – Uitenhage service to the PE airport, Walmer and Lorraine;

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Plan further extensions and expansions. Additionally the following projects have been identified in the 10 year rail plan of the Province: Port Elizabeth – Swartkops commuter rail Humewood Transport Hub

7 TRANSPORT INFRASTRUCTURE STRATEGY The Transport Infrastructure Strategy deals with the development and maintenance of all types of transport infrastructure (major roads, public transport facilities and rail infrastructure) within Nelson Mandela Bay. Roads are a fundamental and integral element in our transport infrastructure system, since it ensures accessibility to the whole of the transport network and it promotes the mobility of people and goods. Roads therefore play the primary role in meeting transport demand in South Africa since a large portion of bulk freight transport and passenger movements take place by road. The NMBM has the responsibility to plan, permit, design, construct, operate, manage and maintain an adequate road network in its area of jurisdiction to ensure sustainable growth. The Roads Infrastructure Plan takes a closer look at the following aspects: Road Infrastructure Status Quo Survey of Travel Patterns Evaluation and Mitigation Road Condition Evaluation Implementation Programme Roads Master Plan Access Management Plan Traffic Calming Plan Road Maintenance Plan The planning of the IPTS includes the provision of additional public transport related infrastructure that is required to complete the dedicated lane system, provide modal interchanges and commuter shelters. A project list has been included which indicates the associated projects and cost estimates. Furthermore, the CITP includes project lists which contain identified projects and costs estimates for the following transport elements: Non-motorised transport projects Freight transport projects Planning and design projects

8 TRAVEL DEMAND MANAGEMENT Travel Demand Management (TDM) is a specialised field aimed at reducing travel by private vehicles and encouraging the use of public transport. The advantage of this is that investment can be focused away from road construction to the improvement of public transport services and facilities.

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Various TDM approaches are available that influence travel behaviour, including: Physical infrastructure measures: construct bus lanes, decrease parking; Voluntary measures: encourage travel changes through incentives and awareness

campaigns promoting for example flexi-time and ridesharing; Regulatory measures: force changes in travel behaviour through policy; Pricing measures: increase private vehicle travel costs through road user charging and

parking pricing; and Intelligent Transport Systems: ITS can provide information on congestion and alternative

modes of transport. Strategies have been formulated in the CITP for the NMBM to give priority to public transport vehicles, while simultaneously applying constraints to the use of private vehicles. This will be achieved by providing separated median bus lanes on the busy arterial roads and by removing car parking along the sides of these arterial roads.

9 FREIGHT LOGISTICS STRATEGY This strategy has to identify routes and plan for the movement of goods, hazardous goods (in terms of section 27(5) of the NLTTA, Act 22 of 2000), and abnormal loads, including maritime transport links where appropriate. The ultimate objective of the Freight Logistics Strategy is to improve the efficiency of urban goods movement in and through NMB in line with the objectives of the National Freight Logistics Strategy. This chapter sets out the various components and focus areas of a Freight Logistics Strategy, which includes information that is currently available, as well as recommendations for the further development of a Freight Logistics Strategy for the NMB area. The Freight Logistics Strategy takes a closer look at the following aspects: Vision, Goals and Objectives Freight Transport Status Quo Needs Assessment Operational Aspects Freight Transport Network Truck Stops Freight Transport Strategy Overloading Abnormal Loads Hazardous Material Liaison Structures Implementation Projects and Programmes Funding Monitoring

10 OTHER TRANSPORT RELATED STRATEGIES This section of the CITP deals with the development of strategies pertaining to Non-Motorised Transport and Safety and Security.

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Non-Motorised Transport (NMT) is either non-mechanised i.e. pedestrians (walking) or mechanised which includes bicycles, wheelchairs, prams, trolleys, carts (human or animal drawn), wheelbarrows, and rickshaws. The Non-Motorised Transport Strategy takes a closer look at the following aspects: Background Definition of NMT NMT in South Africa (Urban NMT) Infrastructure Planning and Integration (NMB Sidewalk and Cycle Track Masterplan) Needs Assessment South African Policies and Resources No guidelines currently exist for the preparation of a Safety and Security Strategy for the NMBM, and the DOT document ‘Technical Transport Planning Guidelines for CITP’s to be prepared by Type 1 Planning Authorities (February 2009)’ indicates that further discussions will be held by the Guidelines Review Committee, presumably at a National level, regarding this matter. Safe and secure transportation is fundamental to a city like NMB. Appropriate road safety education and law enforcement goes hand-in-hand with improved safety and security for both supply and demand of all transport aspects. The Safety, Security, Education and Enforcement Strategy contained in the ITP for the City of Cape Town 2006 – 2011 prepared in May 2009 has been drawn upon for guidance as to what content a Safety and Security Strategy should include. The City of Cape Town is considered to have a good safety reputation and would therefore be a good example in this regard.

11 FUNDING STRATEGY AND SUMMARY OF PROPOSALS AND PROGRAMMES

The major transportation system in the NMBM comprises of the following elements: Main Roads (freeways and arterials) – designated as Proclaimed Main Roads (PMR’s) by

Provincial Gazette Roads of Metropolitan Significance (ROMS) – roads other than proclaimed main roads

designated by the MTAB, as major links in the network and main public transport routes. Public transport facilities – terminals, shelters, stops, bus lanes. Traffic Control Systems – traffic signals located on PMR’s or ROMS Projects comprising the above facilities that have been identified in the CITP is summarised in the following table. The table includes all projects that have been identified for implementation within the timeframe of the CITP i.e. between the 2011/12 and 2015/16 financial years, a five year time-span. Projects identified for implementation in the medium and long terms i.e. 10 to 20 years have been excluded, but are indicated in the tables in Chapter 7. The table excludes backlog costs that were not budgeted due to affordability levels and therefore does not indicate the actual funding requirements to eliminate infrastructure and maintenance backlogs over the five year period. Public Transport projects are included.

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NO. PROJECT DESCRIPTION TOTAL PROJECT

COST – 5 yrs (Rand)

1 Metropolitan Transport Planning 41,862,100

2 Roads required for additional capacity (Short term projects) 354,800,000

3 Roads required for access and connectivity (Short term projects) 423,500,000

4 Roads requiring rehabilitation (Short term projects) 210,303,550

5 Road maintenance projects 72,600,000

6 Bridge maintenance Projects 45,000,000

7 Public Transport Projects 3,579,630,000

8 Non-motorised transport projects 145,127,500

9 Freight transport projects 2,100,000

10 Traffic & Signage Improvements (Short term projects) 73,678,625

GRAND TOTAL 4,948,601,775

It is proposed that the CITP budget be funded from a number of different sources. The following table indicates the proposed 2011/12 budget including the proposed funding sources.

FUNDING CODE

DESCRIPTION 2011/12 BUDGET

(Rand)

900 Municipal (Subsidy) 22,080,000

901 Municipal 71,095,000

928 Provincial Subsidy 33,120,000

921 State Subsidy 948,900,000

959 Levies 100,600,000

951 Municipal Infrastructure Grant (MIG) 33,600,000

923 Public Contributions 3,050,000

TOTAL 1,212,445,000

The above table indicates a proposed expenditure of some R1.2 billion in the 2011/12 financial year. This figure is inflated due to the state contribution for the implementation of the integrated public transport system of R949 million. Without this contribution (the actual approved allocation was reduced to R340 million), the total proposed budget required to implement the balance of the projects identified in the CITP would be reduced to some R264 million. This figure is higher than in subsequent years due to the need to attend to urgent infrastructure backlogs. A comparison of the total cost of road and transport projects against the actual budget allocation known at the time of preparing this report, indicates an anticipated funding shortfall of R834,445,000 for the 2011/12 financial year. The actual budget allocation for 2011/12 is

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only 31% of the required funding, thus leaving a shortfall of 69%. Note however that these figures are inclusive of IPTS projects and operations which are funded by National Government. In terms of a funding strategy the following is proposed:

a) Project budgeting be carried out on a three year budget cycle basis to enable proper project programming and to effectively utilise available funding, on the basis that budgets are indicative and are subject to annual review and approval.

b) Due to the importance of integrated planning, a specific Business Plan should be submitted to National Treasury to address the transport planning process of the Comprehensive Integrated Transport Plan, in terms of national requirements, including supporting planning such as the preparation of management systems.

c) The funding for maintenance projects be provided in terms of a Roads and Bridge Management System to be prepared and updated every three years in consultation with and subject to the approval of the NMBM and the Department of Roads and Public Works.

d) Funding applications be submitted for individual projects in terms of a structured Business Plan that will clearly define responsibilities, deliverables and budgetary requirements. The approval of such Business Plans should be followed by entering into a Service Level Agreement between the funding parties that will define funding contributions, time frames, implementation responsibilities and deliverables.

e) Alternative funding sources be investigated. It is concluded that:

a) The NMBM has prepared a Comprehensive Integrated Transport Plan in terms of the National Land Transport Act, 2009. The CITP has been approved by the Council of the Nelson Mandela Bay Municipality and is to be submitted to the Provincial Government for approval.

b) Provision has been made in the Comprehensive Integrated Transport Plan for the implementation of projects to a total value of R1,212,445,000 in the 2011/12 Financial Year. (Note that this figure is inflated due to the state contribution for the implementation of the integrated public transport system.)

It is recommended that to fund the proposed Capital Budget, funding be sourced from the Nelson Mandela Bay Municipality, Department of Transport, Department of Roads and Public Works, Provincial Department of Transport and State Treasury in terms of the Funding Strategy and that:

a) Project budgeting be carried out on a three year budget cycle basis to enable proper project programming and to effectively utilise available funding, on the basis that budgets are indicative and are subject to annual review and approval.

b) Due to the importance of integrated planning, a specific Business Plan should be submitted to National Treasury to address the transport planning process of the Comprehensive Integrated Transport Plan, in terms of national requirements, including supporting planning such as the preparation of management systems.

c) The funding for maintenance projects be provided in terms of a Road and Bridge Management System to be prepared and updated every three years in

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consultation with and subject to the approval of the NMBM and the Department of Roads and Public Works.

d) Funding applications be submitted for individual projects in terms of a structured Business Plan that will clearly define responsibilities, deliverables and budgetary requirements. The approval of such Business Plans should be followed by entering into a Service Level Agreement between the funding parties that will define funding contributions, time frames, implementation responsibilities and deliverables.

e) Alternative sources of funding, including user charges on vehicles entering the municipal area in terms of section 28 of the National Land Transport Act, 2009 and the reallocation of funding received from the State in respect of fuel levies be investigated.

The full Capital Budget for the Nelson Mandela Bay Metropolitan Transport Area has been included in Appendix “A” attached hereto. The budget also indicates the proposed source of funding.

12 STAKEHOLDER CONSULTATION The transport needs of the various communities located within the NMBM area were determined through a public consultation process. Initially, public meetings were organised and scheduled with the assistance of the Community Liaison Officer (CLO) of the Infrastructure and Engineering Department in the 8 Ward Clusters of NMB. Unfortunately only two of these meetings were held by which time the NMBM Constituency Office requested the rescheduling of the meetings since the process of organising these meetings had not followed the correct Municipal procedures. These meetings were scheduled to resume in December 2010 but were subsequently cancelled by the Constituency Office due to the annual Council recess over the December festive season. No follow-up meetings were arranged in 2011 to continue the public consultation process. Fortunately, the recent update of the NMBM IDP provided an opportunity for stakeholders and the general public to raise concerns and needs with regards to transportation in the Metro. The CITP provides input into the transport component of the IDP and although not ideal, this is considered to have been an acceptable opportunity for the various communities of NMB to provide input, given the challenges faced with the initial public consultation process. A summary of this CITP will be included in the next update of the IDP. Additionally, various industries and authorities within NMB were also consulted to identify their transport related needs. A survey form on which people’s perspective of transport in their areas could be recorded and a data collection sheet on which possible transport projects could be listed were prepared and sent to all Ward Councillors in the Metro during October 2010. Feedback was received from some Councillors, which has been summarised in the CITP.

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Comprehensive Integrated Transport Plan: 2011/12

1 INTRODUCTION

1.1 LEGISLATION AND NATIONAL REQUIREMENTS This Comprehensive Integrated Transport Plan (CITP) has been prepared for the Nelson Mandela Bay Municipality (NMBM) in terms of Section 36(1) of the National Land Transport Act 2009, (Act No. 5 of 2009) (NLTA). In terms of the NLTA: “All planning authorities must prepare and submit to the MEC, by the date determined by the Minister, Integrated Transport Plans for their respective areas for the five year period commencing on the first day of the financial year determined by the MEC, and must update them in the prescribed manner and as frequently as prescribed”. The NLTA Section 32(2) furthermore requires that:

“Integrated Transport Plans must be in accordance with requirements and in the manner and form as the Minister may prescribe in consultation with the MEC’s, but the MEC may prescribe the content of integrated transport plans in addition to such requirements, and the aforementioned regulations may prescribe different matters for different types or categories of municipalities”

In 2007 the Minister published minimum requirements for the preparation of Integrated Transport Plans. For the purposes of land transport planning, three types of Planning Authorities have been distinguished in the regulations. The type of Integrated Transport Plan to be prepared by these Planning Authorities is as follows: Type 1: Planning authorities required to prepare Comprehensive Integrated Transport

Plans (CITP) are cities identified by the Department of Transport as part of its integrated public transport network initiative and who are required to prepare Integrated Public Transport System plans.

Type 2: All District Municipalities are to prepare a District Integrated Transport Plan (DITP).

Type 3: All other local municipalities are to prepare a Local Integrated Transport Plan (LITP).

The NMBM has been identified by the Department of Transport (DOT) as a part of its integrated public transport network initiative and has prepared an Integrated Public Transport System (IPTS) plan. In terms of the above, the NMBM is thus required to prepare a Type 1 Comprehensive Integrated Transport Plan (CITP). The CITP prepared by Planning Authorities (Municipalities) must comply, as a minimum, with the requirements. Planning Authorities are encouraged to do additional planning if they are able to do so, as allowed by their budgets and capacities, in order to better promote the objects of the NLTA. Planning Authorities must also comply with any additional requirements prescribed by the MEC. In addition to the requirements published in 2007, the Department of Transport published technical transport planning guidelines in February 2009 for CITP’s to be prepared by Type 1 Planning Authorities. This CITP has been prepared to satisfy the requirements of the NLTA, minimum requirements and in terms of the guidelines.

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1.2 FORMAT OF THE CITP The overall format of a CITP is given in the Department of Transport (DoT) requirements and must contain the following chapters: 1. Introduction 2. Transport Vision and Objectives 3. Transport Register (public transport, traffic, roads and land use) 4. Spatial Development Framework 5. Transport Needs Assessment 6. Public Transport Operational Strategy 7. Transport Infrastructure Strategy 8. Transport Demand Management 9. Freight Transport Strategy 10. Other transport related strategies (Non-motorised transport and public transport related

safety and security) 11. Funding and Implementation Strategy 12. Stakeholder Consultation The following diagram shows the chapters systematically.

Figure 1-1: Format of the CITP

All aspects on the CITP must contain reference to stakeholder consultation.

1.3 FREQUENCY OF PLAN PREPARATION The minimum frequency of the preparation of Comprehensive Integrated Transport Plans, as set out in the requirements, is five years. The CITP must be updated annually and must be synchronised with the Integrated Development Plan (IDP) for the Municipality. The NMBM last prepared a full Comprehensive Integrated Transport Plan in 2005 for the five year period from 2005/06 to 2009/10. This CITP was updated annually, the last update being tilted the 2009/10 CITP which was prepared in respect of the 2010/11 Municipal and

Introduction

Transport Vision and Objectives

Transport Register

Spatial Development Framework

Transport Needs Assessment

Integrated Rapid Public Transport 

Network

Transport Infrastructure 

Strategy

Transport Demand Management

Funding Strategy

Freight Logistics Strategy

NMT / Safety and Security

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Provincial DoT financial years. The naming of the previous 2009/10 CITP and this 2011/12 CITP is thus problematic in the sense that it creates an impression that no CITP was prepared for the 2010/11 period, which is not the case. The 2011/12 CITP is synchronised with the 2011/12 Municipal and Provincial DoT financial years, as well as the latest IDP revision. In terms of the NLTA, which requires Planning Authorities to prepare CITP’s on a five yearly cycle, this Comprehensive Integrated Transport Plan has been prepared for the five year period from 2011/12 to 2015/16. In 2007/08 a Public Transport Plan was prepared to form the public transport component of the CITP. This plan has not been revised to date. Prolonged negotiations are currently underway with public transport operators in NMB, after which the Public Transport Plan will be revised accordingly.

1.4 INSTITUTIONAL AND ORGANISATIONAL STRUCTURE The CITP has been prepared by the Transportation Planning sub-directorate of the NMBM Infrastructure and Engineering Directorate. The Directorate is currently considering restructuring in order to improve its efficiency and to make optimum use of its resources. An investigation is being undertaken in terms of section 78 of the Municipal Structures Act to determine the most appropriate mechanism (internal or external) to undertake the functions that are being devolved to Municipalities in terms of the NLTA. The process of the preparation of the CITP has been guided by a Technical Committee comprising of internal and external role-players and chaired by the NMBM. The Technical Committee reports to the Infrastructure, Engineering and Energy Committee of the NMBM as well as the Integrated Transport Plan Co-ordinating Committee of the Provincial Government of the Eastern Cape. Residents and commuters of the Nelson Mandela Bay Municipality were consulted through a public consultation process.

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“To manage and provide efficient, safe, affordable, sustainable and accessible multi‐modal transport 

services and infrastructure which promotes integrated land use development and ensures optimal mobility for the residents and users of the transport system in the 

metropolitan area.” 

IDPITP

NLTA Minimum Requirements: 

National Transport Policy Principles

EC White Paper on Transport for Sustainable Development

Moving South Africa Action Agenda

White paper on national transport 

policy 

2 TRANSPORT VISION AND OBJECTIVES The Nelson Mandela Bay Municipality Comprehensive Integrated Transport Plan deals with the Vision, Goals and Objectives for the Metropolitan Transport Area. The CITP vision statement encompasses national, provincial and local policy frameworks and sets out the ideal outcome as a result of the goals and objectives set by the NMBM to provide an efficient transport system for all its inhabitants. The following Department of Transport Planning Guidelines for CITP’s were used as a guide to confirm and refresh the Nelson Mandela Bay Municipality CITP Vision Statement: The Vision Statement should be formulated within National, Provincial and Local policy

frameworks The Vision statement should be a single concise statement guiding transport in the short

and long term Measurable and achievable objectives should be formulated After taking cognisance of the various supporting documents and planning policies, the CITP vision statement for the NMBM is as follows:

2.1 SUPPORTING DOCUMENTS According to the South African Constitution, legislative powers and responsibilities for transport are shared between local, provincial and national government. It is therefore important to take into consideration the policies of the different spheres of government when preparing the CITP. The following flow chart / diagram represent the supporting documents used by the various levels of government and which feed into the CITP. The core values and minimum requirements highlighted in these documents were used to formulate the CITP vision statement.

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Support socio‐economic growth and development 

Determine and meet customer needs 

Provide safe, affordable and improved transport services 

Enhance city functions through integrated land use and transport planning 

Provide and maintain improved transport infrastructure 

Minimise impacts and promote environmental sustainability 

Provide accessible transport for all users 

Consult and involve all stake holders 

Provide responsive, people centred and integrated institutional structures 

a) Enhance  city  functions  through  integrated  services  and infrastructure. 

b) Focus  on  transport  corridors  and  encourage mixed  land use development. 

c) Prioritise public transport. d) Enhance accessibility. e) Improve maintenance. f) Minimise the environmental impact of transport. 

A summary of all the policy statements from the five supporting documents was formulated, which in turn was used to finalise the Vision statement. The summary of the combination of key goals from the supporting documents is set out in bullet form as follows:

2.1.1 NATIONAL LAND TRANSPORT ACT (No. 5 of 2009) The National Land Transport Act (NLTA) was promulgated in the Government Gazette No. 32110 on 8 April 2009. The NLTA repeals the National Land Transport Transition Act (No. 22 of 2000) in its entirety. In terms of section 2 of the NLTA, the purpose of the Act is: to further the process of transformation and restructuring of the transport system to give effect to national policy to prescribe national principles, requirements, guidelines, frameworks and norms and

standards to consolidate land transport functions and locate them in the appropriate sphere of

government With regards to the CITP, the NLTA proposes the following minimum requirements in terms of National Transport Policy Principles:

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“Quality Transport Systems for a better life for all.” 

“Provide, facilitate, develop, regulate, and enhance safe, affordable and reliable multi‐ modal transport 

systems which are integrated with land uses to ensure optimal mobility of people and goods in support of socio‐ economic growth and development in the 

Province of the Eastern Cape.” 

g) Consult all stakeholders. h) Integrated land use and transport planning. i) Correct the imbalances of the past. j) Equitable opportunities should be created for all. k) Provide safe and accessible transport. l) Promote social and economic development. 

2.1.2 EASTERN CAPE PROVINCIAL WHITE PAPER ON TRANSPORT FOR SUSTAINABLE DEVELOPMENT

The Eastern Cape Provincial White Paper on Transport for Sustainable Development was published in the Provincial Gazette on 24 July 2001 representing the formal policy of the Province on transport issues. The White Paper addresses the role and responsibility of transport in establishing and implementing a policy of sustainable development in the Province. The vision of the Department of Transport in the Province of the Eastern Cape has been defined as being able to provide: Its mission is defined as follows: This vision and mission is consistent with the Reconstruction and Development Programme. The White Paper lists the following as the general objectives to be achieved by the Department of Transport to fulfil its mission; All these objectives must be achieved with a minimum negative impact on the surrounding environment.

2.1.3 MOVING SOUTH AFRICA ACTION AGENDA The Moving South Africa Action Agenda dictates the National Department of Transport’s 20 year strategic framework for the transport sector in South Africa and is based on the draft report “Towards a Transport Strategy for 2020” and the White Paper on National Transport Policy of 1996. The MSA Action Agenda focuses on the following transport issues: Urban passenger transport, Rural passenger transport,

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a) Meet  the  need  for  accessible,  affordable,  safe, frequent,  high  quality,  reliable,  efficient  and seamless transport operations and infrastructure. 

b) Do  so  in  a  constantly  upgrading,  innovative, flexible  and  economically  and  environmentally sustainable manner. 

c) Support  and  enable  government  strategies, particularly  those  for  growth,  development, redistribution,  employment  creation  and  social integration,  both  in  South  Africa  and  in  the Southern African region.

"Provide safe, reliable, effective, efficient, and fully integrated transport operations and infrastructure 

which will best meet the needs of freight and passenger customers at improving levels of service and cost in a fashion which supports government strategies for economic and social development whilst being environmentally and economically sustainable". 

a) Support the goals of the RDP.b) Meet customer needs. c) Improve the safety, security, reliability, quality and 

speed of transport. d) Improve  the  effectiveness  and  efficiency  of 

transport. e) Invest in transport infrastructure. f) Improve  economic  and  environmental 

sustainability. 

Tourist and long-distance customers, Special needs customers and freight transport. The vision for transport in South Africa by the year 2020 can briefly be summarised as shown below. The general pattern emerging through the MSA Action Agenda points to a transport system that is customer based (hence customer needs are the foundation of the action agenda), sustainable with low system costs and provides room for service levels to be continually upgraded and expanded in the future.

2.1.4 WHITE PAPER ON NATIONAL TRANSPORT POLICY The White Paper on National Transport Policy was published in August 1996. It describes the transport policies of national government. The vision for South African transport as set out in the White Paper is as follows: The following goals are identified in order to make this vision possible:

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a) Correct spatial imbalances b) Combat poverty and unemployment c) Ensure access to basic services for all d) Socio‐economic growth and sustainability e) A safe, secure, healthy and sustainable environment f) Development of integrated and sustainable settlements g) Responsive, people‐centred and integrated institution h) Democratisation of planning and decision making i) Elimination of growth and maintenance backlogs 

“To be a globally competitive and preferred Metropole that works together with the people”

2.1.5 INTEGRATED DEVELOPMENT PLAN (2010/11 REVIEW – 9TH EDITION)

The main purpose of the NMBM Integrated Development Plan (IDP) is to enhance service delivery within the Municipality. Every Municipality has an IDP which consists of planning mechanisms to ensure that all communities receive the service(s) they require. The NMBM CITP forms part of the NMBM IDP’s five year implementation framework. The following diagram illustrates where the IDP and the CITP fit into the overall planning process.

(Adopted from National Department of Transport Technical Transport Planning Guidelines for CITPS)

The following goals are identified in the IDP in order to make the NMBM vision of being a “globally competitive and preferred Metropole that works together with the people”, possible:

2.2 NELSON MANDELA BAY MUNICIPALITY The NMBM Integrated Development Plan (9th Edition) sets out the Vision and the Core Values of the Municipality as follows:

2.2.1 MUNICIPAL VISION The Municipality’s long-term Vision is as follows:

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a) Courtesy  and People  First: Residents  should be treated  with  courtesy  and  consideration  at  all times. 

b) Consultation:  Residents  should  be  consulted about  service  levels  and  quality,  whenever possible. 

a) Service  excellence:  Residents  must  be  made aware  of what  to  expect  in  terms  of  level  and quality of service. 

b) Access:  Residents  should  have  equal  access  to the services to which they are entitled. 

c) Information.  Residents  must  receive  full  and accurate information about their services. 

d) Openness  and  transparency:  Residents  should be  informed  about  government  departments, operations,  budgets  and  management structures. 

e) Redress:  Residents  are  entitled  to  an  apology, explanation and remedial action if the promised standard of service is not delivered. 

f) Value  for  money:  Public  services  should  be provided economically and efficiently. 

f) Mobility g) Convenience h) Reasonable Cost i) Minimum Side Effects 

2.2.2 CORE VALUES OF MUNICIPALITY The Municipality is committed to deliver services within the framework of Batho Pele principles, as follows:

2.3 GOALS AND OBJECTIVES The objectives for the NMBM CITP have been developed from the provincial transport objectives and grouped together under the four generic goals for urban transport, namely:

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a) To  provide  a  frequent,  safe  and  reliable  public transport  service  with  conveniently  located termini and stops. 

b) To provide adequate parking and loading space in close  proximity  to  all  community  and  business activity centres. 

c) To  promote  integration  of  passenger  transport modes  through  interchange  facilities,  routes, schedules and ticketing arrangements. 

d) To reduce peak hour crowding at public transport facilities  and  on  public  transport  vehicles  to comfortable levels. 

e) To  provide  for  non‐motorised  transport modes, such as bicycles and pedestrians.

a) To undertake integrated planning of land use and transport systems in order to minimize the need for travel. 

b) To  provide  an  arterial  road  system  and  multi‐modal public transport system to make all parts of the metropolitan area accessible. 

c) To  enhance  the  viability  of  all  community  and business  activity  centres  by  transportation improvements and traffic management systems. 

d) To  promote  the  use  of  public  transport modes over private car travel. 

e) To  provide  for  the  transport  needs  of mobility disadvantaged groups such as disabled persons. 

The transport goals and objectives of the CITP are as follows:

2.3.1 GOAL OF MOBILITY Objectives:

2.3.2 GOAL OF CONVENIENCE Objectives:

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a) To  minimise  the  total  cost  of  provision, operation and maintenance of the metropolitan transport system. 

b) To  promote  an  integrated  transport  system  in which  each  mode  is  used  for  the  purpose  to which it is most efficiently suited. 

c) To minimise  peak  hour  congestion  costs  in  the metropolitan area. 

d) To  improve  affordability  of public  transport  for users  by  ensuring  operations  are  economically efficient. 

e) To  promote  competition  as  an  incentive  to greater  efficiency  and  lower  costs  in  the provision and operation of transport services. 

f) To recover the cost of transport as far as possible from  transport  users  in  proportion  to  the  cost incurred in use.

a) To  improve  transport  safety  and  reduce  the accident rate. 

b) To provide an adequate  level of personal security for persons using transport facilities. 

c) To minimise  the negative  impact of  transport on the natural and built environment. 

d) To promote the development of human resources and  technology  to ensure a sustainable  transport system. 

e) To provide appropriate  institutional  structures  to facilitate  effective  planning  and management  of the transport system. 

2.3.3 GOAL OF REASONABLE COST Objectives:

2.3.4 GOAL OF MINIMUM SIDE EFFECTS Objectives:

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a) Promote the use of public transport in preference to private transport. 

b) Establish  mass  transit  corridors  where  it  is considered  to  be  the  most  effective  form  of transport to move large volumes of people. 

c) Provide  infrastructure  where  considered necessary  to support public  transport services  in terms of roads, dedicated lanes, terminals, ranks, stops and shelters. 

d) Contract with  private  bus  and  taxi  operators  to provide  reliable  and  efficient  public  transport services where these are considered necessary. 

e) Implement  a  system  of  tendering  for  public transport  service  contracts  which  require government subsidy support. 

a) Provide  adequate  roads  to  give  access  to  all developed  areas  with  particular  emphasis  on good accessibility  to major business districts and major employment areas. 

b) Provide  adequate  major  arterials  with  limited access  that  provides  a  reasonably  uncongested level of service for peak hour traffic movements. 

c) Select  the  most  cost‐effective  road  alignments with due consideration to environmental impact. 

d) Provide  for  maintenance  of  existing  roads  to ensure  that  the  level  of  service  required  is maintained  and  optimum  use  is  made  of  the limited funds available. 

2.4 STRATEGIES Strategies are based on the goals and objectives and direct the preparation and implementation of specific aspects of the Transport Plan. The strategies for each specific component of the transport system are as follows:

2.4.1 PUBLIC TRANSPORT

2.4.2 ROAD SYSTEM

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a) Restrict  parking  during  peak  periods  on  selected arterials  to  ensure  the  most  efficient  use  of available road capacity. 

b) Ensure  the  provision  of  long  term  and  short  term parking  by  development  controls  to maintain  the viability of all business activity centres. 

a) Provide  adequate  loading and unloading  facilities, preferably off‐street, to serve all business activity. 

b) Provide  adequate  road  and  rail  infrastructure  to facilitate the convenient and efficient movement of goods  throughout  the  metropolitan  area  with adequate access to all industrial areas. 

c) Protect  routes  required  for  the  transportation  of abnormal loads. 

a) Provide  adequate  enforcement  to  promote  the safe  and  efficient  movement  of  traffic  and  to maintain  a  safe  and  secure  environment  for pedestrians. 

b) Provide  enforcement  to  ensure  an  equitable utilization of public parking spaces. 

c) Use  modern  traffic  control  systems  to  maximize the  efficient use of  existing  roads by  all  forms of transport. 

2.4.3 PARKING

2.4.4 GOODS MOVEMENT AND LOADING AND UNLOADING FACILITIES

2.4.5 TRAFFIC CONTROL AND ENFORCEMENT

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a) Take  due  cognizance  of  the  impact  on  the  natural and  built  environment  when  considering  any transportation proposal. 

a) Convene  stakeholder  workshops  to  obtain  input into the transport planning process. 

b) Keep  the  public  informed  of  all  major transportation  proposals  through  the  news media and public Information meetings. 

c) Promote  the  use  of  public  transport  by  the distribution of appropriate PR material.

a) Obtain  funding  for  transport  infrastructure  from national  and  provincial  government,  and  private enterprise,  or  through  capital  loans  where necessary,  in  order  to  allow  implementation  of transport projects. 

b) Recover  the  cost  of  providing  transport infrastructure and services from user charges as far as possible.

2.4.6 ENVIRONMENT

2.4.7 PUBLIC PARTICIPATION

2.4.8 FINANCE              

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3 TRANSPORT REGISTER

3.1 GEOGRAPHIC INFORMATION The Nelson Mandela Bay Municipality (NMBM) is one of six Metropolitan Municipalities in South Africa. It is located on the shores of Algoa Bay in the Eastern Cape Province, and comprises the city of Port Elizabeth, the nearby towns of Uitenhage and Despatch, and the surrounding rural area. The extent of the municipal area is shown in Figure 3-2. Port Elizabeth is one of the largest cities in South Africa, situated in the Eastern Cape Province. The city stretches for 16 km along Algoa Bay, and is one of the major seaports in South Africa.

3.2 SOCIO-ECONOMIC INFORMATION The Nelson Mandela Bay Municipality has a population of approximately 1,1 million and covers an area of 1 950km², with approximately 289 000 households present in the formal residential areas. An additional 35 257 informal households and 49 009 backyard shacks also exist within the Metropolitan area. The population densities within the municipal area are shown in the following figure and are based on 2001 Census information.

Figure 3-1: Population Densities within NMBM

Number of people per km²: <1 /km² 1–3 /km² 3–10 /km² 10–30 /km² 30–100 /km²

100–300 /km² 300–1000 /km² 1000–3000 /km² >3000 /km²

Indian Ocean

N

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Figure 3-2: Municipal Area Layout

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The age distribution in Nelson Mandela Bay Municipality reflects a very youthful population, with 55.3% of residents falling in the age group below 30 years, and a male/female ratio of 48:52. Table 3-1: Population by age group (Source: NMBM)

AGE GROUPS 0-9 10-19 20-29 30-39 40-49 50-59 60-69 70-79 80+ TOTAL

% OF TOTAL POPULATION

16.4% 20.3% 18.6% 15.9% 12.9% 7.8% 4.7% 2.4% 0.9% 100%

The three main home languages spoken within NMBM are Xhosa, English and Afrikaans. The geographical distribution of home languages within the NMBM area is shown in the following figure.

Figure 3-3: Distribution of Home Languages within NMBM

Legend: Afrikaans English Xhosa None dominant

The unemployment rate among the economically active sector of the community is estimated as being over 35%. Although the unemployment rate in Nelson Mandela Bay Municipality has shown a steady decline since 1994, it remains higher than the national average (25.3% - 2nd Quarter 2010) for South Africa. 20% of residents have no or limited schooling. Altogether 112 306 of the 289 000 formal households are classified as indigent (poor), whilst 44% of all households access at least one social grant.

Indian Ocean

N

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The Nelson Mandela Bay Municipality population has a 30% HIV/AIDS prevalence rate, according to antenatal care statistics. Income statistics indicate that 66% of residents receive no income, whilst the remaining residents mainly fall within the low to medium income brackets. Table 3-2: Individual monthly income by Population (Source: NMBM)

INCOME BRACKET % OF POPULATION

No income 66.0%

R1 - R400 3.3%

R401 - R800 10.7%

R801 - R1 600 6.1%

R1 601 - R3 200 5.7%

R3 201 - R6 400 4.7%

R6 401 - R12 800 2.4%

R12 801 - R25 600 0.8%

R25 601 - R51 200 0.2%

R51 201 - R102 400 0.1%

R102 401 - R204 800 0.1%

R204 801 or more 0.02%

TOTAL 100.0%

3.3 PASSENGER TRAVEL BEHAVIOUR AND SERVICE LEVEL REQUIREMENTS

In order to be able to forecast future public transport demand for use in planning the best long-term public transport system strategy, it is important to have reliable information on the current volumes of passengers using public transport modes, as well as the actual travel patterns in respect of the origins and destinations of trips, from home to work, etc. This is necessary to optimise the planning of public transport services and other infrastructure requirements within the NMBM. In 2009 a survey was conducted in the NMBM to determine the number of vehicles using the road network in order to determine which roads are congested. The traffic counts classified each mode of passenger transport for example, private cars, buses, taxis, etc. This information has been analysed and summarised in Table 3-3. A total of 7 major counting stations and 49 other counting stations were selected to cover operations throughout the metro area. The positions of the counting stations were chosen to determine the number of passengers travelling from the various residential areas and entering or leaving the various employment areas and other destinations. As part of the data collection carried out in 2009 the travel survey indicates an estimated total of 1,33 million person trips per day in the NMBM area. This showed a decrease from 1.4 million people travelling per day in 2004. The passenger trips obtained from the counts show that about 56% use private transport, 42% travel by public transport modes (excluding train services) and only 2% walk. This shows that there has been an increase in use of public transport since 2004, however in terms of numbers, the use of private cars is rising and

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walking as a mode of transport has decreased. The public transport trips (561 331 per day) are split between the modes as follows: taxis carry 67% and buses carry 33%. The use of taxis as a mode of transport has decreased by 9% and that of buses has increased also by 9% since 2004. It should be noted that this information does not include the number of passenger trips by trains. The trips per mode obtained from the Visum transport model data collection process are shown in the following table. Table 3-3: Person Trips per Day (2009)

MODE PERSON TRIPS % (ALL MODES) %

PRIVATE/PUBLIC %

PUBLIC MODES

Private vehicle 739 746 56 57 -

Taxi (all types) 372 866 28 43

67

Bus 188 465 14 33

Walk 23 974 2 - -

Total 1 325 051 100 100 100

It is also significant to note how mode use varies according to the income of users. Walking is the predominant mode of travel in the low income areas while private transport is the predominant mode used in the Port Elizabeth central / western suburbs and Uitenhage / Despatch. In the Northern Areas (Gelvandale / Bethelsdorp) there is an almost equal modal split between walking, private and public transport. The greatest potential to increase the use of public transport is in the low income areas, where walking is currently the predominant mode. As household income increases for low income categories, there is a shift from walking to use of public transport. Survey forms were sent out to the Ward Councillor’s for distribution in the wards in order to obtain additional information on passenger travel such as origins and destinations, distances, frequency of use of public transport, etc. Few forms have been received back and the information is not sufficient to include in this report.

3.4 LAND-USE INFORMATION The land within the NMBM area is zoned for various uses as shown on the NMBM Spatial Development Framework (SDF). The latest map of the SDF is contained in Chapter 4 of this document. These land uses include, but are not limited to, the following: Residential Office & commercial Industrial Education Parks & gardens Undeveloped open space Agricultural Hospitals Institutional and Government use, e.g. government offices, cemeteries, etc.

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3.5 PUBLIC TRANSPORT Buses and minibus taxis are the predominant public transport service providers in the NMBM area. Whilst there is a commuter rail service between Port Elizabeth and Uitenhage, it is only accessible to a relatively small number of residents within walking distance of the stations. This is because the railway was originally constructed as a freight line away from the residential areas. The current public transport routes are shown in Figure 3-4. These routes may change as they will be revised as a part of the planning of the Integrated Public Transport System. Important parameters for the design of the public transport system are as follows: a) Perceived Travel Time: Travel time, or rather perceived travel time, is the most important preference of the traveller. This means that the traveller has different perceptions for different components of the journey. For instance the perception of the importance of time spent riding on board the bus is less than perceived time spent waiting at stops or transfer stations. Also a journey with no transfers is perceived as shorter even though the actual journey time may be longer compared to a journey with one or more transfers. The following sub criteria, that influence the perceived travel time, are therefore important design requirements. All day, frequent services – 10-15 minutes headway in peak hours and maximum 30

minutes headway in off-peak hours. Travel speed - prioritised street/road operations, shortest possible routes and minimum

dwell time at stops. Walking distance - optimised distances between stops (400m – 600m). Transfers - minimum number of transfers and minimum waiting time. Information - convenient real time information at stops and on board buses. b) Accessibility The public transport system needs to be accessible to any citizen no matter their physical ability, gender, age or other circumstances. This means that the physical environment must be organised in a way that allows any person to travel from door to door including walking to and from bus stops, grasping information, boarding vehicles, transfer at modal interchanges, etc. c) Reliability Passengers must have trust in the performance of the public transport system meaning that services are operational and on schedule. Passengers need to be informed if a trip is not to be operated. Real time service information at stops is one of the best methods to increase passenger confidence in the service. d) Comfort And Safety It is vital that the passengers feel comfortable and safe all along the journey – from starting point to the final destination. This means that not only public transport stops must be considered in this respect, but also the walkway to and from the house or work place to the public transport stop. The following items require attention: a) On board a public transport vehicle - i.e. seating capacity, pleasant environment and

security.

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b) At public transport stops - i.e. convenient and safe walkways to stops and convenience and safety at stops.

3.5.1 MINIBUS TAXI

3.5.1.1 SUPPLY INFORMATION Taxi operations in the metropolitan area vary considerably in nature, depending on the area or type of service being provided, and can generally be categorised into the following types of services: Minibus taxi’s operating between places of residence and work opportunities. Minibus and sedan taxis providing feeder or distribution services in residential areas. Sedan taxis providing connector services between Motherwell and Zwide /Kwazakhele. Surveys conducted at the 49 taxi ranks in the area for the 2001 Current Public Transport Record (CPTR) found that about 119 000 passengers boarded taxis daily on 258 routes (destinations). The busiest ranks in order of passenger turnover were Griffin Street, Cleary Park and Durban Road (Uitenhage). Approximately 46 000 passenger trips originated from these ranks each day. The surveys indicate that, on average, minibus taxis only undertake 3.1 trips per day. This statistic alone is surely an indication of the current over-supply of taxis in the metropolitan area - one of the core reasons for the severe competition between taxi associations for routes and ranks. Furthermore, the results of the rank surveys indicate that passenger waiting times at taxi ranks in general, do not exceed 15 to 30 minutes, with only about 5% of all commuters waiting for longer than 30 minutes at a taxi rank. The longer waiting times obviously occur during the off-peak periods when it takes longer for taxis to fill up. Fares are determined by the taxi associations and, generally, passengers are not consulted when new fares are determined. The 2009/10 CITP indicated that based on information from the Eastern Cape Taxi Register, there were 2 347 registered minibus taxis in the NMBM area and only 1 304 (56%) of these had operating licenses according to the Provincial Operating License Board. New licensing information was obtained from the Eastern Cape Taxi Register in October 2010, which included all registered minibus taxis in the Cacadu region. No distinction is however made between the various areas within the region, therefore it is very difficult to identify the vehicles that operate within NMB. The number of registered minibus taxis within NMB should therefore be investigated in greater detail as part of the next PTP update. Nevertheless, based on the licensing information contained in the 2009/10 CITP, it meant that about 44% of taxis are operating illegally. It should also be noted that this may be due to the fact that the Operating License Board has also not issued new licenses pending the finalisation of the Integrated Public Transport System planning. Of particular concern regarding the mini-bus taxi fleet in the Nelson Mandela Bay Municipality, is the fact that the average vehicle age is approaching 12 years. The average vehicle age of sedan taxis is more than 16 years, which explains the dismal condition that most of these vehicles are in. In view of the aging vehicle fleet, roadworthiness should be a top priority in terms of law enforcement in future.

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Figure 3-4: Current Public Transport Routes

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3.5.1.2 DEMAND INFORMATION During 2009 a major public transport census was undertaken. The surveys were conducted on major corridors throughout the area between 06:00 to 18:00. The following table indicates the number of vehicle and passenger trips per day by minibus taxi crossing the corridor cordons: Table 3-4: Taxi Demand by Corridor (2009)

No CORRIDOR TRIPS PASSENGER TRIPS

IN OUT TOTAL IN OUT TOTAL

A Dibanisa Road (Motherwell) 303 418 721 2233 2615 4848

B Commercial Road 1040 936 1976 8809 7765 16474

C Standford Road (Livingston Hospital) 1650 1739 3389 13574 15920 29494

D Cape Road 522 225 747 2144 855 2999

E Humewood / Beach Road 1675 804 2479 9863 4070 13933

F Standford Road (Bethelsdorp) 1388 1137 2525 9151 9231 18382

G Kwanobuhle Access 1430 1230 2660 8592 12190 20782

TOTAL 8008 6489 14497 54366 52646 106912

3.5.2 BUS

3.5.2.1 SUPPLY INFORMATION The 298 bus routes served by the Algoa Bus Company comprises a total route length of 7 147km. These 298 routes consist of a core of 19 main routes, with various permutations and variations to these routes making up the remaining 279. The majority of bus routes are between 10 and 30 km long, with very few trips exceeding 40 km in length. The average bus trip length is 32 km, which is nearly double that of the average taxi trip length. The bus routes are served by a fleet of 408 buses. The main termini in the Metropolitan area are the Norwich Terminus in Strand Street, Bay Station, which is situated beneath the Settlers Way Freeway in Victoria Quay and Algoa Road in Uitenhage. In addition to the termini, there are 39 major or main stops within the NMBM. The main stops are defined as areas or stops where a large number of passengers board or alight. There are a further 21 smaller bus facilities (not embayments) situated throughout the area and these seem to adequately serve the needs of the bus operator and commuters. The major bus pickup points in Nelson Mandela Bay are shown in the following table.

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Table 3-5: Major Bus Pick-up Points

BUS PICK-UP POINT BUS PICK-UP POINT

Pier 14 Harrower Rd

Berry's corner Algoa Park

Korsten Greenacres

Bayview Pick 'n Pay Walmer Park

Cleary Park Overbaakens

Booysens Park Kabega park

Kwadwesi Westering

Kwamagxaki Newton Park

Veeplaas St Georges Hospital

Njoli Provincial Hospital

Daku Rd Mercantile Hospital

Ave A Livingstone Hospital

Koyana Dora Nginza Hospital

QeQe Mount Pleasant

Salamntu 17th Ave/Main road

Kleinskool Rowallan Park

Missionvale Bridgemead

Joe Slovo Commercial rd

Entire Motherwell Lorraine

Wells Estate

Sherwood

3.5.2.2 DEMAND INFORMATION The Algoa Bus Company currently transports approximately 65 385 passengers per day during 1 410 daily trips. As shown in the following table, more passengers are transported during the am period than in the pm. There has been a decrease in passenger trips when compared with information obtained in 2008 from 91 728 trips to 65 385, a decline of approximately 28%. Table 3-6: Average Weekday Bus Vehicle and Passenger Trips (2010)

During 2009 a major public transport census was undertaken. This included traffic surveys on major corridors throughout the area. The surveys were conducted between 06:00 and 18:00. Table 3-7 indicates the number of vehicle and passenger trips per day by bus crossing the survey cordons:

PERIOD VEHICLE TRIPS PASSENGER TRIPS

am Period 719 34 125

pm Period 691 31 260

Total per Day 1 410 65 385

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Table 3-7: Bus Demand by Corridor (2009)

No CORRIDOR

NAME

TRIPS PASSENGER TRIPS

IN OUT TOTAL IN OUT TOTAL

A Dibanisa Road (Motherwell) 180 196 376 4360 5344 9704

B Commercial Road 139 333 472 5717 2617 8334

C Standford Road (Livingston Hospital) 169 172 341 3626 3893 7519

D Cape Road 121 114 235 5490 3409 8899

E Humewood / Beach Road 107 82 189 2990 2707 5697

F Standford Road (Bethelsdorp) 82 69 151 2509 1971 4480

G Kwanobuhle Access 59 52 111 2567 2066 4633

TOTAL 857 1018 1875 27259 22007 49266

Additional information on the demand and supply of buses in the NMBM was obtained from the Algoa Bus Company and is shown in Table 3-8.

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Table 3-8: Algoa Bus Company Data 2009/10

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3.5.3 COMMUTER RAIL Commuter rail services are currently provided between Port Elizabeth and Uitenhage, a distance of 31 km. Eleven train stations are situated along this line. On weekdays (Monday to Friday) the commuter rail service is operated in the morning peak (departure times from 05:30 to 07:50) and afternoon peak (departure times from 14:25 to 18:15). Twelve train trips per day are operated on weekdays. A Saturday service is operated from Uitenhage departing at 06:45 and returning from Port Elizabeth at 13:45. No train service is provided on Sundays or on public holidays. A summary of the number of passengers boarding and alighting at all stations was obtained from surveys carried out by the Passenger Rail Agency of South Africa (PRASA) for the period 2003 to 2010 and is provided in the following table. Table 3-9: Train Passenger Counts at All Stations (2003 - 2010)

YEAR 2003 2004 2006 2007 2008 2010

IN 5801 4949 6079 5393 6958 6961

OUT 5832 5078 5847 5533 7585 7726

TOTAL 11633 10027 11926 10926 14543 14687

AVERAGE 5817 5014 5963 5463 7272 7344

The figures show that the average number of passenger trips by train on the Port Elizabeth – Uitenhage line was 7 344 per day in 2010 compared to 5 817 per day in 2003. The 2010 surveys therefore indicate a 26.3% patronage increase from 2003 to 2010. The daily ridership on the Port Elizabeth – Uitenhage line was approximately 14 500 passengers in 2010. From the survey information it is evident that the patronage trend fluctuated over recent years. Patronage declined in 2004 and 2007, followed by a significant patronage increase in 2008. The reasons for this increase could be attributed to the recent economic downturn and the fuel increase which had a direct impact to the increase of consumer goods and transport fares. Comparatively, rail being the most affordable amongst other modes of transport has seen a significant increase in commuter patronage. The following two tables indicate the current timetables for the train services for the 11 stations between Port Elizabeth and Uitenhage. Table 3-10: Port Elizabeth – Uitenhage PRASA Timetable (Jan 2010)

TRAIN NO WEEKDAYS SATURDAYS

0002 0004 0006 0008 0010 0012

Port Elizabeth 05h43 14h25 16h12 17h15 18h15 13h45

North End 05h47 14h29 16h16 17h19 18h19 13h49

Sydenham 05h51 14h33 16h20 17h23 18h23 13h53

New Brighton 05h55 14h37 16h24 17h27 18h27 13h57

Swartkops 06h00 14h42 16h29 17h32 18h32 14h02

Redhouse 06h06 14h48 16h35 17h38 18h38 14h08

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TRAIN NO WEEKDAYS SATURDAYS

0002 0004 0006 0008 0010 0012

Perseverance 06h12 14h54 16h41 17h44 18h44 14h14

Despatch 06h17 14h59 16h46 17h49 18h49 14h19

Cuyler Manor 06h21 16h50

De Mist 06h25 15h05 16h54 17h55 18h55 14h25

Uitenhage 06h28 15h08 16h57 17h58 18h58 14h28

Table 3-11: Uitenhage – Port Elizabeth PRASA Timetable (Jan 2010)

TRAIN NO WEEKDAYS SATURDAYS

0001 0021 0003 0005 0023 0007 0009 0013

Uitenhage 05h30 06h35 07h00 16h30 17h35 06h45

De Mist 05h34 06h39 07h04 16h34 17h39 06h49

Cuyler Manor 06h43 16h38

Despatch 05h40 06h47 07h10 16h47 17h50 06h55

Perseverance 05h46 06h53 07h16 16h53 17h56 07h01

Redhouse 05h52 06h59 07h22 16h59 18h02 07h07

Swartkops 05h58 07h05 07h28 07h50 17h05 18h08 07h13

New Brighton 06h03 06h50 07h10 07h33 07h55 17h10 18h13 07h18

Sydenham 06h07 06h54 07h14 07h37 07h59 17h14 18h17 07h22

North End 06h11 06h58 07h19 07h41 08h03 17h18 18h21 07h27

Port Elizabeth 06h14 07h01 07h21 07h44 08h06 17h21 18h24 07h30

The table below sets out the rail fares applicable up to April 2010. Table 3-12: Commuter Rail Fares

Single Week Month

MetroPlus Metro MetroPlus Metro MetroPlus Metro

4.50 3.50 31.00 18.00 103.00 60.00

10.00 5.00 70.00 27.00 235.00 100.00

3.5.3.1 THE PORT ELIZABETH – AVONTUUR NARROW GAUGE RAILWAY (APPLE EXPRESS)

The narrow gauge railway from Port Elizabeth to Avontuur was constructed to serve the Langkloof, a fertile farming area located to the west of Port Elizabeth. The line was commissioned in 1907 when track laying was completed to the terminus at Avontuur, a rail distance of 285 km from the harbour in Port Elizabeth. The deep and narrow Van Staden’s Gorge presented the railway engineers with a major challenge. A 77m high, 156m long steel trestle bridge was constructed to span the ravine and remains the highest narrow gauge railway bridge in the world. The railway, with its narrow 610 mm track gauge, differs from the normal gauge (1 067 mm) and is not connected to the rest of the country’s rail network. Most

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of the rail infrastructure is still intact and the line is currently open for traffic to the terminus at Avontuur. This classifies it as the longest narrow gauge (610 mm rail gauge) railway in the world. The possibility of providing a commuter rail service on the PE-Avontuur narrow gauge railway from PE's Western Suburbs to the city centre has not been investigated in detail. However, some important issues have been highlighted that must be considered before a detail feasibility study is entered into: Locomotive availability is not a problem as the current fleet of 17 Class 91 diesel-electric

locomotives is under-utilised and can thus be used for hauling suburban commuter trains. However, they do belong to Transnet Freight Rail, which means that long-term lease agreements will be required to ensure locomotive availability - one of the prerequisites for an uninterrupted commuter rail service.

Passenger rolling stock: The existing vintage coaches used on the Apple Express are, due to their age (some are older than 100 years) and heritage status, not suitable for use as commuter coaches. More robust coaches, with sliding doors, steel bodies and modern bogies are required. The capital cost of purchasing a fleet of new commuter coaches must be taken into account. Also, this is a narrow gauge railway with non-standard equipment, which means that the coaches cannot be purchased "off the shelf". They must be specially designed and built for use on 610 mm gauge track. This will add to the cost.

Converting redundant freight wagons into commuter coaches is not the answer as passenger rail vehicles are built with "softer" suspensions and use different bogies than those found on general freight wagons.

A number of commuter stations will need to be constructed from the airport westwards towards the urban edge. A typical station will consist of a raised platform, some form of shelter and should preferably include ablution facilities. There should be adequate space within the rail reserve for such stations/halts. However, the cost of building and maintaining the required station infrastructure could be quite high.

The terminus at Humewood Road is totally dilapidated and will require extensive upgrading to accommodate commuter traffic in compliance with modern safety standards.

A feeder service using busses and or minibus taxis will be needed to transport commuters from Humewood Road to various destinations in the southern part of the city.

The cost of upgrading road infrastructure and providing adequate parking for private vehicles at stations should be included in the economic analysis of the proposed rail commuter service.

The possible need for operational subsidies should be investigated.

3.5.4 INSTITUTIONAL AND ORGANISATIONAL ARRANGEMENTS The Algoa Bus Company is the only subsidised bus operator providing commuter passenger services in the Nelson Mandela Bay metropolitan area, operating approximately 408 buses during the weekday peak periods. There are ten (10) registered Taxi Associations (TA) based in the Nelson Mandela Bay metropolitan area and some have affiliates from surrounding towns in the Eastern Cape, mainly in the Cacadu District. These TA‘s have now been consolidated into 6 Co-operatives, 5 Primary and 1 Secondary Co-operative that comprises of the 5 Primary Co-operatives as shown in the following table.

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Table 3-13: New Taxi Co-operatives

CO-OPERATIVE TAXI ASSOCIATION GEOGRAPHICAL AREA NO OF

VEHICLES

Ubunye Ngamandla Primary Co-operative

Port Elizabeth & District Taxi Association

Zwide; Kwazakhele; New Brighton; KwaDwesi; KwaMagxaki; Motherwell; Kamvelihle; Walmer to CBD; Korsten; Uitenhage; Summerstrand; Greenacres; Mount Pleasant; Lorraine and long distance routes.

821

Uncedo Primary Co-operative

Uncedo Service Taxi Association

Zwide; Kwazakhele; New Brighton; KwaDwesi; KwaMagxaki; Motherwell; Kamvelihle; Walmer to CBD; Korsten; Uitenhage; Summerstrand; Greenacres; Mount Pleasant; Lorraine and long distance routes.

413

Tinarha Primary Co-operative

Uitenhage & District Taxi Association

KwaNobuhle; Kabah-Langa to CBD; Korsten; KwaZakhele; Kirkwood; Addo and long distance routes.

458 Uncedo Service Taxi Association

Uitenhage Taxi Association

Northern Primary Co-operative

Algoa Taxi Association

Bethelsdorp; Shauderville; Clearly Park; Booyens Park; to CBD; Korsten; Greenacres and long distance routes.

288 Northern Areas Taxi Association

Eastern Cape Long Distance Taxi Association

New Primary Co-operative

Western Suburbs Taxi Association

Korsten to Newton Park; Mangold Park; Kabega Park; Sherwood; Theescombe; Kragga Kamma; Vetteklip; St Albans and long distance routes.

138 Norwich Long Distance Taxi Association

The following table indicates the number of vehicles registered to the TA’s that do not make up the Co-operatives. Table 3-14: Taxi Associations, Membership and Vehicles

ASSOCIATION

NO OF REGISTERED

VEHICLES

NO OF REGISTERED

MEMBERS

NO OF VEHICLES

WITH OPERATING LICENSES

2010 2010 2010

Algoa TA (ATA) 297 193 192

Port Elizabeth and District TA (PEDTA) 712 507 404

East Cape Long Distance TA (ECLDTA) 100 62 72

Northern Areas Taxi Operators Ass (NATOA) 120 92 64

Norwich Long Distance TA (NOLDTA) 116 89 51

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ASSOCIATION

NO OF REGISTERED

VEHICLES

NO OF REGISTERED

MEMBERS

NO OF VEHICLES

WITH OPERATING LICENSES

2010 2010 2010

Uitenhage & District TA (UDTA) 263 169 152

Uncedo Service TA (PE) (USTA) 433 292 222

Uncedo Service TA (Uitenhage) (USTA) 154 137 51

Uitenhage TA (UTA) 57 36 34

Western Suburbs TA (WESTA) 95 45 59

Total 2347 1622 1304

3.5.5 OTHER PUBLIC TRANSPORT SERVICES

3.5.5.1 METERED TAXIS Metered taxis currently cater mainly for the tourism market and remain a largely untapped resource to complement and “fill in” the gaps in the public transport system. This section deals with the positioning of the metered taxi mode, and proposes a set of strategies to encourage its use in NMBM. Metered taxis have a low profile in NMBM, and base their operations mainly at the Port Elizabeth airport where there is some opportunity of serving the tourism market and South African-based business. More taxis operate via a radio call or cell phone system than from a fixed rank, and few are hailed while on the move. Most respond to business through clients hailing business by telephone. These operators rely on business contact passed on by advertising brochures at the airport, guesthouses and hotels. Many of these operators are often illegal and have little knowledge or regard for the need to apply for operating licenses. Neither NMBM nor the Operating Licensing Board have much understanding of the need for metered taxis, or the extent of the vehicle fleet and its operations. The metered taxi mode is in fact considered a low priority either in planning or in regulation, as the challenges in transforming other modes are more acute. Strategies for development of metered taxi services have been identified as follows: The metered taxi mode must be transformed and encouraged so as to better service the

tourism market and fill the public transport “gaps” in the local market. A database of all operators, vehicles owned and their operating circumstances must be

developed, and this must be used to obtain a clear and detailed understanding and record of all operators, both legal and illegal, and the markets being serviced.

Hotels and other tourism organisations must be made aware of the role of metered taxis, and services that have encroached unlawfully must be removed. This includes shuttle buses that operate metered taxi functions unlawfully and minibus-taxis.

The capacity to perform effective enforcement in relation to metered-taxis needs to be strengthened at a local government level.

3.5.5.2 TRANSPORT FOR LEARNERS In terms of the National Land Transport Act, the transportation of learners is classified as public transport. The Eastern Cape Education Department enters into contracts with some

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operators to provide transport for learners who live further than 5 km from their school. These contracts include recent appointments of minibus-taxi operators, who provide transport to and from schools. Applications for operating licenses through the Operating Licensing Board must be made before minibus-taxis are used as learner transport services. Learners are expected to make use of the mainstream public transport services and this will be borne in mind by NMBM when designing the public transport system. Special fare subsidies for learners using public transport need to be reviewed by the Provincial and National Departments of Transport, because no subsidy is currently provided for learners. In terms of the Draft National Scholar Transport Policy, November 2007, the Department of Transport will retain overall responsibility for scholar transport. The DoT will collaborate with the Department of Education and other sub-structures. The DoT will formulate a national policy for scholar transport after consultation with stakeholders. Provincial Departments of Transport must prepare an implementation strategy for inclusion in the Provincial Land Transport Framework as well as in the Integrated Transport Plans of Local Authorities. The Local Authorities must develop detailed operational plans on the basis of information from schools, and in line with Provincial plans. The 2009/10 CITP proposed that the NMBM prepare, in consultation with the Provincial Department of Roads and Transport, a detailed operational plan for scholar transport for inclusion in the next CITP. To date, this proposal has not been taken any further by the NMBM, but it is believed to still be relevant and should therefore be given consideration accordingly.

3.5.5.3 ACCESSIBLE TRANSPORT The term “mobility - disadvantaged people” (MDP) is somewhat broader than the term “people with disabilities” (PWD). PWD comprises people with sensory impairments, mental deficiencies, physical disabilities and multiple disabilities. Each category can have a range of level of disability particularly when considering special requirements for improving overall accessibility for PWD. For example, a person with a physical disability could be ambulatory (capable of walking) or be reliant on a wheelchair. In this regard it is noted that some PWD’s are not necessarily MDP. MDP, whilst inclusive of most PWD’s, comprises also certain aged people, youth, women, illiterates, poor people and residents of the more rural sectors of the metropolitan area. The NMBM is currently planning to implement an Integrated Public Transport System to be operated by new entities in terms of negotiated contracts. In terms of these contracts, it is implicit that the new public transport system will be full accessible for PWD’s, inclusive of vehicles and infrastructure. The NMBM has recently initiated several measures to improve its accessibility for People with Disabilities such as: Adoption of SABS 0400 of the National Building Regulation into the Town Planning

Scheme. Construction of special ramps at intersections and pedestrian crossings for wheelchairs

with special surface texture to warn blind people such as on Govan Mbeki Avenue and at Shark Rock on Marine Drive.

Experimental installation of traffic signals with sound to inform blind people.

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3.6 ROAD INFRASTRUCTURE The primary road network in the NMBM comprises of the roads as shown in the table below. The total length of the primary road network is 4 179.9km compared to the figure shown in the 2009/10 CITP of 4 158.7km. The road network has thus been lengthened by 21.2km. Table 3-15: The Primary Road Network (Source: Pavement Management System)

ROAD CATEGORY LENGTH

(KM) VERY GOOD

GOOD FAIR POOR VERY POOR

UNDER CONSTR-UCTION

ROAD CLOSED

National Roads 158.4 UNKNOWN

Provincial Surfaced Roads

450.9 UNKNOWN

Provincial Unsurfaced Roads

272.6 UNKNOWN

Roads of Metropolitan Significance (main public transport routes)

482.6 276.3 184.8 4.4 0.6 0 16.5 0

Minor Roads (surfaced)

2354.2 1278.3 1002.0 50.7 2.3 0.5 6.4 14.0

Minor Roads (unsurfaced)

461.2 UNKNOWN

Total Length (km) 4179.9 1554.6 1186.8 55.1 2.9 0.5 22.9 14

Inter city traffic is accommodated on the National Route N2 which bisects the NMBM area. The main road network is generally in a fair condition and provides good mobility for commuter and commercial traffic to all parts of the city. In some areas where significant development and growth is occurring, the main road system is in need of upgrading to improve capacity. This is being impeded by a lack of funding for road construction. Indications are that there has been a slight improvement in the overall road surfacing and structural condition of roads between 2004 and 2006. The level of service (LOS) provided by the primary road network is generally good with only 31km of roads being congested during the weekday morning peak traffic hour in 2010. Traffic congestion does however occur throughout the area at localised intersections during this period. The minor road network requires some upgrading, however a good level of service is generally provided. Due to a backlog in maintenance funding, there is an ever increasing general deterioration in the condition of the road network. The metropolitan road network consists of a hierarchy of national, provincial and municipal roads. The roads which have been classified by the NMBM as being of metropolitan significance by the function that they perform, are shown in the following figure.

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Figure 3-5: Existing Roads of Metropolitan Significance

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3.7 NETWORK USAGE Metro wide traffic counts were carried out during 2009 and 2010 to collect traffic input data for the NMBM’s VISUM transport model update. Count stations were located on numerous traffic cordons throughout the metro, as shown in Figure 3-6. Descriptions of the cordons and count stations are shown in the table below. These 12-hour counts (6:00 – 18:00) were conducted during the months of October 2009, November 2009, July 2010 and August 2010, and differentiated between cars, trucks/light delivery vehicles (LDV’s), minibus, bus, motorcycles and pedestrians. The NMBM Transport Demand Model was developed in 2004 on the ptv VISUM software platform and is used to determine a suitable transport network in the NMBM area, assess the impact of land use development on the proposed network as well as plan future integrated rapid public transport for the NMBM. The VISUM transport model was updated as part of the 2011-2015 CITP preparation process. The transport model update process and resulting findings are discussed in more detail in Chapter 5 of this report. Chapter 7 (Section 7.1.3) contains further details regarding the road network’s base year performance indicators and the improvements required to relieve traffic congestion. Table 3-16: Descriptions of NMBM Cordons and Count Stations (Source: Transport Model Update)

CORDONS

POINT DESCRIPTION

A At crossing of Dibanisa Road and Zunga Street

B At crossing of Commercial Road and Cadle Street

C In Standford Road at Livingstone Hospital west of Ablett Street

D At Cape Road east of William Moffett Expressway

E In Humewood Road at Apple Express Station

F In Standford Road east of intersection of Standford Road and Bethelsdorp Road

G At intersection of Matanzima and Mel Brooks Streets

COUNT STATIONS

POINT DESCRIPTION

1 On Old PE/Uitenhage Road (Road R368) northwest of Nooitgedacht Road

2 On Old Cape Road east of Mission Road

3 Headingly Road at corner with Caledon Street in Kunene Park

4 On corner of Kabega Road and Frikkie Kotze Drive in Vikingvale

5 Kragga Kamma Road east of Circular Drive

6 Main Road east of 17th Avenue/William Moffett Expressway

7 Buffelsfontein Road east of 17th Avenue

8 Victoria Drive east of Glendore Road

9 La Roche Drive west of Forest Hill Road

10 In Walmer Road at South End Fire Station

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COUNT STATIONS

POINT DESCRIPTION

11 Target Kloof Road east of Chelmsford Avenue

12 Fontein Street south of Heugh Road

13 William Moffett Expressway north of Alan Drive

14 In Burt Drive east of Disa Avenue

15 In Bramlin Markman Road between Malabar and Westering

16 In Groot Kloof under bridge linking Malabar and Schauderville

17 Langenhoven Drive between Harrower Road and Burt drive

18 In Harrower Road at Firestone factory (NOT COUNTED - ROAD UNDER CONSTRUCTION AT TIME OF SURVEY)

19 In Uitenhage Road northwest of Ambrose Street (NOT COUNTED - ROAD UNDER CONSTRUCTION AT TIME OF SURVEY)

20 In Grahamstown Road at North End Cemetery

21 In Keaton Street at bridge below N2 freeway

22 In Standford Road at Cleary Park Shopping Complex Taxi Rank

23 Mission Road north of Kuyga township

24 On Uitenhage Road (R75) southeast of Despatch East interchange

25 On Trunk Road 63 southeast of Despatch East interchange

26 Ralo Street north of Uitenhage Road entering Kwamagxaki

27 On Perseverence Road north of Uitenhage Road

28 On Perseverence Road south of Uitenhage Road

29 Johnson Road north of Uitenhage Road

30 Spondo Street south of Struan Way

31 In Mati Road at railway crossing

32 In Sheya Kulati Road at railway crossing

33 In Ferguson Road west of Grahamstown Road

34 On N2 freeway at Swarkops River crossing

35 Old Grahamstown Road between Swartkops and Amsterdamhoek

36 Addo Road (R335) south of Grahamstown Road (R102)

37 On Coega-Uitenhage Road (R334) west of Tyinira Street

38 In Hoog Street at bridge with R75

39 In Chief Albert Luthuli Street at stop with End Street

40 In Cape Road at last T Intersection from Kwanobuhle

41 In Union Avenue east of R75 interchange

42 In Algoa Road east of Mel Brooks Avenue

43 In Union Avenue west of Van der Stel Avenue

44 In Cuyler Street at the bridge

45 In Durban Street west of Cuyler Street

46 Caledon Street west of Cuyler Street

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COUNT STATIONS

POINT DESCRIPTION

47A Church Street south of High Street

47B Daniel Pienaar Drive west of Van der Stel Avenue

48 At crossing Graaff Reinett Road and Verwoerd Roads

49 At T-Junction of Ross Gradwell Street and Mpenzana Crescent

50 Mission Road north of Old PE – Uitenhage Road

Figure 3-6: NMBM Cordons and Count Stations (Source: Transport Model Update)

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3.8 TRANSPORT SAFETY

3.8.1 TRANSPORT SAFETY POLICY Chapter 2, part two of the NLTTA (No 22 of 2000) sets out the National Land Transport Policies related to Safety as follows.

Safety and effective law enforcement must be promoted as vital factors in the land transport management and regulatory systems, and the efforts in this regard of all component authorities and functionaries must coordinate to prevent duplication.

The National Land Transport Strategic Framework, which is a legal requirement in terms of Clause 21 of the National Land Transport Transition Act, embodies within its contextual framework strategies within 15 separate functional areas described in terms of outputs and actions to achieve the outputs. These functional areas are inclusive of Traffic Safety and Enforcement. The White Paper on National Transport Policy as published in 1996 addressed the safety component of traffic as follows.

Improve the safety, security, reliability, quality and speed of transporting goods and people.

The Eastern Cape White Paper on Transport Policy is based on the National strategic objectives and calls for:

The promotion of safe, secure, reliable and sustainable transport where appropriate. Adequate enforcement to promote the safe and efficient movement of traffic and to

maintain a safe and secure environment for pedestrians. Improved transport safety.

3.8.2 THE ACCIBASE SYSTEM The NMBM Safety and Security Directorate commissioned the preparation of a data base system for accident records, ACCIBASE, in 1996/7. This has proven to be a useful tool for analysis and motivation of accident black spot improvement programs. In 2004, the ACCIBASE system was expanded to include all records in NMBM, of both Port Elizabeth and Uitenhage, and was made accessible to all transport planners in the NMBM. Various deficiencies in data capturing and dissemination of records occur in the ACCIBASE system, including the following most pertinent issues:

The base map on which accident locations are plotted is out of date and therefore does not indicate recently built roads

The quality of completed accident forms is generally poor, particularly in terms of accurately recording collision locations

Transport modes involved in road accidents are often not specified, for example it is not generally denoted if freight vehicles, buses, taxis, private vehicles and/or pedestrians were involved in particular collisions

3.8.3 ROAD ACCIDENT STATISTICS To be valuable, accident records need to be comprehensive, complete, accurate and continuous. They are used to:

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identify high frequency accident locations. identify high severity accident locations. indicate probable causes of accidents. indicate potential traffic management and upgrading measures that can improve

traffic safety conditions. monitor effectiveness of improvement measures implemented.

Accidents over five years from 2005 to 2009 (latest data available) for the 20 locations with the most severe accidents in terms of the severity index (SI) are listed in the following table. SI is calculated by dividing the equivalent accident numbers, EAN, by the total number of accidents occurring at the site. EAN is determined from weighting severity according to a nationally recognized formula: fatal x 10, serious injury x 6, minor injury x 3, damage only x 1. Table 3-17: Key Accident Locations

 LOCATION FATAL

NO INJURY

SERIOUS SLIGHT TOTAL EAN SI

1  DIBANISA ROAD 31 1121 158 382 1692 3525 2.08

2  STANDFORD ROAD 18 651 64 204 937 1827 1.95

3  OLD P.E. UITENHAGE ROAD 10 665 45 218 938 1689 1.80

4  STANDFORD ROAD SB 7 1003 45 283 1338 2192 1.64

5  OLD GRAHAMSTOWN ROAD 6 654 39 120 819 1308 1.60

6  DAKU ROAD 6 847 43 160 1056 1645 1.56

7  KOYANA STREET 5 955 51 178 1189 1845 1.55

8  KABEGA ROAD 5 1003 52 182 1242 1911 1.54

9  UITENHAGE ROAD NB 15 1081 37 181 1314 1996 1.52

10  STANDFORD ROAD NB 4 1387 51 309 1751 2660 1.52

11  NJOLI STREET 3 1052 41 151 1247 1781 1.43

12  MARINE DRIVE 5 826 33 97 961 1365 1.42

13  DURBAN ROAD 3 1072 22 166 1263 1732 1.37

14  CAPE ROAD EB 5 1999 30 298 2332 3123 1.34

15  GOVAN MBEKI AVENUE SB 2 1174 33 130 1339 1782 1.33

16  KEMPSTON ROAD NB 3 744 13 84 844 1104 1.31

17  MAIN ROAD 1 1173 17 136 1327 1693 1.28

18  GOVAN MBEKI AVENUE NB 0 1283 27 108 1418 1769 1.25

19  CAPE ROAD WB 1 1476 16 147 1640 2023 1.23

20  RING ROAD 0 1273 7 37 1317 1426 1.08

The following table provides the locations that have the highest numbers of pedestrians involved in accidents in NMBM for the five years between 2005 and 2009. Table 3-18: Top Accident Locations that involved pedestrians

 LOCATION FATAL

NO INJURY

SERIOUS SLIGHT TOTAL EAN SI

1 TYINIRA STREET 8 46 21 28 103 336 3.26

2 STANDFORD ROAD 3 48 19 38 108 306 2.83

3 KABEGA ROAD 2 53 20 39 114 310 2.72

4 BAFANA STREET 3 32 6 34 75 200 2.67

5 OLD P.E. UITENHAGE ROAD 8 81 17 51 157 416 2.65

6 DAKU ROAD 5 88 21 64 178 456 2.56

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7 UITENHAGE ROAD NB 8 88 14 45 155 387 2.50

8 NJOLI STREET 3 105 23 79 210 510 2.43

9 STANDFORD ROAD SB 3 68 14 41 126 305 2.42

10 HIGHFIELD ROAD WB 1 41 9 24 75 177 2.36

The following table provides information of the total number of accidents by accident type for the metropolitan area. This table shows that the total number of traffic accidents increased between 2005 and 2006, after which it decreased from 2006 to 2009. Table 3-19: Number of Accidents and Casualties

YEAR FATAL NO INJURY SERIOUS SLIGHT TOTAL INCREASE/ DECREASE

2005 153 24627 982 5214 30976

2006 155 29033 1100 4723 35011 +13.0%

2007 162 28752 1208 4588 34710 -0.8%

2008 129 25311 1005 4274 30719 -11.5%

2009 117 24541 900 3644 29202 -4.9%

The road accident data for 2010 are still in the data capturing process and thus unavailable for use at the time of preparing this report.

3.8.4 MITIGATING TRAFFIC SAFETY ISSUES In order to address the issue of road safety in NMBM, the Municipality commissioned a Traffic Safety Plan (TSP). The vision for NMBM with regards to traffic safety is:

“To be a city with a constantly decreasing number of fatalities and serious injuries from road accidents, through co-ordinated traffic safety initiatives”.

The TSP has the following objectives:

Reduce vehicle speeds to appropriate levels Remove excessive intrusive traffic (for example from rat-running) Enhance facilities for pedestrians, cyclists and other vulnerable road users Institute a uniform traffic management approach across NMBM Create a safer and more liveable environment

The policy objectives should be accomplished through the implementation of the following strategies that should be considered a priority by NMBM:

Calming of residential street to enhance community living Adopt a “people first” design strategy for residential areas Improve traffic law enforcement Implement education programmes for road users, that focus specifically on vulnerable

road users Improve the traffic management on main roads through or near residential areas Introduce an ongoing traffic safety monitoring system.

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3.9 FREIGHT TRANSPORT ROUTES The NMBM wide traffic count information that was collected in 2009 and 2010 for the VISUM transport model update was used to extract heavy goods vehicle data. The data was assessed in relation to the total volume of traffic counted at each station, as shown in the table below. The truck/LDV data recorded at each count station was used as a representation of the heavy goods vehicles present on the road network. The number of heavy goods vehicles expressed as a percentage of the total vehicles counted at each station range from 5% to 31%, with the average being 18%. The 85th percentile of 24% (fields coloured yellow) was used as an indicator for a high presence of heavy goods vehicles along a route or in a specific area. The above traffic data combined with the industrial zones of the NMBM were used to identify freight routes within the Metro, as shown in Figure 3-7. The identified routes were discussed with the NMBM Traffic Department in October 2010 and agreement was reached that these are the most likely routes to be used for the transportation of freight by road within NMBM. The route information was subsequently distributed to the local business industry, with assistance from the Transport Task Team of the Port Elizabeth Regional Chamber of Commerce and Industry (PERCCI), in November 2010 for comments. Limited feedback was however received from the local business industry in this regard and the identified freight routes were finalised accordingly. Table 3-20: Heavy Goods Vehicle Data (06:00 – 18:00) (Source: Engineering Advice & Services)

STATION/ CORDON

ID COUNT DATE

HEAVY GOODS VEHICLE TRIPS

% OF TOTAL TRIPS

TOTAL TRIPS

IN OUT TOTAL IN OUT TOTAL

1 July 2010 457 753 1210 28% 1903 2343 4246

2 October 2009 9 20 29 23% 58 68 126

3 October 2009 43 30 73 12% 356 271 627

4 October 2009 756 592 1348 10% 7223 6572 13795

5 October 2009 1162 1095 2257 14% 8310 7992 16302

6 October 2009 1326 1294 2620 12% 10035 11229 21264

7 October 2009 990 911 1901 12% 8770 7161 15931

8 October 2009 906 662 1568 28% 3231 2401 5632

9 July 2010 1055 1199 2254 15% 6953 8002 14955

10 July 2010 1954 1463 3417 20% 10910 6488 17398

11 July 2010 2877 1849 4726 22% 11108 10220 21328

12 October 2009 182 149 331 10% 1521 1719 3240

13 October 2009 1473 1372 2845 15% 9150 10431 19581

14 October 2009 744 1594 2338 20% 4556 6967 11523

15 October 2009 275 399 674 10% 3213 3593 6806

16 October 2009 474 429 903 13% 3687 3409 7096

17 October 2009 1444 2017 3461 14% 12175 11788 23963

18 Road under construction at time of count

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19 Road under construction at time of count

20 August 2010 938 755 1693 30% 2909 2653 5562

21 October 2009 542 808 1350 17% 3586 4439 8025

22 August 2010 1242 978 2220 18% 6606 6068 12674

23 October 2009 465 681 1146 23% 2607 2294 4901

24 October 2009 791 993 1784 14% 6663 6365 13028

25 October 2009 1205 1000 2205 25% 4602 4393 8995

26 October 2009 137 144 281 5% 2539 2726 5265

27 October 2009 658 944 1602 23% 3329 3536 6865

28 October 2009 418 438 856 21% 2002 2118 4120

29 October 2009 334 650 984 14% 3033 4079 7112

30 October 2009 888 1005 1893 19% 5301 4629 9930

31 October 2009 1589 2894 4483 19% 10259 13227 23486

32 October 2009 509 537 1046 20% 2614 2699 5313

33 October 2009 996 802 1798 22% 3942 4341 8283

34 October 2009 2354 2587 4941 21% 11636 11925 23561

35 October 2009 348 411 759 20% 1844 1990 3834

36 October 2009 827 971 1798 17% 5038 5347 10385

37 October 2009 349 323 672 28% 1258 1168 2426

38 July 2010 63 107 170 24% 404 316 720

39 July 2010 244 298 542 20% 1984 722 2706

40 July 2010 872 940 1812 31% 3383 2428 5811

41 July 2010 632 703 1335 26% 2873 2219 5092

42 July 2010 1163 1637 2800 25% 5798 5271 11069

43 July 2010 633 1462 2095 12% 6911 11251 18162

44 July 2010 437 545 982 17% 2961 2814 5775

45 July 2010 621 704 1325 21% 3457 2927 6384

46 July 2010 482 1018 1500 15% 4207 6096 10303

47a July 2010 74 166 240 21% 551 568 1119

47b July 2010 511 348 859 12% 3040 4113 7153

48 July 2010 94 100 194 6% 1578 1537 3115

49 July 2010 205 178 383 12% 1599 1490 3089

50 August 2010 290 265 555 17% 1640 1537 3177

A October 2009 901 1214 2115 18% 5785 5990 11775

B October 2009 2334 2224 4558 19% 12338 11541 23879

C October 2009 1690 1844 3534 13% 13176 13395 26571

D October 2009 1367 1193 2560 8% 15358 14774 30132

E July 2010 2048 1285 3333 13% 12610 13118 25728

F November 2009 1645 1588 3233 12% 12147 14490 26637

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G July 2010 1482 1195 2677 22% 6571 5572 12143

TOTAL 100268 16% TOTAL 608118

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Figure 3-7: Existing Freight Routes

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3.10 AIRPORTS There are three airports in the NMBM area, two of which, Uitenhage Airport and Progress Airport, are relatively insignificant in a metropolitan transportation planning context. They do have significance though to civil aviation planning, particularly where consideration is being given to extending Port Elizabeth Airport or to creating a new airport at Coega. Uitenhage Airport Uitenhage Airport, owned by the local government, is registered for public use with two grass runways, 800m and 700m long. The main runway is considered to have a relatively high pavement strength for this type of airport. Uitenhage Airport lies between the Uitenhage industrial areas and Kwanobuhle, about 35km from the Port Elizabeth Central Business District. The area around the airport is reserved up to a height of 11 000 feet for general aviation activities only and is classified as a danger area on aeronautical maps. Progress Airport Progress Airport is a private airport, located at Greenbushes about 20km west of the Port Elizabeth Central Business District. This airport has few facilities with two grass runways 800m and 658m long. Port Elizabeth Airport Port Elizabeth Airport, owned and managed by the Airports Company South Africa (ACSA), lies 3km southwest of the Port Elizabeth CBD in the suburb of Walmer and is close to the main tourist facilities and hotels on the beachfront. This airport is one of ten in South Africa, the only one in the province, with designated international status.

3.10.1 PORT ELIZABETH AIRPORT

3.10.1.1 OVERVIEW The total land area of the Port Elizabeth Airport is approximately 420ha. On this land there are currently two paved runways and a third grassed runway. The passenger terminal area is located on the northern side of the main runway, with the general aviation area and the cargo area lying to the west of the terminal area. The terminal building layout is based on a single level handling concept with the key processing areas, e.g. check-in, departure lounge and reclaim on ground level. A basement is provided for baggage make up and technical areas. Level 1 provides amongst others offices, restaurants and meeting rooms. The total floor area is about 14,400m2. Although the building handles predominantly domestic flights it is possible to handle international flights by using mobile passport control desks. Departing passengers will be contained in a segregated gate lounge after passport controls, with arriving passengers being screened prior to entering the baggage reclaim area. On the airside of the terminal, separate walking lanes are provided to segregate arriving and departing passengers. The departing corridor / lounge currently provides 10 doors to 5 departure gates in a common use lay-out. The arrival terminal contains two baggage reclaim belts and an international arrival facility for passport control.

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Short and long stay parking areas are located to the north of the terminal buildings as well as car hire facilities. Kerb side facilities provide for the following:

Metered taxi bays Coach pick-up / drop- off areas Private vehicle pick-up / drop- off areas

To the east of the terminal building and beyond the eastern extremity of the east / west runway, is located the Air Force Base hangars and apron for use by military aircraft. The apron gains access to the airport runway via a gate. The road access to this facility is through the Military Base to the east. Vehicles entering this area are therefore subject to the military security procedures at the main entrance to the Military Base. The current layout of the PE Airport is shown in Figure 3-8.

3.10.1.2 FACILITIES The following table summarises the main facilities that are provided at the PE Airport and highlights some of the current deficiencies that require attention: Table 3-21: Facilities at the PE Airport

ITEM FACILITY

Transport facilities Public transport kerb (4 bays) Shuttle and metered taxi kerb (25 bays) No public transport holding area (proposed to be constructed)

Information One information desk. No I-help facilities. Additional staff and facilities under review.

Ticketing for public transport No facilities. To be provided as well as security. To negotiate area, sights, telephone lines, plugs, rental with ACSA.

Baggage holding No, due to security issues

Car rental Yes 1 Time, Europcar, Tempest, Avis, Budget, Hertz, Woodford, Dollar Thrifty

Parking Short and long term pay parking areas.

The growth of tourism in the region, along with preparations for the 2010 football world cup, have required a number of improvements including a terminal expansion which can now handle up to two million passengers every year. This facility provides a central retail area as well as a fully compliant international arrivals and departures terminal to complement upgraded amenities for domestic traffic.

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Figure 3-8: Existing Airport Layout

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3.10.1.3 OPERATIONS AND CAPACITY Air travel services are currently provided from the PE Airport to / from the following destinations:

Johannesburg Cape Town Durban East London

The current passenger profile is:

75% business and politicians 15% local travel 10% tourists

The airport currently handles more than one million passengers per year and over 800 tons of cargo, including flowers, frozen lobster, meat, ostrich skins and mushrooms.

3.10.1.4 AIRPORT MASTERPLAN The preparation of a long term Masterplan for the PE Airport is currently being developed and has therefore not been released by ACSA. It is envisaged that the Masterplan will be developed in the long term, although some of the long term proposals have already been implemented. The following is a short summary of some of the land-side proposals contained in the Masterplan.

Hotel development (complete) Multi-storey car park Construct extensions to terminal buildings Re-align existing internal roads Re-align Allister Miller Drive (complete) Construct arrival/ departure kerb in front of new Terminal Construct long term parking areas Move freight forwarders Relocate car rental facilities (in progress) Construct bridge over railway line Train and IPTS Station

3.11 HARBOURS The following information concerning current operations at the Port of Port Elizabeth and the Port of Ngqura has been drawn mainly from the Transnet National Ports Authority website in January 2011.

3.11.1 PORT OF PORT ELIZABETH

3.11.1.1 OVERVIEW The Port of Port Elizabeth is managed by Transnet National Ports Authority, a division of Transnet LTD and is situated in Algoa Bay on the south-eastern coast of Africa, midway between the Ports of Durban (384 nautical miles north-east) and Cape Town (423 nautical miles west).

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The port is striving to be a world class port by adhering to international standards such as ISPS code. The port has integrating systems as this provides a framework for a holistic management system that can embrace all the processes and elements that need to be controlled. The port has the following accreditations: ISO 9001, ISO 14001, OHSAS 18001 and AMS 16001. The Port of Port Elizabeth is the fifth largest port in Southern Africa, based on tonnage handled, and the third largest in terms of revenue earned. The latest available statistics indicate that the port handled 4,517,673 metric tons of bulk cargo and 909,421 metric tons of breakbulk cargo during the 2008 calendar year, with a total of 1273 vessel arrivals at the port during this period. The port has a container terminal (one of three in South Africa), dry bulk terminal, breakbulk terminal, bulk liquid terminal, car terminal, ship repair and fishing industry facilities. Over the years, the port has gained a sound reputation for service quality and flexibility, a view shared by parties in the shipping fraternity. Most of the cargo channelized through Port Elizabeth is generated in, or is destined for, the greater Algoa Bay area, reaching up to the Sundays River and Langkloof Valleys, however, some cargo is transported by rail and road to and from the Free State and Gauteng. The Algoa Bay area is heavily industrialised and intensively farmed. Traditionally, Port Elizabeth and nearby Uitenhage, which is part of the NMBM, have been the centre of the South African motor industry. As a result the port imports large volumes of containerised components and raw materials for this industry. The bulk of exports comprise agricultural products: timber, wool, textiles, skins and hides in containers, as well as palletised citrus and deciduous fruit. Manganese ore, motor vehicle industry related products and steel are also exported. The Port of Port Elizabeth is equipped with VTS (Vessel Tracking Systems). The port has a large fishing industry and catch approximately 80% of the squid in SA. In 2008 consideration were given to the rehabilitation of dilapidated fishing industry facilities, but the viability of the project would depend on the findings of a feasibility study. The entrance channel has a depth of 14,5 metres Chart Datum (LAT) and a width of 310 metres. Ships intending to anchor in the bay must keep clear of the approach channel. The layout of the port is shown in Figure 3-9.

3.11.1.2 TRANSPORTATION The port has direct transport links with the main consumer markets and industrial zones in the Southern African continent. Electrified railways (20 ton per axel load capacity) and the road network link the port with Gauteng as well as South Africa’s northern neighbouring states.

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Figure 3-9: Port of Port Elizabeth (Source: Google Earth)

3.11.2 PORT OF NGQURA

3.11.2.1 OVERVIEW The Port of Ngqura and adjacent Coega Industrial Development Zone (IDZ) 20km east of Port Elizabeth is South Africa's primary location for new industrial investments. The new deepwater port is regarded as the catalyst that will unlock the development potential of the 12 000 hectares of land at the IDZ by providing the necessary access to international markets. Situated on South Africa's Eastern Cape coast, equidistant from American, European and Pacific Rim destinations, it is ideally placed to serve both local and international markets. The IDZ is aimed at industries focused on the beneficiation of the country's natural resources, thus promoting the country as an exporter of value-added products. The layout of the port is shown in Figure 3-10.

3.11.2.2 INFRASTRUCTURE Transnet National Ports Authority has built a modern deepwater port while the Coega Development Corporation is developing the entire landside infrastructure for the IDZ. The area is already well serviced by existing transport networks and a skilled labour force. Complementing the Port of Port Elizabeth, this port has been built at the mouth of the Coega River.

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Comprehensive studies have been completed to establish technical and environmental feasibility of the port. An environmental management system was implemented to manage every aspect of the natural, physical and socio-economic environment of the project. The paleo-channel at the mouth of the Coega River in the protected Algoa Bay provided an opportunity for the economic development of a deepwater port. The port is able to accommodate vessels up to 80 000 deadweight tonnage. Two breakwaters and five berths were constructed, plus two container and three general bulk cargo berths, each of 300 meters in length. In October 2009 commercial ship operations (containers) commenced at the new port. With the current economic growth in South Africa, the container ports of Port Elizabeth, Durban and Cape Town would only offer a short-term solution as they are nearing capacity. The need to provide further container capacity has contributed towards the development of South Africa's eighth port. Figure 3-10: Port of Ngqura (Source: Google Earth)

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3.11.2.3 ADVANTAGES OF THE NEW PORT The following items have been identified as the major advantages for investors in the new port and IDZ:

Vast land resources suitable for industrial parks customised for heavy, medium and light industries.

Purpose-built, world-class infrastructure Integration with SA's newest deepwater port, a world-class gateway to international markets.

Terminals for containers, general cargo and bulk cargo. Inter-modal transportation linkages. Economic clusters centred on backward and forward integration. Customs-secure areas. One-stop-shop investor facilitation. Customised employee training programmes. World-class environmental policies and standards.

3.12 FINANCIAL INFORMATION Financial information relative to income, from the various funding sources, and expenditure for the NMBM Roads, Stormwater and Transportation Sub-Directorate was obtained from the NMBM Budget and Treasury Department for the 2009/10 and 2010/11 financial years. The capital income and expenditure for the 2009/10 financial year is shown in the following table. Table 3-22: Capital Income and Expenditure for the 2009/10 Financial Year

DESCRIPTION BUDGET (R) ACTUAL (R) % SPENT (BUDGET)

INCOME (CAPITAL RECEIPTS)

Public Transport Infrastructure & Systems Grant (IPTS):

Opening Balance in Cashbook as at 1 July 2009 280,641,916.15

Cash Receipts for 2009/10 financial year 147,078,000.00

Available funding for IPTS in 2009/10 472,719,916.15

Transportation Improvements: Public Contributions

Opening Balance in Cashbook as at 1 July 2009 19,342,582.30

Cash Receipts for 2009/10 financial year 1,312,995.60

Available funding for transportation improvements in 2009/10

20,655,577.90

Loan Funding Received for Capital Projects:

Loan funding received for 2009/10 financial year 213,106,483.16

Available loan funding for 2009/10 213,106,483.16

Other Grant Funding Received for Capital Projects:

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DESCRIPTION BUDGET (R) ACTUAL (R) % SPENT (BUDGET)

Neighbourhood Development Grant (NDPG) funding received for 2009/10 financial year

12,065,086.00

Available grant funding for 2009/10 12,065,086.00

Totals:

Total Capital Receipts for the 2009/10 financial year

373,562,564.76

Total Capital available for funding for the 2009/10 financial year

673,547,063.21*

EXPENDITURE (CAPITAL)

Roads 574,119,280.00 365,623,851.67 63.68

Stormwater 125,867,810.00 58,114,840.25 46.17

Transportation 602,214,800.00 550,146,014.12 91.35

Total Capital expenditure during the 2009/10 financial year

973,884,706.04*

Note: * The balance of Capital Expenditure was funded from internal NMBM sources. The above table indicates that capital funds to the value of R299,984,498.45 were carried over from the 2008/9 to the 2009/10 financial year. Capital receipts (income) for the 2009/10 financial year was R373,562,564.76, which is R73,578,066.31 more than the carryover funds from the previous year. Capital expenditure exceeded the available funds by R300,337,642.83, however this shortfall was apparently funded by other internal NMBM funding sources during the 2009/10 financial year. The operational income and expenditure for the 2009/10 financial year is shown in the following table. Table 3-23: Operational Income and Expenditure for the 2009/10 Financial Year

DESCRIPTION BUDGET (R) ACTUAL (R)

INCOME

Rental of Facilities and Equipment 55,137

Government Grants and Subsidies 8,241,350 662,229,064

Other Income 2,070,100 66,205,350

Internal Charges Received 40,547,360 40,547,360

Changes in Net Assets 90,786,950

Total income available for funding for the 2009/10 financial year

141,645,760 769,036,911

EXPENDITURE

Employee Related Costs 52,385,080 51,792,866

Depreciation 113,839,210 78,967,663

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DESCRIPTION BUDGET (R) ACTUAL (R)

Repairs and Maintenance 79,584,800 67,312,613

Finance Charges 28,569,200 22,384,158

Contracted Services 216,000 17,015,370

Grants and Subsidies Paid 1,011,750 0

General Expenses 40,113,830 47,596,215

Service Charges Costs - Internal 1,114,190 218,316

Internal Charges Paid 7,420,320 7,420,320

Less: Amounts Charged Out -73,886,860 -56,385,792

Total Operational expenditure during the 2009/10 financial year

250,367,520 236,321,729

Surplus / Shortfall in Operational Budget for 2009/10 financial year

-108,721,760 532,715,182

The above table indicates that the operational income for the 2009/10 financial year was R769,036,911, which is R627,391,151 more than the original budgeted operational income. This can largely be contributed to additional financial assistance the NMBM received in preparation of the 2010 FIFA World Cup, hence the large resulting surplus amount in the operational budget. Since this CITP was prepared during the latter half of the 2010/11 financial year, accurate reporting on capital income and expenditure was problematic and therefore the 2010/11 Capital Budget was used as an indication of planned expenditure during the 2010/11 financial year, as shown in the following table. Table 3-24: Capital Budget for the 2010/11 Financial Year

FUNDING SOURCE FUNDING

SOURCE CODE BUDGET (R)

Municipal (Subsidy) 900 8,300,000

Municipal 901 77,713,180

State Subsidy 921 204,336,940

Public Contributions 923 475,000

Provincial Subsidy 928 2,250,000

Municipal Infrastructure Grant (MIG) 951 131,628,280

Levies 959 121,101,870

Eshare 961 250,000

Loan Funded 962 158,441,500

Total Capital budget for the 2010/11 financial year 704,496,770

The capital budget for the 2010/11 financial year shows a 4.6% increase in comparison with the available capital funds of the 2009/10 financial year. At this stage it is not possible to say whether capital expenditure will again exceed the available funding, although budget revisions were carried out during the 2010/11 financial year to enable budgetary savings.

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The NDoT subsidises the passenger rail service that currently runs between Port Elizabeth and Uitenhage on an annual basis. An annual rail subsidy for the whole Eastern Cape Province is paid to PRASA, who in turn pays Transnet Freight Rail (TFR) to run passenger rail services on their behalf in Nelson Mandela Bay and Buffalo City (East-London). For the 2009/10 financial year, PRASA received a R73m rail subsidy from the NDoT for the Eastern Cape Province and paid TFR R61m to run passenger rail services in Nelson Mandela Bay Municipality and Buffalo City Municipality. For the 2010/11 financial year, PRASA received a R76m rail subsidy from the NDoT for the Eastern Cape Province and paid TFR R67m to run the passenger rail services. Unfortunately, the information obtained from PRASA does not indicate how much money was allocated to Nelson Mandela Bay Municipality and Buffalo City Municipality respectively. Nelson Mandela Bay Municipality currently has one bus operator, namely Algoa Bus Company, which is subsidised by the National Department of Transport via the Eastern Cape Provincial Department of Transport. The subsidy for the 2009/10 financial year was R126,54m and the subsidy for the 2010/11 financial year is R143m.

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4 SPATIAL DEVELOPMENT FRAMEWORK To ensure sustainable growth and development in Nelson Mandela Bay, it is vital that all strategic planning processes are aligned and fully integrated, so that development does not take place in an ad hoc or fragmented manner. Key to this is the development of a City-wide Development Strategy, which was completed during the 2008/09 financial year. This strategy informs future integrated development planning, which in turn informs the Spatial Development Framework of the Municipality. The Metropolitan Spatial Development Framework (MSDF) contains a number of key sector plans that are necessary for development. The Metropolitan Spatial Development Framework in turn informs the Regional Spatial Development Frameworks, followed by the Local Spatial Development Frameworks, which are more specific and location bound. These frameworks are supported by an Integrated Land Use Management System. The Metropolitan Spatial Development Framework outlines the desired spatial development of the metropolitan area, as contemplated in Section 25(e) of the Municipal Systems Act (Act 32, 2000). It also highlights priority investment and development areas, and will therefore serve as a guide to decision-makers and investors. It should be emphasised that the MSDF is an integral component of the Integrated Development Plan (IDP) and translates this Plan into its spatial implications to provide broad, overall development guidelines. This tool must therefore not be used in isolation, but must support decision-making within the context of the IDP and City-wide Development Strategy. The MSDF should furthermore not be interpreted as a blueprint aimed at managing physical development, but rather as a framework giving strategic guidance in respect of the location and nature of anticipated future development in Nelson Mandela Bay. Desired patterns of land use are indicated, although room still exists for interpretation and further refinement. The MSDF is development orientated to allow for growth and changing circumstances and to promote investor confidence. In March 2009, the MSDF was approved in principle by the Executive Mayor. In the 2006/07 financial year, four studies critical to the MSDF were commissioned. These are:- a) Demographic study This study, which was completed in March 2007 and adopted in August 2007, provides definitive data on population size, growth, migration and emigration. The study includes specific data on the impact of HIV and AIDS and socio-economic aspects. Indications are that the local population is smaller than previously estimated and will grow less than originally anticipated by the year 2020. The information obtained from the study gives certain quality of life information, as well as informal settlement patterns. The information from the study indicates that, based on current trends, there are implications for growth and development in the Metropole. Arising from this information, certain interventions could be made in order to influence future growth, development and quality of life of citizens. The demographic study results therefore need to be examined to determine the policy and strategic implications of the information arising from the study. This was done in two phases: initially, the information was analysed to determine the long-term implications of the existing trends and, secondly strategic and policy interventions were developed to influence the trends identified in the study. This process was completed by June 2008.

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b) Urban Edge, Rural Management and Urban Densification Study This study, which comprises three parts, was completed towards the end of 2007. The public participation process was finalised in January 2008. In the part one, the permissible subdivision possibilities in the peri-urban areas of Nelson Mandela Bay are identified, taking into account agricultural potential, servicing and environmental aspects. Against the objectives that urban sprawl must be curtailed and optimal use made of existing infrastructure, the second part of the study identifies the areas in the Metropole in which densification could be permitted. Tolerable limits in terms of servicing and other criteria are also identified. The third part of the study entails the refinement of the delineation of the urban edge. c) Strategic Environmental Assessment The Municipal Systems Act requires that the environmental impact of the MSDF be evaluated. This study was completed in 2007 and the public participation process was completed in January 2008. Development will be promoted by the study, as it will facilitate Environmental Impact Assessments for individual developments. Such assessments will also provide developers with information about the broad environmental constraints applicable in Nelson Mandela Bay. This study will lead to the preparation of an Environmental Management Plan, (EMP), which will ensure that development in Nelson Mandela Bay will be undertaken in a more sustainable manner. d) Land Use Management System This study has culminated in the development of a Land Use Management Policy. The next stage comprised the amalgamation of the twelve zoning schemes applicable in Nelson Mandela Bay into a single set of regulations and procedures. The Systems Act requires the SDF to address a Land Use Management System that defines the basic principles for development. The results of the above four study areas were collated and fed into the SDF. The MSDF represents the various levels of plans to be established. These levels of plans are as follows: a) Metropolitan Spatial Development Framework: This framework will address Metro-wide issues and provide broad, overall development guidelines. b) Local Spatial Development Frameworks: These will be formulated for designated areas or specific sustainable community units. These plans will provide detailed development guidelines to address specific issues at a more local level. c) Sustainable Community Unit Plans: These are more detailed plans for pre-defined Sustainable Community Units. The SCU Plans could coincide with a Local Spatial Development Framework, or a number of SCU plans could make up a Local Spatial Development Planning area. The basis for this planning level and the definition of the SCU will be walking distance. d) Layout Plans: Individual layout plans for new development areas must conform to the dictates of the higher levels of planning identified above. These could be for relatively small parcels of land or larger parcels of land. Layout plans for privately owned portions of land will be prepared by the NMBM as well as the private sector. The latest Spatial Development Framework map is shown in Figure 4-2.

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4.1 SPATIAL DEVELOPMENT FRAMEWORK PROPOSALS Three focal points in the Metropolitan Spatial Development Framework are seen as imperative to achieve restructuring, integration and sustainability.

4.1.1 SUSTAINABLE COMMUNITY PLANNING METHODOLOGY The existing pattern of development in Nelson Mandela Bay is the result of segregation-based planning. The structure not only separates different racial groupings in geographical terms, but has also resulted in great disparities in standards of living, as well as access to infrastructural services, employment and cultural and recreational facilities. The realities of these imbalances must be taken into account, both as constraints for redevelopment and as a feature that should be addressed and rectified. The Sustainable Community Units (SCUs) have been introduced to achieve a more balanced structure in Nelson Mandela Bay, in order to reduce discrepancies in terms of service provision and standards; promote integration in socio-economic and functional terms; and provide for economic activities and employment opportunities. The urban areas of Nelson Mandela Bay are being divided into a number of planning units or entities, to be known as Sustainable Community Units. These are defined by the distance that an average person can comfortably walk in half an hour, i.e. a 2 km radius. The planning methodology aims to provide the requirements for a minimum standard of planning and living within those areas; in other words, amenities, facilities and job opportunities must be within walking distance of all residents. All SCUs in Nelson Mandela Bay are to be linked by a public transport network that will ensure that all areas are accessible to all communities by means of public transport, as is also required in terms of the Integrated Transport Plan. Moreover, the planning methodology concept identifies the need to make higher levels of sustainability and integration in Nelson Mandela Bay the primary focus of SCU planning. The basis for sustainable community planning lies in the development principles that have been adopted at national, provincial and local government levels, as supported by legislation and government policies. The development goals and principles of particular importance for spatial planning in SCUs are: a) Poverty alleviation and the satisfaction of basic needs c) Focus on special needs groups (HIV and AIDS affected persons, children, the aged, and

persons with disabilities) d) Gender equality and equity e) The environment (physical, socio-economic) f) Participation and democratic processes g) Local economic development h) Accessibility (public transport and pedestrian focus) i) Mixed-use development j) Corridor development k) Safety and security l) Variation and flexibility m) Densification n) Reducing urban sprawl To achieve both sustainability and integration, six functional elements have been identified as needing attention in relation to the above principles. These six functional elements are: a) Housing o) Work p) Services q) Transport

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r) Community s) Character and identity Focusing on these six elements, minimum standards are pursued to achieve an acceptable planning quality that will result in an improved quality of life for residents in these areas (for more detail on the planning methodology outlined above, refer to the Sustainable Community Planning Guide, dated June 2007, also available on the municipal website: www.nelsonmandelabay.gov.za.).

4.1.2 CORRIDORS AND ACCESSIBILITY The restructuring of Nelson Mandela Bay also envisages the development of corridors along major routes that have the potential for integrated mixed land use development, supported by improved public transport services (e.g. the Khulani Corridor). A Comprehensive Integrated Transport Plan (CITP) has been developed as a key component of the MSDF. As the primary goal of the CITP is to improve accessibility for all residents of Nelson Mandela Bay, it has a strong focus on public transport provision.

4.1.3 ECONOMIC DEVELOPMENT AND GROWTH This crucial component of the Spatial Development Framework seeks to generate means to support and enhance urban development. Various interventions may be utilised to support economic growth and development, based on a number of considerations, such as: the importance of linking the residents of Nelson Mandela Bay to opportunities; directing investments to places where they will have the greatest effect; protecting and enhancing natural and cultural resources for sustainability and enriching the

experience of Nelson Mandela Bay; and weaving the growth of Nelson Mandela Bay strongly into the economic fabric of the Eastern

Cape Province. A brief synopsis of the proposals relating to economic growth and development that will be contained in the MSDF is presented below. These proposals are: (a) Implementation of an urban edge or urban growth boundary: It is important to note that an urban edge should not be seen as a rigid regulatory mechanism to retard development initiatives. It is rather a policy statement aimed at redirecting patterns of growth and encouraging all parties involved in development to reconsider all options available. The line put in place will apply for the next few years and may be amended in subsequent reviews of the MSDF. The following guidelines for development will apply: (b) Land uses within the urban edge: Land uses within the urban edge that are consistent with the relevant local precinct plan, the spatial development framework, and the land use management plan and/or town planning scheme will be permitted, subject to the normal procedures and legislation, e.g. environmental considerations and transportation requirements. Note that the urban edge does not imply that the entire area can/should be allowed to develop and that development rights are therefore guaranteed. Factors such as timing, the availability of services, and the environment must be taken into account when considering applications within the boundary. (c) Land uses outside the urban edge: Land uses that are peri-urban in nature are more desirable and must therefore be promoted outside the urban edge. Where applicable, these will also have to be in line with local and provincial policies (e.g. the Rural Management Policy).

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(d) Peripheral uses: The area located directly outside the urban edge is earmarked for peripheral uses. It is envisaged that a transitional area will develop around the urban edge, which may comprise a range of different peripheral uses. It is proposed that low-intensity land such as agricultural holdings, peri-urban residential uses, low-intensity service industries (typically those occurring on agricultural holdings) as well as urban agriculture be promoted in the fringe area around the urban edge. These uses should support and protect the urban edge and serve as a barrier to restrict the future expansion of the urban environment. It is also necessary to utilise opportunities for urban agriculture in this area optimally, especially close to disadvantaged communities. (e) Extensive agriculture: The areas outside the urban edge represent a peripheral use zone identified by the Department of Agriculture as prime agricultural land where extensive agriculture should be protected and promoted. The provision of services such as health, education and retail must also be catered for in these areas. (f) Activity nodes or areas: There are a wide range of activity nodes or areas accommodating a variety of activities. These can be divided into four main core areas, namely: Port Elizabeth, Uitenhage, Despatch and the Coega IDZ. In terms of retail, the existing three Central Business Districts (CBDs) located respectively in Port Elizabeth, Uitenhage and Despatch must be maintained and strengthened to protect public and private investment in these areas. The implementation of Business Improvement Districts is proposed as a strategy to improve safety, security and overall environmental improvement, particularly in the CBDs. The industries/commercial undertakings serving Nelson Mandela Bay include the full range of industrial activities, from heavy and toxic industries to light industrial, commercial and warehousing activities. Within the context of the four core areas identified, the functional specialisation of these industries/commercial undertakings must be promoted, in terms of both local and regional contexts. The existing residential nodes of Rocklands, Seaview, St Albans and Witteklip located outside the urban edge are recognised, but their expansion must be curtailed. Furthermore, the use of the properties abutting these residential nodes for agricultural purposes must be encouraged to stimulate economic development within these nodes. (g) Infill development priority areas and social housing: The two main priority areas in terms of infill development (utilizing undeveloped/ underdeveloped land in central locations) are the Fairview and Salisbury Park areas, which were the subject of recent land restitution claims. These pockets of land are strategically located, and detailed subdivisions have been undertaken for their development. In addition to the above, social housing within the context of identified Restructuring Zones, as defined in government policy and draft legislation, has been provided in the MSDF. Opportunities for social housing will therefore be provided in specific, defined localities that have been identified as areas of opportunity (largely economic), where the poor have limited or inadequate access to accommodation and where the provision of social housing will contribute to redressing the situation that the urban poor live in locations far removed from areas of vibrant economic growth. (h) Strategic development areas: A number of major precincts have been identified for future residential expansion, namely:

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Zanemvula (incorporating Soweto-on-Sea, Chatty Extensions 2 – 5 and 9 – 17, as well as Joe Slovo West)

Walmer Gqebera, particularly the methane gas site KwaNobuhle South Uitenhage East Motherwell Wells Estate Hunters Retreat (end of Walker Drive) As not all this land is required immediately, the development of these areas has been phased, based on the availability of bulk service infrastructure. (i) Metropolitan Open Space System: A Metropolitan Open Space System (MOSS) has been defined for the metropolitan area and is schematically illustrated in the MSDF. The current MOSS is being revisited and a new MOSS will be formulated in terms of a Strategic Environmental Assessment. (j) Transportation: The land use framework, as highlighted above, is supported by a transportation network and public transport system. These proposals are embodied in the Comprehensive Integrated Transport Plan and the Public Transport Plan.

4.2 IMPLEMENTATION AND PRIORITISATION The MSDF provides strategic guidance as to the areas where the Municipality should focus the allocation of its resources. In order to assist in prioritising projects and the allocation of resources, four main elements of the MSDF were isolated as geographic entities, which could give guidance as to where the priority capital investment areas lie. These areas are: (a) Core economic areas (b) Infill priority areas (c) Strategic development areas (d) Service upgrading priority areas The MSDF is also supported by a number of sectoral plans and topic-specific planning documents, including the following: (a) Strategic environmental assessment (b) Urban edge/Rural management and urban densification policies (c) Demographic study update (d) Land use management system

4.3 INCORPORATING SECTORAL PLANS The various sectoral plans incorporated into the MSDF are identified in this section. These sectoral plans, which have major spatial implications for the MSDF, are as follows:- (a) Housing Programme (b) Coastal Management Plan (c) Disaster Management Plan (d) Environmental Policy (e) Infrastructure Development Plan (f) Integrated Transport Plan (g) Integrated Waste Management Plan (h) Local Economic Development Plan

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(i) Metropolitan Open Space System (j) Public Transport Plan (k) Tourism Master Plan Furthermore, a number of large developmental projects are being mooted in and around Nelson Mandela Bay. If each were to be developed in a fragmented, isolated manner, successful development would be more difficult to achieve. However, if all the proposed projects were developed comprehensively and in support of one another, a collective momentum would be generated. Together, these projects would place Nelson Mandela Bay in a highly competitive position to attract tourism, both nationally and internationally, and would promote domestic economic growth. The major projects identified, are outlined below:- (a) Nelson Mandela Bay Multi-purpose Stadium Precinct The multi-purpose stadium, located in Prince Alfred’s Park on the edge of North End Lake was constructed to support the status of Nelson Mandela Bay as a World Cup 2010 Host City. The Stadium Precinct is located in the North End Allotment Area, situated on the outer edge of the CBD, and comprises and area of approximately 1400 Ha. The development of the stadium is expected to stimulate upliftment and urban renewal of the surrounding residential and commercial areas. The Stadium Precinct is to be transformed into a high density mixed-use area, incorporating industrial, residential, recreational, leisure and entertainment land-uses. Moreover, Prince Alfred’s Park is well served by and closely located to railway and public transport routes. (b) Njoli Square Development Njoli Square is situated in the heart of Kwazakhele, approximately 10 km to the north of the city’s CBD. Despite its name, Njoli Square is not a square, but in fact a large traffic circle – one of the major transportation hubs in the Ibhayi area. As one of the key nodes in the Khulani Corridor that links Motherwell in the north to the Port Elizabeth CBD in the south, Njoli Square has attracted significant informal trading as well as semi-formal business, making it the most important commercial node within the greater Kwazakhele area. It is the Municipality’s vision that Njoli Square be redeveloped into a dynamic civic centre, to serve as a catalyst to encourage and stimulate private sector investment in the surrounding area. (c) Coega IDZ and Port Ngqura The Coega IDZ, situated in the northern part of Nelson Mandela Bay, will be a high-tech industrial zone supported by the new deepwater port of Ngqura. Initially, development within the IDZ will be concentrated in a nucleus of about 6400 ha (including the deepwater port), known as the Core Development Area, after which it will radiate outwards in a north-westerly direction. (d) Mandela Bay Development Agency Established in 2003, the Mandela Bay Development Agency is a municipal entity whose aim is to project manage the regeneration of the Inner City area and the development of the harbour area, with a view of promoting economic and tourism development against this backdrop of urban renewal. However, since 2007, the MBDA has been mandated to extend its geographical reach to include other parts of the metropolitan area, such as New Brighton, Uitenhage and Despatch, the Happy Valley Area and the new stadium precinct. Exciting projects such as the International Convention Centre, the Freedom Statue and the upgrading of the CBD, featured below in more detail, are being driven by the Development Agency. The MBDA has as its primary goal; the revitalisation of the city’s Central Business District (CBD). Due to the movement of commercial activities to the suburbs, the historical city centre of Port Elizabeth, and now that of the metropolitan area, has been under threat for some years due to the general decline of the CBD in terms of appearance, safety, grime, etc.

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In an effort to counteract the decline of the Port Elizabeth CBD and to restore its critical role, the Mandela Bay Development Agency, in conjunction with the Planning Section of the NMBM, has prepared a Strategic Spatial Implementation Framework (SSIF). This plan recognizes the central area, which covers the harbour/waterfront area, South End, Humerail, the CBD, Richmond Hill, Central and North End, as crucial to the growth and development of the city as a whole. It was furthermore decided that the CBD’s of Uitenhage and Despatch deserve the same approach to their revitalization as the Port Elizabeth CBD. The two areas of Uitenhage and Despatch have entirely different dynamics driving their economies and the social fabric of the areas, vastly different to the Port Elizabeth inner city. It is therefore important that an entirely different SSIF was developed for the two towns. This SSIF is currently under development. Within the SSIF for Port Elizabeth, specific priority areas have been identified; these include the redevelopment of specific streets such as Strand Street, Parliament Street and the pedestrianisation of Govan Mbeki Avenue. It also prioritises the redevelopment of the Donkin area and the lower Baakens Valley. These catalytic projects will set the trend for the revitalisation of the CBD. The following reasons underline the need for prioritised attention to the CBD: It is the heart of Nelson Mandela Bay and therefore important to all its citizens and

communities; From a historical point of view, the downtown area is one of the most important areas of the

city. It is therefore vital that it be preserved and utilized to stimulate tourism and the economy;

All transportation infrastructure focuses on the central part of Nelson Mandela Bay, making it easily accessible to all communities;

It has traditionally always been an area in which different communities meet, and can therefore play an important role in the integration of Nelson Mandela Bay;

It is ripe for redevelopment. Many businesses and organisations have moved out or are looking to move out of the central area, and the continuation of this trend could be disastrous in terms of lost opportunities;

It is the civic and economic centre of Nelson Mandela Bay and is therefore critical from a local and regional point of view.

The image of Nelson Mandela Bay. The unique central area of any city distinguishes it from all other cities. It is the face that is presented to the rest of the world. This area therefore has an important role to play in establishing an identity for Nelson Mandela Bay, internationally, nationally and regionally. The broad objective is to start a sustainable process aimed at achieving the goals of the MSDF. Other objectives are to develop the city centre economically as an integrated civic hub, also from a transportation point of view.

The pedestrianisation of Govan Mbeki Avenue from Market Square (now renamed the Vuyisile Mini Square) to Russell Road has been completed in line with the goal of the MBDA to improve linkages with the adjacent area and stimulate the revitalization of this core area. Similarly, the upgrading of Parliament Street has been completed and involved the conversion of Parliament Street into two one-way streets from Rose Street to Lawrence Street and from Rose Street to Rink Street. The sidewalks were widened outside established restaurants or properties that are suitable for conversion into restaurants to promote an outdoor dining culture. Further capital works initiatives planned are the redevelopment of what is known as the Tramways building and its precinct, as well as the environmental upgrading of Strand Street between Lower Valley Road (at the Baakens River) and the Lillian Dedriechs Building (Brister House) where it becomes Victoria Quay.

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(e) International Convention Centre A major convention centre, to be located in proximity to the beachfront and close to the airport, hotels and beachfront attractions, is proposed. Various proposals are being called for with the aim to release land for development purposes, in exchange for the provision of a convention centre. (f) Motherwell Urban Renewal Programme The Motherwell Urban Renewal Programme represents a multi-faceted approach that will upgrade amenities and services in the sprawling and impoverished area of Motherwell, situated approximately 20 km from the CBD of Port Elizabeth. The programme is aimed at the communities of Motherwell NU1-NU12 and NU29-NU32, Steve Tshwete Village, Brickfields Industrial area, Ikamvelihle and the area of Motherwell north-east of Addo Road. The programme aims to address housing shortages through the development of vacant land and infill housing. It is proposed to increase residential densities to up to 80 units/Ha in locations situated close to public transport nodes and amenities in order to increase the demand for these facilities, make public transport viable and maximise the utilization of land and municipal services. The programme also promotes mixed-use areas through the development of nodes that will include commercial, social, retail, recreational and industrial land-uses. Additional proposals of the Motherwell Urban Renewal Programme include greening, making provision for urban agriculture, establishing sites designated for cultural use and improving safety of NMT users through the construction of pedestrian bridges and pathways and provision of lighting. (g) Helenvale Urban Renewal Programme Helenvale has been identified as an area urgently in need of upgrading. It was accordingly decided to establish the Helenvale Urban Renewal Programme, based on the Motherwell Urban Renewal Programme. This programme has also adopted a multi-faceted approach to the upgrading of amenities and services in Helenvale and to fostering employment and community participation. (h) Urban Agriculture The Urban Agriculture Project will allow poor and disadvantaged communities to secure food and to enter into an economic activity, as part of the Municipality’s long-term vision to develop agriculture into a strategic economic sector. (i) Beachfront Development Totalling approximately 100 km of beach and coastline, its beachfront is the city’s greatest natural asset. This largely underdeveloped and unexploited area has the potential of forming the foundation of a thriving tourism, recreation and holiday industry. The Integrated Beachfront Development Plan, which focuses on the 25 km stretch of beach from St George’s Strand in the north to Flat Rock in the south, aims to maximise the strengths and opportunities of the beachfront area and to prevent unplanned ad hoc development, which could impact on the prime beachfront area. (j) Embizweni Bluewater Beach / St George’s Strand Beach Node This node, situated between Bluewater Bay and St George’s Strand, is earmarked for development primarily for tourism purposes and will include, inter alia, a holiday resort, a hotel, a conservation area, camping facilities, a residential area and a tourism cultural centre. (k) Resort Developments (Maitland and Van Stadens River Mouth, Beachview and Springs Resort) With the exception of the Springs Resort, which fell under the erstwhile Uitenhage Municipality, the abovementioned resorts were previously all administered by the former Western District

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Municipality. Since the amalgamation of the various local authorities and the formation of the Nelson Mandela Bay Municipality, these resorts are now administered by the latter Municipality. However, as this is not seen as a core function of the Municipality, steps have been taken to privatize these resorts and to allow them to be upgraded as fully functional holiday destinations. (l) N2 Developments This development initiative straddles the N2 at the western entrance to the city and envisages the development of a multi-use facility. The envisaged development includes residential, industrial, commercial, tourism and recreational uses. (m) Gateways and Beautification Project This project was introduced to enhance the image of Nelson Mandela Bay, to attract tourism and business as well as to boost confidence and economic spin-offs. The project entails the beautification of major transportation routes, such as the N2, the Settlers Freeway and the PE / Uitenhage Road. The Project also envisages the establishment of features in the form of distinct boundary markers at strategic entrances to the City area and at the Airport that will announce to travellers that they have arrived at Nelson Mandela Bay. (n) Greening of Nelson Mandela Bay This project entails the beautification of the previously disadvantaged areas by tree-planting, as well as physical improvements and community education. (o) Red Location Cultural Precinct A tourism village incorporating a museum, art centre, market and library is proposed in the historic Red Location area of New Brighton. The museum component of the tourism village, known as the Red Location Museum of Struggle, was officially opened in November 2006. (p) Colchester This gateway town to Nelson Mandela Bay is the site envisaged for an entrance feature and general redevelopment to include various tourism attractions as well as economic activities. (q) Van der Kemp’s Kloof Van der Kemp’s Kloof has been identified as a priority area for biodiversity conservation in terms of the Nelson Mandela Metropolitan Open Space System and is in the process of being proclaimed as a nature reserve. To promote environmental awareness, it is also proposed to provide facilities in the Kloof, such as hiking trails, picnic areas and recreational dams, in a holistic and environmentally sensitive way. (r) Revitalisation of Uitenhage CBD (UDDI) This project entails the revitalisation of the Uitenhage core area by upgrading and improving the CBD and adjacent areas. The upgrading of the exterior of the Town Hall has been completed, and plans are in place to upgrade the node between the Town Hall and the Uitenhage Library. (s) North End Beachfront Land Reclamation An exciting project complementary to the City’s vision is the reclamation of the North End beachfront, which became eroded following the development of the PE harbour. This erosion has subsequently had to be curbed by the use of dolosse to protect the freeway and railway lines serving the City. A littoral drift estimated at approximately 150 000 cubic metres of sand per annum moves northwards along the coastline from Cape Recife. Over the years, this sand movement has built up King’s Beach. As it moves past the breakwater, it silts the harbour entrance, which has to be dredged at a cost of some R7 million per annum. The continual cost of dredging the harbour entrance and the dumping of the sand dredged in deeper waters is sufficient to render a sand bypass scheme, similar to that used at the Port of Ngqura, a viable alternative.

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Prior to the construction and subsequent extension of the harbour, the beaches to the west of the harbour extended approximately 200 metres further out to sea than today. The intention is to make use of the sand bypass system to replenish, in phases, the coastal zone west of the harbour with sand, and to open up this reclaimed area for development. Uses considered suitable include a marina with supporting residential and commercial components. Together with the Nelson Mandela Bay Multi-purpose Stadium being built at Prince Alfred’s Park, the reclamation and subsequent development of the North End beachfront will act as a strong catalyst for the urban renewal of much of the North End area, with particular emphasis on the commercial and industrial land situated in between. (t) Greater Addo National Elephant Park and Bavianskloof Conservancy The Greater Addo National Elephant Park and the Baviaanskloof Mega-Reserve projects seek to develop and increase the sustainability of two prime conservation areas in the Eastern Cape. Although located outside the jurisdiction of the Nelson Mandela Bay Municipality, their successful development will be a vital part of the arsenal of tourism and natural attractions offered to visitors to the region. (u) Zanemvula Project An intergovernmental initiative to fast track the provision of 14 500 homes to assist in reducing the 80 000 housing backlog in NMBM is underway. The project focuses on creating new settlements for housing the approximately 3000 families that lived in the Soweto-on-Sea Veeplaas flood plain. Major upgrades of non flood plain areas in the vicinity are also planned. The project is governed by a Memorandum of Understanding and Agreements that ensure co-operation for delivery by the NMBM, the Provincial and National Departments of Housing, and Thubelisha Homes, the implementation arm of the National Department of Housing. The project will be implemented as a sustainable human settlement in line with the prescripts of the Breaking New Ground Strategy of the National Department of Housing, as well as the Sustainable Community Planning Methodology of the NMBM.

4.4 TRANSPORT IMPLICATIONS OF THE MSDF According to the Technical Transport Planning Guidelines for CITPs prepared by the Department of Transport, the MSDF should be influenced by the CITP. Specifically, the alignment of an Integrated Public Transport System (IPTS) should inform land development, thereby providing proposed developments access to existing and operational public transport facilities. Additionally, the CITP can indicate the necessary intensification requirements of commercial, residential and activity land-uses that would make an IPTS viable. Low density, dispersed developments beyond the reach of public transport corridors have numerous negative impacts on the transport system, including long trip-times to public transport nodes, poor non-motorised transport (NMT) opportunities and the promotion of private vehicle use. These developments should consequently not be prioritised for development until they are linked to the public transport system or employment opportunities are provided within or close to the development and urban densities are increased to sustainable levels. The MSDF, and the individual project proposals specified by the MSDF, should be evaluated according to the transport implications of the project alternatives. Selection of project alternatives should be made with reference to the performance of the proposal and transport system in terms of the following objectives: Integration Safety Environmental Impact Economy

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Accessibility The MSDF should be informed by the CITP in such a way as to meet the five above mentioned objectives. A spatial framework that performs poorly in terms of these objectives should be discarded or amended. Poor integration of land-uses and inadequate accessibility to work opportunities by public transport negatively impact the economy and environment through long average travel times, high fuel usage and wasted time. The following sections summarise the transport system of NMBM, evaluate the specific projects defined in the MSDF in terms of this transport system, and finally consider the appropriateness of the MSDF.

4.4.1 TRANSPORT SYSTEM OF NMBM

4.4.1.1 PUBLIC TRANSPORT CORRIDORS The public transport system of the NMBM consists of various bus services and a rail network. The bus services include an Integrated Rapid Public Transport Network (IPTS), Express Bus lines and Main Bus lines. These services are supported by Local Feeder Services. The three principle routes for the first phase of implementation of the IPTS are described below: Motherwell – Njoli – Korsten – Greenacres Kwamagxaki – Njoli – CBD Cleary Park – Korsten – CBD The Express Bus service consists of the following routes: Motherwell to the Port Elizabeth CBD with a link to Greenacres Motherwell to the Uitenhage CBD Port Elizabeth CBD through Despatch to Uitenhage CBD A number of main bus lines provide public transport services to those areas not serviced by the IPTS or express bus lines. These routes are presented below: Along Buffelsfontein Road and Heugh Road from Walmer to Humewood William Moffett Expressway Cape Road Marine Drive Bramlin Road (and the proposed Bramlin Road Extension to Standford Road) Port Elizabeth CBD to Motherwell Njoli Square to Uitenhage CBD through Cleary Park Currently, only one commuter rail service exists in NMBM, between the Port Elizabeth CBD and Uitenhage. Future rail corridors that are envisioned to be developed in the long term include: Realignment of the Port-Elizabeth CBD – Uitenhage link through New Brighton and

Despatch The Motherwell loop The Coega loop Motherwell – Uitenhage connection Stanford Road corridor

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4.4.1.2 ROAD NETWORK The main road access routes through NMBM are: N2 National Road Settlers Way Freeway (M4) Uitenhage Main Road (R75) Swartkops Despatch Road Dibanisa Road Cape Road

4.4.2 TRANSPORT IMPLICATIONS OF INDIVIDUAL MSDF DEFINED PROJECTS

This section evaluates the performance of specific projects that are defined in the MSDF in terms of the transport implications of these projects and according to the objectives stated previously for the performance of the project and transport system, namely: integration, safety, environmental impact, economy and accessibility. Only projects that will have a substantial impact on the transport system are considered in this section. The locations of these projects are highlighted on the SDF plan, at the end of this section. (a) Nelson Mandela Bay Multi-purpose Stadium Precinct It is envisioned that the precinct surrounding the recently completed 2010 World Cup Multi-purpose Stadium in North End will become a high density mixed-use area, incorporating industrial, residential, recreational, leisure and entertainment land-uses. The Stadium Precinct is therefore expected to become attractive as a destination node and will also produce trips. Moreover, high volumes of additional trips to the precinct are to be expected when the stadium is used for sporting and other recreational events. The Stadium Precinct is well served by public transport. All three of the first phase IPTS routes traverse the area defined by the precinct, on Kempston Road (Motherwell – Greenacres Route), Uitenhage Road (Kwamagxaki – CBD Route) and Harrower Road (Cleary Park – CBD route). Additionally, two Express Bus routes along Kempston Road and Uitenhage Road pass through the precinct. The precinct area is also bounded by a railway line and the Settlers Way Freeway on the East, allowing easy access to the area by rail from the North End and Sydenham stations, and by road via the Kempston Road and Mount Road interchanges. The high trip volumes expected during events at the stadium and the increased trips produced by upgrading the Stadium Precinct are therefore adequately catered for in terms of both public and private transport. The following table indicates a broad evaluation of the transport implications of the Stadium Precinct renewal: Table 4-1: Transport Evaluation of Stadium Precinct Renewal

OBJECTIVE PERFORMANCE

Integration

The stadium and its precinct are well integrated into NMBM with public transport routes and have good accessibility via the arterial road network to all parts of the city. Additionally, the area is centrally located close to the CBD, minimising travel times from most areas of the city.

Safety

IPTS and Express Bus routes are aligned along existing roads and have been designed to provide safe transport and accessibility to stations; therefore these routes do not impose additional community severance risks or associated safety hazards.

Environmental Impact

The high public transport connectivity of the Stadium Precinct reduces the need for private vehicle travel to and from the area, reducing traffic volumes and fuel usage. Additionally, the envisaged mixed-use nature of the precinct will reduce

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the need for travel to other parts of NMBM.

Economy

The development of the Stadium Precinct will encourage job creation in the area. Work opportunities within the precinct will be accessible to the residents of the immediate area, as well as people from the greater NMBM due to the public transport network.

Accessibility The Stadium Precinct is very well serviced by public transport and the arterial road system, allowing easy access to the area from all districts in NMBM.

The development of the Nelson Mandela Bay Multi-purpose Stadium Precinct performs favourably according to each of the five objectives for the integration of the project and the transport system. The Stadium and its Precinct are positioned centrally close to the CBD of Port Elizabeth, thereby taking advantage of the public transport system to ensure integration and accessibility of the area with the greater NMBM and reducing environmental impact through reduced private travel needs. Additionally, the safety of public transport and NMT users was considered in the design of the project, and the project has positive economic benefits. (b) Njoli Square Development Njoli Square is an important commercial node situated in the geographical centre of Kwazakhele, consisting primarily of informal trading and semi-formal business. NMBM plans to develop Njoli Square into a vibrant civic centre that is expected to stimulate additional development in the area surrounding the square. Njoli Square is located along the Khulani Corridor that forms part of the IPTS linking Motherwell, Kwazakhele and the northern reaches of the Port Elizabeth CBD. The IPTS route from Motherwell and the route between Kwamagxaki and the CBD intersect at Njoli Square, making the square a significant public transport node. The presence of this transport node in conjunction with the commercial importance and future development opportunities at Njoli Square are expected to result in a hub that experiences high trip volumes, particularly of public transport and NMT. The following table indicates a broad evaluation of the transport implications of the development of Njoli Square: Table 4-2: Transport Evaluation of Njoli Square

OBJECTIVE PERFORMANCE

Integration

Njoli Square is a central node in the IPTS and therefore integrates the greater Kwazakhele region with other areas of NMBM. Additionally, the square is centrally located in Kwazakhele, minimising travel times of the majority of residents to this public transport node.

Safety

Njoli Square is in fact a traffic circle, with the IPTS station and supporting amenities expected to be situated on the island of the circle. This poses significant safety risks to pedestrians who must cross the circling road to reach the island.

Environmental Impact

The economic development of Njoli Square will provide work, retail and recreational opportunities within Kwazakhele thereby reducing the need to travel to surrounding zones for these purposes, minimising fuel usage and time spent travelling.

Economy The development of Njoli Square will not only benefit current vendors in the area, but also increase job opportunities within the predominantly residential area of Kwazakhele.

Accessibility The upgrade to Njoli Square will make public transport and therefore the rest of NMBM accessible to the residents of Kwazakhele.

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The development of Njoli Square performs favourably according to four of the five objectives for the integration of the project and the transport system. The intersection of two IPTS lines provides good integration and accessibility for Kwazakhele, while development stimulation of the area should have extensive economic benefits. Care must however be taken to consider the safety of pedestrians who need to cross the circling roads of the traffic circle. Adequate numbers of pedestrian crossings and possibly signalised crossings should be implemented. (c) Coega IDZ and Port Ngqura The development of a high-tech industrial zone at Coega, supported by the newly developed Ngqura Port will produce numerous job opportunities, and will therefore generate a large number of trips in the area. The Coega Industrial Development Zone (IDZ) is located approximately 20 km from Port Elizabeth CBD, necessitating long travel distances from southern neighbourhoods of NMBM. Communities that are however well positioned to take advantage of the increased work availability and anticipated economic growth created by the Coega IDZ include the greater Motherwell area, Wells Estate and Bluewater Bay. Refer to the Masterplan dated March 2009 for the Coega Development, shown in Figure 4-1. The main approach routes to the Coega area include the N2 Freeway, Neptune Road, Dibanisa Road, Addo Road (MR450), MR460 (from Uitenhage) and the Old Grahamstown Road (MR435). It is intended that public transport access to the Coega IDZ will be served by the proposed public transport system of NMBM by extending existing bus and mini-bus routes into the Coega area and proposing new routes where applicable. An internal public transport system is proposed for the IDZ that will interface with the NMBM public transport routes at transfer facilities. The network of internal routes and stops will provide accessibility within the development. A long term plan to provide a commuter rail service to Coega is being considered, however this service may only become viable towards 2030 when the Core Development Area of the IDZ is fully developed. This commuter rail service would be provided as an additional loop on the proposed Motherwell extension of the commuter rail line from Aloes Station. A freight rail network within the Coega IDZ is also proposed for implementation. The following table indicates a broad evaluation of the transport implications of the development at Coega: Table 4-3: Transport Evaluation of the Coega IDZ

OBJECTIVE PERFORMANCE

Integration

Coega is remote and relies on the arterial road network for integration into NMBM. Good road connectivity via the N2, Dibanisa Road, Addo Road and MR460 from Uitenhage, is achieved. Integration by public transport is supported by the public transport system proposed for NMBM; however extensions of this system to the Coega IDZ may need to be considered to provide adequate connectivity to NMBM. Integration by pubic transport will be further supported when the long term planned commuter rail link is constructed between Motherwell and Coega. Motherwell and Wells Estate are situated close to Coega, allowing greater integration between these communities and Coega than the rest of NMBM.

Safety

Wells Estate and the area of Motherwell north east of Addo Road, Ikamvelihle, are positioned to close enough to Coega IDZ to allow NMT movement. Safe NMT facilities would therefore need to be implemented on Addo Road and Dibanisa Road.

Environmental Impact

The remote location of Coega necessitates long travel distances and therefore high fuel and time costs for commuters from the city centre. Coega is however close to Motherwell, reducing travel time to employment for this community.

Economy

The industrial development at Coega coupled with the new Port of Ngqura will spur economic investment in the area. Coega is located close to Motherwell and Wells Estate, and can therefore provide a number of job opportunities to these remote residential areas.

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Accessibility

Public transport accessibility to Coega is provided by local feeder and taxi services. Enhanced accessibility of Coega would be assured through the development of the proposed rail link. Internal feeder services would then be employed to ensure access to train stations from all areas of Coega.

The Coega IDZ and Port Ngqura development represent vast economic investment potential for NMBM. In order to allow communities of NMBM to benefit from the job opportunities provided by Coega, the area must be well integrated into NMBM. The arterial road system is positioned to accommodate the large number of anticipated trips to Coega, providing both private vehicle access and the public transport corridors for bus routes. Care must be taken to preserve the rail reserves and proposed rail station sites within the IDZ until commuter rail facilities are constructed. Local accessibility within the IDZ to public transport stops and interchange stations is well provided for by the planned internal public transport system.

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Figure 4-1: Coega IDZ Materplan (March 2009)

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(d) International Convention Centre A major convention centre with over 2000 seats is to be constructed at The Boardwalk, a multi-purpose recreational development that consists of a casino, conference facility, hotels, restaurants, retail and commercial activities and entertainment facilities. The Boardwalk is located adjacent to the beachfront, close to the airport, hotels and beachfront attractions. Private vehicle access to the boardwalk is positioned on Second Avenue, easily reached from Marine Drive, a proclaimed main road. A Main Bus Line is routed along Marine Drive, where a bus and taxi lay-by is situated on either side of the road close to the pedestrian entrance of The Boardwalk, also located on Marine Drive. Safe pedestrian movements across Marine Drive are ensured by raised pedestrian crossings and traffic signals. The following table indicates a broad evaluation of the transport implications of the convention centre project: Table 4-4: Transport Evaluation of the International Convention Centre

OBJECTIVE PERFORMANCE

Integration The Boardwalk is well integrated into NMBM by a dedicated public transport route along Marine Drive. Adequate parking and access to the property for private vehicles also exists.

Safety Provision is made for safe NMT movement between public transport stops and the Boardwalk.

Environmental Impact

The Boardwalk is located close to the CBD, minimising travel times from most areas of the city, including the airport. Additionally, the Boardwalk development incorporates hotels, reducing the need for conference delegates to travel to accommodation.

Economy The conference centre will attract revenue to the area.

Accessibility The development site is well serviced by public transport and the arterial road system, allowing access to the site from all areas in NMBM.

Constructing the convention centre within the development area of The Boardwalk offers numerous advantages for the project regarding private, public and non-motorised transport. The infrastructure required to integrate the convention centre into NMBM already exists, with road accesses linking to the arterial road system of NMBM, public transport routes and stops defined along Marine Drive and safe crossings and entrances for NMT users to The Boardwalk. (e) Motherwell Urban Renewal Programme Motherwell is located approximately 20 km from Port Elizabeth CBD and 15 km from Uitenhage. Many residents of Motherwell are forced to travel to these centres for employment and retail and recreational facilities. To mitigate this, the Motherwell Urban Renewal Programme promotes the development of mixed-use nodes that include commercial, social, retail, recreational and industrial land-uses. Further, Motherwell is situated close to the Coega IDZ, presenting potential work opportunities closer to Motherwell. The programme also aims to address housing shortages through the development of vacant land and infill housing at relatively high residential densities of up to 80 units/Ha (current densities are between 19 and 23 units/Ha). High densities are particularly appropriate in zones situated close to public transport nodes and social and retail amenities as it increases the demand for these facilities and makes public transport viable. Public transport currently available to residents in Motherwell includes bus and taxi services. It is proposed that the IPTS will extend to Motherwell, with a planned modal interchange at the Motherwell Shopping Centre. An Express Bus route between Motherwell and Uitenhage as well as a route to the Port Elizabeth CBD will also use this interchange. Taxis are expected to operate a feeder service in the area which is hoped will strengthen the retail node at the

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shopping centre. There are at present no rail services or stations in the Motherwell area, however, the PRASA plans to construct a commuter line from the Aloes Station to Motherwell and to eventually extend this line into a loop through the Coega IDZ. Road access to Motherwell is provided by Dibanisa Road, the MR460 from Uitenhage and the N2 via the St Georges Street interchange. Improved access to Motherwell will be ensured by the proposed road link between Weinronk Way and Tyinira Street, which will also provide enhanced integration between Motherwell, Wells Estate and Bluewater Bay. The following table indicates a broad evaluation of the transport implications of the Motherwell Urban Renewal Programme: Table 4-5: Transport Evaluation of the Motherwell Urban Renewal Programme

OBJECTIVE PERFORMANCE

Integration Motherwell is isolated from Port Elizabeth but improved public transport in Motherwell resulting from residential densification and the IPTS will ensure better integration of Motherwell and other areas in NMBM.

Safety

Safety of particularly NMT users is to be enhanced by the Motherwell Urban Renewal Programme through the construction of NMT pathways, pedestrian bridges and lighting provision. Additionally a proposed pedestrian bridge is to be constructed over Addo Road to provide NMT access between Ikamvelihle and Motherwell.

Environmental Impact

The economic development expected to result from the renewal programme will provide work, retail and recreational opportunities within Motherwell, thereby reducing the need to travel to surrounding zones for these purposes and reducing fuel usage and vehicle emissions. Improved public transport in Motherwell resulting from densification and the IPTS will reduce travel times for the majority of residents.

Economy

The Motherwell Urban Renewal Programme promotes economic growth through encouraging mixed-use nodes that provide commercial, retail and industrial opportunities, thereby increasing potential job numbers in Motherwell. Coega is located close to Motherwell, and can therefore also provide nearby job opportunities to this remote community.

Accessibility

Accessibility to the IPTS nodes from areas in Motherwell not adjacent to the bus lines will be provided by taxi operations. Future phases of IPTS implementation should consider extending the network to the northern areas of Motherwell. The northern most zones of Motherwell are currently situated in excess of 4 km from the nearest proposed IPTS node at Motherwell Shopping Centre.

The urban renewal of Motherwell has numerous advantages regarding the integration of the area and the transport system. Residential densification and housing infill promotes public transport efficiency, enabling more people to live close to public transport corridors, strengthening the integration and accessibility of the area. Proposals to upgrade road reserves and provide lighting will increase the safety and attractiveness of NMT. Accessibility to public transport in Motherwell should be improved by extending the IPTS to the northern areas of Motherwell, which are currently underserved by formal public transport, with only local taxi services and an Express Bus Route to Uitenhage, operating in the area. (f) Helenvale Urban Renewal Programme Helenvale, a primarily high density residential area characterised by small erven and houses, is situated approximately 8 km north-west of the CBD of Port Elizabeth. The majority of the residents of Helenvale suffer from extreme poverty and are subjected to limited service delivery and economic opportunities. The Helenvale Urban Renewal Programme aims to upgrade amenities and services in Helenvale, as well as encourage employment. The Programme includes housing strategies for infill developments on vacant land and the formalisation of shacks in the area. Additionally, the redevelopment of the civic core or precinct of Helenvale is proposed, with projects to upgrade the community centre to a Multi-Purpose Centre, enhance

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public parks and improve the road reserves through paving, street lighting and public transport stops. Access to Helenvale is provided by Standford Road, Gail Road and the future extension of Bramlin Road. However, steep topography and limited intersections make access to Standford road difficult. Most residents of Helenvale are dependant on public transport and the area is well served by taxi and bus routes. Additionally, Helenvale is also favourably positioned along the IPTS route from Cleary Park to the Port Elizabeth CBD on Standford Road. IPTS stations in Helenvale are situated at Gail Road and Fichardt Street. A Main Bus Line on Bramlin Road passes through the northern parts of Helenvale. The following table indicates a broad evaluation of the transport implications of the Urban Renewal of Helenvale: Table 4-6: Transport Evaluation of the Urban Renewal of Helenvale

OBJECTIVE PERFORMANCE

Integration The IPTS route located adjacent to Helenvale on Standford Road will greatly improve the integration of Helenvale with NMBM.

Safety

The proposed improvement of road reserve paving and lighting in Helenvale will enhance the safety of specifically NMT users. The alignment of the Bramlin Road extension along which a Main Bus Line is routed, will create a barrier between the north and south of Helenvale, posing a safety risk for pedestrians crossing this road.

Environmental Impact

The Helenvale Urban Renewal Programme will enhance the visual aspect of the area and improve social circumstances through the development of public spaces and the community centre.

Economy

The improvement of the civic core of Helenvale through the upgrade of the community centre and beautification of parks and road reserves will act as a catalyst for economic growth in the area, providing job opportunities and improving access to retail and social facilities.

Accessibility The accessibility to public transport will be augmented by the proposed upgrade of the pedestrian environment and public transport stops.

The urban renewal of Helenvale has similar advantages as the Motherwell Urban Renewal Programme regarding the integration of the area and the transport system. The current high residential density, coupled with housing infill projects will promote public transport efficiency, enabling more people to live close to public transport corridors. Proposals to upgrade road reserves and provide lighting will increase the safety and attractiveness of NMT. Accessibility to public transport in Helenvale is improved by the IPTS and Main Bus route and the upgrading of taxi stops. The proposed alignment of the extension of Bramlin Road, along which a Main Bus line is routed, will create a severance boundary between the western side of Helenvale and the rest of the community. A number of pedestrian desire lines, visible on aerial photographs, cross the well defined road reserve of the Bramilin Road extension. It is proposed that the alignment of the Bramlin Road extension be redirected to the far western boundary of Helenvale. Alternatively, safe pedestrian crossings must be located at short intervals on this road. Further, pedestrian movement across Standford Road between Helenvale and Algoa Park can also be identified by studying pedestrian desire lines. There are currently two pedestrian crossings situated approximately 650 m apart that cross Stanford Road, a six lane proclaimed main road. Desire lines indicate that a further, signalised crossing should be provided between the current crossings close to Fichardt Street. Alternatively a pedestrian bridge should be provided because of the width of Standford Road.

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(g) Embizweni Bluewater Beach / St George’s Strand Beach Node A tourism development is proposed for the beachfront situated between Bluewater Bay and St George’s Strand. The development is anticipated to include a holiday resort, a hotel, a conservation area, camping facilities, a residential area and a tourism cultural centre. Both Bluewater Beach and St Georges Strand are Blue Flag Beaches, and represent potential for increased tourism to the area north of the Port Elizabeth CBD. This stretch of coastline is easily reached by road via two interchanges on the N2, namely the Bluewater Bay and St George’s Strand Interchanges. Public transport to the area is supplied by a bus route that operates between the city and St George’s Strand. It has been proposed that a pedestrian bridge be constructed over the N2 to improve NMT connectivity between Wells Estate and the beach. The following table indicates a broad evaluation of the transport implications: Table 4-7: Transport Evaluation of Embizweni

OBJECTIVE PERFORMANCE

Integration Integration of the beach node into NMBM is provided by the arterial road network, with easy access from the N2 by private vehicle transport and public transport that is provided by a Feeder Line bus and taxi service.

Safety

A pedestrian bridge over the N2 will provide enhanced safety for people walking or cycling to the proposed development from Wells Estate. Fences should be erected along the N2 road reserve boundary to prevent pedestrians from crossing at other locations.

Environmental Impact

This stretch of beach is already used for recreational purposes. Services are in place, including roads, parking areas and ablutions, required for the beaches to obtain Blue Flag Status; therefore, further environmental impacts are negligible.

Economy A tourism node will provide job opportunities to the nearby communities of Wells Estate and Motherwell which have very low employment rates.

Accessibility A Local Feeder Line operates at St George’s Strand. The area is also accessible to residents of Bluewater Bay and Wells Estate by NMT by way of the anticipated pedestrian bridge.

The development of the beachfront tourism node performs favourably according to each of the five objectives for the integration of the project and the transport system. Adequate public transport to the area is already established and access via the St Georges interchange on the N2 is provided. Additionally, the safety of NMT users is considered through the design of a pedestrian bridge over the N2. (h) N2 Developments The N2 Development is a proposed mixed-use area located at the western entrance of Port Elizabeth, straddling the N2. The envisaged development will include mixed residential and convenience retail neighbourhoods, a large shopping centre, offices, light industrial, commercial, tourism and recreational land uses. A number of the trips generated by the development are expected to be internal trips, because of the mixed use nature of the development. However a number of external trips are also anticipated to be attracted by the industrial zone and large shopping centre. Access to the development from the arterial road network will be provided by two proposed interchanges on the N2 freeway. The interchange west of the development will interface with the proposed Western Arterial, while the eastern interchange will connect with the anticipated extension of the Redhouse-Chelsea Arterial between Kragga Kamma Road and Cape Road. Access to neighbourhoods south of the proposed development will be granted via the extension of Walker Drive. Future access to the development by public transport could be supported by the IPTS, which has a Main Bus Line extending eastwards on Cape Road. A Local Feeder Line route could be extended to the proposed development, which should include plans for a minibus

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terminus. Additionally, the development area is traversed by the narrow gauge railway line, the Apple Express. The developer has applied to Transnet for the construction of a new station on the railway within the development site. It would then be possible to introduce a rail commuter service from this station to Humewood Station. The following table indicates a broad evaluation of the transport implications: Table 4-8: Transport Evaluation of N2 Developments

OBJECTIVE PERFORMANCE

Integration The development site is well integrated into NMBM via the arterial road network to all parts of the city. Improved integration by public transport should be considered.

Safety

The proposed development area is severed by the N2 freeway, numerous arterial roads and a railway. Care must be taken to integrate the various zones separated by these boundaries to allow safe and easy motorised and NMT movement between them.

Environmental Impact

Convenient neighbourhood retail centres eliminate the need for residents to travel far distances for everyday necessities. Additionally, the integration of commercial, residential and industrial zones within the development area promote short home-work trips, thereby reducing fuel consumption and travel time.

Economy Economic opportunities are presented through the provision of office space as well as retail, commercial and light industrial zones.

Accessibility

Accessibility to convenience retail is well planned for with various neighbourhood shopping centres. Private vehicle accessibility via the arterial road network is well supplied. Public transport accessibility is limited to local feeder taxi operations, but the possibly of a rail connection is anticipated

The development straddles the N2 and two interchanges on the N2 are proposed to provide access to the development, thereby allowing excellent private vehicle integration of the area and NMBM via the arterial road network. Accessibility to the proposed development by public transport is limited. This is a green field development, consequently no public transport routes to the area exist. The area is however not far from the Main Bus Line on Cape Road, which can be reached by Local Feeder Bus services from the new development. NMT must be specifically catered for within the development area, because the high number of boundaries, in the form of high order roads and a railway line, could prevent natural movement of pedestrians and cyclists if not explicitly considered. (i) Revitalisation of Uitenhage CBD (UDDI) The Revitalisation of Uitenhage CBD is a project that entails the enhancement of the Uitenhage core area by upgrading and improving the CBD, particularly Market Square. The project includes the redevelopment of the historical railway sheds, close to the CBD, into an interactive science and technology centre and multi-use site consisting of business premises, shops, a hotel, flats and entertainment facilities. Uitenhage is well integrated into the rest of NMBM by Uitenhage Main Road (R75 trunk road), the Swartkops Despatch Road (R367) and Cape Road (R334). A Main Bus Line operates on the R75 between the Uitenhage and Port Elizabeth CBDs, and two Express Bus Routes that travel from the Uitenhage CBD to Motherwell and Port Elizabeth CBD respectively, provide public transport connectivity. A commuter rail service is provided between Port Elizabeth and Uitenhage, which is operated only on weekdays during the morning and afternoon peak travel periods. The following table indicates a broad evaluation of the transport implications of the Revitalisation of the Uitenhage CBD:

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Table 4-9: Transport Evaluation of Uitenhage CBD

OBJECTIVE PERFORMANCE

Integration

The CBD of Uitenhage is well integrated into NMBM by high order trunk roads, the R75 and R367, allowing integration by private vehicle and public transport which operates on these roads. Additionally, the rail service supports this integration.

Safety The revitalisation of the CBD will lead to enhanced NMT safety.

Environmental Impact

Uitenhage is isolated from Port Elizabeth by distance. An interactive science centre and other recreational facilities to be developed in Uitenhage will lessen the need for residents to travel to Port Elizabeth for entertainment, reducing fuel consumption.

Economy The revitalisation of the CBD will encourage investment, while the redevelopment of the railway sheds will provide job opportunities and attract businesses to the area.

Accessibility Local Feeder Lines that operate throughout Uitenhage will provide access to the CBD for the residents of Uitenhage, while Main and Express Bus Lines and the rail network ensure access to the Uitenhage CBD from other areas of NMBM.

The Revitalisation of Uitenhage CBD performs favourably according to each of the five objectives for the integration of the project and the transport system. Public transport to Uitenhage from surrounding areas of NMBM is already established, with bus and rail services operating in the area. The trunk road network between Uitenhage, Despatch and Port Elizabeth is also well established. (j) North End Beachfront Land Reclamation The North End Beachfront Land Reclamation project is an ambitious proposal to replenish the coastal zone west of the harbour with sand from the planned sand bypass system, and to develop this reclaimed area. The considered uses for the reclaimed area include a marina and supporting residential and commercial components. The area earmarked for reclamation is the section of coastline directly adjacent to the Nelson Mandela Bay Multi-purpose Stadium at Prince Alfred’s Park. This area is set to become a vibrant, cosmopolitan tourism hub of NMBM that will stimulate the urban renewal of North End and surrounding areas, attracting and producing numerous trips, especially between the reclamation site and the Stadium Precinct, which are both recreational areas. The land reclamation development site is well served by public transport, situated adjacent to the first phase IPTS route between Kwamagxaki and the Port Elizabeth CBD on Uitenhage Road. Additionally, there is an Express Bus route along Uitenhage Road. Access by rail is provided at the North End and Sydenham stations, while road access is granted from Settlers Way Freeway via the Kempston Road and Mount Road interchanges. The following table indicates a broad evaluation of the transport implications of the land reclamation project: Table 4-10: Transport Evaluation of Uitenhage CBD

OBJECTIVE PERFORMANCE

Integration

The area proposed for the land reclamation project is well integrated into NMBM by public transport routes and the arterial road network to all parts of the city. Additionally, the area is centrally located close to the CBD, minimising travel times from most areas of the city.

Safety Provision must be made for safe NMT movement between the Stadium Precinct and the reclaimed beachfront, which are separated by Settlers Way Freeway and railway lines.

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OBJECTIVE PERFORMANCE

Environmental Impact

The high public transport connectivity available in the area adjacent to the development reduces the need for private vehicle travel, reducing traffic volumes and fuel usage.

Economy The proposed land-uses for the reclaimed site will create work opportunities which will be accessible to the residents of the immediate area, as well as people from the greater NMBM due to the IPTS.

Accessibility The development site is well serviced by public transport and the arterial road system, allowing access to the site from all areas in NMBM.

The North End Beachfront Land Reclamation project performs favourably according to most of the five objectives for the integration of the project and transport system. The development area is centrally positioned, close to the CBD of Port Elizabeth, and can thereby take advantage of the IPTS to ensure integration and accessibility of the area with the greater NMBM, and lessen environmental impact through reduced private travel needs. A large amount of NMT movement between the land reclamation site and the Stadium Precinct is expected as both of these areas will be tourism hotspots and are in close proximity to one another. The safety of NMT users moving between these sites must be considered in the design of the project, especially because the development areas are separated by the Settlers Way Freeway and a railway line. (k) Zanemvula Project The Zanemvula Project is a Section 29 National Department of Human Settlements project that will address the housing needs of approximately 10 000 families living in the Soweto-on-Sea and Chatty areas in the Nelson Mandela Bay. The project has three main components, listed below: The in-situ upgrading of settlements in the Soweto-on-Sea/Veeplaas area A green field development in the Chatty and Joe Slovo areas The construction of a multi-purpose community centre at Soweto-on-Sea. Soweto-on-Sea, the site of the in-situ upgrade component of the Zanemvula project, is situated north-west of Ibhayi and is bounded by the Chatty River to the north, the Salt Works and Swartkops Despatch Road to the west and the Old PE Uitenhage road is on the eastern border. Existing housing densities in Soweto-on-Sea are too high for adequate services to be provided. A de-densification scheme is being implemented, moving residents living below the Chatty River floodplain and in very dense zones, to Chatty and Joe Slovo, the green field site of the Zanemvula Project situated 12 km west of Soweto-on-Sea. This component of the project incorporates the construction of new subsidised houses and supporting infrastructure and amenities such as schools, parks, clinics and economic and job creation infrastructure. Soweto-on-Sea is accessed via the Old PE Uitenhage Road and Uitenhage Main Road (R75) which bisects the development area. Local distribution routes include Koyana Street and Johnson Street. The IPTS route between Njoli Square and Kwamagxaki is routed along Koyana Street, providing good public transport connectivity for the area. Additionally, an Express Bus line passes through the area on the Uitenhage Main Road and a Local Feeder Line is routed along the Old PE Uitenhage Road. Access to Chatty is granted by the Old PE Uitenhage Road, Standford Road and Nooitgedacht Road. A Main Bus Line passes on the outskirts of the Chatty area, routed on the Old PE Uitenhage Road, from Cleary Park to Uitenhage CBD. The following table indicates a broad evaluation of the transport implications of the Zanemvula Project:

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Table 4-11: Transport Evaluation of Uitenhage CBD

OBJECTIVE PERFORMANCE

Integration

The in-situ redevelopment component of the Zanemvula Project at Soweto-on-Sea is well integrated into NMBM by the arterial road network and the IPTS that is routed through the middle of the area. Chatty is integrated into the arterial road network by the Old PE Uitenhage Road along which the Main Bus Line is also routed.

Safety

The Soweto-on-Sea development area is bisected by the R75. This is a wide road with two carriageways and two lanes in each direction, creating a formidable community severance barrier. A pedestrian bridge should be considered to link these areas.

Environmental Impact

The in-situ redevelopment zone and the green field site of the Zanemvula Project are both located far from the CBD of Port Elizabeth, necessitating long travel time and fuel usage to reach the CBD. The proposal to provide vital local amenities such as schools, clinics and economic and job creation infrastructure will however reduce the need to travel from the development zones for most everyday requirements.

Economy The proposed schools, clinics and economic and job creation infrastructure will provide job opportunities in the Zanemvula Development zones.

Accessibility

Accessibility to public transport is well provided in most of Soweto-on-Sea. Local feeder routes, the IPTS and an Express Bus Route operate in the area. Accessibility between the western and eastern sectors of the area must be considered and improved. The accessibility of the Chatty development needs to be upgraded to ensure better access to the Main Bus Line that is routed on the border of the area.

The Soweto-on-Sea redevelopment area has good private vehicle and public transport integration into NMBM. Accessibility within this zone will be improved by the construction of a pedestrian bridge over the R75 between the eastern and western sectors that are currently segregated. Public transport availability from and within The Chatty development is limited. This is a green field development, consequently no public transport routes to the area exist. The area is however not far from the Main Bus Line on the Old PE Uitenhage Road, which can be reached by Local Feeder Bus services from the new development. Both development sites are located far from the CBD of Port Elizabeth, so public transport availability is vital to ensure the integration of these communities and NMBM, as well as to secure job opportunities for the residents in other areas of NMBM.

4.4.3 TRANSPORT IMPLICATIONS OF THE MSDF It was stated in the introduction to Section 4.4 that the MSDF should be informed by the CITP in such a way as to meet five objectives that pertain to the transport implications of the development strategies of the MSDF; namely integration, safety, environmental impact, economy and accessibility. This section considers the transport implications of the directive policies put forward by the MSDF of NMBM in terms of the frameworks ability to meet these five objectives. The MSDF has three main focus areas, described at the beginning of this chapter; these are: sustainability and the restructuring of the city, corridors and accessibility, and economic development and growth. The first focal point, restructuring the city, is proposed to be undertaken through the implementation of Sustainable Community Units (SCUs). SCUs are envisioned to operate as self sufficient neighbourhoods, incorporating basic amenities, facilities and job opportunities within its boundaries defined by a 2 km radius, determined as the distance that can comfortably be covered when walking for half and hour. Spatial restructuring according to SCU directives should reduce the cost and need to travel for everyday purposes. Thirteen

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development goals for the spatial planning of SCUs are defined and were listed in Section 4.1.1 of this chapter. Six of those goals play an intrinsic role in improving the transport system; namely: accessibility (to public transport and pedestrian opportunities), mixed-use development, corridor development, safety and security, densification and reducing urban sprawl. The second focal point of the MSDF is to develop corridors along major transport routes. These corridors are to be flanked by mixed-use development and be supported by improved public transport routes, such as the Khulani Corridor that extends from the NMBM 2010 Stadium to Njoli Square and Motherwell. These corridors thereby promote accessibility to a number of amenities, facilities and jobs, as well as improve mobility within the City. The third focus of the SDF details proposals regarding economic development and growth. These proposals include the implementation an urban growth boundary (shown on the SDF plan), the strengthening of public and private investment in the three CBDs of NMBM, promoting infill development, and expanding residential precincts within strategic development areas. Through these three focal points, the MSDF provides the policy structure to achieve all five objectives of the operation of the transport system within the development framework. The strategic development projects included in the MSDF implement the core development focus areas. A number of projects, such as the Njoli Square Development, the Motherwell Urban Renewal Programme, and the Zanemvula Project to name a few, include strategies to promote mixed-use development, increase urban density and develop infill housing on currently vacant land, especially along transport corridors. These approaches have numerous advantages in terms of the transport system that covers all of the objectives for projects mentioned above. Improved integration is assured by promoting public transport development, which is made viable by increasing housing densities as more people can make use of fewer public transport stops. The safety of NMT users is enhanced by upgrading the road reserves as well as through densification: by placing more residences and businesses adjacent to the access routes, human presence on the street is increased thereby enhancing pedestrian security. Environmental impact is mitigated by reducing travel distances and time spent travelling by promoting mixed-use developments and public transport. Dense, mixed-use neighbourhoods allow economic opportunities and community facilities to be located closer to a greater number of residents, thereby making the provision of facilities more cost effective. Accessibility to public transport and facilities is also improved by dense, mixed-use development strategies on defined transport corridors. One area which was lacking in a number of projects was specific reference to NMT, the safety and security of pedestrians, cyclists and wheelchair users and community segregation by barriers such as high order roads and rail lines. These factors should be a very important, widely discussed and visible component of the SDF, which has a mandate to focus on accessibility to services and public transport. The economic situation of the majority of residents in NMBM makes them captive to public transport and/or NMT. Public transport itself encourages the use of NMT for the initial trip phase, from home to public transport stop, and the final trip phase, from stop to destination. It is therefore vital for the effectiveness of a public transport system, that NMT users can safely and securely reach public transport. Community segregation is another issue that should be held in high regard by the SDF, as segregation restricts access to some parts of the community, reducing ability to reach public transport and community facilities. Examples of projects were segregation could be problematic include Coega IDZ (NMT integration between eastern regions of Motherwell and Wells Estate with the Coega development need to be assured) and Helenvale (the new alignment of the Bramlin Road extension will segregate the community).

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Overall, however, the SDF performs favourably in terms of its implications on the transport system, as evaluated in terms of the five objectives for good integration of a spatial development framework and the transport system that ultimately supports it.

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Figure 4-2: NMBM Spatial Development Framework

COEGA IDZUITENHAGE CBD

EMBIZWENI BEACH NODE

NORTH END BEACHFRONT LAND RECLAMATION

N2 DEVELOPMENTS

HELENVALE

STADIUM PRECINCT

NJOLI SQ

ZANEMVULA SOWETO-ON-SEA

MOTHERWELL

ZANEMVULA CHATTY

Overlay Legend

Location of SDF project

IPTS Routes

Express Bus Routes

Main Bus Lines

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Comprehensive Integrated Transport Plan: 2011/12

5 TRANSPORT NEEDS ASSESSMENT The transport needs assessment focuses on the following key factors: a) Measures to promote public transport The Public Transport Operation Strategy (Chapter 6) has been specifically developed to be customer orientated and to be user friendly and efficient. Fundamental design parameters have been formulated to promote the use of public transport including integrated ticketing, minimisation of transfers, rapid journey times and safe bus stations. b) The needs of learners and persons with disabilities Learners are expected to make use of the main public transport services and this will be borne in mind when designing the public transport system. A transport needs assessment for disabled people has been derived from personal interviews with an extensive variety of people and organisations concerned about the provision of accessible transport for people with disabilities and mobility disadvantaged people. The NMBM has commenced with the improvement of public transport facilities and sidewalks to be accessible to people with disabilities. c) Non-motorised transport The Sidewalks and Cycle Tracks Masterplan has developed a non-motorised transport network consisting of sidewalks and cycle paths. Further information is contained in Chapter 10. d) Private transport and travel demand estimation A comprehensive review of the transport demand model for the metropolitan transport system has been undertaken. Detailed traffic surveys have been undertaken on the major transport routes and this information has been used to update travel projections along with the latest land use information obtained from the Spatial Development Framework and Local Spatial Development Frameworks that have recently been prepared by the NMBM. A number of different transport scenarios have been evaluated for 2010 (the existing system), 2016, 2021 and 2031. Various growth scenarios were evaluated as well as different private transport and public transport options. The resulting transport network was evaluated in terms of its operating conditions (level of service). During this evaluation the required upgrades to the transport network were identified for the various target years. The results from the transport model have been documented separately in a technical report. The list of identified projects has been included in Chapter 7 (Transport Infrastructure Strategy).

5.1 TRANSPORT MODELLING The contents and findings of the Transport Model Update report dated February 2011 have been summarised for inclusion into the CITP.


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