chris hani district municipalitychris hani district municipality ... 5.1.1 africa’s best 350...

CHRIS HANI DISTRICT MUNICIPALITY

DISTRICT INTEGRATED TRANSPORT PLAN

Prepared in terms of the

National Land Transport Act (No 5 of



2011/12

MAY 2012

FINAL


National Land Transport Act (No 5 of 2009)



2009)



2011/12


National Land Transport Act (No 5 of 2009)

by:

SSI Engineers and Environmental Consultants

PO Box 925

Port Elizabeth

6000

for the

Engineering Services Directorate

Chris Hani District Municipality

Private Bag x 7121 Queenstown 5320

May 2012

FINAL

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TABLE OF CONTENTS TABLE OF CONTENTS ........................................................................................................ i

LIST OF TABLES ................................................................................................................. iv

LIST OF FIGURES ............................................................................................................... v

LIST OF ABBREVIATIONS AND ACRONYMS .................................................................... vi

DEFINITIONS ...................................................................................................................... vii

EXECUTIVE SUMMARY .................................................................................................... viii

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

1.1 BACKGROUND ...................................................................................................... 1

1.2 PURPOSE OF THE ITP .......................................................................................... 1

1.3 STUDY AREA DESCRIPTION ................................................................................ 2

1.4 APPROACH AND METHODOLOGY ...................................................................... 4

1.5 PUBLIC AND STAKEHOLDER CONSULTATION .................................................. 5

1.6 INSTITUTIONAL AND ORGANISATIONAL ARRANGEMENTS ............................. 7

1.7 LAYOUT OF THE REPORT .................................................................................... 8

2 TRANSPORT VISION AND OBJECTIVES .................................................................. 10

2.1 REVIEW OF POLICIES AND DOCUMENTS ........................................................ 10

2.2 VISION STATEMENT FOR TRANSPORT ............................................................ 12

2.2.1 CHRIS HANI DISTRICT MUNICIPALITY VISION, MISSION AND OBJECTIVES .............................................................................................................. 12

2.2.2 EASTERN CAPE DEPARTMENT OF TRANSPORT VISION AND MISSION 13

2.3 LONG TERM VISION ........................................................................................... 14

2.3.1 FUTURE OPERATIONAL PLAN .................................................................... 16

2.3.2 ASSOCIATED RISKS .................................................................................... 18

2.3.3 IMPLEMENTATION PREREQUISITES ......................................................... 18

2.4 SHORT-TERM INTERVENTIONS ........................................................................ 18

3 TRANSPORT REGISTER ............................................................................................ 20

3.1 LOCAL PUBLIC TRANSPORT ............................................................................. 20

3.1.1 TAXI FACILITIES ........................................................................................... 20

3.1.2 BUS FACILITIES ........................................................................................... 21

3.1.3 TAXI SERVICES ............................................................................................ 23

3.1.4 BUS SERVICES ............................................................................................ 27

3.2 LONG DISTANCE PUBLIC TRANSPORT ............................................................ 27

3.2.1 TAXI SERVICES ............................................................................................ 28

3.2.2 BUS SERVICES ............................................................................................ 30

3.2.3 RAIL SERVICES ............................................................................................ 30

3.2.4 AIR SERVICES .............................................................................................. 30

3.3 NON-MOTORISED TRANSPORT ........................................................................ 31

3.4 SCHOLAR TRANSPORT ...................................................................................... 32

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3.5 ACCESSIBLE TRANSPORT ................................................................................ 32

3.6 ADMINISTRATION AND REGULATION ............................................................... 33

3.6.1 PUBLIC TRANSPORT OPERATORS ............................................................ 35

3.7 TRAFFIC AND VEHICLES .................................................................................... 36

3.8 ROAD NETWORK ................................................................................................ 39

3.9 FREIGHT TRANSPORT ....................................................................................... 41

3.9.1 ROAD FREIGHT ............................................................................................ 41

3.9.2 RAIL FREIGHT .............................................................................................. 41

3.9.3 HAZARDOUS FREIGHT ................................................................................ 42

3.9.4 ABNORMAL HEAVY FREIGHT ..................................................................... 43

3.9.5 OVERLOADING CONTROL .......................................................................... 43

3.10 RANSPORT INFRASTRUCTURE ........................................................................ 44

3.10.1 TRAVEL WAYS ............................................................................................. 45

3.10.2 PUBLIC TRANSPORT TRANSFER FACILITIES ........................................... 45

3.10.3 REGULATORY AND LAW ENFORCEMENT INFRASTRUCTURE ............... 45

3.11 TRAFFIC SAFETY ................................................................................................ 47

4 OPERATING LICENCE STRATEGY ........................................................................... 50

4.1 POLICY FRAMEWORK ........................................................................................ 50

4.2 PUBLIC TRANSPORT SYSTEM INFORMATION ................................................. 51

4.3 ROUTE INFORMATION ....................................................................................... 52

4.4 OPERATING LICENCE PLAN .............................................................................. 55

4.4.1 2005 DITP OPERATING LICENCE PLAN ..................................................... 55

4.4.2 2008 DITP OPERATING LICENCE PLAN ..................................................... 56

5 RATIONALISATION PLAN .......................................................................................... 59

5.1 EXISTING SUBSIDISED SERVICES .................................................................... 59

5.1.1 AFRICA’S BEST 350 LIMITED (AB350) ........................................................ 59

5.1.2 MAYIBUYE TRANSPORT CORPORATION .................................................. 60

5.2 RECOMMENDATIONS FOR OTHER POSSIBLE SUBSIDISATIONS .................. 60

5.2.1 SUPPORT FOR VEHICLES ON RURAL ROUTES........................................ 60

5.2.2 MAINTENANCE FOR PUBLIC TRANSPORT VEHICLES ............................. 61

6 TRANSPORT NEEDS ASSESSMENT ........................................................................ 62

6.1 SPATIAL DEVELOPMENT FRAMEWORK ........................................................... 62

6.1.1 ISRDS NODES .............................................................................................. 65

6.1.2 RURAL AND PRIORITY DEVELOPMENT AREAS ........................................ 65

6.1.3 TOURISM CLUSTER ..................................................................................... 65

6.1.4 INDUSTRIAL CLUSTER ................................................................................ 66

6.1.5 MINING CLUSTER ........................................................................................ 66

6.1.6 THE AGRICULTURAL AND FORESTRY CLUSTER ..................................... 66

6.2 SETTLEMENT AND POPULATION DISTRIBUTION ............................................ 66

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6.3 LEVEL AND DISTRIBUTION OF HOUSEHOLD INCOME .................................... 67

6.4 TRAVEL PATTERNS ............................................................................................ 69

6.4.1 QUALITY OF SERVICE AND CUSTOMER PERCEPTION ........................... 71

6.5 PROBLEM STATEMENT ...................................................................................... 72

7 SUMMARY OF LOCAL INTEGRATED TRANSPORT PLANS ..................................... 76

8 FUNDING STRATEGY AND SUMMARY OF PROPOSALS AND PROGRAMME ....... 78

8.1 SUMMARY OF PROPOSALS ............................................................................... 78

8.2 FUNDING STRATEGY ......................................................................................... 79

8.3 PRIORITISATION OF PROJECTS ....................................................................... 81

8.4 BUDGET PER PROJECT AND PROGRAMME .................................................... 82

REFERENCES ................................................................................................................... 87

APPENDIX A: TAXI ROUTES ............................................................................................ 88

APPENDIX B: TAXI FACILITIES ........................................................................................ 89

APPENDIX C: TAXI ASSOCIATION DETAILS .................................................................. 90

APPENDIX D: BUS FACILITIES ........................................................................................ 91

APPENDIX E: CHDM USER SURVEY ............................................................................... 92

APPENDIX F: LEARNER TRANSPORT SURVEY RESULTS ........................................... 93

APPENDIX G: SCHOLAR TRANSPORT SERVICE PROVIDERS ..................................... 94

APPENDIX H: SUMMARY OF TOWNS, FACILITIES, ROUTES AN D PHOTOS (2008) .... 95

APPENDIX I: IMPLEMENTATION PROJECTS .................................................................. 96

APPENDIX J: PROJECT EVALUATION SHEETS ............................................................. 97

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LIST OF TABLES TABLE 1-1: DITP PROJECT MANAGEMENT TEAM FROM CHDM ................................................................... 5 TABLE 1-2: TRANSPORT REPRESENTATIVES FROM LOCAL MUNICIPALITIES ................................................... 5 TABLE 1-3: CONTACT PERSONS FOR IDP’S AT LOCAL MUNICIPALITIES ......................................................... 5 TABLE 1-4: STAKEHOLDERS CONTACTED FOR TRANSPORT INFORMATION ..................................................... 6 TABLE 1-5: SCHEDULE OF CHRIS HANI DISTRICT MEETINGS AND VISITS ........................................................ 6 TABLE 2-1: EXISTING POLICIES AND DOCUMENTS THAT INFLUENCE THE DITP ............................................. 10 TABLE 2-2: IMPLEMENTATION COMPONENTS ............................................................................................. 14 TABLE 2-3: LONG-TERM VISION FOR PUBLIC TRANSPORT ........................................................................... 15 TABLE 2-4: SHORT-TERM INTERVENTIONS FOR PUBLIC TRANSPORT ............................................................ 18 TABLE 3-1: CHRIS HANI DISTRICT: MAIN PUBLIC TRANSPORT MODE TO WORK ............................................. 20 TABLE 3-2: TAXI FACILITIES IN CHRIS HANI DISTRICT MUNICIPALITY ........................................................... 20 TABLE 3-3: BUS FACILITIES IN CHRIS HANI DISTRICT MUNICIPALITY ........................................................... 21 TABLE 3-4: TYPES OF VEHICLES USED AS TAXIS ....................................................................................... 23 TABLE 3-5: NUMBER OF MINIBUS-TAXI ROUTES IN CHDM BY ROUTE TYPE ................................................. 24 TABLE 3-6: LOCAL TAXI ROUTES AND ASSOCIATIONS IN CHRIS HANI DISTRICT ............................................ 25 TABLE 3-7: TAXI ASSOCIATIONS AND MEMBERS ........................................................................................ 26 TABLE 3-8: LONG DISTANCE TAXI ROUTES AND ASSOCIATIONS IN CHRIS HANI ............................................. 29 TABLE 3-9: MAIN LONG DISTANCE BUS SERVICES ...................................................................................... 30 TABLE 3-10: PROVISION OF SCHOLAR TRANSPORT IN CHRIS HANI ............................................................. 32 TABLE 3-11: TAXI FACILITIES UTILISED BY LDVS ....................................................................................... 33 TABLE 3-12: APPLICATION PROCEDURES FOR OPERATING LICENSES .......................................................... 34 TABLE 3-13: TRAFFIC AND TRUCK VOLUMES ON MAJOR ROUTES............................................................... 37 TABLE 3-14: NUMBER OF REGISTERED VEHICLES PER PROVINCE .............................................................. 38 TABLE 3-15: NUMBER OF UN-ROADWORTHY OR UN-LICENSED VEHICLES PER PROVINCE ............................ 38 TABLE 3-16: ESTIMATED VEHICLE POPULATION IN CHRIS HANI .................................................................. 38 TABLE 3-17: CONDITION OF THE ROAD NETWORK IN CHRIS HANI (%) ........................................................ 39 TABLE 3-18: LENGTH OF ROAD NETWORK ................................................................................................. 39 TABLE 3-19: DAILY TRUCK VOLUMES ON MAJOR NETWORK ...................................................................... 41 TABLE 3-20: FREIGHT LINES THROUGH THE EASTERN CAPE ...................................................................... 42 TABLE 3-21: TRAFFIC CONTROL CENTRES ................................................................................................ 43 TABLE 3-22: VEHICLE LICENSING AND TESTING FACILITIES ........................................................................ 46 TABLE 3-23: COST OF FATAL CRASHES PER PROVINCE (RAND MILLION) .................................................... 47 TABLE 3-24: PERCENTAGE (%) OF CRASHES AND FATALITIES RELATED TO POSSIBLE CAUSES..................... 48 TABLE 3-25: COLLISIONS PER ROAD IN CHRIS HANI (PROVINCIAL ACCIDENT DATA BASE) ........................... 49 TABLE 4-1: OPERATIONAL CONCEPTS FOR ROAD-BASED PUBLIC TRANSPORT SERVICES .............................. 50 TABLE 4-2: OPTIMUM MODES OF PUBLIC TRANSPORT ................................................................................ 51 TABLE 4-3: SUMMARY OF THE NUMBER OF TAXI ROUTES BY TOWN.............................................................. 52 TABLE 4-4: SUMMARY OF VEHICLE AND PASSENGER MOVEMENTS BY RANK ................................................. 53 TABLE 5-1: AB350 ROUTE INFORMATION .................................................................................................. 59 TABLE 5-2: MAYIBUYE ROUTE INFORMATION ............................................................................................. 60 TABLE 6-1: CONSERVATION/HERITAGE AREAS WITHIN THE CHDM ............................................................. 66 TABLE 6-2: DISTRICT POPULATION BY LOCAL MUNICIPALITY ....................................................................... 67 TABLE 6-3: ANNUAL POPULATION GROWTH RATE ..................................................................................... 67 TABLE 6-4: HIGHEST EDUCATION LEVEL REACHED (+20 YEARS) ............................................................... 69 TABLE 6-5: MAIN TRANSPORT MODE TO WORK PER HOUSEHOLD: CHRIS HANI DISTRICT ............................. 69 TABLE 6-6: REASON FOR TRAVEL BY TRIP PURPOSE: CHRIS HANI DISTRICT ................................................ 70 TABLE 6-7: TRAVEL TIMES TO LOCAL DESTINATIONS: CHRIS HANI DISTRICT ................................................ 71 TABLE 6-8: WALKING TIME TO NEAREST PUBLIC TRANSPORT SERVICE ........................................................ 71 TABLE 6-9: MAIN PROBLEMS WITH PUBLIC TRANSPORT SERVICES ............................................................... 72 TABLE 6-10: SUMMARY OF CURRENT TRANSPORT CONDITIONS FACING PASSENGER TRANSPORT IN THE CHRIS

HANI DISTRICT ................................................................................................................................ 73 TABLE 7-1: SUMMARY OF FEEDBACK FROM LOCAL MUNICIPALITIES ............................................................. 76 TABLE 7-2: SUMMARY OF ESTIMATED COSTS OF TRANSPORT PROJECTS IDENTIFIED .................................... 76 TABLE 8-1: CHRIS HANI DISTRICT MUNICIPALITY BUDGET ......................................................................... 80 TABLE 8-2: CHDM CAPITAL EXPENDITURE ON NEW TRANSPORT INFRASTRUCTURE ..................................... 80 TABLE 8-3: CHDM FUNDING SUPPORT TO LOCAL MUNICIPALITIES .............................................................. 81 TABLE 8-4 PROVINCIAL PROJECT EVALUATION CRITERIA ........................................................................... 81 TABLE 8-5: DEPARTMENT OF ROADS AND PUBLIC WORKS (2011 – 2014) .................................................. 84

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TABLE 8-6: CHRIS HANI PRIORITISED PROJECTS (2011/12 – 2015/16) ...................................................... 85 TABLE 8-7: CHRIS HANI PRIORITISED PROJECTS: 5 YEAR IMPLEMENTATION PROGRAMME (2011/12 –

2015/16) ........................................................................................................................................ 86 LIST OF FIGURES FIGURE 1-1: INTER-RELATIONSHIP BETWEEN TRANSPORT PLANS AND FRAMEWORKS ..................................... 1 FIGURE 1-2: CHRIS HANI DISTRICT LOCALITY MAP ...................................................................................... 3 FIGURE 1-3: CHRIS HANI DISTRICT MUNICIPALITY ORGANOGRAM ................................................................ 7 FIGURE 1-4: MINIMUM CONTENT OF A DITP ................................................................................................ 8 FIGURE 2-1: CONCEPT PLAN OF PASSENGER AND GOODS SERVICE ............................................................ 16 FIGURE 3-1: AIRPORTS AND AIRFIELDS IN CHRIS HANI DISTRICT MUNICIPALITY .......................................... 31 FIGURE 3-2: DAILY TRAFFIC VOLUMES ..................................................................................................... 37 FIGURE 3-3: MAJOR ROAD NETWORK ....................................................................................................... 40 FIGURE 3-4: RAILWAY LINES IN THE EASTERN CAPE.................................................................................. 42 FIGURE 3-5: MAJOR CORRIDORS FOR THE MOVEMENT OF HEAVY VEHICLES IN THE EASTERN CAPE (NDOT) 44 FIGURE 3-6: DISTRIBUTION OF FATAL CRASHES BY DAY OF WEEK AND TIME OF DAY (NATIONAL AVERAGE) 48 FIGURE 4-1: VARIATION OF PASSENGER MOVEMENTS AT RANKS THROUGH THE DAY .................................... 54 FIGURE 6-1: CHRIS HANI SPATIAL DEVELOPMENT FRAMEWORK ................................................................. 63 FIGURE 6-2: CHRIS HANI DEVELOPMENT ZONES AND CORRIDORS ............................................................. 64 FIGURE 6-3: CHRIS HANI DISTRICT EMPLOYMENT COMPOSITION ............................................................... 68

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LIST OF ABBREVIATIONS AND ACRONYMS

CHDM : Chris Hani District Municipality

CPTR : Current Public Transport Record

DITP : District Integrated Transport Plan

DM : District Municipality

DOT : Department of Transport (National)

ECDOT : Eastern Cape Department of Transport

ECDRPW : Eastern Cape Department of Roads and Public Works

IDP : Integrated Development Plan

ITP : Integrated Transport Plan

LM : Local Municipality

NATIS : National Traffic Information System

NHTS : National Household Travel Survey

NLTS : National Land Transport Strategy Version 2, 13 August 2007

NLTSF : National Land Transport Strategic Framework

NLTA : National Land Transport Act, 2009 (Act no. 5 of 2009)

NLTTA : National Land Transport Transition Act, 2000 (Act no. 22 of 2000)

NMT : Non-Motorised Transportation

OL : Operating licence

OLAS : Operating Licences Administration System

OLB : Operating License Board

OLS : Operating License Strategy

PLTF : Provincial Land Transport Framework

PRASA : Passenger Rail Agency of South Africa

PT : Public Transport

PTP : Public Transport Plan

RATPLAN : Rationalisation Plan

RTMC : Road Traffic Management Corporation

SDF : Spatial Development Framework

SANRAL : South African National Roads Agency Limited

White Paper : The White Paper on National Transport Policy, 1996

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DEFINITIONS The following definitions, listed in the National Land Transport Act (NLTA), Act 5 of 2009, as well as in the schedule made in terms of Section 36, Integrated Transport Plans, apply directly to the terminology used in this document. In addition to the list of abbreviations and acronyms, the following definitions apply: 1. “Integrated Public Transport Network” means a system in a particular area that

integrates public transport services between modes, with through-ticketing and other appropriate mechanisms to provide users of the system with the optimal solutions to be able to travel from their origins to destinations in a seamless manner.

2. “Land transport” means the movement of persons and goods in or across land by

means of any conveyance and through the use of any infrastructure and facilities in connection therewith.

3. “Operator” means a person carrying on the business of operating a public transport

service.

4. “Public transport service” means a scheduled or unscheduled service for the carriage of passengers by road or rail, whether subject to a contract or not, and where the service is provided for a fare or any other consideration or reward, including cabotage in respect of passenger transport as defined in the Cross-Border Act, and except where clearly inappropriate, the term “public transport” must be interpreted accordingly.

5. Public participation refers to a process whereby an individual, group or body

participates in the communication process. Often it also refers to the public participating actively in the actual planning process, including the identification of needs, the identification of solutions and the prioritisation of projects.

6. Stakeholder refers to any interested and affected party, whether a group of people or

an individual, or representative / spokesperson to represent them in the consultation process. The stakeholders, therefore, include the role players directly involved, together with those who are indirectly involved in or affected by the transport planning process, such as the users of the services.

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EXECUTIVE SUMMARY 1. INTRODUCTION The NLTA requires that planning authorities prepare an Integrated Transport Plan (ITP) to guide the transport planning process. The purpose of an ITP is to resolve transport issues and problems at District level, in line with the transport goals and objectives. The ITP is a specific sector plan that feeds into the District Integrated Development Plan and ultimately form part of the Provincial Land Transport Framework. Chris Hani District Municipality is one of the District Municipalities that prepared a 2005 District Integrated Transport Plan (DITP) for the five-year period between 2005 and 2010, which was subsequently updated in July 2008. This update of the DITP will be valid for the 5 year period from 2011 to 2015. The study area covered in the document is jurisdictional boundary of the Chris Hani District Municipality, comprising of eight local municipalities. All modes of the transport system within this area were considered. 2. TRANSPORT VISION AND OBJECTIVES The Chris Hani District has not formulated vision and mission statements specifically for transport, but the existing Municipal vision and mission statements are considered to be sufficiently relevant to the transport sector. The vision and mission statements of the CHDM also support the ECDOT’s vision and mission statements, which should be fulfilled as the various transport objectives of the CHDM are achieved over time. Long-term vision and objectives have been identified for the transport system in the region, as well as the strategy for developing the transport system over time to achieve the set of objectives. However, as the long-term strategy for the development of the District transport system can only be achieved over time, a list of annual action plans will need to specify the projects to be implemented over the short-term to maintain the existing system and to move towards the longer-term vision. These short-term interventions have been outlined in the report. 3. TRANSPORT REGISTER Chapter 3 describes the existing state and quality of transport in the Chris Hani District Municipality. The various sections provides an overview of passenger transport as it occurs at present and each of the sections concludes with a summary of the relevant issues, as well as recommendations on how to address these issues. The chapter consists of the following sections: � Local public transport � Long distance public transport � Non-motorised transport � Scholar transport � Accessible transport � Administration and regulation � Traffic and vehicles � Road network � Freight transport

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� Transport infrastructure � Traffic safety

4. OPERATING LICENCE STRATEGY The Operating Licence Strategy (OLS) aims to achieve a balance between public transport supply and utilisation that is both effective and efficient. The national and provincial policies guiding the disposal of operating licences are presented together with an overview of relevant legislation. The operational concepts for road-based public transport services, as well as the optimum modes of public transport for different types of trips in the District are presented. The 2003 Current Public Transport Record (CPTR) for the Chris Hani District was used for the initial development of an Operating Licence Strategy. The development of the OLS involved the screening of the utilisation on the various public transport routes at that stage. Thereafter certain routes were identified for further investigation to verify the recommendations that were made on whether operating licences should be withdrawn or whether new licences could be issued. The database of minibus taxi routes in CHDM varies between the various role-players in the industry. The records of routes maintained by the OLB as official custodian of registered route information are different from the numbers provided by the taxi associations. The lack of information is a major constraint in the further development of the OLS, since no vehicle and passenger surveys could be conducted at the existing taxi ranks in the District due to budget constraints. The 2005 and 2008 DITP’s included OLS related actions and proposals that are still considered relevant due to the lack of updated information. The ECDOT was able to provide comments regarding each item as part of the 2011/12 DITP review, which were incorporated with the proposals’ status updates from the 2008 DITP. 5. RATIONALISATION PLAN The Rationalisation Plan (RatPlan) includes a strategy for the subsidised contracted road based services within the CHDM. Two public transport services, which are financially supported by the ECDOT, currently operate within the CHDM, namely Africa’s Best 350 Limited (AB350) and Mayibuye Transport Corporation. AB350 is operating 17 subsidised buses on 17 routes in the Chris Hani District. From March 2010 to February 2011, AB350 transported 828 160 passengers on these routes at an average of 79.57 passengers per live trip. A total of 794 996.2 live kilometres were operated on 10 408 live trips at an average of 76.38 km per live trip. The Mayibuye Transport Corporation operates 13 buses from their Queenstown depot. During the period 1 April 2010 to 31 March 2011, they operated 7 267 trips carrying 467 611 passengers over 561 402 live kilometres on 11 routes. The RatPlan furthermore includes recommendations relating to support for public transport vehicles used on rural routes, as well as subsidised maintenance for public transport vehicles. 6. TRANSPORT NEEDS ASSESSMENT Sectoral plans have been developed for the CHDM, amongst others, a Spatial Development Framework (SDF) and several economic development plans. The transportation system of the district should therefore respond to and support the development of the district.

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Factors that influence transportation needs and the provision of services, such as population size and the level and distribution of household income have been investigated. The cost of travel is an important determinant of whether a person travels or not and the transport mode that that person uses. Existing travel patterns have been investigated to identify problems associated with travel demand and recommendations have been formulated to address these problems. The quality of public transport services and customer perceptions has also been investigated. A summary of current issues related to road based public transport have been compiled based on the evaluation of the transportation situation in the District. Recommendations are included to address the issue of poor road conditions and maintenance. A need exist to establish and operate a Pavement Management System (PMS) that can be used to effectively plan a long-term strategy for the maintenance of especially the major roads in the District. 7. SUMMARY OF LOCAL INTEGRATED TRANSPORT PLANS This chapter summarises the transport implementation budgets and programmes over the 2011/12 – 2015/16 period (5 years), as prepared by the eight Local Municipalities within the Chris Hani District. Some municipalities were able to produce a new list of transport related projects, whilst the majority of municipalities referred to projects identified in their respective IDP’s or the 2008 DITP. These projects are normally budgeted over a 3-year period. The project information received indicates that a total of R 263,339,290 is required by the various local municipalities to implement the transport related projects that they have identified for the 2011/12 financial year. Furthermore, a total of R 477,991,770 will be required by the local municipalities to implement the transport related projects planned for the 5 year period 2011/12 – 2015/16. 8. FUNDING STRATEGY AND SUMMARY OF PROPOSALS AND PR OGRAMME The various strategies and recommendations developed in the DITP have been summarised in this section of the report. A funding strategy has been formulated which includes the possible funding sources that are available to the CHDM for the implementation of transport related projects. 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) The funding for maintenance projects be provided in terms of a Pavement

Management System to be prepared and updated every three years in consultation with and subject to the approval of the CHDM and the Department of Roads and Public Works.

The EC Department of Transport have indicated that they do not have specific projects planned for the Chris Hani District for the period 2011 to 2015. The ECDOT does however provide funding to the CHDM on an annual basis for the implementation of transport related projects.

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The EC Department of Roads and Public Works provided a list of transport related projects budgeted for the period 2011 to 2014, which is included in the DITP. The South African National Roads Agency Limited (SANRAL) was contacted to obtain a list of the projects they have planned for the Chris Hani District for the period 2011 to 2015. Indications were that there are a number of projects planned for the District, but unfortunately no information was forthcoming at the time of preparing this report. The projects identified by each local municipality was rated using the ECDOT project prioritisation procedure. The procedure comprises an evaluation of each project based on certain criteria. Note that where projects were extracted from the 2008 DITP, they were not rated again. The priority ratings used in the 2008 DITP were adopted. The prioritised projects were used to compile a prioritised implementation project list for the Chris Hani District, as well as a five-year implementation programme. The programme includes planning, implementation and routine road maintenance projects. The available budgetary information for 2011/12 is summarised as follow:

• CHDM total budget for 2011/12 is R 858,611,590

• CHDM planned capital expenditure on new transport infrastructure for 2011/12 is R 1,688,000

• CHDM planned funding support to local municipalities for 2011/12 is R 171,146,000

• Cost of projects on the CHDM five-year implementation programme for 2011/12 is R 115,916,350

• Cost of projects identified by local municipalities for 2011/12 is R 263,339,290

District Integrated Transport Plan for Chris Hani District Municipality 1 May 2012

1 INTRODUCTION

1.1 BACKGROUND The NLTA with specific reference to Section 36 requires that planning authorities prepare an Integrated Transport Plan (ITP), which complies with the minimum requirements as set out in the schedule, to guide the transport planning process. In 2005 a first round of ITPs were prepared for the six Eastern Cape District Municipalities. An ITP prepared for a District Municipality is referred to as a District Integrated Transport Plan (DITP). However, due to tight timeframes and data constraints, some gaps or shortcomings were eminent. The Eastern Cape Department of Roads and Transport decided to refine these plans and appointed consultants in July 2007 to review and update the existing DITPs. Chris Hani District Municipality is one of the District Municipalities that prepared a 2005 DITP for the five-year period between 2005 and 2010, which was subsequently updated in July 2008. This update of the DITP will be valid for the 5 year period from 2011 to 2015.

1.2 PURPOSE OF THE ITP The legislation mentioned above requires of all District Municipalities to prepare a District Integrated Transport Plan. The purpose of an ITP is to resolve transport issues and problems at District level, in line with the transport goals and objectives. The ITP is a specific sector plan that feeds into the District Integrated Development Plan and ultimately form part of the Provincial Land Transport Framework. The following figure provides an illustration of this relationship. Figure 1-1: Inter-relationship between transport pl ans and frameworks

(Source: DOT Technical Transport Planning Guidelines for DITP’s to be prepared by Type 2 Planning Authorities, February 2009).

Relevant integrated

Comprehensive ITPs prepared by

Type 1 PAs

District ITPs

Prepared

Local ITPs prepared by Type 3 PAs

Provincial Land

Transport Framework

(To guide land

transport planning provincial

wide)

Submit to MEC

Submit to MEC

Relevant integrated

Relevant integrated

National Land Transport Strategic Framework Submit to Minister


The most notable guiding principles in the development of an ITP is the enhancement of the effective functioning of urban and rural areas through the integrated planning of transport infrastructure, facilities and operations, freight movement and bulk services. Additionally, an ITP development must be in support of directing employment opportunities and activities, as well as to discourage urban sprawl where public transport services are inadequate. The guiding principles required of an ITP are the following: • Give priority to infilling and densification along public transport corridors;

• Give higher priority to public transport than private transport;

• Enhance the accessibility to public transport services and facilities;

• Maintain and further develop road infrastructure;

• Minimise adverse impacts on the environment;

• Support and stimulate economic growth and development;

• Pay due attention to the development of rural areas and give special attention to the

transport for special needs passengers;

• Acknowledge and plan for the role of non-motorised transport;

• Be synchronised with other planning initiatives;

• Include consultation with interested and affected parties.

1.3 STUDY AREA DESCRIPTION The Eastern Cape Province is landlocked between the coastline in the south and the Drakensberg Mountains to the north. The province consists of one Metropolitan and six District municipalities. Chris Hani District Municipality is located in the north-eastern part of the province. It borders with the districts of Cacadu to the west, Amathole to the south, OR Tambo to the east and Ukhahlamba to the north (refer to Figure 1-2 ). The Chris Hani District Municipality consists of eight Local Municipalities and one District Management Area (DMA), the Mountain Zebra Park. The local municipalities with their major towns are as follows: • Inxuba Yethemba Local Municipality – Middelburg, Cradock

• Tsolwana Local Municipality - Hofmeyr, Tarkastad, Ntabethemba

• Inkwanca Local Municipality - Molteno, Sterkstroom

• Lukhanji Local Municipality - Queenstown, Whittlesea, Sada, Hewu

• Intsika Yethu Local Municipality - Cofimvaba, Tsomo

• Emalahleni Local Municipality - Lady Frere, Dordrecht, Indwe

• Engcobo Local Municipality – Ngcobo, All Saints & Clarkebury settlements

• Sakhisizwe Local Municipality - Elliot, Cala, Xalanga


Figure 1-2: Chris Hani District Locality Map

(Source: CHDM DITP, July 2008)


When considered from a transport perspective, the Chris Hani District is of importance not only to the local socio-economic climate, but also to the country as a whole. There are two national roads passing through the district in a north-south direction as well as two rail lines. National Route N10 passes through Cradock and Middelburg and provides a link between Port Elizabeth and the interior, while the N6 passes through Queenstown and Aliwal North, linking East London with the rest of the country. The two rail routes links Port Elizabeth and East London to the interior. The main east-west road corridors are along the R61 from Cradock, through Queenstown and beyond, the R359 from Queenstown through Lady Frere and Cala to Elliot and the R56 from Queenstown through Sterkstroom, Molteno and Steynsburg to Middelburg.

1.4 APPROACH AND METHODOLOGY In addition to the requirements published in the NLTA of 2009, the Department of Transport published technical transport planning guidelines in February 2009 for DITP’s to be prepared by Type 2 Planning Authorities (District Municipalities). In adherence to the above, the project methodology adopted for the 2011 update of the CHDM DITP consisted of the following tasks: Task 1: Project Inception and Planning The purpose of this task was to review the contents of the 2008 DITP document to establish the type of transport information that was included previously, and to identify the information that required updating. It was also necessary to identify any additional transport information that is required in terms of the new DOT DITP guidelines. Discussions were held with the project management team at the CHDM to identify the key focus areas of this DITP update. Task 2: Data Collection and Processing Due to the limited budget available for this DITP update, limited transport data was collected and analysed as part of the update. Where new information could not be sourced, the data contained in the 2008 DITP, as well as the latest IDP’s for the District and Local Municipalities, were utilised. Task 3: Planning The planning stage involved the review and planning of the key elements of the DITP, such as the Strategic Framework, the implementation plan and the financial plan. Task 4: Reporting The task of reporting involved the assembly of all deliverables for previous tasks in order to prepare the updated DITP report for review by the CHDM. Task 5: Communication Strategy The stakeholder involvement process that was undertaken as part of this DITP update included discussions with stakeholders and liaison with the District Municipality and the various Local Municipalities. The limited budget and timeframe available for this DITP update did however restricted the extent of consultation that could be carried out.


1.5 PUBLIC AND STAKEHOLDER CONSULTATION A limited communication strategy was included as part of preparing the updated 2011 DITP for the Chris Hani District Municipality. This strategy entailed: • The preparation of a list of key stakeholders for consultation.

• The preparation of a public participation plan tailored for the project.

Details of the members of the project management team from the CHDM are shown in the following table. Table 1-1: DITP Project Management Team from CHDM

NAME ORGANISATION DESIGNATION CONTACT DETAILS

Mr Makhaya Dungu

Chris Hani District Municipality

Director: Engineering Services

082 414 5592 (c) 045-808 4713 (o) 045-838 5959 (f) [email protected]

The following table lists the details of the local municipal transport representative stakeholders consulted during the DITP update process. Table 1-2: Transport Representatives from Local Mun icipalities


Mrs. N.T. Majiba Inxuba Yethemba Local Municipality

Manager Community Services

048-801 5000 (o)

Mr. Similo Dayi Tsolwana Local Municipality

Municipal Manager

076 516 6440 (c)

Mr. A. Koos Inkwanca Local Municipality

Technical Services Manager

083 307 2864 [email protected]

Mr. Nkululeko Mbedle

Lukhanji Local Municipality



Mr. Siyabulela Koyo

Intsika Yethu Local Municipality



Mr. Welcome Mkuyana

Emalahleni Local Municipality

Technical Services Manger


Mr. Cebo Obose Engcobo Local Municipality


083 599 6691

Mr. Ntsikelelo Saleni

Sakhisizwe Local Municipality



The following table lists the details obtained of the various contact persons for IDP’s at the local municipalities during the DITP update process. Table 1-3: Contact Persons for IDP’s at Local Munic ipalities


Mrs. N.T. Majiba Inxuba Yethemba Local Municipality

Manager Community Services

048-801 5000

Mr. Xolani Nxano Tsolwana Local Municipalty

IDP Manager 045-846 0033

Mr. D. Dyantyi Inkwanca Local Municipality

IDP Manager 083 307 3446

Mrs. Nontsikelelo Mani Lukhanji Local Municipality IDP Manager 083 949 4432



Mr. Maceba Intsika Yethu Local Municipality

IDP Manager 047-874 8711

Mr. Nkululeko Mntuyedwa

Emalahleni Local Municipality


Mr. Sivuyile Myeko Engcobo Local Municipality


Ms. Nikiwe Sakhisizwe Local Municipality


Other stakeholders consulted to obtain various sources of information are listed in the following table. Table 1-4: Stakeholders contacted for transport inf ormation

FOCUS AREA ORGANISATION CONTACT CONTACT DETAILS

District Roads Engineer: Chris Hani District

Eastern Cape Department of Roads & Public Works

Mr Randall Moore

045-807 6614 [email protected]

District Manager: Chris Hani District

Eastern Cape Department of Transport

Ms Nophuthi Mlakalaka


Public Transport Eastern Cape Department of Transport

Mr André de Vries


Public Transport Eastern Cape Department of Transport

Mrs Ronnie Venter


Community Based Transportation

Eastern Cape Department of Transport

Mr Mandlenkosi Ngwendu


National Roads SANRAL Mr Isak Botha, Mr Stefanus van Aardt

041-398 3200 [email protected] [email protected]

The following meetings and visits took place in the Chris Hani District to gather the necessary transport related information required for the DITP update. Table 1-5: Schedule of Chris Hani District meetings and visits

DATE MUNICIPALITY CONTACT PERSON

4 May 2011 Engcobo LM Mr. Myeko (IDP Manager) 4 May 2011 Intsika Yethu LM Mr. Koyo (Tech. Manager) 5 May 2011 Engcobo LM Mr. Cebo Obose (Tech. Manager) 6 May 2011 Mr. Bovu (Consultant compiling IDP for Engcobo LM) 6 May 2011 Tsolwana LM Mr. S. Dayi (Municipal Manager) 6 May 2011 Inkwanca LM Mr. A. Koos (Tech. Manager) 6 May 2011 Sakhisizwe LM Mr. N Saleni (Tech. Manager) 9 May 2011 Emalahleni LM Mr. Mkuyana (Tech. Manager) 9 May 2011 Engcobo LM Mr. Myeko (IDP Manager) 9 May 2011 Mr. Bovu (Consultant compiling IDP for Engcobo LM) 9 May 2011 Engcobo LM Mr. Songca (SDF officer) 9 May 2011 Lukhanji LM Mr. N Mbedle (Tech. Manager)

12 May 2011 Tsolwana LM Mr. S. Dayi (Municipal Manager) 12 May 2011 Inkwanca LM Mr. A. Koos (Tech. Manager) 12 May 2011 Sakhisizwe LM Mr. N Saleni (Tech. Manager) 13 May 2011 Sakhisiwe LM Ms. Nikiwe (IDP Manager)


DATE MUNICIPALITY CONTACT PERSON

19 May 2011 Emalahleni LM Mr. Mkuyana (Tech. Manager) 13 May 2011 Inxuba Yethemba LM Mrs. Majiba (IDP Manager) 17 May 2011 Inxuba Yethemba LM Mrs. Majiba (IDP Manager) 19 May 2011 Emalahleni LM Mr. Mkuyana (Tech. Manager) 19 May 2011 Sakhisizwe LM Ms. Nikiwe (IDP Manager) 26 May 2011 Inxuba Yethemba LM Mrs. Majiba (IDP Manager)

1.6 INSTITUTIONAL AND ORGANISATIONAL ARRANGEMENTS According to the NLTA, Chris Hani District Municipality is categorised as a Type 2 planning authority. Type 2 planning authorities are required to prepare district integrated transport plans, with the minimum requirements set out in Section 36 of the NLTA. Additionally, the DOT published technical transport planning guidelines in February 2009 for DITP’s to be prepared by Type 2 Planning Authorities. This DITP update was therefore done in accordance with the requirements of the NLTA and the DOT’s DITP guideline document. The responsible planning authority for this DITP is the Chris Hani District Municipality. The following figure is an outline of the relevant organizational structure for the Engineering Directorate of the Chris Hani District Municipality, as contained in the 2008 DITP. The transportation planning responsibilities resides under the Engineering Directorate. The Engineering Directorate is comprised of the departments of Water Services, Project Management and Roads. More specifically, they are responsible for issues related to basic water and sanitation services, operation of water and sanitation schemes, transport plans, job creation through the Expanded Public Works Programme and support to the eight local municipalities residing within the Chris Hani DM Area. Figure 1-3: Chris Hani District Municipality Organo gram



1.7 LAYOUT OF THE REPORT The structure of the 2011 District Integrated Transport Plan report for the CHDM is based on the minimum contents of a DITP (see following figure) as per the DOT’s DITP guideline document of February 2009. Figure 1-4: Minimum content of a DITP

1. Introduction • Responsibilities for Plan • Status of plan

2. Transport vision and objectives

• Long term vision • Objectives

3. Transport Register

• Summarised assessment of status quo i.t.o. problems and causes of problems

4. Operating Licence Strategy

• Policy framework • Restructuring and

interventions • Law enforcement • Implementation • Financial implications

5. Rationalisation Plan

• Policy framework • Rationalisation and

restructuring • Implementation • Financial implications

6. Transport Needs Assessment

• Problem areas • Project objectives • Strategies • Comprehensive list of

projects • Project prioritisation

7. Summary of LITPs

• Emphasis on projects, financial and budgetary issues

8. Funding Strategy and Implementation Programme

and Budget • Sources of funding • Cost estimates • Implementation programme and

budget • Project plans

(Source: DOT Technical Transport Planning Guidelines for DITP’s to be prepared by Type 2 Planning Authorities, February 2009).


Therefore, the structure of the 2011 District Integrated Transport Plan report for the CHDM is as follows: Chapter 1 – Introduction Chapter 2 – Transport Vision and Objectives Chapter 3 – Transport Register Chapter 4 – Operating License Strategy Chapter 5 – Rationalisation Plan Chapter 6 – Transport Needs Assessment Chapter 7 – Projects per Local Municipality Chapter 8 – Funding Strategy and Summary of Proposals and Programmes


2 TRANSPORT VISION AND OBJECTIVES The formulation of a vision statement for transport for the District had to be within the framework of the White Paper on National Transport Policy, 1996 as well as any other approved national, provincial and local transport policy. The vision statement should be a single concise statement guiding transport development in the area in terms of both the long and short-term components of the transport plan. Specific objectives should be formulated, related to the overall vision. Objectives should be acceptable, measurable, understandable and achievable.

2.1 REVIEW OF POLICIES AND DOCUMENTS The following table lists the policies and strategic documents that influence the DITP. The table has been revised as part of this DITP update. These documents, together with the review of the existing conditions, have assisted the development of the transport vision and objectives for the region. Table 2-1: Existing policies and documents that inf luence the DITP

NO DOCUMENT TITLE DATE LEVEL OF AUTHORITY

LM DISTR PROV NAT A Integrated Transport Plan

1 Chris Hani District Municipality: District Integrated Transport Plan

2008 X

2 DOT: Technical Transport Planning Guidelines for District Integrated Transport Plans to be prepared by Type 2 Planning Authorities

2009 X

B Current Public Transport Record Chris Hani CPTR 2003

C Public Transport

Subsidised Public Transport in the former Transkei area

2003 X

Public Transport Action Plan, Phase 1, 2007-2010

2007 X

Public Transport Action Plan, Phase 1, Annexure 1

2007 X

Public Transport Strategy 2007 X DOT: Draft Scholar Transport Strategy 2007 X

D Integrated Development Plan Chris Hani IDP Review 2010/11 X Inxuba Yethemba IDP (DRAFT) 2011/12 X Tsolwana IDP 2011/12 X Inkwanca IDP 2009 X Lukhanji IDP Review 2009/10 X Intsika Yethu IDP (DRAFT) 2011/12 x Emalahleni IDP (DRAFT) 2011/12 X Engcobo IDP 2011/12 X Sakhisizwe IDP 2011/12 X

E Land Transport Eastern Cape PLTF 2007 X

Land Transport Strategic Framework 2006-2011

2006 X

National Land Transport Act (NLTA) 2009 X National Land Transport Strategy 2007 X

F Strategic Plans

DRT Strategic Performance Plan 2004/05 – 2009/10

2005 X


NO DOCUMENT TITLE DATE LEVEL OF AUTHORITY

LM DISTR PROV NAT

Eastern Cape Strategy Framework for Growth and Development 2004 - 2014

2004 X

Transport Strategic Plan 2007 - 2010 2007 X Moving South Africa: The Action Agenda 1999 X

G Transport Infrastructure

EC Integrated 5 year Transport Infrastructure Implementation Plan

2004 X

DRT MEC Policy Priorities 2007 X H Local Economic Development National LED Framework (2006-2011), DPLG 2007 X

ECO Programme to support LED in the Eastern Cape: Competitive Advantage Assessment

2005 X

I Logistics Surveys National HTS, 2003 2005 X X X X STATS SA Bulletin of Statistics 2005 X CSIR/USB Third State of Logistic Survey 2006 X J Rural Transport Rural Transport Plan: Strategic Framework 2004 X Rural Transport Strategy for South Africa 2003 X

Integrated Sustainable Rural Development Programme

2000 X

Rural Transport Development and NMT 2007 X K Nodal Profile and Information Chris Hani District Municipality Website 2011 X

EC Department of Social Development: Socio-economic & Demographic Profile

2007 X

DPLG CH Nodal Economic Development Profile

2007 X

Business Trust & DPLG Nodal Economic Profiling Project

2007 X

Municipal Demarcation Board: CHDM Capacity Assessment Report

2007 X

L Freight Transport

National Transport Master Plan 2005-2050, Draft Phase 1

2007 X

National Freight Logistics Strategy 2005 X

Review and implementation of the Eastern Cape overload control strategy - Draft

2005 X

M White Paper Transport for Sustainable Development 2001 X National Transport Policy 1996 X

N Rail Transport DOT, Interim National Passenger Rail Plan 2005 X

SARCC National Rail plan , Consolidated Report, Final

2006 X

ECDORT, Status Quo assessment of the existing rail network

2007/08 X

O General

ECDRT Intergovernmental Transport Co-ordination Structures

2007 X X

RTMC Accident Statistics 2009 2009 X X X National Non-Financial Municipal Census 2003 X X


2.2 VISION STATEMENT FOR TRANSPORT The role of the DITP in addressing the strategic developmental challenges facing the district is to identify and map the contribution of the transport sector to support the required developmental interventions in the social and economic development sector. A key aim from National Government is to maximize economic development with particular focus on job creation. It has been identified previously that very high poverty levels, low-income levels and extremely high unemployment figures prevail in the Chris Hani District. IDPs and socio-economic development sector plans also highlight the desperate need to increase the economic base in the region. Consequently, the focus of the Integrated Transport Plan is to use transport as a way to facilitate and increase socio-economic development in the region. This is achievable in three ways: • Moving people to access opportunities (work, education, services)

• Moving goods to make them accessible to a market

• Creating direct and indirect jobs

All transport strategies and interventions should therefore be orientated to serve the goal of improving social and economic conditions for the population of the Chris Hani District.

2.2.1 CHRIS HANI DISTRICT MUNICIPALITY VISION, MISSION AND OBJECTIVES

Vision and Mission The Chris Hani District has not formulated a vision specifically for transport. The existing Municipal vision is to be “a well capacitated Municipality, characterised by a good quality of life and a vibrant, self- sufficient economy driven by skilled communities living in a safe and healthy environment”. This vision is also relevant to the transport sector. The vision reflected in the Municipal mission statement, is “to provide affordable quality services, alleviate poverty and facilitate social and economic development of the area, through integrated development planning, co-operative governance, skills development and the sustainable utilisation of resources”. (Source: CHDM IDP, 2010/2011) Objectives The following transport objectives, formulated for the CHDM, is based on the objectives set out in the Eastern Cape White Paper on Transport for Sustainable Development and emanating from the assessment of transport needs in the District: • Use transport as a strategic industry to achieve the objectives of the Integrated

Development Plan.

• Strive for integrated land use and transport planning and a co-ordinated transport system

in which different modes of transport complement one another.

• Redress the imbalances between developed and underdeveloped areas by facilitating

provision of transport infrastructure and services.

• Create an environment conducive to achieving a safe transport system for all.


• Cater for the needs of specially disadvantaged people (e.g. the disabled, aged, children

and women).

• Develop and use resources equitably, efficiently and effectively to promote social and

economic development.

• Ensure that appropriate infrastructure is developed and sustained on an ongoing basis to

maximise the tourism potential of the Chris Hani District

• Strive to achieve the above objectives with a minimum negative impact on the

environment.

The following values and guiding principles support the vision and mission statements, and confirm the support of the Chris Hani District Municipality for the National focus on economic development and the alleviation of poverty. Values • Respect and Diversity

• Achievement and Commitment

• Transparency, Integrity and Honesty

• Ubuntu

• Enjoyment

• Teamwork

Guiding Principles • To focus on the previously disadvantaged rural and urban areas.

• To prioritize the prime sector through local economic development.

• To provide faster access to basic services.

• To provide skills especially for women, youth and disabled.

• To provide physical infrastructure projects.

• To ensure sustainability of projects.

• To link IDP with Performance Management System (PMS).

• To build capacity in the priority.

• To develop Monitoring and Evaluation mechanisms to control IDP related activities.

2.2.2 EASTERN CAPE DEPARTMENT OF TRANSPORT VISION AND MISSION

The vision and mission statements for the Eastern Cape Department of Transport are as follow: Vision Quality Transport Systems for a better life for all.


Mission Provide, facilitate develop, regulate, and enhance a safe, affordable and reliable multi- modal transport systems which is 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. The vision and mission statements of the Chris Hani District Municipality support the ECDOT’s vision and mission statements, which should be fulfilled as the various transport objectives of the CHDM are achieved over time.

2.3 LONG TERM VISION An DITP must contain a component, which identifies the long-term vision and objectives for the transport system in the region, as well as the strategy for developing the transport system over time to achieve the set of objectives. Three future implementation scenarios developed for Chris Hani, include the following: • SCENARIO 1: No change in operations

• SCENARIO 2: Minor improvements, no major change to transport operations and

administration

• SCENARIO 3: Major changes to transport operations, quality of service, administration

and financial elements

The implementation components for each of the three scenarios are indicated in the following table. Table 2-2: Implementation Components

SCENARIOS TIME-FRAME IMPLEMENTATION COMPONENTS

SCENARIO 1

No Change

Short term (1 – 3 years)

• Continue building facilities for current taxi vehicles. • Construct roads where funding available

and where identified by IDP/transport forum priorities. • Current level of enforcement continues. • Current administration of passenger

transport continues. • Freight administration and operations

unchanged.

SCENARIO 2

No Change to operational structure but other improvements to

improve quality of service and administration

Short to medium (3 – 5 years)

• Approval of passenger licensing process improved. • Approval process stringent according to

annually updated OLS. • Significant increase in enforcement of

Road Traffic Act. • Serious enforcement of operating

licenses. • Continue building facilities for current taxi

vehicles. • Continued improvement in modal

integration between NMT, Rail, Taxi and Bus Services. • Develop National Route Town Bypass

Strategy.


SCENARIOS TIME-FRAME IMPLEMENTATION COMPONENTS

• Identify priority road network and construct roads according to priority network.

SCENARIO 3

Restructuring of current public transport operations and administration

Long term future (more than 5 years)

• Major restructuring of operations. • Major restructuring of administration

process. • Implement National Route Town Bypass

Strategy. • Quality of service is significantly improved

for the passengers. • Financial effectiveness prioritised by

government Recognize public transport as public responsibility.

The following table provides an outline of the long-term vision for public transport in terms of operational features, the quality of the system, administration and financial aspects. Table 2-3: Long-term vision for public transport

FIELD VISION COMPONENT

OP

ER

AT

ION

S

• Scheduled services for main destinations. • Trunk services on mass demand with smaller feeders. • Frequent shorter intra-town, commuter services. • Coordination of services and modes. • Long distance services provided by bus, rail and air modes. • Information on services readily available. • Good road infrastructure on major routes/network. • Suitable vehicles for rural areas.

QU

ALI

TY

OF

S

YS

TE

M

• Reliable and waiting time minimised. • Comfortable services (not overcrowded and luggage space). • Maximum coverage of all areas with access to remote rural areas

included. • Facilities provided on route for boarding and alighting. • Interchanges and facilities cater for people not just vehicles (toilets,

amenities, markets, other modes). • Safety of passengers prioritised and enforced.

AD

MIN

IST

RA

TIO

N

• Monitoring of services undertaken. • Passenger demand and vehicle usage tracked for purposes of planning

new services. • Public agency functions responsibility to ensure minimum level of

services. • Tendering system transparent and all operators are empowered to

participate. • Clear, transparent and effective administering of transport system. • Enforcement of service standards. • Legal, legitimate business entities with audited financial statements.

FIN

AN

CIA

L

• Multi-functional services in low demand areas for maximum efficiency. • Cost effectiveness ratios are monitored continually (e.g. cost per

passenger, cost per kilometre, etc.). • Labour security for all working in transport industry. • Profitable for operators. • Transport operators are compliant with tax and other company legal

requirements.


A concept transport proposal was previously developed from the long-term vision components, as illustrated in the following figure. The service characteristics of the three service categories are briefly outlined thereafter. Figure 2-1: Concept plan of passenger and goods ser vice


2.3.1 FUTURE OPERATIONAL PLAN Following is an outline of the main characteristics of movement within the Chris Hani District Municipality, as depicted in the concept plan above. This outline will form the basis for the formulation of an operational plan for three types of movement patterns, i.e. long-distance movement, inter-and intra town movement and movement between the remote rural areas and the closest small town. The characteristics listed under the movement categories are at most general features, and always dependant on demand for the service. Service characteristics: Long distance • Rail and bus service, as well as large capacity vehicle types

• Scheduled service


• Duplication of services can be limited by making use of established national and

provincial operators

• Safety and comfort a priority in fleet selection

• Brokerage service to be used for daily ticket purchase and booking rather than different

operator booking systems

• Minimum service frequency to be established

• Special Needs Passengers (SNP) accommodated for on percentage of fleet

• Provision for passenger luggage and goods

Service characteristics: Local Services (town) • Smaller vehicles

• High frequency service (commuter type)

• Fixed Schedule

• Township and inter-and intra-town movements incorporated;

• Integration of facilities and operations for local and long distance services;

• Provision for passenger luggage and goods

• Special Needs Passengers (SNP) to be accommodated for on percentage of the fleet

Service characteristics: Rural Services (remote) • Smaller vehicles modified for rural environment

• A Multi purpose service to increase demand feasibility e.g. postal, commuter, town

services, scholar, freight, health, pension payout, etc

• Minimum service frequency based on financial feasibility

• Co-ordination of government departmental requirements, e.g. (health, transport,

education)

• Empowerment of local transport operators

• Government financial and operational support required

• Socially responsible

• Concessions available to scholars and pensioners

• Special Needs Passengers (SNP) to be accommodated

• Service for passenger luggage as well as for small scale farming products and food

supplies


2.3.2 ASSOCIATED RISKS The major risks associated with the formulation and implementation of the long-term vision is the following: • Minibus taxi industry engrained in current passenger transport system and seen as

difficult to change

• Financial requirements from government possibly not affordable

• Capacity in government currently not able to administer and implement such as system

• Capacity of current operators not able to sustain such large changes in process and

tendering

2.3.3 IMPLEMENTATION PREREQUISITES The various processes required to implement the vision are as follows: • Operational Plan with detailed demand analysis and population projections at local and

regional levels

• Infrastructure plan and designs to support system

• Financial planning, business plan and feasibility studies

• Convince the stakeholders of need for change in future public transport system

• Set up administration arm or structure on how to:

o Operate o Administer o Monitor o Enforce

• Funding to be made available

• Investigate rural multi-service operations and undertake operational plans

• Investigate brokerage service/ ticket sales, etc.

2.4 SHORT-TERM INTERVENTIONS As the long-term strategy for the development of the District transport system can only be achieved over time, a list of annual action plans will need to specify the projects to be implemented over the short-term to maintain the existing system and to move towards the longer-term vision. These short-term interventions are outlined in the following table. Table 2-4: Short-term interventions for public tran sport

FIELD DESCRIPTION: IMPLEMENTATION INTERVENTION

OP

ER

AT

ION

S • Operating Licence Strategy need to ensure balance of supply and

demand. • Determine the core network of roads for majority public transport services

and improve, maintain and build priority network. • Maintain facilities. • Prepare a proposed guideline for better communication between taxi

associations regarding operated routes. • Verification of demand and supply data undertaken annually.


FIELD DESCRIPTION: IMPLEMENTATION INTERVENTION

QU

ALI

TY

OF

S

YS

TE

M

• Enforcement of roadworthiness. • Stringent testing of vehicles. • Feasibility of increasing number of testing stations. • Mobile testing facility. • Feasibility of central maintenance depot for public transport vehicles. • Investigate rural vehicle guidelines. • Provide passenger transfer facilities with shelters, services and local

trader facilities.

AD

MIN

IST

RA

TIO

N

• OLS to guide strictly the assignment of licenses. • DISTRICT and LM to endorse request for operating licenses. • Approval process clearly understood and communicated. • Regular communication with operators and rest of approving structure. • Local Transport Forums regular and active means of

communication/public involvement. • Capacity to increase at municipal level to assist public transport

monitoring, planning and approval. • Capacity for enforcement and prepare enforcement plan. • Increase capacity at testing stations. • Administration and Management of ranks. • Enforcement of “paid hitchhiking”. • Passenger volumes and kilometre to be recorded by operator and rank

manager.

FIN

AN

CIA

L • Maintenance and management of facilities. • Depots for vehicle maintenance. • Roads improved. • Subsidised rural services on “suitable vehicles”. • Continue recapitalisation process.


3 TRANSPORT REGISTER Chapter 3 describes the existing state and quality of transport in the Chris Hani District Municipality. The various sections provides an overview of passenger transport as it occurs at present and each of the sections concludes with a summary of the relevant issues, as well as recommendations on how to address these issues. Due to the rural nature of the study area, the public transport patterns are notably different from that in an urban environment. Road based public transport, which essentially consist of minibus taxis, are used for non-commuter trips such as shopping, hospital and institutional trips. These are for both local trips and intertown or longer distance trips. For this reason, the discussion on Public Transport follows is in terms of local public transport services and long-distance services.

3.1 LOCAL PUBLIC TRANSPORT Local public transport services allow people to access destinations in their local areas to which they need to travel regularly but which are too remote for pedestrians and other non-motorised means. These destinations include essential services or activities accessed on a frequent basis, such as places of employment, shops, government services and schools. The public transport modes providing local services in the Chris Hani district are taxis, buses and trains. Of these three modes, taxis are the predominant mode by a very large margin, followed by bus and trains. The modal split is shown in the following table. Table 3-1: Chris Hani District: Main public transpo rt mode to work

TRANSPORT MODE CHRIS HANI DISTRICT EASTERN CAPE PROVINCE

Train 0% 5%

Bus 9% 16%

TOTAL Taxi 91% 79%

Minibus 35% 51%

Sedan 3% 10%

Bakkie 53% 18%

TOTAL 100% 100%


3.1.1 TAXI FACILITIES Minibus-taxis provide most of the local public transport services although there are localised bus services available in some locations. A list of the existing taxis facilities, classified as holding areas, taxi stops and taxi ranks, appear in APPENDIX B . The following table provides a list of the taxi ranks in the major towns. Table 3-2: Taxi Facilities in Chris Hani District M unicipality

LOCAL MUNICIPALITY TOWN NUMBER OF TAXI RANKS

Inxuba Yethemba Cradock 1

Inxuba Yethemba Middelburg 2

Tsolwana Tarkastad 2

Tsolwana Thornhill 1


LOCAL MUNICIPALITY TOWN NUMBER OF TAXI RANKS

Inkwanca Molteno 1

Inkwanca Sterkstroom 1

Lukhanji Whittlesea 3

Lukhanji Queenstown 17

Lukhanji Machibini 1

Intsika Yethu Tsomo 1

Intsika Yethu Cofimvaba 2

Intsika Yethu Bolotwa 1

Emalahleni Lady Frere 1

Emalahleni Dordrecht 2

Engcobo Engcobo 2

Sakhisizwe Elliot 1

Sakhisizwe Cala 2

TOTAL 41

(Source: CHDM DITP, July 2008) The many informal taxi ranks in the district have limited facilities for passengers such as toilets, rest areas, seating and protection against the elements. According to the survey results, the lack of facilities is the biggest need for the users of the transport system.

3.1.2 BUS FACILITIES No formal bus terminals are operational in the Chris Hani area. Bus operations mostly occur in the same areas as the taxis or on street (e.g. in Cofimvaba, Intsika Yethu and the rank areas on the southern side of Queenstown). An exception is the station area in Queenstown, which is used by the long distance buses. The area used is the existing parking area of the rail station and is not really a formal bus terminal, but at least there are ablution and other facilities at the station building. The existing facilities for buses, which are mostly shared facilities, are listed in the following table. Table 3-3: Bus Facilities in Chris Hani District Mu nicipality

FACILITY NAME CODE LOCAL MUNICIPALITY TOWN FACILITY LOCATION

Middelburg Bus Terminus EC131BT0083 Inxuba Yethemba Middelburg Middelburg

Cradock Bus Terminus EC131BT0012 Inxuba Yethemba Cradock Cnr Church St & Berex St

Tarkastad Bus Stop EC132BS0076 Tsolwana Tarkastad Van Reenen Street

Hewu No.3 Bus Terminus EC134BT0003 Lukhanji Queenstown Caldenwood Street

Queenstown Bus Terminus EC134BT0009 Lukhanji Queenstown Queenstown Train Station



Hewu No.1 Bus Terminus EC134BT0029 Lukhanji Queenstown Bert Strouse Street

Corner House Bus Terminus EC134BT0031 Lukhanji Queenstown Victoria Street

Corner House A Bus Terminus EC134BT0034 Lukhanji Queenstown Victoria Street

Hewu No.1 Taxi Rank EC134TR0035 Lukhanji Queenstown Bert Strouse Street

Hewu No.2 Taxi Rank EC134TR0036 Lukhanji Queenstown Bert Strouse Street

Ilinge Bus Stop EC134BS0044 Lukhanji Queenstown Ilinge Township

Ezibeleni Bus Stop EC134BS0085 Lukhanji Queenstown Ezibeleni Township

Machibini Taxi Rank EC134TR0086 Lukhanji Machibini Machibini Village

Tabatha Bus Terminus EC134BT0072 Lukhanji Tabatha Tabatha Village

Zingquthu Bus Stop EC134BS0073 Lukhanji Zingquthu Zingquthu Village

Whittlesea Bus Stop EC134BS0074 Lukhanji Whittlesea R67 Whittlesea

Tsitsikamma Bus Stop EC134BS0075 Lukhanji Tsitsikamma Tsitsikamma Village

Lesseyton Bus Stop EC134BS0079 Lukhanji Lesseyton Lesseyton Village

Cofimvaba Taxi Rank EC135TR0022 Intsika Yethu Cofimvaba Main Street

Cofimvaba Bus Stop EC135BS0081 Intsika Yethu Cofimvaba Main Street

Lanti Bus Stop EC135BS0048 Intsika Yethu Lanti Lanti Village

Mkhonjana Bus Stop EC135BS0055 Intsika Yethu Mkhonjana Mkhonjana Village

Tsomo Bus Stop EC135BS0094 Intsika Yethu Tsomo Tsomo Town

Rodana Bus Stop EC135BS0070 Intsika Yethu Rodana Rodana Village

Bankisi Bus Stop EC136BS0037 Emalahleni Bankisi Bankisi Village

Indwe Bus Terminus EC136BT0028 Emalahleni Indwe Market Street

Lady Frere Taxi Rank EC136TR0010 Emalahleni Lady Frere Unnamed dirt road

Lady Frere Bus Stop EC136BS0078 Emalahleni Lady Frere Lady Frere

Mkhapuza Bus Stop EC136BS0054 Emalahleni Mkhapuza Mkhapuza Village

Mnikina Bus Stop EC136BS0082 Emalahleni Mnikina Mnikina Village

Tsembeyi Bus Stop EC136BS0077 Emalahleni Tsembeyi Tsembeyi Village

Engcobo Bus Stop EC135BS0087 Engcobo Engcobo Engcobo

Cala Taxi Rank EC138TR0014 Sakhisizwe Cala Bhashi St & Umtata Road



Cala Bus Stop EC138BS0080 Sakhisizwe Cala Cala (Source: CHDM DITP, July 2008)

3.1.3 TAXI SERVICES Taxis provide unscheduled public transport services in a wide range of contexts. Due to the large number of passengers using taxis in the District, as well as the flexibility of the taxi industry, taxis are the most prominent form of local public transport. The type of vehicles operating in the field varies from the typical minibus, to light delivery vehicles (LDVs) and sedan or passenger cars. From the 2007 PLTF summary in Table 3-4 , it is evident that bakkie taxis comprise approximately 23% of the taxi fleet in the province, with sedan taxis making up approximately 13 percent. However, in the Chris Hani District, bakkie taxis represent nearly 60 percent of the taxi fleet. Table 3-4: Types of Vehicles used as Taxis

DISTRICT/PROVINCE TOTAL ESTIMATED TAXIS MINIBUS SEDAN BAKKIE Chris Hani 1 100 38% 4% 58%

Eastern Cape Total 11 800 64% 13% 23% (Source: 2007 EC PLTF)

There are 21 registered taxi associations operating in the 18 towns situated within the Chris Hani District. According to the Registrar there are approximately 1 880 registered members in the different associations. A list of the taxi associations is summarised in Table 3-7 , which also indicate the number of members of each association. Vehicles can be hailed or asked to stop to allow passengers to exit at any point on their route. The majority of vehicles don’t display their routing, origin or destination and none advertise their fare structures. Fare collection takes place inside the vehicle and payment is in cash. The type of vehicle that is used depends on the passenger demand as well as the operating conditions: • Government approved minibuses have seating capacities ranging from 12 to 16.

These vehicles are used in urban areas and on paved roads or gravel roads that are in a good condition. These roads include the main national and regional routes running through the district (e.g. N10, N6 and R61), as well as roads linking secondary towns to main centres.

• The majority of LDVs used as taxis are single cab pick-ups with canopies over the

loading bay. Narrow wooden benches are retrofitted along the sides of the loading bay, providing nominal seating for eight passengers, with a further two passengers in the cab. Due to the more rugged construction of these vehicles, they are used on roads that cannot be traversed by minibuses. This type of vehicle is also used where passenger demand is lower, e.g. the rural areas or where the operator cannot afford a government approved vehicle. Government is currently investigating a regulatory framework to include LDVs as recognised public transport vehicles where the operating conditions warrant their use.

However, the vehicle will have to comply with specific safety requirements.


• Passenger cars employed as taxis come in a range of shapes, sizes, ages and

conditions. These include sedans, station wagons and Multi Purpose Vehicles (MPV’s, e.g. Toyota Condor/Avanza) with typical seating capacities for five to seven people. Passenger cars are used where demand is low, when the operator cannot afford an approved vehicle or illegally by private drivers carrying passengers for reward. Operators rent out Sedan passenger vehicles, typically to a person needing to transport a bulky 39 load that cannot be transported by minibus or for occasional trips to destinations not served by public transport.

The taxi associations administer taxi services in each of the local municipalities. The functions performed are the following: • An individual operator wishing to provide additional services on an existing route or to

operate a new route first has to register with an association. The association then applies to the local office of the Operating Licensing Board (OLB) for an operating license on behalf of the individual operator.

• The taxi associations are influential in the regulation of taxi operations in the district in

that they are represented at the OLB meetings during which new operating license applications are considered for approval and existing licences for removal.

• Associations protect the rights of their individual members and the routes in which they

have a stake. In the past, this has led to violence between competing associations, but of late associations prefer to settle disputes through negotiation.

• Taxi associations provide a forum for communication between the community and

individual operators, especially about requests from community members for additional services. The associations also attend to complaints about inappropriate operator or passenger behaviour.

From the records of the Registrar, there are currently 311 registered taxi routes in the Chris Hani District. Bakkie taxis comprise a significant percentage on the routes and are dominant in Engcobo, Cofimvaba, Cala and Tsomo. The sedan operation is largest within the Lukhanji Municipality and particularly Queenstown. (Source: 2007/2008 CH IDP). Based on the classification of the registrar, the types of routes in the Chris Hani District are as follows: Table 3-5: Number of Minibus-taxi routes in CHDM by Route type

ROUTE TYPE NUMBER

Commuter Routes 24 Inter-town within Border 70 Cross Border 94 Inter-provincial 123

(Source: ECDOT May 2011) Only 10 percent of the taxi routes are commuter routes and more than 30 percent of the routes are interprovincial or long distance routes. These routes are typically used over some weekends and during holidays. Inter-town routes are often weekend based and very few regular services are provided. A full list of all the registered routes is included in APPENDIX A. This list is by association and includes route codes as well as descriptions of the routes. The commuter routes are registered in Cradock, Middelburg, Tarkastad, Sterkstroom, Queenstown, Bolotwa, Tsomo, Dordrecht and Elliot.


Table 3-5 provides a summary of the number of routes that serve destinations, along with the associations that operate services on those routes. An intra-town route would be a route that circulates within the boundaries of a single settlement, while an inter-town route would provide a connection between adjacent 40 settlements, or between a small settlement and the nearest main centre. Table 3-6: Local taxi routes and associations in Ch ris Hani District

LOCAL MUNICIPALITY

ROUTE ORIGIN ASSOCIATION

INTRA-TOWN ROUTES

(COMMUTER)

INTER TOWN

ROUTES TOTAL Inxuba Yethemba

Cradock Cradock Uncedo Service TA

2 1 3

Inxuba Yethemba

Middelburg Middelburg EC TA 3 3 6

Tsolwana Tarkastad Tarkastad TA 2 8 10 Tsolwana Thornhill Ntabethemba TA 0 3 3 Inkwanca Molteno Molteno TA 2 2 4

Inkwanca Sterkstroom Sterkstroom Umanyano TA

2 2 4

Lukhanji Queenstown Machibini TA 0 2 2

Lukhanji Queenstown Queenstown Uncedo TA

2 8 10

Lukhanji Queenstown Vaalbank TA 2 5 7 Lukhanji Queenstown Ilinge TA 2 7 9 Lukhanji Wittlesea Hewu TA 1 1 2

Lukhanji Wittlesea Whittlesea Uncedo Service TA

1 2 3

Intsika Yethu Cofimvaba Cofimvaba TA 0 0 0 Intsika Yethu Tsomo Tsomo TA 1 2 3 Intsika Yethu Bolotwa Bolotwa TA 0 2 2 Emalahleni Dordrecht Dordrecht TA 2 2 4 Emalahleni Indwe Indwe TA 0 5 5 Emalahleni Lady Frere Lady Frere TA 1 5 6 Engcobo Engcobo United Engcobo TA 0 0 0 Sakhisizwe Elliot Elliot TA 0 3 3 Sakhisizwe Cala Xalanga TA 1 7 8

TOTAL 24 70 94 (Source: ECDOT May 2011)


Table 3-7: Taxi Associations and Members

LOCAL MUNICIPALITY TOWN ASSOCIATION

TOTAL MEMBERS REGISTERED OTHER VEHICLES

ROUTES

Commuter Inter Town Cross Border Inter Provincial Total Inxuba Yethemba Cradock Cradock Uncedo Service TA 62 55 7 33 2 1 6 2 11

Inxuba Yethemba Middelburg Middelburg EC TA 18 17 1 11 3 3 4 6 16

Tsolwana Tarkastad Tarkastad TA 12 12 0 3 2 8 9 5 24

Tsolwana Thornhill Ntabethemba TA 66 59 7 30 0 3 2 5 10

Inkwanca Molteno Molteno TA 19 17 2 16 2 2 10 11 25

Inkwanca Sterkstroom Sterkstroom Umanyano TA 11 11 0 12 2 2 9 11 24

Lukhanji Queenstown Machibini TA 37 35 2 13 0 2 0 5 7

Lukhanji Queenstown Queenstown Uncedo TA 425 373 52 297 2 8 10 11 31

Lukhanji Queenstown Vaalbank TA 64 58 6 71 2 5 9 12 28

Lukhanji Queenstown Ilinge TA 55 54 1 21 2 7 6 5 20

Lukhanji Wittlesea Hewu TA 200 172 28 104 1 1 3 4 9

Lukhanji Wittlesea Whittlesea Uncedo Service TA 165 154 11 52 1 2 7 4 14

Intsika Yethu Cofimvaba Cofimvaba TA 201 197 4 47 0 0 4 3 7

Intsika Yethu Tsomo Tsomo TA 63 59 4 22 1 2 5 3 11

Intsika Yethu Bolotwa Bolotwa TA 24 22 2 8 0 2 1 5 8

Emalahleni Dordrecht Dordrecht TA 18 18 0 7 2 2 0 3 7

Emalahleni Indwe Indwe TA 53 53 0 9 0 5 0 3 8

Emalahleni Lady Frere Lady Frere TA 173 156 17 95 1 5 5 9 20

Engcobo Engcobo United Engcobo TA 209 191 18 142 0 0 1 6 7

Sakhisizwe Elliot Elliot TA 46 39 7 25 0 3 3 6 12

Sakhisizwe Cala Xalanga TA 136 129 7 67 1 7 0 4 12

TOTAL 2057 1881 176 1085 24 70 94 123 311 (Source: ECDOT May 2011)


There are mainly two types of services at the local level, all of which are unscheduled, i.e. local services between different parts of the same settled area and local services between settlements in close proximity. Of these two types of services the latter, i.e. local services between settlements, shows widespread duplication of services. There are also many more routes between settlements than there are within settlements. This can be explained by the fact that most of the settlements in Chris Hani are small and thus there is not a great demand for motorised travel within the settlement boundaries. Most daily activities can be accomplished on foot since the distance to be travelled is relatively small in comparison to the greater distances between settlements. In the case of larger cities like Queenstown, the route descriptions approved for the intra-town routes have very broad route descriptions, meaning that taxis can circulate freely to collect and distribute passengers. This issue requires corrective action to rationalise taxi services.

3.1.4 BUS SERVICES Previously, there were 31 bus operators in CHDM with 11 of these having operating permits and the buses operating in only four of the eight district municipalities. The situation has now changed since the above bus contracts were terminated and two new passenger transport services were implemented in the District, which are financially supported by the ECDOT. They are the Africa’s Best 350 Limited (AB350) and the Mayibuye Transport Corporation. AB350 operates 17 subsidised buses on 17 routes in the Chris Hani District, under a Negotiated Contract between the ECDOT and AB350. This contract will expire on 31 October 2017. Operations with these buses were implemented during May 2009 and are operated from a depot that was established in Ezibeleni outside Queenstown before the operations started. From March 2010 to February 2011, AB350 transported 828 160 passengers at an average of 79.57 passengers per live trip. A total of 794 996.2 live kilometres were operated on 10 408 live trips at an average of 76.38 km per live trip. Mayibuye Transport Corporation, a parastatal passenger transport service provider, operates services from 4 depots in the Border/Ciskei areas of the Province i.e. Reeston (East London – Head Office), Zwelitsha, Alice and Queenstown. Mayibuye is being funded through a grant-in-aid from the ECDOT. The Corporation operates 13 buses from their Queenstown depot. During the period 1 April 2010 to 31 March 2011, they operated 7 267 trips carrying 467 611 passengers over 561 402 live kilometres on 11 routes. A list of bus facilities located in the CHDM, as identified in the 2008 DITP, is included in APPENDIX D.

3.2 LONG DISTANCE PUBLIC TRANSPORT Long distance public transport services fulfil a number of roles and cover a number of scales. These services are provided by road (taxis and buses), rail and air. In contrast to local public transport services, which respond to daily needs of people within their local area, long distance public transport enables people to access main centres both within and beyond the boundaries of district. These centres include important district, provincial or national destinations to which there is a demand to travel and are outlined in Table 3-8 . The main reasons for travelling long distance, based on user interviews, are summarised in APPENDIX E.


There are many reasons why people embark on long distance trips in Chris Hani. These trips are motivated by social, economic or recreational needs such as visiting relatives in a city in another province during a school holiday, buying goods in bulk in a major town in the district, or due to migrant labour opportunities away from home. As these examples illustrate, long distance journeys can occur at regular intervals (monthly grocery shopping) or irregularly (visiting relatives in another district). Particular trends can be identified in an analysis of long distance transport patterns in Chris Hani. These include the following: • The majority of long distance journeys are undertaken from only a few towns in the

district. People usually travel to these nodes by local public transport, from where they transfer onto the desired long distance services. These district nodes are predominantly located on the major routes such as the N6 and the N10.

• There are marked increases in the number of long distance journeys undertaken

during holiday periods such as Christmas (December-January) and Easter (April school holidays), whereas during out-of season times there may be no services on those routes, depending on the mode.

• Long distance routes include a number of important destinations and include both road

and rail based services. An example would be between Chris Hani and Johannesburg, where routes typically include Queenstown, Aliwal North, Bloemfontein, Klerksdorp and Carletonville and services offered by long distance rail and taxi.

There is a close relationship between local and long distance public transport services – passengers from outlying areas would be transported on a local service to reach a main settlement and from there transfer onto a long distance service. Even though long distance travel in Chris Hani resembles a corridor and feeder system, there is little coordination between and within the schedules and frequencies of modes and equally little consolidated information available on long distance travel. Below follows, more detailed descriptions of the individual modes providing long distance public transport services that originate in Chris Hani, which include particular issues associated with those modes.

3.2.1 TAXI SERVICES Local public transport operators, i.e. the taxi associations based in the main towns, also provide long distance taxi services in the Chris Hani District. The functioning of the operators is the same as described previously in the section on local taxi services. However, there are differences in the vehicles and individual services offered. The predominant vehicles used as taxis on long distance routes are minibuses. Because the long distance routes in general follow major national or provincial roads, which in general are paved, there is seldom a need for rugged vehicles such as LDVs. Minibuses also have larger capacities than LDVs or passenger cars and are thus more cost-effective and fuel-efficient over longer distances. Long distance routes on which operating licenses have been awarded cover a range of routes between origins in Chris Hani and other districts in the Eastern Cape (provincial routes) or in other provinces (national routes). A summary of all the long distance routes are shown in the following table.


Table 3-8: Long distance taxi routes and associatio ns in Chris Hani LOCAL

MUNICIPALITY ROUTE ORIGIN ASSOCIATION

CROSS BORDER

INTER PROVINCIAL TOTAL

Inxuba Yethemba

Cradock Cradock Uncedo Service TA

6 2 8

Inxuba Yethemba

Middelburg Middelburg EC TA 4 6 10

Tsolwana Tarkastad Tarkastad TA 9 5 14 Tsolwana Thornhill Ntabethemba TA 2 5 7 Inkwanca Molteno Molteno TA 10 11 21

Inkwanca Sterkstroom Sterkstroom Umanyano TA

9 11 20

Lukhanji Queenstown Machibini TA 0 5 5

Lukhanji Queenstown Queenstown Uncedo TA

10 11 21

Lukhanji Queenstown Vaalbank TA 9 12 21 Lukhanji Queenstown Ilinge TA 6 5 11 Lukhanji Wittlesea Hewu TA 3 4 7

Lukhanji Wittlesea Whittlesea Uncedo Service TA

7 4 11

Intsika Yethu Cofimvaba Cofimvaba TA 4 3 7 Intsika Yethu Tsomo Tsomo TA 5 3 8 Intsika Yethu Bolotwa Bolotwa TA 1 5 6 Emalahleni Dordrecht Dordrecht TA 0 3 3 Emalahleni Indwe Indwe TA 0 3 3 Emalahleni Lady Frere Lady Frere TA 5 9 14 Engcobo Engcobo United Engcobo TA 1 6 7 Sakhisizwe Elliot Elliot TA 3 6 9 Sakhisizwe Cala Xalanga TA 0 4 4

TOTAL 94 123 217 (Source: ECDOT May 2011) The previous ITP update notes that the comparison between the information obtained from the OLAS, the data in the 2005 CPTR and interviews with taxi operators (Refer to APPENDIX E) shows a discrepancy between the number of routes in the database and the number of routes on which there are actual taxi services. There is also very little information on service frequencies. The following factors might explain this situation: • Few long distance services operate on a regular basis. Demand for long distance

travel in Chris Hani is concentrated around school or religious holiday periods, which would not necessarily have overlapped with the single 12-hour counting period of the CPTR.

• Taxi associations report that demand for long distance travel is very low during out-of-

season periods. In order to maximise their efficiency during these periods operators wait for their vehicles to fill up with passengers, and delay departures by more than 24 hours. Passengers are not forewarned in such cases and must make their own arrangements for food and accommodation until departure.

• Long distance services originating in the smaller settlements in Chris Hani have been

discontinued due to a lack of demand. Passengers wishing to travel from such places must first travel by local service to their nearest main centre to access long distance services.


3.2.2 BUS SERVICES The main operators providing long distance bus services in the region include InterCape, Greyhound, SA Roadlink, City-to City, Translux and Cityliner. The information received from the main operators is summarised in Table 3-9 . Table 3-9: Main long distance bus services

3.2.3 RAIL SERVICES The Shosholoza Meyl operated by Passenger Rail Agency of South Africa (PRASA) operates along two north-south routes through the municipality. The two routes are the following: • Johannesburg – Bloemfontein – Cradock – Port Elizabeth: The service runs in both

directions on Wednesdays, Fridays and Sundays. (Tourist and economy service) • Johannesburg – Bloemfontein – Molteno – Sterkstroom – Queenstown – East London:

This service runs daily in both directions except on Saturdays. (Economy Service) • Cape Town – Colesberg – Molteno - Sterkstroom – Queenstown – East London: This

service runs from Cape Town on Sundays and form East London on Tuesdays. (Economy Service)

The area is well served by rail services, people can travel from Cradock to both Johannesburg and Port Elizabeth and can travel from Queenstown, Molteno and Sterkstroom to Johannesburg, Cape Town and East London. These services are mostly passenger services but carry limited freight.

3.2.4 AIR SERVICES A number of rural airstrips serve the Chris Hani District; most of them are located near the larger towns. There are currently no scheduled air services to and from the airstrips, which are all unsurfaced, except the Queenstown airfield, which has one surfaced runway. This is a well-used runway, maintained well by the municipality. The airstrip at Elliot is of strategic importance for emergency evacuations due to its location in the eastern part of the district. Unfortunately, due to a lack of maintenance, the airstrip is reduced from a 2.5 m long, 40 m wide tar strip to a 1000 m useable runway. The rural airstrips are mostly used for recreational and tourism activities.


The airstrips located in the Chris Hani District are illustrated in the following figure. Figure 3-1: Airports and Airfields in Chris Hani Di strict Municipality

3.3 NON-MOTORISED TRANSPORT Planning for non-motorised transport (NMT) has been neglected even though it is an important method of transport, particularly for persons who cannot afford other modes of transport. The main issues witnessed during the assessment process for the previous ITP update was the unavailability of safe pedestrian facilities, such as walkways and shelters, and accommodation for people with disabilities. This is especially evident between Townships and Old Town Areas located within walking distance and where daily workers walk to and from work. The ECDRT invites all Eastern Cape transport planning authorities to submit proposed cycle routes. These routes should be identified on a continuous basis and be included in the Chris Hani District Pedestrian or Non-Motorised Plan for future planning. Walking is a major mode of transport in the CBD areas. Pedestrians often use the road surface for walking (especially after rains) and this poses serious traffic safety problems especially at night. The surveys indicated that the highest numbers of pedestrians are in the CBD’s of Queenstown, Cofimvaba, Engcobo, Lady Frere and in Cradock and Middelburg. Pedestrians face many problems due to the limited availability of pedestrian facilities e.g. surfaced walkways, pedestrian crossings and hawker stalls that block pavements/sidewalks and hamper pedestrian flow, lack of street lighting and vehicles using pavements for dropping passengers and loading zones. Mitigating these conditions require a formalised environment where users of the system abide by the law and local bylaws and transgressors by fined and prosecuted regularly. An NMT initiative already under way in the Eastern Cape Province is the Shova Kalula bicycle distribution programme. A large number of bicycles have already been issued to certain districts in the area. The difficulties experienced as part of programme were as follows: • Bicycles issued without a maintenance support system is problematic • Funding for maintenance is not made available


• The specifications of the bicycles were wrong, especially in the rural areas where

some of the bicycles cannot traverse the difficult rural terrain. • There is no security for bicycles at schools. • There is a lack of infrastructure for bicycles. Previously the Eastern Cape budgeted funds for the establishment of bicycle maintenance containers, as well as for bicycle accessories and bicycle parts. This is an important initiative and must continue.

3.4 SCHOLAR TRANSPORT The importance of intervention in a scholar transport system has its roots in the fact that education levels are low throughout the District, with a literacy rate of 47.1%. One of the reasons that contribute to the low levels of education is the lack of convenient access to schools resulting in long travel times, mostly by walking to school. The National Household Travel Survey (NDOT, 2003) reported that in South Africa 76 percent of scholars walk to school and almost 3 million scholars spend more than one hour a day walking to and from school. Similar results were obtained from the learner transport survey (refer to APPENDIX F). The Department of Education, in conjunction with local municipalities and the Chris Hani District Municipality are pursuing a two pronged approach: (1) whereby learners access well-equipped and maintained school buildings, crèches and pre-primary facilities, and (2) the necessary funds are available to encourage learners to complete their high school education. Providers of subsidised bus services serve the areas summarised in Table 3-10 . A comprehensive list of the service providers appears in APPENDIX G. Table 3-10: Provision of Scholar Transport in Chris Hani

CRITERIA CRADOCK ENGCOBO COFIMVABA ALL

Routes served 24 127 304 455

Service providers 9 79 42 130 Schools served 19 45 78 142

(Source: DOE Scholar Transport Providers, Sept 2007)

3.5 ACCESSIBLE TRANSPORT One of the unique transport characteristics in the Eastern Cape is the large number of bakkie taxis used as public transport (60 percent as in Table 3-1 ). Current legislation does not allow for the use of bakkies for public transport, even although there is a large demand for these vehicles. This demand is mainly due to difficult terrain and bad roads where the use of other motorised forms of transport, except for animal drawn carts, is challenging. The ECDRT recently released a list of inaccessible roads, which need to receive priority funding. Some of the local municipalities have already included the upgrade of some of the in their implementation plan.


Table 3-11: Taxi facilities utilised by LDVs

NAME LOCATION TOWN LM MODE STATUS TYPE LOCATION

Cala Taxi Rank Umtata Street Cala Sakhisizwe Bakkies Informal Holding area Off-street

Cofimvaba Taxi Rank Main Street Cofimvaba Intsika

Yethu Bakkies Informal Rank Off-street

Engcobo Taxi Rank

Cnr Elliot St & R61 Engcobo Engcobo Bakkies Informal Rank Off-street

3.6 ADMINISTRATION AND REGULATION The administration and regulation of passenger transport in the district has two main components: the internal, mode-based administration of the operators of passenger transport services, and the longer-term management and control of those services in the public sphere. These two components are interdependent: government departments responsible for passenger transport provision should direct and control services provided to ensure a good quality transport system, and the administrative agencies for each mode should respond to these directions but also provide input into how services should improve. An important way in which the district government can manage the supply and quality of passenger transport services is through the licensing process for passenger transport services and vehicles. However, the District Municipality and local municipalities within its boundaries play limited roles in the licensing and administrative processes across modes, even though the municipalities has a mandate to manage the provision of transport services. Besides complicating the management of competition between modes, this situation effectively shifts the regulatory power from the public sphere onto the administrative agency for each mode. A typical procedure to obtain an operating license is summarised in Table 3-12. Due to the lack of effective control of public transport services, illegal operations have become commonplace in the district. It is, of course, difficult to measure illegal activity due to its very nature. Through discussions with various stakeholders, it emerged that such activities can be categorised as follows: • Legal operators performing services in contravention of the conditions attached to their

licences. This group includes various bus and taxi operators who supply services in addition to their legal services that encroach upon the licensed routes of competing modes or organisations.

• Illegal operators belonging to registered organisations. These operators are usually

awaiting approval of licences although they are already operating on the routes using unapproved vehicles that do not fall within the specified range. This is mainly due to operating conditions, financial necessity or operating illegally in disregard of the law.

• Illegal operators not related to any existing transport operations. These are private

drivers using private or government vehicles to provide lifts to people who would otherwise use public transport services. The users are charged very low passengers fares that undercut public transport services.


Table 3-12: Application procedures for operating li censes

ACTIONS: OPERATOR LICENSE REGISTRATION PROCESS RESPONSIBILITY

1. Register with Taxi Association Individual

2. Apply at Registrar for Membership Taxi Association

3. Operating License application process

Obtain PDP Individual

Register as Taxpayer with SARS Individual

Apply to OLB for routes Taxi Association

Application advertised OLB

Objection/motivation period: 21 days

4. Consolidate comments OLB

5. Invite Stakeholders to OLB meeting (Meeting Usually held monthly) OLB

6. OLB Meeting OLB

7. Announce application result (valid for 60 days) OLB

8. Obtain vehicle Individual

9. Obtain registration and roadworthy documents Individual

10. Vehicle Registration Process

Submit vehicle documents to registrar Association

Capture vehicle on RAS Registrar

11. Release Operating License OLB

A number of interviewees identified law enforcement as an obstacle in the effort to ensure legal public transport operations. The lack of law enforcement is not the only reason for illegal operations. Operators are expected to use illegal or un-roadworthy vehicles due to a lack of sufficient funding to comply with regulations. In addition, hitchhiking is difficult to control through law enforcement since fare transactions are in cash and vehicles are not conspicuous. The poor condition of some public transport vehicles in comparison to private vehicles also means that the latter are more attractive travel options to passengers, further reinforced by the lower fares charged by the drivers taking on hitchhikers. The issues that CHDM faces with respect to administration and regulation are the following: • Unclear mandate or a lack of mandate • Limited Budgets • Competition between taxi associations • Taxi associations and not a public department are regulatory bodies for taxi operations


• There is no public transport system (requires modal integration) – only individually

operated modes • Predominant mode (taxi) owned, operated and regulated privately • Lack of law enforcement for hitchhiking • Little monitoring of progress/quality control by public agencies The following recommendations address specific issues with respect to administration and regulation: • Broadening of the scope and type of vehicles available to operators to include options

for rural terrain • Co-ordination for all modes of transport operating in the district • Develop more appropriate operational model for all modes to avoid competition • Reduce emphasis of geographically based operator monopolies to improve service

flexibility and reduce ‘turf wars’ between modes and operators • Increase local law enforcement • Monitor illegal use of government vehicles Taxi/bus ranks and terminals should be owned and operated by local and/or district municipalities. Taxi associations should not be allowed to control a rank and in so doing control the use of the rank preventing competing associations to use the rank.

3.6.1 PUBLIC TRANSPORT OPERATORS The quality of public transport services do not only depend upon the coverage or routes along which those services operate, as described in the previous section. The operators of the various public transport modes, and the vehicles used to provide services, also play an important role in providing the public transport user with an effective and good quality service. This section describes these operators and vehicles, and their relationships to the local and long distance public transport modes that operate in the district. Each public transport mode in the district has a particular operational and ownership structure, linked to specific vehicle types and configurations. In the case of road-based modes, the operators are predominantly private, while rail services provided are exclusively semi-public agencies. Estimating the size of the taxi fleet is a controversial matter, as various vehicle data sources are available. Without checking the validity of registration numbers against the National Traffic Information System (NaTIS) records, it is difficult to estimate the taxi fleet size in the Eastern Cape. A wide range of vehicles provides the public transport services in the district. This is likely, considering variety of operational conditions and demand patterns encountered in the district. However, another reason has its root in the past, as the minibus has for decades defined the taxi industry, providing a seemingly unregulated, locality-based alternative to the centralised and subsidised bus and rail service. Despite the discrepancy in regulation, the


focus across all modes is on the particular vehicle preferred by the operator, as opposed to the needs of passengers, as promoted by government policy. The general conditions and accessibility characteristics of these vehicles do not promote user-friendly service. Due to the informal and private nature of the minibus-taxi industry, there is little consolidated information available on particular issues affecting that industry. During interviews with a number of taxi operators, issues emerged which link to the poor quality and inappropriateness of some taxi vehicles. Low-income levels of individual operators imply that most can’t afford new or larger vehicles. In urban areas, this means that large volumes of people are transported with small vehicles where larger vehicles would be more appropriate. On the other hand, operating conditions on gravel roads in rural areas necessitate the use of more sturdy vehicles, commonly LDVs, but these are not suited to passenger transport. There is thus a mismatch between the operating conditions in the district and the vehicles used at present. These factors affect negatively on the service to passengers by exposing them to physical discomfort and safety risks. The issues that the Chris Hani District faces with respect to public transport operators and vehicles are the following: • Multiple small taxi operators that are tied to geographical locations are inflexible and

are difficult to co-ordinate and integrate in a larger system • Buying power of individual taxi operators is very low. • Vehicle capacities are not necessarily suited to the demand and this leads to

operational inefficiencies • Many vehicles are not attractive to use and will not attract choice users • Rail and subsidised buses operated at regional level and are not integrated into local

planning • Operator and regulatory fixation with vehicle type and layout discriminates against

passenger volumes / needs and does not provide operational flexibility which is contrary to policy

The following recommendations address specific operator and vehicle issues: • An appropriate financial model should be customised for road-based fleet acquisition • Vehicle specifications should include universal accessibility and comfort considerations • Alternative propulsion types should be supported to reduce fossil fuel dependence and

environmental emissions that affect public health

3.7 TRAFFIC AND VEHICLES The daily traffic volumes along the major routes through the District are illustrated in Figure 10. The traffic volumes along the higher order roads are summarised in the following table.


Table 3-13: Traffic and Truck Volumes on Major Rout es

The highest trafficked roads are the N6 south of Queenstown and R61 between Queenstown and Cofimvaba. The N6 also carries the highest truck volumes. The N10 through Cradock carries a very high percentage of long vehicles, mostly inter-links. All the roads in the study area are two-way, two-lane roads. However, the existing volumes on the roads are well within the design capacity of the roads for most peak hours of the year. Figure 3-2: Daily Traffic Volumes

The number of registered vehicles in the province as well as the number of un-roadworthy and un-licensed vehicles in the province are summarised in Table 3-14 and Table 3-15 respectively. The Road Traffic Management Corporation (RTMC) provided this data. An indication of the vehicle population in the Chris Hani District Municipality is given in Table 3-16. In order to arrive at the vehicle population figures, it was assumed that the distribution of vehicle ownership is similar to the population distribution.


Table 3-14: Number of Registered Vehicles per Provi nce Dec 2009 Province Total

GA KZ WC EC FS MP NW LI NC RSA

Motorised Veh's

Motorcars 2,256,780 754,048 969,006 346,880 253,701 282,341 255,514 200,662 92,161 5,411,093

Minibuses 110,845 43,394 35,458 20,715 12,035 19,781 18,090 18,781 3,842 282,941

Buses 14,916 6,958 5,107 3,714 2,025 4,406 3,118 3,846 1,127 45,217

Motorcycles 141,423 33,526 74,669 24,281 23,266 22,925 20,681 12,637 8,992 362,400

LDV's - Bakkies 626,637 281,554 271,920 161,633 110,215 151,718 128,660 153,258 60,697 1,946,292

Trucks 121,769 50,441 34,586 24,470 19,227 24,978 17,976 19,504 8,653 321,604

Other & Unkwn 36,706 31,615 33,278 13,929 39,522 25,533 27,259 14,740 7,904 230,484

Sub-Total 3,309,076 1,201,536 1,424,024 595,622 459,991 531,682 471,298 423,428 183,376 8,600,031

Towed Veh's

Caravans 40,923 8,638 16,456 5,768 8,061 9,754 7,701 5,167 2,994 105,462

Heavy Trailers 49,296 25,744 11,675 10,938 13,365 14,664 9,917 6,386 4,417 146,402

Light Trailers 278,239 70,577 114,105 46,266 56,179 50,395 49,143 31,337 22,793 719,034

Unknown 2,625 1,595 2,362 1,235 2,109 2,182 2,728 1,372 646 16,852

Sub-Total 371,083 106,554 144,598 64,207 79,714 76,995 69,489 44,262 30,850 987,750

All Vehicles 3,680,158 1,308,090 1,568,622 659,829 539,704 608,676 540,786 467,690 214,226 9,587,781

(December 2009,RTMC)

Table 3-15: Number of Un-roadworthy or Un-licensed Vehicles per Province

Year GA KZ WC EC FS MP NW LI NC RSA Sept 2008 372,208 135,743 111,167 59,082 59,095 61,619 59,100 44,320 15,932 918,266 Sept 2009 328,480 114,116 97,549 52,474 49,597 51,180 47,714 36,933 13,463 791,506

Change -43,728 -21,627 -13,618 -6,608 -9,498 -10,439 -11,386 -7,387 -2,469 -126,760 % Change -11.75 -15.93 -12.25 -11.18 -16.07 -16.94 -19.27 -16.67 -15.50 -13.80

(September 2009,RTMC)

Table 3-16: Estimated Vehicle Population in Chris H ani

CLASS REGISTERED VEHICLES UN-LICENSED/

UN-ROADWORTHY

Passenger vehicles 39 020 2 690

Minibuses 2 520 330

Buses 350 30

Motorcycles 2 300 350

LDV's - Bakkies 17 920 1 170

Trucks 2 750 310

Other & Unknown 1 510 90

TOTAL 66 370 4 970 (Chris Hani DM ITP, 2008)


3.8 ROAD NETWORK The road network in the Chris Hani District consists of a hierarchy of national, provincial and municipal roads. This network, illustrated in Figure 3-3 , comprises of two national routes pass through the Chris Hani District in a north-south direction. The National Route N10 passes through Cradock and Middelburg and links Port Elizabeth with the central parts of the country and with Cape Town to the south and Gauteng to the north. The second route, the N6, passes Queenstown, and links East London to the Free State, Gauteng and other parts of the country. The local Trunk and Main roads link the larger towns and villages and mostly run in an east-west direction. The best example is the R61, which runs from Cradock in the west through Queenstown to Umtata in the east. The total length of the provincial road network amounts to approximately 43 465 km. This is made up of approximately 5 102 km (12%) of surfaced roads and 38 363 km (88%) of gravel roads. Only 707 km of the total network of nearly 8 900 km in Chris Hani is surfaced. The overall condition of the provincial road network in the Province and in the Chris Hani District has not improved, mainly due to insufficient funds for maintenance and inherited backlogs. The results of a visual inspection prepared for the 2008 Integrated Roads and Transport Infrastructure Masterplan, appear in Table 3-17 . Gravel roads require regular maintenance especially with heavy rains and high traffic volumes. From an economic point of view, gravel roads suppress economic development since they lead to high vehicle operating costs and often lead to the damage of crops transported. Table 3-17: Condition of the Road Network in Chris Hani (%)

Table 3-18: Length of Road network


Figure 3-3: Major Road Network



3.9 FREIGHT TRANSPORT In Chris Hani, the main freight movement corridors are mainly along the national routes. Cargo is transported nationally through the district from/to the coastal towns of East London and Port Elizabeth primarily to/from Gauteng. Freight is moved by either road or rail. There are no major freight generators within the Chris Hani District other than the typical economic activities in the larger urban area, such as Queenstown.

3.9.1 ROAD FREIGHT The movement of freight has become more and more road based in the past few decades. This is due to the basic ability of the road transport industry to move a variety of cargos door-to-door quickly, efficiently and economically. Rail transport can provide economy of scale savings on long haul routes and for bulk cargo. Savings are often offset by time, security and monetary costs of transferring the cargoes to/from a road based transport for collection and delivery. The daily traffic volumes with specific reference to the daily truck volumes and specifically the long vehicles (interlinks) on the major road network are summarized in Table 3-19. The busiest route being the N10 carries more than 100 long/large heavy vehicles per day. This amount to approximately 10 interlinks per hour along the route. Table 3-19: Daily Truck Volumes on Major Network

3.9.2 RAIL FREIGHT There are two primary railway lines passing through the Chris Hani District in a north-south direction. They are the East London – Bethulie route (passing through Queenstown, Sterkstroom and Molteno) and the Port Elizabeth – Cradock – Carlton route. There were also a number of other lines in the district but these are not in use or the lines have been lifted. The existing and abandoned freight lines that run through the Province are outlined in the following table.


Table 3-20: Freight lines through the Eastern Cape

The railway lines are presented in the following figure. Figure 3-4: Railway Lines in the Eastern Cape


3.9.3 HAZARDOUS FREIGHT The National Road Traffic Act (Act No 93 of 1996), sections 54 and 55 and regulations 273-282 as well as the SABS specifications that are prescribed as part of the legislation, govern the movement of dangerous freight particularly through urban areas. Though the pertinent legislation implemented in August 2003, there is still widespread ignorance about its effect and implementations. The movement of hazardous material cultivates varying responsibilities for the District. Like in many other Municipal Authorities in the country, there are no by-laws or enforcement measures in place to regulate the movement of dangerous freight. The Provincial Fire and Emergency Services Department should embark in the process of formulating by-laws in relation to the movement of dangerous freight that will guide the Districts. This is specifically relevant to towns located on the national roads where vehicles carrying hazardous materials travel through the town such as Cradock and Queenstown. Specific


plans for these towns to deal with hazardous freight and emergencies should be in place to deal with any incidents. The local municipalities must prepare incident management plans to deal with hazardous materials.

3.9.4 ABNORMAL HEAVY FREIGHT The Chris Hani District Municipality has not formulated plans for routes along which abnormal loads should be transported. These plans should typically specify issues such as the existence of height and width restrictions exist. Abnormal loads are typically accommodated along the national routes. The N6 through Queenstown and the N10 through Cradock and Middelburg are the only alternatives available for such consideration.

3.9.5 OVERLOADING CONTROL The overloading of heavy vehicles is a major contributor to the premature failure of road pavements in many areas in the country. Damage to road pavements caused by overloading increases exponentially as loads exceed the legal limit. The lifespan and performance of the pavement layers of any road is dependent on the loading it endures and the number of heavy vehicles that use these roads. Within the Eastern Cape Province, heavy vehicle trips form a substantial portion of the total trips undertaken. The Eastern Cape Department of Roads and Transport sees law enforcement in regard of legal loads, by means of Traffic Control Centres as playing a critical role in the protection of the road network. Table 3-21 provides a list of these centres including the routes that they serve (Source: National Transport Masterplan – Freight Chapter). The sites relevant to the Chris Hani District are those in Cradock, Middelburg and Queenstown. The operational, non-operational and proposed weighbridges in the Eastern Cape Province, their location on the national road network and the overloading control corridors are illustrated in Figure 3-5 . Table 3-21: Traffic Control Centres

It is estimated that about 60% of the damage to roads in South Africa is caused by overloaded heavy vehicles, representing a massive R700 to R800 million per annum and an estimated R70 to 80 million per annum in the Eastern Cape. The result has been a steady deterioration of the road network (provincial roads in particular) in South Africa during the past 10 to 15 years.


The premature destruction of the life-blood of the 61 economy inevitably compromises road safety, which adds to the already high fatality rate. In addition, overloading results in unfair competition between road transport operators and between road and other modes of transport. (Source: Eastern Cape Overload Control Strategy). Figure 3-5: Major corridors for the movement of hea vy vehicles in the Eastern Cape (NDOT)


3.10 TRANSPORT INFRASTRUCTURE Successful passenger transport relies on the provision of adequate infrastructure. However, public and private passenger transport has different infrastructural needs. There are three types of physical infrastructure enabling public transport services to operate: • The travel ways that allows public transport vehicles to circulate locally and over long

distances, which include railways, roads and tracks. • There are the transfer facilities, e.g. stations, termini and airports that enable travellers

to access public transport services. • There are storage facilities for idle vehicles, such as depots and parking areas. • Successful regulation and law enforcement of transport services require facilities to

monitor vehicles and operations such as weighbridges, testing stations and licensing offices.

On the other hand, private transport infrastructure includes the following: • Travel ways for local and long distance circulation. • Vehicle storage facilities, parking lots and parkades


• Regulation and law enforcement facilities, e.g. testing stations and traffic service

offices From the above it is evident that public and private passenger transport infrastructure share a number of infrastructural facilities. The most notable difference is that private transport does not rely on transfer facilities.

3.10.1 TRAVEL WAYS Roadways, in particular, pose problems to settlement, and ultimately, passenger accessibility to public transport services. Operators reported that gravel roads often become impassable in wet weather, isolating settlements that can only be reached by such means. Poor roads also affected the reliability, roadworthiness and cost of maintenance of vehicles, especially due to the high incidence of potholes in paved roads and ruts, bumps and loose stones on gravel roads. Another ubiquitous problem in the district is the large number of stray livestock on roads that cause accidents or unsafe driving. The cause of this was not necessarily a lack of fencing, but rather the presence of animals in the road reserve, with or without the guidance of herders, due to the better and continuous grazing to be found on the verges.

3.10.2 PUBLIC TRANSPORT TRANSFER FACILITIES Within settlements, public transport transfer facilities in the district are predominantly mode-specific, and often informal in the case of road-based modes. Even smaller settlements often have a number of transfer facilities, one or more for each mode, of which many are informal and thus not easily documented. In the case of road-based modes, these facilities generally also serve as holding areas for idle public transport vehicle, which reduce the facilities’ land efficiency, occupy casual parking bays and sidewalks and cause congestion for general motorised and non-motorised traffic. In rural areas, on the other hand, there are very few transfer, loading or waiting facilities of any description. Interviews with public transport passengers and operators of the most widespread mode in the district, i.e. minibus and other taxis, reported a number of problems associated with transfer facilities. Two groups of problems emerged from these interviews. The first relates to the management and supply of these facilities, and includes improper sitting, unfinished or delayed construction and unclear maintenance and ownership responsibilities. The latter was the cause of some conflict between taxi associations. The second group of problems relate to the physical aspects of facilities, i.e. poor vehicle and passenger accommodation and amenity provision. These ranged from a lack of working toilets, trading space and lighting and security features to poor weather protection, blocked drainage and insufficient waiting facilities. Also included here were poor general maintenance and the absence of office space for operators. The CHDM and local municipalities must start to play a more active role in the development, maintenance and operation of public transport facilities. The facilities must be maintained and managed to the benefit of all public transport users.

3.10.3 REGULATORY AND LAW ENFORCEMENT INFRASTRUCTURE

An issue raised during interviews with public transport passengers and operators for the previous ITP was the limited number of vehicle testing and licensing stations in the district. These are limited to the main centres, to which each individual operator has to travel on a


yearly basis due to operating license requirements, but might entail a full-day journey. This is inconvenient and wastes fuel and operating hours. Issues The issues that the Chris Hani District Municipality faces with respect to transport infrastructure are summarised as follows: • Poor conditions and/or surfaces of roads damage vehicles in especially rural areas –

operators cannot afford to keep vehicles roadworthy, necessitate use of LDVs, compromises passenger comfort and safety

• Poor public transport transfer facilities • Derelict passenger rail lines and stations on the following lines: � Bowker's Park – Tarkastad (52 km) � Molteno – Jamestown (68 km) � Graaff Reinet – Rosmead (146 km) � Sterkstroom – Maclear (278 km) � Scoombee – Hofmeyer (50 km)

• Many public transport facilities controlled by location-specific operators or

organisations – excludes other associations and modes, serves as private parking/holding areas on public land

• Poor amenity provision for passengers at public transport facilities • Insufficient vehicle testing and licensing facilities From the latest information available on the enatis website (refer to Table 3-22 ), there are four vehicle testing stations in the Chris Hani District (two located in Queenstown). Table 3-22: Vehicle Licensing and Testing facilitie s

Legend for Role: RA - Registering Authority, VLR - Vehicle Licence Renewal, DLTC - Driving Licence Testing Centre, DLR – Driving Licence Renewals, VTS - Vehicle Testing Station


Recommendations The following recommendations address specific issues the Chris Hani District faces with respect to transport infrastructure: • Perform adequate road maintenance and assess accessibility in all weather conditions

- match road paving and condition with vehicle specifications • Transfer facilities are public facilities and should be claimed and managed by CHDM

and/or local municipalities and not by individual operators • Road-based public transport transfer facilities should not be mode-specific – precludes

future changes in vehicle fleet specifications and modal integration. • Investigate other uses for abandoned rail infrastructure such as tracks, buildings and

land, where passenger services are not viable • Establish maintenance, accommodation and planning framework for public transport

facilities

3.11 TRAFFIC SAFETY Like in most of the country, road and traffic safety in the District are less than considered necessary. Fatal road crashes cost the country over R13 billion in 2009. The distribution of this cost per province is illustrated in the following table. According to these numbers, fatal crashes cost the Eastern Cape Province approximately R1,3 billion. This data was not available on district municipality level, but if it assumed that the fatal crashes are distributed amongst the different local municipalities in the same proportion than the population, then the cost of fatal crashes in the Chris Hani District is approximately R154 million. Table 3-23: Cost of Fatal Crashes per Province (Ran d million)

(Source: RTMC,2009) In an effort to understand road crashes and to determine ways to kerb the carnage, several graphs are included in this section as reported by the RTMC. Note that this analysis is not an in depth investigation, but an effort to point to obvious interventions to address the issue. The distribution of crashes by day of the week and by time of the day is illustrated in the following figure.


Figure 3-6: Distribution of Fatal Crashes by Day of Week and Time of Day (National Average)

(Source: RTMC,2009) It is evident that the crash frequencies are much higher over weekends and during the late evening hours. There could be many reasons for these patterns, but a reason could be gaiety and merriment in the evenings and over weekends. This behaviour could also go together with alcohol abuse. In order to change these patterns more active policing will be necessary over weekends and at night. The working hours of traffic officers must be according to these periods when policing should be visible and active. The most prevalent crash types and the percentage of fatalities per crash are shown in the following table. The highest percentage crash types, and resulting fatalities, in the country are related to pedestrian incidents and vehicles overtaking each other in unsafe conditions. Table 3-24: Percentage (%) of Crashes and Fatalitie s related to possible causes

(Source: RTMC,2009) The reasons for the many pedestrian crashes are numerous but the most important ones are probably the following: • Pedestrians walking on/near the road due to the absence of pedestrian facilities

• Poor or no street lighting in areas with high pedestrian activity

• Motorists speeding excessively in areas of high pedestrian activity

• The involvement of alcohol in driver behaviour

• Driver education and pedestrian education

The crashes during overtaking can be because of the following: • The lack of overtaking opportunities and passing lanes

• Un-roadworthy, slow moving vehicles on the road

• Impatience by the drivers


• Lack of driver education and failure to comprehend the risks of overtaking behaviour

The top 20 roads with the highest number of crashes per road in the CHDM were identified in the 2008 DITP and are listed in the following table. It was recommended that road safety audits be carried out on all these roads to understand the reasons for the crashes and to prevent future occurrences. Budget constraints prevented a follow-up exercise in this regard, therefore the information at hand is considered to still be relevant. Table 3-25: Collisions per Road in Chris Hani (Prov incial Accident Data Base)

CODE CODE DESCRIPTION FATAL SERIOUS SLIGHT DAMAGE TOTAL

R61 R61 2 5 8 33 48 E003 Elliot Road Central business district 0 2 6 40 48 N01004 Cradock - Middelburg 1 2 13 28 44 N10 N10 2 0 7 33 42 N01003 Cradock - Cookhouse 0 1 14 24 39 T04803 Queenstown - Whittlesea 1 4 2 30 37 N6 N6 0 2 9 21 32 T04901 Tarkastad - Cradock 0 4 5 18 27 T01903 Elliot -Indwe T01903 0 2 8 11 21 Sterks Sterkstroom Roads 0 1 6 13 20 T07601 Cradock - Hofmeyer 1 0 12 6 19 T04001 Cradock – Graaff Reinett 1 1 2 13 17 T04902 Queenstown -Tarkastad 0 2 1 12 15 N00604 Queenstown - Jamestown 0 3 1 8 12 T05303 Elliot - Barkly East 0 2 3 6 11 R63 R63 0 1 1 7 9 Ilinge Ilinge Roads 0 0 3 5 8 R56 R56 1 1 3 2 7 T04103 Cookhouse - Summerset East 1 1 0 5 7 M00659 Queenstown - Dordrecht 1 1 1 1 4



4 OPERATING LICENCE STRATEGY The objective of the Operating Licence Strategy (OLS) is to achieve a balance between public transport supply and utilisation that is both effective and efficient. The OLS must contain and set out the planning authority’s policy and strategies in relation to: • The role of each public transport mode for different areas, routes and corridors;

• The circumstances under which the operation of the preferred mode of public transport

should be allowed;

• The number of operating licences that should be allowed for each area or route;

• The adequacy of public transport facilities within the area; and

• The conditions which should be imposed by the board in respect of operating licences.

4.1 POLICY FRAMEWORK The national and provincial policies guiding the disposal of operating licences are presented together with an overview of relevant legislation. The policy framework is to act as a guide for operating authorities when responding to an Operating Licensing Board request for comment upon applications. This framework considers issues including: • Types of public transport services that require operating licences.

• Types of vehicles used for public transport services.

• Conversion of permits to operating licences.

• Operating licences for contracted services.

• Operating licences for non-contracted services.

• Validity period for operating licences.

• Cancellation of operating licences not brought into use.

• Withdrawal of operating licence or permit in rationalisation of public transport services.

• Special Needs Passengers.

The operational concepts for road-based public transport services are shown in the following table. Table 4-1: Operational concepts for road-based publ ic transport services

DEMAND CHARACTERISTICS ROAD CONDITION CANDIDATE ROAD-BASED VEHICLE

High demand destinations Asphalt

Bus Gravel

Low demand destinations

Asphalt Midibus / minibus

Gravel / Tracks Special categories of vehicles that meet the requirements of Section 71 of the NLTA (e.g. adapted LDVs)


The optimum modes of public transport for different types of trips in the District are envisaged as shown in the following table. Table 4-2: Optimum modes of public transport

DEMAND CHARACTERISTICS CANDIDATE MODE

High demand destinations along main connector routes

Scheduled services operating on fixed routes in terms of contracted subsidised or commercial contracts.

Low demand destinations Multi-purpose demand-responsive omnibus services (mixed / passenger freight).

Local short-distance trips Non-motorised and intermediate transport.

Specific movements of groups of passengers to a common destination

Staff services and periodic charter services.

Scholars Learner transport to be integrated as part of scheduled services with educational facilities established on the main connector routes.

Passengers with special needs (non-emergency)

All public transport vehicles must have basic accessibility features. Some multi-purpose demand-responsive vehicles to be accessible to passengers in wheelchairs.

Restructuring of unsubsidised services should continue in accordance with the formalisation and regulation process that has been underway since publication of the National White Paper on Transport in 1996. This process includes converting permits to operating licences and recapitalisation of existing minibus taxis with new vehicles that meet specified safety criteria.

4.2 PUBLIC TRANSPORT SYSTEM INFORMATION The 2003 Current Public Transport Record (CPTR) for the Chris Hani District was used for the initial development of an Operating Licence Strategy. The development of the OLS involved the screening of the utilisation on the various public transport routes at that stage. Thereafter certain routes were identified for further investigation to verify the recommendations that were made on whether operating licences should be withdrawn or whether new licences could be issued. The route numbers were obtained from the Operating Licence Board (OLB). Interviews were also undertaken with some association members and with officials at the district offices. Assumptions The OLS was only developed for local routes that were surveyed in the 2003 CPTR. Long distance trips were omitted from the OLS. Numerous long distance routes are registered with the OLB. Verifying the need for fewer or additional licenses on long distance routes is challenging and would require extensive surveys during especially holiday periods. These surveys were not included as part of this update of the DITP. Although previous research into the validity of CPTR information has indicated discrepancies when compared with information obtained through the National Household Travel Survey, it was assumed that in this OLS the CPTR provided an adequate indication of passenger utilisation on the various routes.


The objectives of this OLS are to do the following: • Due to the various route numbers that are used in the industry in the Eastern Cape, this

OLS attempts to link all route numbering systems with descriptions of all routes and their

origin and destinations and to present all available route information.

• Determine the utilisation levels on these routes and make recommendations whether

licences should be withdrawn on a particular route or whether additional licences can be

issued.

• Determine the number of illegal (not registered with the OLB) vehicles that are used in the

industry.

• The extent of LDVs use on certain routes.

4.3 ROUTE INFORMATION It has been highlighted previously that the database of minibus taxi routes in CHDM varies between the various role-players in the industry. The records of routes maintained by the OLB as official custodian of registered route information tend to differ from the numbers provided by the taxi associations. The following table compares the latest records of routes received from the OLB via the ECDOT, with the route information collected from the taxi associations during the preparation of the 2008 DITP. Surveys could not be carried out during the preparation of this DITP to source updated route information from the taxi associations due to budget constraints. Table 4-3: Summary of the number of taxi routes by town

LOCAL MUNICIPALITY TOWN TAXI ASSOCIATION (TA)

NAME

ROUTES

TAXI ASSOCIATION* OLB

Inxuba Yethemba Cradock Cradock Uncedo Service TA 14 11

Inxuba Yethemba Middelburg Middelburg Eastern Cape TA 2 16

Tsolwana Tarkastad Tarkastad TA 21 24

Tsolwana Thornhill Ntabathemba TA n/a 10

Inkwanca Molteno Molteno Masakhane TA 25 25

Inkwanca Sterkstroom Sterkstroom Umanyano TA 7 24

Lukhanji Whittlesea Hewu TA 27 9

Lukhanji Queenstown Machibini TA n/a 7

Lukhanji Queenstown Queenstown Uncedo Service TA

n/a 31

Lukhanji Queenstown Vaalbank TA n/a 28

Lukhanji Whittlesea Whittlesea Uncedo TA n/a 14

Lukhanji Queenstown Ilinge TA n/a 20

Intsika Yethu Cofimvaba Cofimvaba TA 5 7

Intsika Yethu Tsomo Tsomo TA 12 11

Intsika Yethu Cofimvaba Bolotwa TA 2 8

Emalahleni Dordrecht Dordrecht TA 15 7

Emalahleni Indwe Indwe TA 13 8


LOCAL MUNICIPALITY TOWN TAXI ASSOCIATION (TA)

NAME

ROUTES

TAXI ASSOCIATION* OLB

Emalahleni Lady Frere Lady Frere TA 2 20

Engcobo Engcobo United Engcobo TA 32 7

Sakhisizwe Elliot Elliot TA 8 12

Sakhisizwe Cala Xalanga TA 9 12

TOTAL 194 311 (Source: ECDOT May 2011 & CHDM DITP, July 2008) * Data from 2008 CHDM DITP The route numbering system has also changed over the years with the introduction of the OLAS system. This has resulted in a route numbering system used by the OLB, although some routes still have RAS codes associated with them. The CPTR has also adopted a particular route numbering system. The only common element in the varying route numbering system is the route description and the origins and destinations. The 2008 DITP presented route data that was obtained from the OLB and subsequently cleaned up and correlated with the CPTR numbering system. This information is included in APPENDIX A . Daily vehicle and passenger movements by rank data collected for the 2008 DITP, through interviews with existing taxi operators, are summarised in the following table. The variation through the day is illustrated in Figure 4-1 . This data could however not be updated as part of the 2011 DITP update, since no vehicle and passenger surveys could be conducted at the existing taxi ranks due to budget constraints. Table 4-4: Summary of vehicle and passenger movemen ts by rank

MUNICIPALITY TOWN TAXI RANK VEHICLES PER DAY

PASSENGERS PER DAY

INXUBA YETHEMBA

Middelburg Smit Street Rank 64 730 Post Office Rank 74 972

Cradock Cradock Main Rank 106 1480 OK Centre Rank 36 166

TOTAL 280 3348

TSOLWANA Tarkastad Tarkastad Rank 36 296

Ntabethemba TA Ntabethemba Rank 158 (36) 1456 (540) TOTAL 194 1752

LUKHANJI

Whittlesea Whittlesea Main Rank 442 (52) 5806 Standard Bank Rank 44 372

Queenstown

Boxer Complex Rank 218 2970 Caltex Garage Rank 52 684 Spargs Rank 892 6662 Hewu No1 Rank 122 1394 Hewu No2 Rank 146 2190 Ilinge / Machibini Rank 148 (19) 2134 (660) Ntabethemba Rank 66 (36) 952 (540)

TOTAL 2130 23164

INTSIKA YETHU Tsomo

Minibus Ranks (2) 156 (20) 690 (300) Bakkie Ranks (2) 110 980

Cofimvaba Minibus Ranks (3) 222 1624 Bakkie Ranks (7) 544 5562

TOTAL 1032 8856

EMALAHLENI Lady Frere

Minibus Ranks (2) 86 1112 Bakkie Ranks (6) 174 1790

Indwe TA Post Office Rank 44 526 BP Garage Rank 14 24


MUNICIPALITY TOWN TAXI RANK VEHICLES PER DAY

PASSENGERS PER DAY

Indwe College Rank 12 96

Dordrecht TA Shell Garage Rank 6 40 Post Office Rank 28 280

TOTAL 364 3868

INKWANCA Sterkstroom Sterkstroom Rank 12 (4) 30 (53)

Molteno Molteno Rank 24 (9) 128 (105) TOTAL 36 158

SAKHISIZWE Elliot

Elliot Main Rank 74 (22) 1110 (330) Power Save Rank 32 448

Cala Minibus Ranks (3) 70 (30) 648 (450) Bakkie Ranks (6) 128 1232

TOTAL 304 3438

ENGCOBO Engcobo Minibus Ranks (6) 312 3914 Long Distance Rank 10 110 Bakkie Ranks (6) 370 3716

TOTAL 692 7740 (Source: CHDM DITP, July 2008) Figure 4-1: Variation of passenger movements at ran ks through the day

(Source: CHDM DITP, July 2008) Based on the data provided by the OLB, the previous rank surveys and site visits and interviews with operators and passengers, the following issues are evident: • There are discrepancies between recorded data and actual operations on the ground.

• The OLB could not provide an electronic database of the operator licences per route.

Therefore, the determination of vehicles operating legally remains a challenge.

• Many taxi association members have applied for licences and are awaiting the outcome

of the applications.

• Rank surveys conducted in 2008 indicate lower activities in the ranks than what was

observed in 2005.


• The daily variations in vehicle and passenger movements in most of the ranks are typical

of smaller rural areas with no typical a.m. and p.m. commuter peaks.

• Taxi Associations are keen to accept any prospective member who is prepared to pay a

joining fee. This often occurs without an operating licence being granted.

• Due to the over-supply of members and taxis, many associations group their members

into groups that operate along a specific route on alternative days. Only members of a

specific group are allowed to do business on a specific day and if there is no business,

they have to wait their turn again. This grouping of members and taxis makes realistic

surveys of operations difficult.

4.4 OPERATING LICENCE PLAN The lack of information is a major constraint in the further development of the OLS. The 2005 and 2008 DITP’s included OLS related actions and proposals that are still considered relevant due to the lack of updated information. The ECDOT was able to provide comments regarding each item as part of the 2011/12 DITP review, which were incorporated with the proposals’ status updates from the 2008 DITP.

4.4.1 2005 DITP OPERATING LICENCE PLAN In the 2005 DITP, the following actions were identified as part of the OLS. Develop Operating License Plan 2008 DITP Status: A complete OLS was not developed in 2005 due to the absence of data from the OLB and Taxi Registrar. This data is still lacking and hence the same situation exists whereas no final OLS can be prepared other than guidance based on passenger and operator interviews. In the absence of data from the OLB and Taxi Registrar, it is not possible to develop a detail plan, which will: • Determine the legal and illegal operators on each route,

• Determine the number of licenses that should be issued for each route,

• Develop a plan to re-allocate redundant operators to under-supplied routes and

• To provide measures to remove redundant supply from routes.

2011/12 ECDOT Feedback: At present operating licences are issued for all routes of a taxi association. Planning Authorities need to respond to requests for information from the OLB. At present responses are not received from Planning Authorities, therefore operating licences are being approved by the OLB for already saturated routes. In the absence of the detailed information, the OLS focussed on guidance provided by operators and public transport users. Register Operators with Provincial Taxi Registrar 2008 DITP Status: This was defined in 2005 as a critical component of the process and is necessary to update information in the Provincial Taxi registrar’s database as well as target those operators that have not yet registered. It was recommended that the process be


carried out in consultation with the Provincial Department of Transport and the Provincial Operating License Board. This process has occurred to some extent, but the applications that are in process and that have been processes were not captured in a database. Without a detailed electronic database of all legal licences and pending applications, it is not possible to prepare a complete OLS. 2011/12 ECDOT Feedback: NLTiS (National Land Transport Information System) is a national system in accordance with the NLTA and holds the information of all operating licences. No need for database as recommended in 2008. Operators do not have to be registered according to the act (NLTA) anymore. Convert existing radius permits to Route OLS 2008 DITP Status: This is in process. 2011/12 ECDOT Feedback: In process. Draft regulations that may be gazetted at the end of May 2011 give a cut off date of December 2016. Enforce Traffic and Operating Licence Laws 2008 DITP Status: This has been identified numerous times that it is of critical importance that there is effective enforcement of the legislation once the permit conversion process is underway. Law enforcement agencies must develop a co-ordinated enforcement strategy to ensure compliance with Operating License and Traffic laws. 2011/12 ECDOT Feedback: Planning Authorities to be more active in this regard.

4.4.2 2008 DITP OPERATING LICENCE PLAN In the 2008 DITP, the following proposals were identified as part of the OLS. Update electronic database of OLB 2008 DITP Status: It is essential that all the processed and in-process applications be included in an electronic database. Without a proper database of legal and approved members and routes an OLS cannot be successful. The Board must immediately fulfil its mandate by either employing more staff to get its database updated or contract it out. Without this database and a solid understanding of registered members and legal routes, the OLS will remain without substance. 2011/12 ECDOT Feedback: No need for database as recommended in 2008, NLTiS (National Land Transport Information System) now performs this function. Register Taxi Operators with Provincial Taxi Regist rar 2008 DITP Status: The trend in the field that prospective taxi operators pay a membership fee to a taxi association and then start operating under the auspices of the association must be reversed. A prospective operator can only start to operate once a legal licence for a route has been issued. The provincial registrar must inform all taxi associations that no new members should be accepted unless the association can illustrate the need for new members. The need must be illustrated by an application supported by the majority of association members. 2011/12 ECDOT Feedback: Operators no longer have to be registered according to the NLTA.


Ownership/Management of Taxi Ranks 2008 DITP Status: The control by TA’s of a taxi rank is an unproductive situation. This leads to duplication of services with taxi’s only running full in one direction and returning empty since they are not allowed to pick-up passengers in a competing rank. Unless local municipalities or district municipalities begin to manage ranks independently and ensure that any legal taxi can use such a rank, the public transport system, specifically the taxi system, will remain unproductive. With public money used to construct ranks, the rank must stay within the control of the public and not a specific association. 2011/12 ECDOT Feedback: Planning Authorities own taxi and bus ranks and should therefore be more proactive. Licences along existing accessible routes 2008 DITP Status: All pending licences at the OLB should be processes as soon as possible. Most of the applicants have paid association membership fees and are under the impression that a licence will be granted. Most of the applicants are also already providing a service, albeit illegal. It will be a challenge not to provide a licence to those that are already in the system. However, the following should be implemented with immediate effect: • The OLB should announce a date after which no new applications will be accepted into

the system without a detailed motivation.

• All the existing applications should be processed and unless there are specific reasons,

the licences should be granted. These licences are supported not because of the

need/demand for the service, but because of the existing process that have lured

operators into the system. There is an oversupply of services in all areas and wherever

there is justification, a licence should not be granted.

2011/12 ECDOT Feedback: New applications for taxi operating licences for persons already in the system are on moratorium, but this does not prevent a person from applying for bus and charter routes. Charter OLs are being misused as taxi operations and hence requires more law enforcement. OLB cannot refuse applications but it is up to the relevant Planning Authority to refuse an application when it is referred to them for comment. If no objections are received, the Board most often grant applications. OLs should be issued for a demand. Some operators are classed as semi-legal. The requirements are that they must have vehicles registered in their name pre 2007 and interacted with the Board. Licences along new access routes 2008 DITP Status: New roads into previously inaccessible areas will encourage public transport operators to operate along the route. New licences along these routes must be considered. The number of licences and the need for services along the new route must be determined by the OLB. Applicants for licences on new routes should be required to demonstrate the need for the services along the route. 2011/12 ECDOT Feedback: OLB does not determine requirements for services. This is the function of the Planning Authority. OLB processes applications.


Licences to new areas 2008 DITP Status: New developments (residential, retail, industrial or agricultural) will result in a demand for public transport. Licences to these areas must be considered by the OLB. The number of licences and the need for services along the new route must be determined by the OLB. Applicants for licences on new routes should be required to demonstrate the need for the services along the route. 2011/12 ECDOT Feedback: OLB does not determine requirements for services. This is the function of the Planning Authority. OLB processes applications. Licences granted for bakkie transport 2008 DITP Status: Licences for bakkie type vehicles into inaccessible areas must be considered by the board. These vehicles will have to comply with the national guidelines for bakkies. Existing bakkie licences must not be renewed unless the vehicles comply with the national guidelines. 2011/12 ECDOT Feedback: At present there is no converted LDV for passenger service. The routes for LDV’s need to be identified by Planning Authorities and forwarded to the MEC of Transport for approval.


5 RATIONALISATION PLAN The Rationalisation Plan (RatPlan) includes a strategy for the subsidised contracted road based services within the CHDM. The RatPlan aims to: • Rationalize subsidised services by minimizing competition between subsidized services,

including services across the borders of planning authorities; • Determine how subsidies should be minimized, but – where subsidies are necessary –

where and to what extent these should be paid; • Promote competitive bidding for contracts; • Ensure that routes and route networks are utilized optimally so as to meet passenger

need; and • Facilitate the future development of the public transport system.

5.1 EXISTING SUBSIDISED SERVICES Two public transport services, which are financially supported by the ECDOT, currently operate within the CHDM, namely Africa’s Best 350 Limited (AB350) and Mayibuye Transport Corporation. An update with regards to the current status and operations of each service provider was obtained from the ECDOT and is presented below.

5.1.1 AFRICA’S BEST 350 LIMITED (AB350) AB350 is operating 17 subsidised buses in the Chris Hani District on the 17 routes indicated in the following table. Table 5-1: AB350 route information

ROUTE NUMBER ROUTE FROM ROUTE TO DISTANCE

(km) TRIPS PER

DAY

001-s Queenstown Cala 105.0 2

002-S Queenstown Mhlanga (Indwe) 123.8 2

003-S Queenstown Mkonjana 52.3 2

004-S Queenstown Mkapusi 58.8 2

007-S Lady Frere Indwe/Macubeni 70.5 2

008-S Queenstown Ezibeleni 20.0 12

009-S *Mkapusi Lady Frere 20.0 12

010-S Queenstown Rodana 62.7 2

042-S Queenstown Ilinge 25.0 8


044-S Queenstown Ilinge 25.0 8



048-S Cofimvaba Zigudu 43.8 2

049-S Lady Frere Indwe/Platkop 81.3 2

095-S Cofimvaba Qwebe - Qwebe 88.7 2

110-S Engcobo Sinqumeni 67.3 2

TOTAL NUMBER OF BUSES 17 (Source: ECDOT May 2011) *This route substituted another bus between Queenstown & Ezibeleni that was previously operated, but had to be stopped due to low passenger numbers and tension between the minibus taxi industry in Ezibelelni and AB350.


Operations with these buses were implemented during May 2009 and are operated from a depot that was established in Ezibeleni outside Queenstown before the operations started. The buses are maintained on a regular basis at this depot, as AB350 has maintenance contract with Scania, the manufacturer of the buses that AB350 operates. The maintenance of the buses is closely monitored by Scania, who gave AB350 a certain buy-back guarantee for the buses and as such it is in the interest of Scania to maintain the buses properly. These services are being operated under a Negotiated Contract between the Eastern Cape Department of Transport and AB350. This contract will expire on 31 October 2017. From March 2010 to February 2011, AB350 transported 828 160 passengers on the routes indicated in Table 5-1 , at an average of 79.57 passengers per live trip. A total of 794 996.2 live kilometres were operated on 10 408 live trips at an average of 76.38 km per live trip.

5.1.2 MAYIBUYE TRANSPORT CORPORATION Mayibuye Transport Corporation, a parastatal passenger transport service provider, operates services from 4 depots in the Border/Ciskei areas of the Province i.e. Reeston (East London – Head Office), Zwelitsha, Alice and Queenstown. Mayibuye is being funded through a grant-in-aid from the ECDOT. The Corporation operates 13 buses from their Queenstown depot. During the period 1 April 2010 to 31 March 2011, they operated 7 267 trips carrying 467 611 passengers over 561 402 live kilometres on the following 11 routes (social routes). Table 5-2: Mayibuye route information

ROUTE NUMBER ROUTE FROM ROUTE TO

301 Mthwakazi Queenstown

302 Kolomana Queenstown

304 Depala Queenstown

305 Tandagate Queenstown

306 Qawukeni Queenstown

306 B Tsitsikama W/sea

307 Pelandaba Queenstown

308 Tandagate W/sea

313 W/sea Alice

314 Tsitsikama Queenstown

315 Swartwater Queenstown TOTAL NUMBER OF BUSES 13

(Source: ECDOT May 2011)

5.2 RECOMMENDATIONS FOR OTHER POSSIBLE SUBSIDISATIO NS The following recommendations were identified as part of the RatPlan in the 2008 DITP and are still considered to be relevant.

5.2.1 SUPPORT FOR VEHICLES ON RURAL ROUTES Rural access was identified as a key issue affecting Chris Hani District mobility. Contributing to this is: • The poor condition of unpaved access roads to remote rural areas within CHDM.


• That “bakkies” or LDVs have responded to provide services on these poor rural road

conditions.

• These “bakkies” are uncomfortable and unsafe because they are not suitably equipped to

transport passengers.

• Low passenger demand in some of these areas makes it difficult for these rural services

to be profitable.

• Regular maintenance and capitalization of vehicle fleets are therefore problematic.

It is recommended that some support be provided for these types of rural services. This could be in various forms, but the feasibility of each option should be investigated further. • Guidelines and specifications for rural-type public transport vehicles.

• Modifications to legislation to allow “special rural vehicles” on specific routes with

approved operating licences.

• Once off or ongoing financial support to the purchasing of these vehicles.

• Subsidisation of operations for rural routes in extremely low demand areas, where

minimum levels of service needs to be maintained as a policy decision rather than leaving

it to market demand.

• Support to maintenance of vehicles.

• Some possible areas and routes have been identified where this type of rural assistance

could be required.

5.2.2 MAINTENANCE FOR PUBLIC TRANSPORT VEHICLES A concern around informal and unscheduled public transport services i.e. mini-bus taxis is the condition and safety of vehicles. In many cases, operators cannot sustain their livelihood and maintain or recapitalise their vehicles. Enforcement to ensure that vehicles are roadworthy would mean the marginalisation of a number of small-scale operators who rely on their taxi as the only means of income. A recommendation is made to investigate the possibility for subsidised maintenance plants. This could take different forms, the feasibility of which will need to be investigated. • Develop a mechanism for bulk buying of minibus vehicle parts required for ongoing

regular services e.g. tyres, brakes, oil and fuel filters, etc.

• Facilitate through empowerment programmes the setting-up of a maintenance company

to support the regular maintenance of public transport vehicles at lower than market

rates.

• Increase the availability and accessibility of roadworthy testing facilities.


6 TRANSPORT NEEDS ASSESSMENT

6.1 SPATIAL DEVELOPMENT FRAMEWORK The Spatial Development Framework (SDF) for the CHDM was in the process of being updated at the time of preparing this DITP. Reference is therefore made to the SDF information contained in the 2008 DITP. Sectoral plans have been developed for the CHDM, amongst others, a Spatial Development Framework (CHDM SDF 2004, refer to Figure 6-1 ) and several economic development plans (refer to Figure 6-2 ). The transportation system of the District should respond to and support the development of the District. The following important elements have been identified by the sectoral plans for the district: • Integrated Sustainable Rural Development Strategy (ISRDS) Nodes

• Rural and Priority Development Areas

• Tourism Clusters

• Industrial Clusters

• Mining Clusters

• Agricultural and Forestry Clusters

The development nodes identified in the Chris Hani District are spatial structuring elements classified according to the mixed uses and high intensity transport, business, industrial and residential activities. Queenstown is the dominant Primary Urban Node (Level 3) in the district where most goods and services and higher order infrastructure is located. The development of a level 3 urban settlement should be targeted for investment in infrastructure; development of public-funded housing areas; development of regional social goods and facilities such as educational institutions, sports and recreational facilities; land use management that focuses on establishing the CBD as an attractive area and the orderly development of office and retail accommodation. Secondary urban nodes (Level 3) are Cradock and Middelburg. Here, fewer goods and services are available, together with a generally lower level of infrastructure and housing. Within the overall urban structure, the Central Business Districts of all towns are of great current and potential strategic importance for transportation. CBD regeneration was therefore identified as a major local economic development opportunity by the Chris Hani District Municipality. In the areas identified as minor urban settlements (Level 2), the level of land diversity and density of development are not high. These areas include Hofmeyr, Molteno, Tarkastad, Elliot, Engcobo and Dordrecht. The focus of investments in these areas is on infrastructure development, the improvement of the CBD and the promotion of urban infill in the development of housing areas. Sterkstroom, Sada/Whittlesea, Lady Frere, Cala, Tsomo, Cofimvaba and Ilinge are classified as Level 1 minor urban nodes.


Figure 6-1: Chris Hani Spatial Development Framewor k



Figure 6-2: Chris Hani Development Zones and Corrid ors



6.1.1 ISRDS NODES The municipalities of Inxuba Yethemba, Tsolwana, Inkwanca and Lukhanji form part of the National Integrated Sustainable Rural Development Strategy (ISRDS). The vision of the ISRDS is to “attain socially cohesive and stable rural communities with viable institutions, sustainable economies and universal access to social amenities. These areas should be able to attract and retain skilled and knowledgeable people, who are equipped to contribute to growth and development”. A strategic objective of the ISRDS is “to ensure that by the year 2010, the rural areas will attain the internal capacity for integrated and sustainable development”. From a transport perspective, the road infrastructure in the CBD areas of the major settlements in these areas need to de developed in support of this strategic objective. Rural-residential villages found largely in the areas of the former Ciskei and Transkei are especially suffering under structural problems such as under-developed land, local traffic congestion and a lack of facilities for public transport. Some rural settlements such as Thornhill and Lesseyton are in the process of transforming their character from “traditional” rural villages to a more dense and complex character because of their location and accessibility to Queenstown. They are categorised as functionally urban settlements. Most people in these areas commute to Queenstown for work and business. These areas have therefore become urban in nature and are functionally part of the larger Queenstown. Furthermore, there as extensive commercial agricultural areas primarily characterised by widely dispersed farm homesteads and clusters of farm labourers’ dwellings. The population from these districts are restricted in their movement due to their location as well as bad terrain and lack of transport services.

6.1.2 RURAL AND PRIORITY DEVELOPMENT AREAS The eastern Municipalities of Emalahleni, Intsika Yethu, Engcobo and Sakhisizwe form part of the Rural Economic Development Zone (REDZ). Additionally, Emalahleni is classified as a priority development area and a pilot project for the RuLiv (Promotion of Rural Livelihoods) programme. The Department of Land Affairs has identified the following areas for land reform planning: • The Queenstown / Hewu area including Queenstown, Ezibeleni, Ilinge, Ntabatemba, RA

60, Lesseyton and Gwatyu

• The former Transkei including the Guba area between Lady Frere and Indwe and the

Xalanga area near Cala

6.1.3 TOURISM CLUSTER Central and western tourism clusters were identified in the district. Middelburg and Cradock form part of the “Karoo Heartland” region in the west, while the route along the R61 from Cradock to Queenstown forms part of the “Friendly N6” and “Maloti Route”. Abundant heritage resources are found in Queenstown, Cradock, Sterkstroom, Molteno, Middelburg and Hofmeyr along the east-west routes, i.e. the R61 and the R56. Infrastructure projects in support of access to tourism destination such as the Mountain Zebra National Park, the Kommandodrift Dam, the Tsolwana Game Reserves, the four private nature reserves, game farms and hunting lodges in the western area should receive


priority. Three natural heritage areas are located, at least in part, within the Municipality and these are listed in the following table. Table 6-1: Conservation/Heritage areas within the C HDM

National Park Mountain Zebra National Park

Provincial Nature Reserve Kommandodrift Dam, Tsolwana

Municipal Nature Reserve Lawrence de Lange, Longhill

Private Nature Reserves Blanco, Stirling

Natural Heritage Areas Benghoil and Bushy Park Carnarvon Mhoge


6.1.4 INDUSTRIAL CLUSTER Queenstown, (including Ezibeleni) is the only major industrial area in Chris Hani District Municipality and is a major source of employment. Road links, public transport services and rail services through and to Queenstown should be supported and enhances where possible.

6.1.5 MINING CLUSTER A mining cluster exists to the east of Indwe, which consist mainly of clay mining for the manufacturing of bricks. The manufacturing is done by small local operators using the local materials. Efficient transport links to Indwe will improve and increase the market area for these manufacturers.

6.1.6 THE AGRICULTURAL AND FORESTRY CLUSTER The eastern part of CHDM is possibly the most economically deprived area within the municipality. It has the potential for agriculture and forestry because of good soils and a relatively high rainfall. There are also the potential for irrigation from the Xonxa, Lubisi and Ncora Dams. The mountainous areas to the north of Engcobo will support forestry. Transport project prioritisation, implementation and maintenance in support of these clusters will be favourable for regional development and poverty alleviation. The National Spatial Development Perspective categorization gives Chris Hani District Municipality low to medium resource potential, low human need and low economic activity thereby implying that the District should focus on the provision of basic infrastructure but increase expenditure on social infrastructure and on human resource development. Infrastructure development in Chris Hani has thus been identified as one of the High Impact Priority Projects of the Eastern Cape Province.

6.2 SETTLEMENT AND POPULATION DISTRIBUTION According to the 2010/11 Chris Hani IDP, the district has a population of about 800 000, and covers an area of 37 000 square kilometres. Over 70% of the population reside in rural areas and more than half of the population is female (53%). The largest population density occurs in the Engcobo, Intsika Yethu, Lukhanji and Emalahleni municipalities.


The following table provides a summary of the population distribution in the District. Table 6-2: District population by local municipalit y

MUNICIPALITY AREA (km 2) POPULATION POPULATION

DENSITY (person/km 2)

EC131: Inxuba Yethemba 11 599.33 48 399 4 EC132: Tsolwana 6 025.84 27 660 4 EC133: Inkwanca 3 584.48 14 283 4 EC134: Lukhanji 4 259.71 208 081 48 EC135: Intsika Yethu 3 041.71 185 342 61 EC136: Emalahleni 3 551.13 125 293 35 EC137: Engcobo 2 259.18 135 979 60 EC138: Sakhisizwe 2 251.09 53 472 23 CHRIS HANI DISTRICT TOTAL 36 572.47 798 509 239

(Source: CHDM IDP 2010/11) When compared to the figures used in the 2008/09 DITP, a decrease in population is noted, which may be due to the outward migration of residents, or the declining population growth rate as can be seen in the following table Table 6-3: Annual Population Growth Rate

RACE GROUP ANNUAL POPULATION GROWTH RATE

Black -0.2

White -1.6

Coloured 0.3

Asian -0.9

(Source: CHDM IDP 2010/11) The 2010/11 Chris Hani IDP indicates that the average population growth rate from 1996 to 2007 is – 1.92 %. This means that the population is experiencing a negative population growth. The decrease in annual population growth rate is in line with the situation at national level which shows a significant decline in the Asian, white and black population. However the increase in the Coloured population growth rate is not mirrored on a national scale. The majority of the population are young people of the ages 5 to 20 (54.4%). These are largely children who are of school going ages. The number of households has increased from 187 330 in 2001 to 203 041 in 2007 utilising StatsSA data. Global Insight data reflects a growth from 193 292 in 2001 to 207 578 households in 2007. This indicates a move towards a more nuclear family group rather than the larger family group

6.3 LEVEL AND DISTRIBUTION OF HOUSEHOLD INCOME Besides the size of the population, another important socioeconomic factor that influences transportation needs and the provision of services is the level and distribution of household income. The cost of travel is an important determinant of whether a person travels or not and the transport mode that that person uses (i.e. motorised or non-motorised, public or private). If household income is low, then the public sector can play an important role in


providing equitable access to transport across the district through the application of subsidies or price limiting measures. Poverty levels are high and many households spend the greatest percentage of their income on food. People in five out of eight municipalities spend more than half of their income on food. This happens even in municipalities with high cultivation rates suggesting that farming is not a major source of food. Unemployment is a major contributor to the high poverty levels. Unemployment is a major challenge in the local economy. According to the 2010/11 IDP, the unemployment rate is estimated to be about 57% and currently higher than that of the country at 37% and that of the EC Province at 51%. The unemployed appears to have the least access to transport alternatives. Providing effective transport across the district could help in reversing this trend. The White Paper on National Transport Policy (NDOT 1996) and later policy documents clearly state that effective transport provision plays an important role in increasing access to opportunities, which in turn contributes to the reduction of unemployment. The majority of persons in CHDM are employed in the community services with trade as the next biggest employer. Refer to the following figure for a summary of the employment composition in the District as contained in the 2010/11 IDP. From 1996 to 2007 the District’s GDP only grew by 1.8 % as opposed to the national average of 5 to 6 % per year. Figure 6-3: Chris Hani District Employment Composit ion

(Source: CHDM IDP 2010/11) The level of education links to employment levels and the high levels of poverty in the District. The highest education levels in the District are summarised in the following table and are categorised by local municipality. It is evident that only 15 percent of the population have a qualification of at least Grade 12.


Table 6-4: Highest Education Level Reached (+20 yea rs)

MUNICIPALITY NO SCHOOLING

SOME PRIMARY

COMPLETE PRIMARY

SOME SECONDARY

GRADE 12 HIGHER

Inxuba Yethemba LM

5 786 9 068 3 152 10 023 4 886 2 099

Tsolwana LM 4 841 4 148 1 181 3 645 1 749 747 Inkwanca LM 2 641 3 251 943 2 511 1 044 590 Lukhanji LM 18 018 20 186 7 689 30 033 14 744 8 238 Intsika Yethu LM 30 798 20 167 6 206 18 992 4 521 3 217 Emalahleni LM 20 436 12 018 3 197 10 997 2 963 2 384 Engcobo LM 25 974 13 660 3 556 12 997 3 499 2 267 Sakhisizwe LM 5 824 6 575 1 794 7 048 2 507 1 640 TOTAL: Chris Hani 114 318 89 073 27 718 96 246 35 913 21 182


6.4 TRAVEL PATTERNS The central location of the Chris Hani District within the province, presents numerous opportunities for social and economic interaction at the local and the long distance levels. These opportunities are facilitated by transport corridors that allow the flow of people and goods from, to and through the Chris Hani District, as recognised in the PLTF and the District’s SDF. Public transport services are provided in response to demand for travel from people who do not have access to alternative means of motorised transport, such as private cars, or when non-motorised travel is impractical. The demand for passenger trips depends on a number of factors. The factors described in this section include • location of the places where passengers originate from;

• numbers of passengers originating in a particular place;

• location of the places that passengers wish to travel to, i.e. destinations;

• the frequency with which they would like to make trips to destinations

Previously, the travel patterns of residents of the District were determined as part of the National Household Surveys and the main mode that people use to work are summarised in the following table. It is evident that most people walk to work and that less than 25% either use a private car as a driver or a passenger. Only 23% use road based public transport. Table 6-5: Main Transport Mode to work per househol d: Chris Hani District

MAIN TRANSPORT MODE PERCENTAGE

Walk 50% Minibus taxi 19% Car driver 15% Car passenger 7% Bakkie taxi 2% Bus 2% Sedan taxi 2% Cycle 2% Truck driver 1% Animal transport 0% Other 0% Company transport 0% Truck passenger 0%



The people of the district travel to places of employment and government departments and services such as healthcare, police and education, which can often only be accessed some distance from home. Other destinations to which there is demand to travel to include business and service clusters and tourist attractions. Some or all of these destinations may lie outside a particular local area, or even beyond the district boundaries, necessitating travel. Besides non-motorised travel over generally short distances, the connections facilitate movement to longer distance destinations by motorised means. Demand for trips to particular destinations was captured in the National Household Travel Survey (NHTS 2003). The data describe movement patterns at the district and local municipality levels. The following table shows the relative demand for travel to various public services and facilities in the district by indicating what percentage of the population accessed these facilities in the course of the week preceding the survey. Table 6-6: Reason for travel by trip purpose: Chris Hani District TRIP PURPOSE NO OF TRIPS PERCENTAGE Church 24 035 5.6% Education 113 480 26.3% Look for work 15 519 3.6% Medical Services 21 751 5.0% Shops 83 775 19.4% Sport, recreation 26 544 6.2% Visiting 75 296 17.5% Welfare 12 056 2.8% Work 58 864 13.6% TOTAL 431 320 100.0%

(Source: CHDM DITP, July 2008) The main reasons for travel are trips to educational institutions, shops, social visits and places of work. At local municipal level, accessing educational institutions is consistently placed in the dominant position, except in the larger metros such as Queenstown, where it is exceeded by work trips. Access to economic and social opportunities must be facilitated in the growth of the district, while environmentally sensitive areas and tourist attractions should be protected from degradation. Future growth or changes in the demand for travel that arises from these nodes and areas must be incorporated into public transport planning and implementation, as supported by the integrative aims of public policy. Issues The issues that Chris Hani District faces with respect to passenger travel demand are summarised as follows: • Development focus on larger settlements might exacerbate urbanisation and the

concurrent depopulation of rural areas that have agricultural, tourism or other socio-

economic importance.

• There exists a wide range of settlement conditions that include deep rural, rural, urban

and metropolitan and the transport solution to these varying settlement conditions cannot

be uniform and have to uniquely tailored to a particular area.


Recommendations The following recommendations address the specific issues the Chris Hani District faces with respect to travel demand: • Public transport should provide connectivity where private transport is unfeasible.

• Each settlement condition requires a particular development and transport approach.

• Strong land use management should be accompanied by integrated transport provision to

achieve more compact, efficient settlements and transport services.

• Tourism potential should not be ruined by uncontrolled settlement growth or insensitive

transport connections.

6.4.1 QUALITY OF SERVICE AND CUSTOMER PERCEPTION An indicator of the level of service provided by the district’s transport network is the time it takes to travel to main destinations. The National Household Travel Survey (NHTS) provides an overview of the level of service to local destinations, as seen from the points of view of passengers. The data presented in the following table from the NHTS shows household travel times to the main destinations in the district. Table 6-7: Travel times to local destinations: Chri s Hani District

HOUSEHOLD TRAVEL TIME 1–15 MIN 16–30 MIN 31-60 MIN >60 MIN CAN’T GET

THERE TOTAL

Municipal office 26% 21% 27% 23% 3% 100%

Nearest food shop 77% 15% 6% 2% 5% 100%

Nearest medical facility 32% 24% 26% 18% 0% 100%

Nearest police station 22% 26% 30% 22% 1% 100%

Nearest welfare office 28% 25% 24% 23% 1% 100%

Nearest post office/agent 27% 21% 25% 26% 2% 100%

(Source: CHDM DITP, July 2008) Public transport offers local and long distance mobility and provides an alternative to private travel. The NHTS captured a wide range of information regarding the travel experiences of passengers. These indicators of the performance of public transport, along with interviews undertaken with taxi passengers, provide an overview of the success of public transport in the district. The walking times to the nearest public transport service from the NHTS are provided in the following table. Table 6-8: Walking time to nearest public transport service

WALKING TIME TO 1–15 MIN 16–30 MIN >30 MIN NO SERVICE TOTAL

Nearest bus stop 37% 7% 6% 50% 100% Nearest train station 3% 4% 5% 89% 100% Nearest taxi 75% 13% 4% 7% 100%



The short walking times to the nearest taxi stop indicate how well the District is serviced by taxi routes. However, even though the walking time to a possible taxi route is short, the frequency of the services is not always good and usually involves a long waiting time. With limited bus and rail services in most of the areas, many people do not have access to acceptable levels of public transport services. The NHTS also captured the main problems with public transport service provisions. During the preparation of the 2008 DITP, these issues were corroborated by the information gathered during the interviews with taxi passengers. The 10 most prevalent problems are included in the following table. Table 6-9: Main problems with public transport serv ices

MAIN TRANSPORT PROBLEM VALUE PERCENTAGE

None/ Don't know 57 490 29% Bus: Not available / Too far 23 213 12% Bakkies: Too expensive 16 454 8% Taxi: Too expensive 15 663 8% Taxi: Not available / Too far 14 235 7% Bakkies: Overloaded / Not comfortable / No space 10 027 5% Taxi: Overloaded / Not comfortable / No space 9 054 5% Taxi: Safety / Driver behaviour 7 335 4% Bakkies: Not available / Too far 6 710 3% Not available / Too far 5 478 3%

(Source: CHDM DITP, July 2008) Many people (29%) have no problems or do not know about problems with the transport service. Although it has been established that in many of the poorer communities, the cost of transport forms a very large part of spending, the NHTS show that only a small percentage of people perceive the cost of transport as a problem. The public transport issues are discussed in more detail in the following section.

6.5 PROBLEM STATEMENT After a review of the CPTR, evaluation of the results of the NHTS and a survey of the operators and users of the public transport system in the District, a clearer depiction of the challenges were formulated in the 2008 DITP. Due to the limited updated public transport related information collected as part of this DITP update, the challenges identified previously are still considered relevant. The details of the operator / user surveys conducted previously are included in APPENDIX E. Based on the evaluation of the transportation situation in the District, specifically in terms of road based public transport, a summary of current issues are presented in the following table.


Table 6-10: Summary of current transport conditions facing passenger transport in the Chris Hani District

WHAT’S WORKING WHAT’S NOT WORKING

OP

ER

AT

ION

S • Reasonable link to most places in District,

province and country. • Some modal integration as identified by

operators. • Responsive to areas of greater demand. • Operators understand rural operating

conditions.

• No control over quality of services. • Duplication of service, particularly on long

distance. • Competition amongst modes. • Competition between local and regional

associations. • Services not planned as system. • No suitable vehicle for rural conditions. • Legality of operations not sufficiently

enforced.

QU

ALI

TY

OF

S

YS

TE

M • Public Transport the largest mover of

masses. • Moves people to most parts of country,

province and district. • Often only public transport service provider

in remote areas, despite low frequencies.

• Inconsistent, unscheduled service. • Lack of information to passengers. • Long waiting times outside peak times. • Medical or other emergency transport

unreliable. • Unreliable, poor roadworthiness and vehicle

breakdowns. • Passenger safety due to driver behaviour. • No proper facilities (on route or at ranks).

AD

MIN

IST

RA

TIO

N

• Current system seems to be accepted and known by all operators and passengers.

• Approval process problematic and not transparent enough. • Communication to operators. • Current operators not subject to company

employment regulations. • Planning authority has little control over

operator’s performance, levels of service and number of license applications. • Current vehicle specifications don’t cover all

operating conditions / roads.

FIN

AN

CIA

L

• No subsidy of mini-bus taxi, but still largest movers of passengers. • Provides jobs for large sector of population. • Largest BEE initiative.

• Some operators can’t afford maintenance of vehicles or suitable vehicles for environment. • Some operators making good living; others

struggling to survive. • Tax contributions cannot be monitored. • Drivers often exploited.

(Source: CHDM DITP, July 2008) The following transport problems, as identified in the 2008 DITP, remain key areas of concern in the District: • Unavailability of public transport facilities (including for the disabled).

• Lack of cooperation between Public Transport Operators and the Municipal Authorities.

• Lack of Institutional capacity at Local and District level to manage transport planning and

implementation.

• Insufficient supply of taxi related information, especially bakkie and sedan operations.

• Outdated information at the Taxi Registrar.

• Poor road conditions, especially access roads to rural areas.

• Lack of pedestrian and non-motorised transport facilities.


• Lack of accident database for the Chris Hani District.

• Lack of District Road Maintenance Programme.

• Poor conditions of roads especially rural roads and within former urban townships.

• Stray animals.

• Inadequate pedestrian signs and markings and off loading areas especially within CBD

areas.

• Limited traffic calming measures within areas of high accidents.

• Low visibility of traffic officials and law enforcement.

• Insufficient supply of taxi related infrastructure.

• Public transport in the rural areas is reliant on bakkies.

• By-laws limiting the operation of hawkers on side-walks are not implemented or

proclaimed.

Road Condition and Maintenance The poor conditions and lack of maintenance of roads in the District have once again been highlighted as a key area of concern. This is a major problem in especially the smaller towns and rural parts of the District. The lack of a functional Pavement Management System (PMS) at District level is a major contributory factor to this problem. A need therefore exist to establish and operate a PMS that can be used to effectively plan a long-term strategy for the maintenance of especially the major roads in the District. A PMS would contain the results of technical assessments of the condition of road infrastructure in the District. This information would enable the formulation of a prioritised long-term maintenance strategy that can be implemented for the routine maintenance and surfacing of roads. A PMS would also identify major maintenance projects that would require more detailed technical investigations, like road reconstruction or extensive rehabilitation works. Data needs to be collected for a PMS on a recurring basis, e.g. every 2 to 3 years. It is therefore beneficial that the collection of data progress as quickly as possible, even if it is initially limited to visual assessments of the District’s roads. Manuals for the visual assessment of gravel and surfaced roads do exist and would therefore be of assistance to the persons that would carry out these inspections. A gravel road visual assessment manual has been published by the Western Cape Provincial Administration’s Department of Transport and Public Works in February 2007, namely Draft Manual for the Visual Assessment of Gravel Roads. The TMH 9: Standard Visual Assessment Manual for Flexible Pavements, dated December 1992, can in turn be used for the assessment of sealed flexible and rigid pavements. Roads authorities are however encouraged to develop assessment manuals for their specific needs. In short, visual assessments on any road can be used to determine: • Condition indices


• Maintenance and rehabilitation needs

• Priorities at network level

The assessment manuals normally comprise of various parts, providing general information for the assessor, as well as detailed guidelines on the functional assessment of roads and the various distress types and descriptions of the various degrees of distress that can be encountered. The assessment method adopted in the manual aims to provide a degree of harmony to the capturing of relevant information by different road authorities in order that the output can be realistically compared. Detailed descriptions and colour photographs of typical examples of each distress type are normally provided. Generic assessment forms are also included in the manuals. The implementation of the above recommendations is considered to be a good starting point to address the problems associated with poor road conditions and maintenance as currently experienced in the District.


7 SUMMARY OF LOCAL INTEGRATED TRANSPORT PLANS The purpose of this chapter is to summarise the transport implementation budgets and programmes over the 2011/12 – 2015/16 period (5 years), as prepared by the respective Local Municipalities within the Chris Hani District. All eight local municipalities in the Chris Hani District were contacted during May 2011 to discuss and obtain a list of the most important transport related projects as identified by each local municipality. Some municipalities were able to produce a new list of transport related projects, whilst others referred to projects identified in their respective IDP’s or the 2008 DITP. The following table summarises the feedback received from the various local municipalities with regards to the identification of transport related projects for the next 5 years (the period covered by this DITP). Table 7-1: Summary of feedback from local municipal ities

LOCAL MUNICIPALITY

PRIORITISED PROJECTS LIST ACTION TAKEN

Inxuba Yethemba Received Project list received from local Transport Forum Tsolwana Not available Transport related projects extracted from latest IDP.

Inkwanca Not available LM indicated that project list contained in 2008 DITP should be used.

Lukhanji Received Received list used. Intsika Yethu Not available Transport related projects extracted from latest IDP. Emalahleni Not available Transport related projects extracted from latest IDP. Engcobo Not available Transport related projects extracted from latest IDP. Sakhisizwe Not available Transport related projects extracted from latest IDP.

From the above it is evident that most local municipalities preferred to refer to the transport related projects contained in their latest IDP. These projects are normally budgeted over a 3-year period. The detailed project lists per municipality are included in APPENDIX I. The projects were subsequently rated using the ECDOT project evaluation process, which is explained in Chapter 8, in order to compile a prioritised project list for the Chris Hani District. This list indicates which parts of the District require focus in terms of transport projects, as well as the associated funding requirements. Note that the priority rating of the projects extracted from the 2008 DITP were kept unchanged, i.e. Inxuba Yethemba and Inkwanca. The following table summarises the estimated costs of the transport related projects identified by each local municipality. Table 7-2: Summary of estimated costs of transport projects identified

LOCAL MUNICIPALITY ESTIMATED COST OF PROJECTS FOR 2011/12

ESTIMATED TOTAL COST OF PROJECTS FOR 2011/12 – 20115/16

Inxuba Yethemba R 3,400,000 R 7,800,000 Tsolwana R 7,500,000 R 21,800,000 Inkwanca R 30,934,750 R 97,229,750 Lukhanji R 56,078,000 R 162,707,000 Intsika Yethu R 26,735,000 R 32,363,480 Emalahleni R 3,438,000 R 3,438,000 Engcobo R 131,403,540 R 131,403,540


LOCAL MUNICIPALITY ESTIMATED COST OF PROJECTS FOR 2011/12

ESTIMATED TOTAL COST OF PROJECTS FOR 2011/12 – 20115/16

Sakhisizwe R 3,850,000 R 21,250,000 TOTAL R 263,339,290 R 477,991,770

The above table indicates that a total of R 263,339,290 is required by the various local municipalities to implement the transport related projects that they have identified for the 2011/12 financial year. Furthermore, a total of R 477,991,770 will be required by the local municipalities to implement the transport related projects planned for the 5 year period 2011/12 – 2015/16.


8 FUNDING STRATEGY AND SUMMARY OF PROPOSALS AND PROGRAMME

8.1 SUMMARY OF PROPOSALS The long-term strategy for the development of the Chris Hani District public transport system can only be achieved over time, therefore, a list of short-term (annual) interventions has been formulated that will assist to maintain the existing public transport system and to move towards the longer-term vision. The short-term implementation interventions have been formulated in terms of operational features, the quality of the system, administration and financial aspects, and are presented in Section 2.4 of this report. The lack of information is a major constraint in the further development of the Operating Licence Strategy for the Chris Hani District and hence proposals made previously are still considered relevant, namely: • Develop Operating License Plan

• Register Operators with Provincial Taxi Registrar

• Convert existing radius permits to Route OLS

• Enforce Traffic and Operating Licence Laws

• Update electronic database

• Register Taxi Operators with Provincial Taxi Registrar

• Ownership/Management of Taxi Ranks

• Licences along existing accessible routes

• Licences along new access routes

• Licences to new areas

• Licences granted for bakkie transport

The Rationalisation Plan has identified a number of recommendations for the improvement of subsidised transport services in the Chris Hani District. These recommendations relate to support for vehicles on rural roads and maintenance for public transport vehicles. Rural access was identified as a key issue affecting Chris Hani District mobility. It is recommended that some support be provided for these types of rural services. This could be in various forms, but the feasibility of each option should be investigated further. • Guidelines and specifications for rural-type public transport vehicles.

• Modifications to legislation to allow “special rural vehicles” on specific routes with

approved operating licences.

• Once off or ongoing financial support to the purchasing of these vehicles.

• Subsidisation of operations for rural routes in extremely low demand areas, where

minimum levels of service needs to be maintained as a policy decision rather than leaving

it to market demand.

• Support to maintenance of vehicles.


• Some possible areas and routes have been identified where this type of rural assistance

could be required.

A concern around informal and unscheduled public transport services (i.e. mini-bus taxis) is the condition and safety of vehicles. In many cases, operators cannot sustain their livelihood and maintain or recapitalise their vehicles. Enforcement to ensure that vehicles are roadworthy would mean the marginalisation of a number of small-scale operators who rely on their taxi as the only means of income. A recommendation is made to investigate the possibility for subsidised maintenance plants. This could take different forms, the feasibility of which will need to be investigated. • Develop a mechanism for bulk buying of minibus vehicle parts required for ongoing

regular services e.g. tyres, brakes, oil and fuel filters, etc.

• Facilitate through empowerment programmes the setting-up of a maintenance company

to support the regular maintenance of public transport vehicles at lower than market

rates.

• Increase the availability and accessibility of roadworthy testing facilities.

In terms of travel patterns, the following recommendations address the specific issues the Chris Hani District faces with respect to travel demand: • Public transport should provide connectivity where private transport is unfeasible.

• Each settlement condition requires a particular development and transport approach.

• Strong land use management should be accompanied by integrated transport provision to

achieve more compact, efficient settlements and transport services.

• Tourism potential should not be ruined by uncontrolled settlement growth or insensitive

transport connections.

The lack of a functional Pavement Management System (PMS) at District level is a major contributory factor to the problem of poor road conditions and maintenance. A need therefore exist to establish and operate a PMS that can be used to effectively plan a long-term strategy for the maintenance of especially the major roads in the District. Data needs to be collected for a PMS on a recurring basis, e.g. every 2 to 3 years. It is therefore beneficial that the collection of data progress as quickly as possible, even if it is initially limited to visual assessments of the District’s roads. Manuals for the visual assessment of gravel and surfaced roads do exist and would therefore be of assistance to the persons that would carry out these inspections.

8.2 FUNDING STRATEGY The possible sources of funding that are available for the District are the following: • Eastern Cape Department of Roads and Public Works : Projects that could be funded

includes maintenance and construction of transportation infrastructure, inclusive of roads,

public transport facilities and traffic control systems.


• Eastern Cape Department of Transport : Funding could be obtained for the

implementation of specific public transport related projects (infrastructure and systems).

• National Treasury : Municipal funds obtained from the regional service levies and the

equitable shares allocated by National Treasury.

• Municipal Infrastructure Grants : MIG funding from the Department of Provincial and

Local Government are received for projects that meet the EPWP criteria.

• Loans from the Development Bank of South Africa (DB SA).

• Special Projects : Special funding can be obtained from the National Department of

Transport for motivated special or demonstration projects.

The Chris Hani Municipal budget for the 2011/12 financial year is shown in the following table, in comparison to the municipal budget for the 2007/08 financial year as presented in the 2008 DITP. Table 8-1: Chris Hani District Municipality Budget

EXPENDITURE 2011/12 2007/08 Operational Budget R 458,887,590 R 192,389,956 Capital Budget (Equitable share) R 0 R 38,594,500 Capital budget (MIG) R 284,604,000 R 156,494,028 Regional Bulk Infrastructure R 112,000,000 R 35,000,000 Provincial grants R 3,120,000 R 25,859,000

TOTAL R 858,611,590 R 448,337,484 (Source: CHDM May 2011) The above table indicates that the CHDM has a total budget of R 858,611,590 for the 2011/12 financial year. This is R 410,274,106 (91.5%) more than the budget available for the 2007/08 financial year. Large increases are noticeable in the Operational Budget, Capital Budget (MIG) and Regional Bulk Infrastructure budget, whilst Provincial Grants have reduced and no Capital Budget (Equitable Share) is available. The draft CHDM budget for 2011/12 indicates the following planned capital expenditure on new transport infrastructure for the period 2010/11 to 2013/14. Table 8-2: CHDM capital expenditure on new transpor t infrastructure

TRANSPORT INFRASTRUCTURE 2010/11 2011/12 2012/13 2013/14

Roads, Pavements & Bridges

R 12,531,000 R 1,688,000 R 1,780,000 R 1,869,000

(Source: CHDM Draft Budget 2011/12) The above table indicates a significant reduction in the planned capital expenditure on new transport infrastructure in the District over the next 3 years. The draft CHDM budget for 2011/12 also indicates funding support to the local municipalities as indicated in the following table. Unfortunately, no breakdown was available to indicate the various allocations for infrastructure, operations, etc. for each of the local municipalities.


Table 8-3: CHDM funding support to local municipali ties LOCAL

MUNICIPALITY 2010/11 2011/12 2012/13 2013/14

Inxuba Yethemba R 11,601,000 R 16,895,000 R 18,425,000 R 19,628,000 Tsolwana R 6,294,000 R 7,306,000 R 7,968,000 R 8,488,000 Inkwanca R 6,085,000 R 6,831,000 R 7,450,000 R 7,937,000 Lukhanji R 39,699,000 R 43,811,000 R 47,779,000 R 50,899,000 Intsika Yethu R 26,015,000 R 30,674,000 R 33,451,000 R 35,636,000 Emalahleni R 19,832,000 R 24,338,000 R 26,543,000 R 28,276,000 Engcobo R 18,422,000 R 27,141,000 R 29,599,000 R 31,532,000 Sakhisizwe R 11,142,000 R 14,150,000 R 15,433,000 R 16,441,000

TOTAL R 139,090,000 R 171,146,000 R 186,648,000 R 198,837,000 (Source: CHDM Draft Budget 2011/12) The above table indicates an annual increase in the funding support given to the local municipalities, although it is evident that this increase reduces over time. It is largest from 2010/11 – 2011/12 (23%), after which it reduces to 9% for 2011/12 – 2012/13 and 6,5% for 2012/13 – 2013/14. In terms of a funding strategy the following is proposed:

c) 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.

d) The funding for maintenance projects be provided in terms of a Pavement

Management System to be prepared and updated every three years in consultation with and subject to the approval of the CHDM and the Department of Roads and Public Works.

8.3 PRIORITISATION OF PROJECTS The Eastern Cape Provincial Government has prepared a Project Prioritisation procedure to be used to evaluate project submissions from the various District and Local Municipalities. The procedure can be used to compare the priority of projects from the different areas on an equal basis. The procedure comprises an evaluation of each project based on certain criteria. The Project Prioritisation procedure prepared by the ECDOT comprises an evaluation of each project based on the criteria shown in the following table. Table 8-4 Provincial Project Evaluation Criteria

CATEGORY CRITERIA

Infrastructure projects: Project evaluation

Roads projects

• Traffic Volumes – Roads • Road Condition/Project Type • Road Network Considerations • Social / Development Impact

Bus and taxi facilities

• Passenger Volumes • Facility Condition • Bus/Taxi Route Considerations • Development Impact

Railway projects • Passenger and Freight Volumes • Rail Condition / Project Type


CATEGORY CRITERIA

• Rail Network Considerations • Social / Development Impact of Railway Line

Harbours and ports

• Shipping Movements per Day • Harbour Condition/Project Type • Shipping Network Considerations • Social / Development Impact of Port Project

Airports projects

• Flights per Day – Airports • Airport Condition/Project Type • Airport Network Considerations • Social / Development Impact of Airport Project

Non-motorised transport

• Number of Users of Non-Motorised Facilities • Facility Condition / Project Type – Non-

Motorised Transport • Network Considerations • Social / Development Impact

The Social Development Impact of each project is based on a separate evaluation of criteria including: • Health Services • Community Services • Agriculture • Commerce and Industry • Education • Cultural • Tourism • Population

Finally, each of the above criteria is evaluated on a points system and the final scoring per project is summarised and submitted along with other details of the project. Refer to APPENDIX J for the individual project evaluation sheets for the most important projects identified by each local municipality. Note that where projects were extracted from the 2008 DITP, they were not rated again. The priority ratings used in the 2008 DITP were adopted.

8.4 BUDGET PER PROJECT AND PROGRAMME The EC Department of Transport have indicated that they do not have specific projects planned for the Chris Hani District for the period 2011 to 2015. The ECDOT does however provide funding to the CHDM on an annual basis for the implementation of transport related projects. Table 8-5 indicates the transport related projects budgeted for the period 2011 to 2014 by the EC Department of Roads and Public Works. The total estimated cost of these projects is R 603,826,000. The South African National Roads Agency Limited (SANRAL) was contacted to obtain a list of the projects they have planned for the Chris Hani District for the period 2011 to 2015. Indications were that there are a number of projects planned for the District, but unfortunately no information was forthcoming at the time of preparing this report.


The projects identified by each local municipality was rated using the ECDOT project evaluation process as described in the previous section. The prioritised projects were used to compile a prioritised implementation project list as shown in Table 8-6 . Note that this list only summarises the priority projects of each local municipality. Also, where projects were extracted from the 2008 DITP, they were not rated again. The priority ratings used in the 2008 DITP were adopted. The total estimated cost of the eight prioritised implementation projects is R 61,158,000. Following the above, a five-year implementation programme was compiled and is included in Table 8-7 . The programme includes planning, implementation and routine road maintenance projects. The programme indicates that the total estimated cost of all the listed projects is R565,548,350 , whilst the total estimated cost of all the projects for the 2011/12 financial year is R 115,916,350. The budget for the implementation programme is based on a split in terms of contributions received from the Provincial Government on an annual basis. For the routine road maintenance (RRM) projects, an average annual expenditure based on the available budgetary information was used for the future years where no budgetary information was available. The available budgetary information for 2011/12 can therefore be summarised as follow:

• CHDM total budget for 2011/12 is R 858,611,590

• CHDM planned capital expenditure on new transport infrastructure for 2011/12 is R 1,688,000

• CHDM planned funding support to local municipalities for 2011/12 is R 171,146,000

• Cost of projects on the CHDM five-year implementation programme for 2011/12 is R 115,916,350

• Cost of projects identified by local municipalities for 2011/12 is R 263,339,290


Table 8-5: Department of Roads and Public Works (20 11 – 2014)


Table 8-6: Chris Hani Prioritised Projects (2011/12 – 2015/16)


Table 8-7: Chris Hani Prioritised Projects: 5 Year Implementation Programme (2011/12 – 2015/16)


REFERENCES 1. National Department of Transport; Technical Transport Planning Guidelines for District

Integrated Transport Plans (DITPS) to be prepared by Type 2 Planning Authorities; February 2009.

2. Republic of South Africa; Government Gazette, Vol. 526, 8 April 2009, No. 32110;

National Land Transport Act (No. 5 of 2009). 3. Eastern Cape Department of Transport Website; http://www.ectransport.gov.za; May

2011. 4. Chris Hani District Municipality; District Integrated Transport Plan 2008 – 2013; July

2008. 5. Chris Hani District Municipality; Integrated Development Plan Review 2010/11; 2010. 6. Chris Hani District Municipality Website; http://www.chrishanidm.gov.za/; Draft Budget

2011/12; May 2011.

7. Inxuba Yethemba Local Municipality; Needs from the Transport Forum; Fax dated 30 May 2011.

8. Tsolwana Local Municipality; Integrated Development Plan 2011/12.

9. Inkwanca Local Municipality; Integrated Development Plan 2009.

10. Lukhanji Local Municipality; Integrated Development Plan 2009/10. 11. Intsika Yethu Local Municipality; Integrated Development Plan 2011/12. 12. Emalahleni Local Municipality; Integrated Development Plan 2011/12. 13. Engcobo Local Municipality; Integrated Development Plan 2011/12. 14. Sakhisizwe Local Municipality; Integrated Development Plan 2011/12.


APPENDIX A: TAXI ROUTES


APPENDIX B: TAXI FACILITIES


APPENDIX C: TAXI ASSOCIATION DETAILS


APPENDIX D: BUS FACILITIES


APPENDIX E: CHDM USER SURVEY


APPENDIX F: LEARNER TRANSPORT SURVEY RESULTS


APPENDIX G: SCHOLAR TRANSPORT SERVICE PROVIDERS


APPENDIX H: SUMMARY OF TOWNS, FACILITIES, ROUTES AN D PHOTOS (2008)


APPENDIX I: IMPLEMENTATION PROJECTS


APPENDIX J: PROJECT EVALUATION SHEETS

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