Aug 30, 2013
Gauteng seeks input on ‘radical’ spatial and transport planBack
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The public has the opportunity to comment on the document up to September 20.
Key proposals of the programme include moving from the construction of single-storey low-cost housing to multistorey housing to accomodate the rapid increase in the province’s population; setting land aside for a second OR Tambo International Airport; building specialised freight bypass roads through the province; as well as upgrading and expanding the existing commuter rail network.
A steering committee, appointed in June 2011 and headed by Gautrain Management Agency CEO Jack van der Merwe, had the task of drafting the ITMP25.
“The ITMP25 is a radical paradigm shift in spatial and transport planning,” says Vadi.
“The Gauteng Department of Roads and Transport has the will to make the ITMP25 an integral part of our vision and operational plans. It is committed to making the necessary governance and institutional arrangements to ensure that the ITMP25, once approved, is implemented in a coordinated, cooperative and synergistic manner.”
The ITMP25 follows on from a shorter-term five-year plan, published in June last year and developed to tackle more immediate challenges, such as establishing a single transport authority for Gauteng.
A Gauteng Transport Commission, an interim step to establishing a Gauteng Transport Authority in three to five years’ time, is to be esstablished before the end of the year.
Vadi says the five-year plan is already opera-tional and budgeted for by his department.
He adds that implementing the ITMP25 will require the transport budget in the province to double in the short term, and then increase fourfold to 2037.
The current budget is around R5-billion.
While the ITMP25 mentions a number of funding options, it also makes some interesting suggestions, such as ‘cordon tolling’, where vehicle owners pay to drive in certain areas, while a ‘balanced road-user tariff’ will consist of vehicle licence fees payable to access the network. A ‘weight-distance levy’ will allocate responsibility for structural impact on the road.
The cost of doing nothing to expand the Gauteng transport network, rather than paying for the implementation of the ITMP25, “is much higher”, notes Van der Merwe.
From now to 2037, average peak-hour person trips are set to grow from 2.2-million to 3.9-mil- lion, with the average peak hour road network speed to reduce from 48 km/h to below 10 km/h.
At the average speed of 15 km/h for a horse-drawn carriage, this will be slower than travel-ling speeds at the turn of the twentieth century.
Intervention 2: Densification
Intervention 3: Mainstreaming nonmotorised transport (NMT)
Intervention 4: Reinforcing passenger rail as the backbone of the system
Intervention 5: Restructuring and extending the integrated rapid and road-based public transport networks
Intervention 6: Strengthening freight hubs
Intervention 7: Travel demand management – travelling smarter
Intervention 8: Continued sustainable province-wide mobility through new roads
Assuming a typical cost of R28-million a freeway km and R12-million a lane-km for other roads, the cost to provide the 2037 road network will be around R125-billion in current rand value.
Edited by: Martin Zhuwakinyu© Reuse this Comment Guidelines (150 word limit)
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