INPUT INTO THE ITMP 25 – CASE STUDY: KYALAMI / DIEPSLOOT AREA
We would like to applaud the ITMP 25 for studying and articulating the current transport crisis in Gauteng. As the document states it is time for a paradigm shift if the province is going to meet transport objectives to provide sustainable, affordable modes of transport in future years to maintain and grow the economic viability of the province.
The document makes a strong statement for looking at rail, pubic and non motorized transport as the solutions for alleviating current traffic congestion and for an efficient integrated transport system in future. With the increasing urbanization of the country and projected growth for Gauteng in particular, the next 25 years will be challenging and urgent interventions are required to alleviate poverty, to protect environmentally sensitive areas, to address issues such as water and air pollution, to mitigate climate change, and to ensure fair and equitable distribution of resources including modes of transport to its citizens.
The statements made and goals stated are encouraging and indicate a shift towards prioritizing environmental issues – which is an absolute necessity if we are to ensure a healthy, livable environment for future generations. Water contamination and scarcity is already evident in our country and current supply is expected to fall short of demand in 2015. National, provincial and municipal bodies now employ scientists to study climate change and pollution indicators and this data must be incorporated into all provincial development plans. The ITMP25 suggests environmentally sustainable transport technology be used and promoted, however it must also include revisiting the strategic road network that was planned in the 1970’s.
In the1970’s, when the future planned road network was designed Gauteng had a much smaller population and very different priorities. Environmental legislation such as NEMA (National Environmental Management Act) had not been drafted and the importance of protecting wetlands, water ways, ridges and grasslands had not been identified. This was the era of Apartheid and the spatial planning model which promoted urban sprawl and low density developments with settlements located on the periphery of the city. This method of planning reinforced inequality and forced the poorest members of our province to pay large proportions of their salary to commute to the business centres.
The paradigm shift that is required must be a bold new vision for the province where past injustices are addressed and the environment – which is a good indicator of the health and sustainability of our province, must be protected absolutely. I would like to challenge Gauteng to taking bold, courageous steps toward creating a province which could lead not only the country, but the African continent in spatial planning for environmentally sustainable development.
Budget allocations
Budget allocations are a good indicator of priorities. Despite statements made over the last few years that NMT and public transport are provincial priorities, the expenditure of the National Department of Transport between the 2009/10 and 2011/12 periods doubled for road transport, while rail expenditure decreased and public transport increased by only a small increment.
2009/2010 2011/2012
(R million)
Integrated Transport Planning 60.6 90.2
Rail 10 527.7 9532.2
Road 10 422.1 21729.8
Public Transport 7176.1 9380.1
Budgets have been insufficient for maintenance of the existing network. As stated in the ITMP25 “this chronic lack of investment and maintenance is leading to a gradual and soon to be irreversible loss of an asset that has been built at great expense.” We are encouraged by the recent shift in priorities towards maintenance and upgrading of existing roads. It would be irresponsible to extend the road network when current budget allocations are not sufficient for maintenance of the existing network and the existing network has scope for improvement. We suggest a stronger prioritization in budget allocation for public transport and rail to meet sustainable objectives.
Case study – sections of K56 and K60 currently in EIA process
The ITMP25 points to the biggest challenge – that of implementation and I would like to use the Kyalami / Diepsloot area as a case study to help identify and highlight areas where implementation is not aligned to policy.
The area under discussion is the Greater Kyalami Conservancy (GEKCO) between the K71 and the K46, bordered by the Leeukop Prison Grounds, the Jukskei River and Summit road (R562). This is an area rich in wetlands with pockets of the endangered Egoli Granite Grassland which provide habitat for a number of species such as jackal, porcupine, Cape otter, and highly endangered red data species such as hedgehog, the African Bullfrog and African Grass Owl.
This area will be drastically affected by the proposed road network, namely the K56 (currently under EIA); the PWV9; and the PWV5. The planned alignments of these roads are directly through irreplaceable conservation sites (C-plan); each of these roads intersects wetlands and some intersect important breeding sites for the African Bullfrog an indicator of the high water quality in these wetlands.
This area is also the hub of a vibrant equestrian community producing Olympic standard athletes, Equine healing centres that work with the disabled and at-risk youth from Diepsloot and providing sustainable employment to thousands of people, many whom live on the respective properties. Dissecting this area would not only segment this community, but would encourage densification leading to the collapse of one of only a few viable equestrian areas left in the Province.
An important biodiversity corridor stretches from the Rietfontein reserve, through a Class 1 ridge on the Leeukop Prison grounds, along the Jukskei river and through wetlands and endangered Egoli Granite Grasslands in the GEKCO conservancy to the Magaliesberg. It is a unique and rare example of a functioning urban biodiversity corridor that is sustainable if sufficient habitat is maintained. The proposed K56, PWV9, PWV5 and K60 between Sunninghill and the Main road would intersect this corridor. The cutting off of wildlife movement would create unsustainable islands as the species rely on movement for feeding and nesting. The Free Me Rehabilitation centre, located in the Rietfontein Reserve rescues and rehabilitates wildlife in the region. Its success is based on its seclusion in the reserve offering a quiet, natural environment for rehabilitation of even the most sensitive cases while being accessible within the urban area.
The area affords opportunities to meet further provincial goals to increase food security in urban areas, protect water quality and maintain open space necessary to mitigate climate change and to maintain air quality; however it lies between Johannesburg and Pretoria – an area under extreme development pressure. Currently, where state funds are lacking, private developers provide funding for sections of the road network with direct access onto their developments. This has led to a piece meal approach where road upgrades take place in short sections and regional traffic issues are not addressed. This also leads to a situation where private developers guide the Province’s development agenda, rather than Provincial and Municipal planning policies.
The K56 is planned to be funded in part or in full by contributions from private developers. The community feels that upgrading existing roads would lead to better traffic movement as the majority of traffic through the area is North-South. Since the 1970’s residents have been objecting to these roads and alternatives have been drafted. The GEKCO Conservancy would like to request a meeting with the Department to discuss these suggested alternatives which would not cause damage to the environment and would maintain the biodiversity corridors.
The PWV9 is being proposed in the ITMP25 as a highway needed as an alternative to the toll roads on the N1 and as a means to open up employment opportunities in Sandton and Fourways to residents of Shoshunguve and Winterveld. This motivation is a direct contradiction to the need to encourage shorter traveling distances and to encourage people to work closer to where they live. Communities nearer to Sandton and Fourways such as Diepsloot have extremely high unemployment rates and have been earmarked as priority areas for public transport development. Promoting an influx of people from further afield to work in these areas would exacerbate the existing unemployment problem in this area. Employment opportunities should rather be created closer to Shoshunguve and Winterveld and funding should be allocated to improving our rail public transport, and NMT systems.
Opportunities exist for sustainable development if bold decisions are taken now. Enrique Penalosa, previous mayor of Bogota, Columbia is a good example of bold decisions and strong political will to develop cities for people rather than for cars. It required diverting funds for road expansion programmes to creating wider sidewalks and better pedestrian and cycling facilities. He restricted car use in some areas which was widely criticized at the time, but is now seen as the model for the sustainable city that promotes equality amongst its residents. Bold leadership and political will is required and I believe the residents in South Africa are ready for and deserving of this paradigm shift.
Need to revisit Strategic Roads Network
Conservancies and environmental groups throughout Gauteng face similar issues where proposed roads threaten to destroy irreplaceable conservation sites. I would like to request a focus group meeting with environmental stakeholders to point out areas of sensitivity and to look for solutions that could avoid negative impacts. It would be far more cost effective to have these initial conversations now before large sums are spent on Environmental Impact Studies requiring consultants to point out the same issues at great cost to the Department.
Kind regards
Kristin Kallesen
Chairperson
Greater Kyalami Conservancy
083600 6091
Also Chairperson of Just Environmental Action