3.8 Policy and Legislative Developments
3.8.1 Transport Policy and Legislation
integration in contrast to separation, compaction as opposed to sprawl, sustainability as opposed to inefficiency and equity as opposed to inequality.
consumers. The policy further reinforced the objectives of the previous White Paper, which also focused the need to develop nodes and corridors as part of the urban transport system.
3.8.1.3 Moving South Africa Action Agenda (DoT 1999)
This was a complementary document that focused on the need for an efficient public transport system;
an integrated approach; alignment with economic objectives of Growth, Economic Development and Redistribution Strategy (GEAR) and principles of the Reconstruction and Development Programme (RDP), which emphasized issues of sustainability.
3.8.1.4 Draft Revised White Paper on National Transport Policy (2017)
This paper presented a revised framework of the National Transport Policy of 1996, which reconfirmed government’s commitment to the changing national and international trends. It aimed to address the social, economic and political changes that shaped the future of transport and the triple challenge of poverty, unemployment and inequality through transport infrastructure. The main aim of transportation was geared towards creating jobs, stimulating rural economic growth and promoting accessibility needs of the disabled both locally and globally. The 1996 policy goals, objectives and principles were confirmed as still being relevant twenty years later. It further emphasized reducing travel times by integrating land uses and transport planning, integrating non-motorised transport into spatial planning strategies by encouraging shifts to more sustainable modes such as cycling and walking.
The promotion of safe, reliable, effective, coordinated, integrated and environmentally friendly public transport was underscored. However, in order to achieve these goals effective modal, spatial, planning and institutional integration amongst all sectors were highlighted as critical with a special focus on the availability and quality of public transport.
3.8.1.5 The National Land Transport Transition Act (No 22. of 2000)
In this Act, the emphasis was placed on the need to integrate transport planning, land use, economic planning and corridor development in order to enhance the efficient functioning of cities. The importance of transport plans to facilitate investment in corridors through nodal development, infill, densification and mixed land uses were highlighted. All local municipalities were required to develop Integrated Transportation Plans (ITPs) aligned with their Integrated Development Plans (IDPs).
3.8.1.6 National Land Transport Act (No 5 of 2009)
This was government’s initiative to start an incremental process of devolving responsibilities of commuter rail and bus services to the metros (municipalities) at local level in order to create a more
integrated and efficient public transport network. As a result, Department of Transport was required to work more closely with municipalities since travel patterns are at a local level.
3.8.2 Planning Policies and Statutes
3.8.2.1 The National Spatial Development Perspective (NSDP, 2006)
The main policy directives at a national level, which informs provincial and local development planning in South Africa, are contained in the principles of the NSDP. It represents a key instrument towards ensuring greater economic growth, job creation and the eradication of poverty. These principles are based on growth corridors linked to key economic nodes and regions in the country. The important role of cities for public investment and emphasis on nodal areas gave credence to the vision of post- Apartheid South African cities that have clear economic comparative and competitive advantages.
Within this context, corridors have been highlighted as channels of investment that provide functional linkages between lagging areas and core regions as a means to address spatial disparities. In this regard, nodes and corridors (designed as ‘arteries’), where identified based on the factors such as inherent economic potential; configuration of investments to ensure infrastructure viability through sustainable revenue streams; public-private-partnerships [PPPs] and community-public-private-partnerships [CPPPs]; political commitment; and rapid planning and delivery. (See Figure 29 below).
Figure 29: National Nodes and Priority Areas in South Africa
Source: NSDP, 2006
3.8.2.2 The Provincial Spatial and Economic Development Strategy (PSEDS, 2006)
At a provincial level, the Provincial Spatial and Economic Development Strategy (PSEDS) has been developed as a provincial translation of the NSDP and an input into the Provincial Growth and Development Strategy (PGDS) for KwaZulu-Natal. The PGDS provides a framework for public and private sector investment indicates areas of opportunities and development priorities, addresses key issues of implementation blockages, and provides strategic direction. The PSEDS also sets out focus areas of investment and recognises that social and economic development is not evenly distributed. The spatial marginalization of economic opportunities of the majority of the population therefore needs to be addressed in order to reduce poverty and inequality. Hence, the PGDS identifies a series of corridors and nodes at different levels, which indicate key centres as main elements for spatial development of
cities and emphasises that future economic development should be channelled into activity corridors and nodes that are adjacent to or link the main growth centres as illustrated in Figure 30.
Figure 30: Provincial Corridors and Nodes
Source: The Provincial Growth and Development Strategy (PGDS), 2006
3.8.2.3 The National Development Plan (2011)
In the more recent National Development Plan (NDP), the role of nodes and corridors was further emphasized. Key proposals and guidelines towards corridor development were outlined to enhance and strengthen economic development in the country. The recommendation that municipalities provide an explicit restructuring strategy that included priority precincts for restructuring and critical interventions to redress past segregation with a strong focus on integration. The National Planning Commission (2011) outlined the South African Government’s long term vision for the transport sector for 2030 and the identification of investment that will ensure the empowerment of all South African citizens by:-
Improving access to economic opportunities, social spaces and services by bridging geographic distances affordably, reliably and safely;
Economic development, by supporting the movement of goods from points of production to consumes;
Facilitating regional and international trade; and,
Ensuring greater mobility of people and goods through transport options that will minimise negative impacts on the environment.
The government also committed to oversee the transport system that serves the interests of society; to prioritise, plan and provide the basic infrastructure; to regulate public and private transport; and to ensure that at all levels of government those responsible for delivery of transport are competent to achieve these goals.
3.8.2.4 The Local Government: Municipal Systems Act (No. 32 of 2000)
The Constitution of South Africa envisages a robust local government system, which can provide democratic and accountable government for local communities; ensure the provision of services to communities in a sustainable manner; promote social and economic development; promote a safe and healthy living environment; and encourage the involvement of communities and community organizations in the matters of local government. The Act aimed to empower local government to fulfil its constitutional objectives and in terms of Section 25 (1) were each Municipal Council must within a prescribed period adopt a single, inclusive and strategic plan, known as the Integrated Development Plan (IDP), of which the SDF is a core component (Section 26 e). Chobokoane and Horn (2015) stated that all SDFs are to be linked and informed by national and provincial development and framework plans. Some recent plans that have emerged propose to integrate and compact towns and cities with corridors, nodes and urban growth boundaries with the intention to channel public investment with economic growth potential into these target areas.
3.8.2.5 The Spatial Planning Land Use Management Act (SPLUMA) (No. 16 of 2013)
The Department of Rural Development and Land Reform (DRDLR) published the Spatial Planning and Land Use Management Act (SPLUMA No. 16 of 2013) which came into effect on 1 July 2015. It provides a framework for planning and land use management that is inclusive, developmental, equitable and efficient spatial planning. The Act stipulates that the compaction of South African cities be based on principles of diversity and choice, which allows for a range of opportunities to diverse groups and that offers various options to different populations. This approach is also intended to cater for the needs of various income groups with different preferences ultimately striving towards a more compact- integrated city.
Chapter 4 Section 11 (1) provides a clear framework for the preparation of Spatial Development Frameworks (SDFs). Some of the provisions that are important include the need for municipal plans to include a written and spatial representation of a five-year Spatial Development Plan (SDF), the
municipality’s spatial form, and the need to identify current and future significant structuring and restructuring elements of the spatial form. The plan should include development corridors, activity spines and economic nodes where public and private investment may be prioritised and facilitated.