When executive mayor Kgosientso Ramokgopa launched the Tshwane 2055 discussion document on July 31, he announced a number of theme weeks.
Last week it was transport and planning’s turn. If events on this theme indicate what happened in other weeks, then the City of Tshwane cannot be faulted for effort in its bid to arrange public participation and input for its long-term vision.
Ably hosted by city transport committee chairman councillor Jacob Masango, there were community outreach programmes in Atteridgeville, Mabopane and Hammanskraal, a presentation (in Centurion) on the proposed bus rapid transit (BRT) system, and a brainstorming session at Wonderboom Airport with transport experts.
The week was rounded off on Friday with events being reviewed at a general meeting in the council chambers in Sammy Marks Square. So, full marks for initiative. Of course, the important question is what was discussed and what emerged as public input.
At all the events concern was expressed that the time span of more than 40 years might mean less attention would be paid to the needs of the immediate future.
The city’s Msizi Myeza said the Tshwane 2055 discussion document described an “aspirational vision”. After the public consultation process, an implementation plan would be published next month.
That helped to settle some of the fears. But some doubts remained. For example, one of the presentation slides spoke of the need to secure investment in mass public transit, and this investment was essential if public transport was to be of a standard to get people out of their cars.
In itself there is nothing wrong with this line of reasoning. But some of those present said it seemed to put on the back burner the needs of Tshwane residents who relied on existing public transport.
Car users generally have more money than those who use public transport. The implication seemed to be that poorer people were less important than those who could own cars. Another possible indicator of this line of thinking was the emphasis on the BRT system.
In earlier public-participation meetings on the first BRT line (from Hatfield to the city centre), it was said that the full system would take about 20 years to implement. This clearly puts it in the area of the 2055 vision, but invites the question: what happens meanwhile?
Some city areas will be reached only late in the BRT programme. Will residents in these areas be asked to be patient for 10 or 20 years, until the city builds a system that attracts car users?
There was indication of this at the Centurion meeting that featured presentations on the BRT system and a broader integrated public transport network. The BRT proposal was outlined in some detail. Broader integrated public transport network plans were less clear. Some were no more than a well-meaning wish list – for example, the “search time” for a potential user to find out about a public transport service should be not more than five minutes.
That is no doubt an admirable aim. But the question is, is it really a priority of current users of Tshwane buses, taxis and trains? They would rather like to see better services in the near future.
There seems to be a case for splitting the following twin needs:
l In the long term, to develop a public transport service that attracts car users, for which large capital investment is needed; and, in the shorter term, substantial improvements to benefit today’s public transport users.
l These two objectives are quite different, and so are the steps needed to achieve them. Perhaps there should be two separate planning teams. One would have a strong engineering element, while the other would be oriented more towards immediate service improvement.
The city has said the Tshwane 2055 implementation plan due next month will have clear implementation steps.
Authors of the plan’s transport elements might bear in mind Masango’s words last week. He quoted 5th century BC Chinese philosopher Lao Tzu as saying: “The longest journey begins with the first step.” It will be interesting to see what first steps the October plan suggests.
l Paul Browning is an independent transport consultant