Transversal approach needed

The introduction of a Walking & Cycling strategy is welcomed and there are elements that have potential to make a significant difference.

Two specific areas I'd like to highlight for improvement are the opportunity to add walking & cycling infrastructure to other investments, and the linkage to land use planning.

On the first this is mentioned, and alluded to in a proposed amended to the stage gate process to include a cycling and walking review. However, this can be strengthened by developing a policy or guideline, linked to a trigger in the development approvals (private) and stage gate (public) systems that require certain activities to build-back-better. Examples are where pavements are dug to drop electric lines or telecommunications infrastructure, this should trigger an enhancement to the pavement to a particular design standard/code. 

With regards to land use planning, again this is mentioned however the connection between the strategy and land use planning is left to "advocacy" and a vaguely defined selection of precincts. Walkability and cycling are not the outcome only of good streetscape infrastructure, but also other forms of infrastructure (lighting, wayfinding), services (safety) and of land use planning and urban design - where you are walking to/from, and the intensity/pleasure of the frontage along the way matters. For these reasons, many City's Walking & Cycling strategies are not held by the Mobility departments, but are transversal strategies, with KPIs that cascade across infrastructure, service and land use planning departments. A universal KPI such as "percentage of population living in a walkable district" will drive much more coordinated action across these sectors, and a much more integrated plan, than operational KPIs such as budget spent on pavement enhancements, or km of protected lanes...

Finally, please clarify the criteria for selecting districts to focus on. There can be different strategies here based on existing connectivity of land use (urban core/inner city), existing high levels of walking and pedestrian accidents (townships), or areas where behaviour change is seen as possible for congestion relief (school precincts). Perhaps a mix for comparative learnings as well as equity in investments will be suitable. 

Good luck on the journey to create a more walkable and cyclable Cape Town.