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Comment on the City’s draft Walking and Cycling Strategy

We plan to adopt a new Walking and Cycling Strategy, and we want your input.

Comment period: 14 November – 14 December 2024

Phases

Phases overview

Phase 1: Comment on the City’s draft Walking and Cycling Strategy

Comment on the City’s draft Walking and Cycling Strategy

Comment on the City’s draft Walking and Cycling Strategy

14 November 2024 22:00 - 15 December 2024 22:00

Cape Town's rapid growth demands a strategic focus on sustainability, equity, and resilience in urban planning. Historically, the city's transportation system has prioritised private vehicles, resulting in severe congestion, pollution, and increased traffic fatalities. This car-centric approach is not sustainable for future growth, and cities worldwide are finding that the continuous expansion of road infrastructure only worsens these issues.

To address these challenges, the city must adopt a bold shift towards active mobility, particularly walking and cycling. These modes not only reduce congestion and environmental impact but also play a critical role in supporting public transport systems.

Cape Town's existing infrastructure is not designed to prioritise pedestrians and cyclists, often creating dangerous and hostile environments for these vulnerable road users.

This strategy outlines Cape Town's commitment to reversing the traditional reliance on private vehicles by creating a more inclusive, people-focused transport system.

It aims to reposition walking and cycling as primary, safe, and sustainable modes of transport, promoting equity, accessibility, and environmental sustainability.

Through strategic planning, the City can address the current gaps in infrastructure, integrate active mobility into urban design, and enhance collaboration across government bodies to achieve long-term, sustainable transport solutions.

The strategy supports and aligns with the Integrated Development Plan (IDP), Comprehensive Integrated Transport Plan (CITP), Climate Change Strategy and the Universal Access Policy.

Once approved, the strategy will update and replace:

The Cycling Strategy (2017); and
The draft Non-motorised Transport (NMT) Strategy (2017)

In terms of section 17 of the Local Government: Municipal Systems Act, Act 32 of 2000, you can submit comments to the municipality in respect of the draft strategy.

You can also access the information at:

City libraries
Subcouncil offices
In the document download section below

Contact us

For more information and general enquiries about the draft strategy, contact:

Dirk du Preez

Telephone:

021 444 3805

Email:

urbanmobility.CT@capetown.gov.za

Advert (isiXhosa).pdf

(88.9 KB)

Advert (Afrikaans).pdf

(98.0 KB)

Advert (English).pdf

(89.0 KB)

Draft Walking and Cycling Strategy (2024).pdf

(1.6 MB)

Draft Walking and Cycling Strategy (2024) - Executive Summary (isiXhosa).pdf

(117.7 KB)

Draft Walking and Cycling Strategy (2024) - Executive Summary (Afrikaans).pdf

(121.6 KB)

Draft Walking and Cycling Strategy (2024) - Executive Summary (English).pdf

(118.2 KB)

39 issues

unknown author2 years ago Appreciate the ethos of creating a culture of physical commuting and making that safe and reliable for all. Along with this we need to change the dominance of car culture and the arrogance associated that makes it unsafe for both pedestrians and cyclists. This includes popular education on what allows for safe cycling and walking - including parking on pavements, cycling out into the road to avoid being stuck unsafely in gutters etc. We need the implementation strategy to be specific and attainable.

unknown author2 years ago Thank you for the careful planning that has clearly gone into this document. As a regular pedestrian, cyclist and user of public transport, as well as as a citizen and professional committed to supporting a more sustainable, climate resilient and just urban future, I view having such a strategy as a crucial first step in the right direction. I also strongly applaud the focus on traffic safety and the disproportionate burden of risk carried by marginalised and oppressed communities. The focus on intra-governmental co-operation is also welcome. I look forward to viewing the detailed implementation plan, which I hope will also be made publicly accessible for comment. It is utterly essential that the However, I have the following significant concerns: Figure 6 is valuable (also statistics in 6.1), but not sufficiently clear. How many pedestrians and cyclists were killed in each district in each year? What is the total number? And what about serious injuries. What is the long-term trend? What types of motor vehicles (SUVs, double cabs?) and motorist behaviours were involved? Were motorists ever successfully prosecuted? The map also makes clear the risk associated with major stroads, which is unfortunately not explicitly noted. The City should be accountable for the policies and targets proposed. This requires transparency in reporting of relevant data. There is not nearly enough emphasis on strict enforcement of laws prohibiting reckless driving and parking by motorists. Such life-threatening behaviour has become utterly normalised in Cape Town, as elsewhere in South Africa. Furthermore, where enforcement of traffic law is mentioned explicitly in the strategy (page 36, table point 5), transgressions by cyclists and pedestrians are equated to those by motorists. This fundamentally misses the point. When motorists park on sidewalks, pedestrian crossings or cycle lanes; or speed across pedestrian crossings and behave in similar ways, this directly threatens the lives of vulnerable road users. Millions of pedestrians and cyclists die or are seriously injured in this way. Most pedestrian and cyclist transgressions are either a minor inconvenience or become a risk only in combination with high speed motorised traffic. Enforcement should prioritise those who place the lives of other road users at risk. Traffic officers in Cape Town routinely disregard pedestrian safety in their behaviour. More broadly policies need to be developed to encourage a change in motorists’ attitudes towards roads. Accessing public roads in a private vehicle should be regarded as a great responsibility and as a privilege, not a right, and subject to strict conditions. Otherwise, all other road users will continue to live at the mercy of the whims of distracted and reckless motorists. Motorists who cross red pedestrian traffic lights at schools where learners are crossing (this happens frequently) should be branded publicly as child murderers (this sort of approach appears to have worked in NL...). Radical intervention is needed. The use of the term “accidents” to refer to traffic collisions is deeply concerning (although I note it is only used in parts of the document). Recent literature on the topic clearly demonstrates that using this term reinforces tacit acceptance that mass death and serious injury in traffic is unavoidable and isn’t really anyone’s responsibility or fault. The reality, in contrast, is that we choose to regard traffic violence as acceptable and that both infrastructure design, social attitudes, power dynamics and systematic injustice overwhelmingly determine who is at risk, where and when. It is not clearly apparent how the City plans to approach conflicts that will inevitably emerge when motorists’ hegemony on the roads of Cape Town is challenged. Making walking convenient, fast and relatively more pleasant, which is crucial for increased uptake, will require reversing strategies and policies implemented and supported by powerful groups and for a, particularly CIDs and neighbourhood watches. Locking parks, overpasses and subways severely negatively affects walkers and cyclists, especially since this appears to be done arbitrarily and with no signage to indicate times of access or alternative routes. Accessibility and routes removed from heavy traffic and pollution are essential. Similarly I am strongly opposed to any suggestion that infrastructure should be developed to discourage pedestrians from risk taking behaviours. Infrastructure be adapted to reduce the risk itself. Alcohol use by motorists is far more structurally dangerous and should be the focus of related interventions (Personally, I don’t drink at all). The framing used in 4.2.5 in relation to young men comes dangerously close to victim blaming. There are simple actions the City can take to demonstrate that it really no longer regards pedestrians as third-class citizens, for example, stopping the practice of disabling all pedestrian traffic lights during electricity supply disruptions, while keeping car traffic lights operational. There are many other valuable concerns raised by interest groups and well-informed people who have much more personal and relevant experience of pedestrian infrastructure routinely used by the communities and people most exposed to traffic risk. Please take these suggestions seriously and regard them with the necessary care

unknown author2 years ago Thank you for the opportunity to comment on this important document. My main comments are as follows: Giving meaning to the prioritising of pedestrians and cyclists within the Public Right of Ways (PRoW’s) It is a very commendable that the strategy sets out to clearly prioritise walking and cycling above vehicular traffic. While policy has previously talked broadly to the need to prioritise NMT, it hasn’t translated into a visible difference in the design solutions or the behaviours of motorists using the public right of ways, due to the remaining ambiguity on user prioritisation within our road and street spaces To ensure this strategy can facilitate the effective prioritising of pedestrians and cyclist on the ground within the public right of ways, there are two key actions that are proposed in the strategy, but which I believe are underplayed. The first is that the road design guidelines and standards be revisited. The basis of the existing road design guidelines and standards is often to ensure frictionless travel for motorised traffic which requires that pedestrians and cyclists are constrained in terms of where they can walk and cycle and how they move across and along the PRoW’s between properties and land uses. Walking and cycling are slower, more responsive and create a denser pattern of multidirectional movement than cars. The finer grained multidirectional movement dynamic is essential to support local economies and build healthy communities, but it is not supported by the generic road design guidelines. In addition to the potential revisiting of current road design guidelines and standards, is the need to reconsider the mechanisms which allow the perpetuation of the car orientated development patterns. The Traffic Impact Assessments (TIA’s) are powerful mechanisms used by the planning authorities to ensure the needs of vehicle parking and traffic are catered for. While the traffic engineering departments have of late begun to insist that development proposals include investment in the external road environment to cater for pedestrians, there is no proactive calling for the precinct / site layouts to take into account local movement patterns for those reliant on Public Transport and those reliant on access by foot or bicycle. This calls for the TIA requirements and methodologies to be interrogated to be brought in line with principles contained within this strategy. Demonstration Projects The strategy talks to the necessity for demonstration projects that help to share the vision and build support with communities. This is supported. Demonstration projects do not have to be high investment projects. They can utilise surface painting and greening to test how to reprioritise space within the road reserves. Painted road surfaces can be used for example to bring attention to pedestrian convergence zones, especially where it involves more vulnerable users such as young school goers. Schools are a good place to start with simple surface painting which announces high use pedestrian crossing zones. Community engagement The Strategy talks frequently to the need for community engagement. This is vitally important to inform planning for walking and cycling infrastructure on the ground in local areas. It is unrealistic to expect the City of Cape Town’s Urban Mobility unit to understand local movement patterns across all neighbourhoods of Cape Town and identify the best solutions for each community. The strategy fails to suggest how the CoCT might “practically” engage communities. The CoCT does not have the capacity to do the level of local area planning that it used to. It does high level district scale planning which is participated. It will occasionally undertake spatial frameworks for special areas or areas for upgrade. The latter provides some opportunities for identifying locations for investment in NMT infrastructure. The detailed needs of pedestrians and cyclists within local neighbourhoods or between neighbourhoods is therefore not well understood. If the City could facilitate a process that enables communities to inform the planning for pedestrian and cycling planning, it could respond with contextually appropriately proposals and motivate for budget more legitimately. More importantly, it would allow pedestrian and cycling infrastructure planning to be integrated with broader spatial and land use planning which in turn allows the issue of security and convenience to be addressed. Acknowledging the importance of walking and cycling as part of the Public Transport service offering The weakest link in all commuter and school trips is the first and last mile undertaken mostly on foot. These portions of the commuter and school goers’ daily trips are not well understood and there is no clear strategy to address these gaps in the access network. Once again, it points to the need for local scale investigations, mapping and planning. See comment above identifying the need for community involvement.

Martina Gluckman2 years ago

unknown author2 years ago 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.

unknown author2 years ago As a pedestrian and runner I often encounter zebra & pedestrian crossings that aren't easily visible to motorists (i.e. they could do with re-painting, the signage approaching them is insufficient, they are badly placed) and motorists often just zoom over them completely ignoring people who are waiting to cross. I suggest that crossings be re-painted on a regular basis, that warnings of such upcoming crossings are painted on the roads (a yield sign on a pole with a tiny pedestrian sign underneath it is not sufficient), that more crossings are raised and that more crossings are fitted with a traffic light - the crossing on Main Road, Kirstenhof outside Melomed hospital is the first one that needs to be raised and fitted with a traffic light. Also, at zebra and intersection crossings where there are traffic lights fitted with a button for pedestrians to press I find that often its takes so long for the traffic light to react that the pedestrian things it isn't working and crosses against the light, that the 'green man' isn't on for long enough for older/slower people to cross, and that there is no beeping sound to warn pedestrians that it is now safe to cross. At some intersections the pedestrian needs to cross two/three lanes of traffic, an island and then another two/three lanes of traffic to get to the the other side of the road. Often a pedestrian will get to the island and then be stuck there as the light for pedestrians has turned red - and there is no pole in the island to press to get the traffic to stop again, e.g. at the intersection of M42 & Westlake Drive in Westlake.

unknown author2 years ago As an avid cyclist this is a very welcome initiative from the City. We can be hopeful that not only will it promote additional non motorised transport and help to reduce traffic congestion, but that it will hopefully also greatly improve the safety and security of existing pedestrians and cyclists. Pavements and/or cycle lanes are inconsistent in the majority of Cape Town's suburbs and those that do exist are often is a state of disrepair rendering them unusable, or lack maintenance to keep them free from broken glass, rubbish, building debris etc. Another issue with the current cycle lanes is that motorists often give little consideration to them and willingly obstruct them by parking in them and cutting into them during heavy traffic. All of which is counterproductive to their intended purpose. With the rising cost of living, vehicles and fuel, combined with an increasing focus on healthy living, more people will inevitably commute on foot or by bike over time. However it is City's responsibility to ensure it is safe to do so and that the infrastructure and law enforcement supports this. Currently this is often not the case. Integrating this initiative with improved public transport options and public bicycle hire schemes will go a long way to relieving traffic congestion and encouraging more people to walk or cycle. Another consideration would be financial incentivisation of locally domiciled companies to subsidise bicycle purchases for their employees, similar to the UK.

unknown author2 years ago Every weekend thousands of people leave the inner city suburbs and head for the coastal areas between Muizenberg and Simonstown. Most people get there by road. Motor vehicles and cyclists compete for space on the narrow roads - not always amicably. How can we make the weekend exodus of people to this area a more pleasant experience for everyone? Here are some suggestions. Allow cyclists to put their bikes on the train. Cyclists may then choose to take the train to stations such as Kalk Bay and Fishhoek before riding further south. Run trains on Sunday to accommodate cyclists and beachgoers. At present there are no Sunday trains. Visitors are forced to use road transport to access these suburbs. Convert the wider paths to cycle and pedestrian ways. This can be done by marking a line down the middle of the existing path. The cycling and walking sections and be appropriately illustrated. Pedestrianise sections of roads. One example is York Road in Muizenberg. This road is only 40 metres long. It contains five restaurants, a couple of shops, and a branch of False Bay College. It also leads directly to Surfer's Corner. There is no need for vehicles to use or park in this road. It would work much better as a pedestrian only zone. Extend the coastal broad walk from St James to Kalk Bay. At present the broad walk ends at Danger Beach. There is room to continue a path next to the railway line to Dalebrook Pool. Implement a more comprehensive bus service to suburbs where large numbers of people drive to.

unknown author2 years ago

unknown author2 years ago I fully endorse the proposals to develop cycling & pedestrian friendly infrastructure in the city. All new developments & roads should be required to have cycle paths & pavements that are free of motorised vehicles. Active transport, especially to schools & workplaces must be encouraged. Look to Holland for a country where cycling & walking are priorities above cars & lorries. I suggest shorter timescales for introducing these changes. 2050 is too far away.

unknown author2 years ago Attempts had been made previously - Look at Adderley Street whereby one lane was taken away from normal traffic to accommodate cyclists. All this acchieved was to cause heavy unnecessary traffic outside the Adderly street Golden Acre entrance Having worked closeby to this dedicated cyclist lane, cyclists hardly ever used the lanes and the traffic is horrendous. There are plently outdoors and country roads to explore for cyclists and there are plently space within CDB where cyclists can be accommodated through walkways without taking away any normal traffic lanes to achieve this. Cape Town is already the most heavy congested city in Cape Town, adding cyclists lanes will not ease this.

Debbie Wall-Smith2 years ago I am a director of the Upper Kenilworth Improvement District, I also represent my community on the Ward 59 Ward Forum. I am horrified that the city of Cape Town Town Planning and roads departments have approved both of these developments, not insisting on the developers creating pavements for pedestrians, cyclists and the disabled. Both developments have been completed in the last 24 months. These two corners are busy, both on a primary school approach road, Pine Road also has a preschool. The only way to navigate these roads as a pedestrian is to walk in the narrow road, there is no space for pedestrians and two cars passing each. It is beyond shocking, people will be killed. We will sure the city of Cape Town, for reckless approvals. In both my objections to these developments, I made reference to the lack of pavement, this was ignored by the city. Densification cannot continue, where pavements are sacrificed and there is no soil left for groundwater absorbption, which results in flooding, which again makes it impossible for pedestrians and cyclists. people will die and our neighbourhood is being deeply compromised, by no pavements, coupled with parking departures. it is untenable.

unknown author2 years ago

unknown author2 years ago I want emphasize the need to integrate the walking/cycling strategy with public transport: this means allowing bikes on train and myciti buses; making trains available on weekends, encouraging commuters to park and ride from stations. It could also include rental bicycles at the station- and all over CT(digitally managed bikes). The middle classes need to be educated to use trains. There is a need to discourage car users eg a tax in the CBD for bringing a car, taxing single occupant cars. To encourage walking/cycling: Cycle paths require barriers so they are safe from cars. Walking routes require cool reflective surfaces (not black), trees or shade shelters with benches, bins, waterpoints. Cycling trailers - for children, groceries, tools, pets - need to be made available on the market. Currently common in cycling countries but not seen in SA.

unknown author2 years ago The strategy says - "To address these challenges, the city must adopt a bold shift towards active mobility, particularly walking and cycling. These modes not only reduce congestion and environmental impact but also play a critical role in supporting public transport systems. Cape Town's existing infrastructure is not designed to prioritise pedestrians and cyclists, often creating dangerous and hostile environments for these vulnerable road users.". This statement is applicable to commuter and recreational cyclists, but is not appropriate for sporting cyclists. Building cycle lanes in order to allow a small segment of the population to practise its sport on public roads is unethical, using rates paid by all to provide for the sporting needs of a few. No other sport uses public resources meant for other purposes, in the process causing risks to all and themselves in particular. When deciding where to create cycle lanes, the city needs to prioritise those areas where commuter cyclists are predominant, not racing cyclists.

unknown author2 years ago Comments by Langa Public Mobility Platform: The Langa Public Mobility Platform was created by the Langa Bicycle Hub (supported by the Human Sciences Research Council), Langa Community Advice Services, and Leonard Cheshire Disability Home. Its goal is to address walking and cycling challenges and raise awareness through campaigns. These campaigns encourage motorists and the public to share the limited road space fairly and rethink public transport. Key Challenges in Langa Road and Pavement Issues: Pavements are occupied by informal traders, limiting space for walking. Roads are narrow, making movement difficult for all users. Impact of Apartheid Planning: Road designs from apartheid times harm walking and cycling development. The City of Cape Town (CoCT) needs to enforce bylaws to protect walkers and cyclists. Safety Concerns for Children: Many children walk to school or travel long distances through unsafe routes like highways, especially those from neighboring areas like Khayelitsha and Nyanga. Infrastructure Gaps: Langa is close to areas like Epping, Thornton, and Pinelands, where many people walk or cycle to jobs. However, the necessary infrastructure is missing. Opportunities for Growth Langa is a hub of innovation, with about 500 bicycle delivery trips completed daily, creating jobs for unemployed youth, including school dropouts. CoCT has not recognized or supported this growing cycling economy. What We Need Inclusive Infrastructure: A plan for informal traders that accommodates walking and cycling. Dedicated lanes for bicycles and wheelchair users to share safely. Better Public Spaces: A bicycle rank in Langa to support local cyclists. Safe and accessible pavements for wheelchair users. Community Integration: Roads that connect Langa to neighboring areas like Epping and Pinelands, fostering inclusivity and access to jobs. The Langa Bicycle Hub and Langa Community Advice Services are key to improving mobility and empowering the local community. The Langa Bicycle Hub provides training and employment, particularly for young people, creating a thriving bicycle economy and promoting sustainable transportation. Meanwhile, Langa Community Advice Services advocates for the rights of residents, addressing social and infrastructure challenges. They work closely with community members to ensure their voices are heard and that resources and support are directed toward inclusive solutions. Together, these organizations highlight the potential of Langa as a leader in innovative and equitable urban mobility. However, this vision requires stronger support from the City of Cape Town. Investments in walking and cycling infrastructure will not only enhance mobility but also contribute to job creation, safety, and sustainability, benefiting the entire community.

Judy Brower2 years ago Making the city accessible to non-motorised transport in a safe way for all will be a game changer. It helps to make us all more healthy by moving more, engaging more with each other, less toxic air, less congestion on the roads, less time wasted, more inviting space for all. Rail movement should also be prioritised - I live in Somerset West - and driving on the N2 back and forth to the city is insane - waste of time and money and petrol and would be wonderful to be able to nip safely into the city for evening activities - I am not sure that the draft strategy is a strategy yet - it seems more of a wish list - but a good wish list Thank you -

Gino Bougaardt2 years ago Risks to the Strategy: I have studied the strategy document and it is great. I love the vision and strategy. The strategy document highlights all the wonderful benefits the Walking and Cycling Strategy will create. What I don’t see are the potential risks being addressed to this strategy once implemented. There is a fair amount of focus on places like The Netherlands and Denmark and how they have addressed their transport issues. I don’t think they have a violent minibus taxi industry like South Africa. This is a potential risk to the strategy. Minibus Taxi Industry: The commuter rail network, Traditional Bus Transit, MyCiti Bus Rapid Transit and Metered Taxis are all threats to the taxi industry. The taxi industry is a law unto themselves. They are violent and combative and we have seen how they violently respond to the above mentioned modes of transport that threaten their livelihood. The Walking and Cycling strategy is another threat to their business. This will take away more customers from them. How will they respond to this new walking and cycling strategy threat when implemented? Food for thought. The strategy document should include a “Risk Management” section.

unknown author2 years ago A good example of the lack of cycling & walking paths in the CoCT, is the M3 to and from Cape Town . Yes there are short stretches where provision is made for both, but no continuous paths along the entire length of the highway. Therefore, heavy congestion & air pollution is the result since there is no cycling alternative for commuters nor indeed public transport heading to and from the CBD.Thus thousands of commuters have no choice but to use their cars. (the lack of public transport access on the M3, is an example of the CoCT’s hopelessly outdated public commuter policy for highways) In addition, astonishingly, after so many decades, there is still no unimpeded access from one side of the M3 to the other side of the highway for walkers, runners, workers and cyclists on the stretch between Newland's Avenue and the top of Wynberg Hill, with the exception of the Newland's Forest pedestrian tunnel, and the pedestrian bridge at the top of Wynberg Hill. Another pedestrian tunnel/bridge or two is urgently needed under/over the M3 between Newland’s Avenue and the top of Wynberg Hill to cater for walkers & cyclists trying to get from one side of the highway to the other, without dodging vehicles and putting their lives at risk.

unknown author2 years ago

unknown author2 years ago Regarding the Walking and Cycling Strategy: this could be improved by allowing bicycles and dogs on trains- even if it is during the non-rush hour periods only. Another thing; make the journey pleasant. So many of the newer roads in Cape Town are bleak and treeless. E.g. the road between Noordhoek and Kommetjie. this used to be a pleasant rural area- and now its just tarmac and the sense of place has been lost. It could be improved with massive tree planting.

unknown author2 years ago I feel like the city has some easy wins available to it if it implements more pedestrian friendly crossing points at existing crosswalks. All that would be required is retiming of the robots to allow pedestrians enough time to cross the road safely while the green man is showing, after they have pressed the button to allow them to do so. Currently, lots of traffic lights do not allow sufficient time for pedestrians to get across the road, or, more frequently the pedestrian crossing triggers even if there are no pedestrians waiting to cross, which frustrates drivers, and in particular taxis are more likely to simply drive through the red lights if the pedestrian crossing is not being used. This is dangerous because a pedestrian might see that the green man is showing and rush to cross the road. If the way that pedestrian crossings was standardized throughout the city so that all robots would not give pedestrian crossing signals until the pedestrian button is pressed, and when pressed the robots stop all traffic for sufficient time for the pedestrians to safely get across the road, then the flow of traffic would be greatly improved. There would need to be a public information campaign to tell pedestrians to cross only when the robots indicate that it is safe to do so, and drivers would need to also obey this direction from the robots. The driver education campaign could also emphasize that pedestrians have right of way at zebra crossings, and that cars should stop to let pedestrians cross safely at these points. If this is adhered to it will also stop pedestrians from crossing randomly at unmarked parts of the road because they will feel like they have a safe and easy place to do so. Crossing wardens could be present at high density areas initially to ensure that everyone knows what to do. If pedestrians feel like they are safe and have a right to be on the roads then they are more likely to walk short distances, and if drivers feel that pedestrians are not blocking them or impeding the flow of traffic then they are also more likely to behave in a way that does not put pedestrians at risk.

Bevan Booysen2 years ago While the City’s Walking and Cycling Strategy presents an admirable vision for sustainability and equity, it is critical to address the realities of Cape Town’s socio-economic and safety landscape. South Africa faces unique challenges, and policies adapted from developed nations may not fully account for the issues rooted in our high crime rates, economic disparities, and cultural dynamics. Crime and Safety Concerns: The Cape Town CBD and surrounding areas continue to record alarmingly high levels of contact crimes, such as robberies, muggings, and assaults. For instance, recent statistics reflect an increase in aggravated robbery, with many incidents targeting pedestrians and cyclists. Without a robust plan to address violent crime, the strategy risks creating environments that could inadvertently place citizens in greater danger. Criminals may exploit newly developed walking and cycling pathways, especially in poorly monitored or isolated areas. Additionally, law enforcement resources in Cape Town are already stretched thin, which raises concerns about the city’s ability to safeguard these new public spaces. Taxi Violence and Civil Unrest: The introduction of this strategy may be perceived as a threat by some within the minibus taxi industry, a sector that has historically been prone to violent disputes over perceived competition or operational changes. Unless clear communication and cooperative frameworks are established with taxi associations, citizens could become victims of potential unrest linked to these developments. Contextual Challenges: Cape Town’s unique demographics and cultural landscape must be considered. Unlike many developed nations where active mobility strategies have succeeded, Cape Town’s high levels of unemployment, poverty, and crime create barriers to implementation. The strategy must not only cater to those already invested in walking and cycling but also consider marginalized communities who may not yet see these modes of transport as viable or safe. Recommendations: Enhanced Law Enforcement: Increase visible policing along walking and cycling routes, particularly in high-risk areas, and implement rapid-response units to address safety concerns. Engagement with Stakeholders: Foster collaboration with taxi associations and local communities to ensure buy-in and reduce potential conflicts. Integration of Technology: Use surveillance, smart lighting, and emergency call systems to deter crime along active mobility routes. Cultural Adaptation: Tailor the strategy to meet the realities of Cape Town’s socio-economic landscape, ensuring inclusivity and accessibility for all demographics. While the goals of the Walking and Cycling Strategy are commendable, achieving them requires a grounded approach that prioritizes the safety and well-being of all residents. Cape Town’s

Sue Liell-Cock2 years ago I feel new Walking and Cycling Strategy is very much needed, for the reasons given - SO many people are reliant on walking or cycling to get to work or where ever they need to get to, therefore making it easier and safer is very much in their benefit. Besides this all being essential in the lower income areas where walking and cycling is their only form of getting to places, I have even noticed in my own area that kids can't even walk or cycle to the nearby school without walking in the road along busy roads, and these same roads are also the main arteries for huge numbers of domestics and gardeners and others trying to get to their work locations, so they HAVE TO walk in the road - totally unacceptable!

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