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Comment on the updates to the City’s Travel Demand Management (TDM) Strategy

The City has updated its Travel Demand Management Strategy, and we want your input.

Comment Period: 15 October - 13 November 2025

Phases

Phases overview

Phase 1: Public Participation

Public Participation

Public Participation

15 October 2025 22:00 - 14 November 2025 22:00

Managing the growth of urban traffic is vital for improving the liveability of Cape Town.

The City is focused on tackling car dependency and mobility habits to enable more sustainable commuting that improves people’s travel time, health, and the climate.

Our TMD Strategy provides a range of potential measures to influence people’s travel choices by optimising the use of existing transport capacity and infrastructure, and technology.

It aims to:

Promote sustainable travel modes and choices over constructing new infrastructure for private vehicles;
Alleviate congestion and reduce travel times by decreasing the demand for car use during peak times, particularly for single-occupant vehicles; and
Contribute to environmental sustainability by reducing car usage.

The strategy is also a core component of the City’s Comprehensive Integrated Transport Plan 2023-2028 (CITP), as it describes how to balance demand for travel with the supply of transport infrastructure and operational capacity of all modes, which is essential to reaching the objectives of an integrated transport system.

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 updates.

You can also access the information at:

In the document downloads section below.

Submit your comments and recommendations via the following channels:

Online: Submit your comment online via the "Comment" Button above.

Email: Email your comments to UrbanMobility.CT@capetown.gov.za. (Quote reference 110252603)

In-person: Visit your nearest Subcouncil offices or City libraries to complete and submit a comment form.

Our Public Participation Unit will assist you if you would like to submit comments but have a disability or are unable to read or write. See contact details below.

Zandile Mahlasela

Telephone: 021 400 5501

Email: zandile.mahlasela@capetown.gov.za

Contact us

For more information and general enquiries, contact:

Telephone: 021 400 4717 (Weekdays, between 08:00 and 16:30)

Email: UrbanMobility.CT@capetown.gov.za

Draft Revised Travel Demand Management (TDM) Strategy.pdf

(981.4 KB)

Executive Summary - Draft Revised Travel Demand Management (TDM) Strategy.pdf

(162.2 KB)

Official Publication (English).pdf

(118.2 KB)

Official Publication (isiXhosa).pdf

(116.3 KB)

Official Publication (Afrikaans).pdf

(107.1 KB)

56 issues

Robert Ketteringham8 months ago Traffic in Cape Town has been getting worse and worse over time.In other cities, with efficient metro systems and safe cycling routes, traffic equilibrium is quickly reached when traffic gets just slow enough that it’s actually faster to just use one of the other alternatives. But in Cape Town, where the few viable alternatives we have (taxis and buses) also get stuck in traffic, traffic will continue to get worse and worse unabated and will only reach equilibrium when traffic is so slow that people would rather move back to Johannesburg than spend another day in it. How bad will traffic need to be to convince you to move to Joburg? That’s how slow it’s going to get if we don’t do something drastic.I'm all for travel demand management, but I don't think this "strategy" goes far enough.

Lynn Coetzee 8 months ago

Henri van der Merwe8 months ago General comment This document represents a substantial move in the right direction if the political will and consistent, step-wise practical implementation can be made. Car-centricity is entrenched in our culture, but we will not create a better transport landscape unless we have the courage to challenge it and re-prioritise urban road use to be inclusive of more environmentally and society friendly modes - cities (and roads) should be designed for people not cars.It may be a good idea to choose a corridor where the obstacles are reasonably easy to overcome as a 'demonstration project' to showcase how more equitable transport built around active mobility and great public transport benefits everyone.

Henri van der Merwe8 months ago

Henri van der Merwe8 months ago a) "discouraging unnecessary private vehicle use by increasing the generalised costs of private transport through pricing measures and time delay costs." If the alternatives (Public transport + active mobility) are not efficient, safe, friendly and cheaper, it may not achieve this end, and just lead to resentment?b) yes - this covers some of the concerns raised earlier. "Collaborative approach" is not sufficient: this should be policy and practice.

Henri van der Merwe8 months ago

Henri van der Merwe8 months ago 2.4.1 Laws and policies supporting TDMNotwithstanding the examples you list, I would disagree that our road-use (driving) laws and regulations support TDM, should the TDM policy want to discourage entrenched car-centricity and encourage pedestrianisation and NMT (which goes hand-in-hand with public transport). Our urban road laws, regulations and practices are completely car-centric and allows for urban driving that is at odds with prioritising NMT/active mobility.This is well illustrated by two simple examples: the fact that the safety of cyclists does not even feature in our driver training, and the assumption is made that our urban speed limit is 60kph.This could be a case that current road regulations, laws and bylaws actually do not serve other national legislation (listed in 2.4.1.1, 2, 3 and 5)2.4.2 Gaps in the legislation and policieswrt The National Road Traffic Act, 199645 (NRTA) as above. I am not sure whether the City has the power to entrench more stringent local laws and driving regulations, and ideally the NRTA should be less car-centric and more active mobility friendly to start with.

Henri van der Merwe8 months ago 2.3.1 Screening of TDM MeasuresTravel demand management measures Regulatory measures: 'speed reduction zones' are great, but car-centricity and associated driver behaviour is a substantial contributor to the failure of NMT, and should be strongly addressed in all urban areas, not only limited 'speed reduction zones'. In many European residential urban areas where NMT has high traction, traffic is slowed to the speed of the bicycle (often 30kph). We need regulations and driver education and campaigns that combat the notion that urban roads belong to cars. Furthermore, urban planning policies that reduce travel demand and favour well-connected, integrated NMT + Public Transport for all future development should be part and parcel of managing travel demand and should be explicitly included2.3.2 Suitable TDM measuresTable 2-1: Overview of potential TDM Measures for Cape TownThere are many fantastic examples of cities that transformed their NMT landscape rapidly - Paris is a recent example, and even London reached 50% bicycle mode share after a deliberate campaign lasting 10-15 years. This is not to mention the typical Copenhagen and Dutch examples. We cannot say that we are serious about NMT if we do not represent it as examples of 'best practice'!In addition, the element of urban planning policy as a key driver of transport demand is not represented.2.3.3 Takeaway of best practice reviewAgain, no mention of well-planned and integrated NMT/active mobility or driver behaviour (car speed) interventions in the key measures. Active mobility as an after-thought will fail.Urban planning policy is mentioned as a note, but it should be a critical measure looking to the future.

Henri van der Merwe8 months ago 2.2.1.2. Socio-economic considerationsThe fact that the 'modal choice' of higher income earners is the private car, is an indication of the failure to make other modes (well connected NMT/active mobility + Public Transport) attractive and effective. This is arguably because we keep using a demand-driven model, rather than driving the demand in the direction of NMT/active mobility + Public Transport.c) wrt Urban Form - refer 1.1. A Travel Demand Policy should fundamentally also address policies affecting future Urban form/development2.2.1.4. Safety and securityThis is a critical point. Specific mention should be made that our current urban DRIVING laws, regulations and resulting behaviour reinforces danger to NMT/active mobility - pedestrians and cyclists.Any TDM policy should address these dangers.2.2.2 Findings of the evaluationa) wrt Park & Ride, special mention should be made that safe bicycle parking is non-existent at any of the stations I have usedThe evaluation makes no mention of the failure to entrench and develop the 2010s enthusiasm for NMT and increasing NMT modal share. As mentioned before, the Albert Rd and Paarden Island cycle routes have fallen into disuse for several reasons, but there has not been enough political will and focus on making key NMT routes work (or to develop them in under-serviced areas - Langa and Military Rd mentioned before)2.2.3 Lessons learnedNo mention of the failure of well-connected, integrated NMT to be established (or maintained) on key corridors, and the need to find the political will to fund NMT as a viable, safer and attractive choice. 2.2.3.2. Project dependencies and transversal collaborationb) ...'A collaborative approach between Spatial Planning and Urban Mobility is necessary to integrate transport planning and land' - YES. Urban planning is the first step in ensuring the desired future TDM!

Henri van der Merwe8 months ago

Henri van der Merwe8 months ago I think it is important to highlight that increased urban sprawl vs densification is a major driver in this, because from a long term perspective Land Use policy HAS to be addressed to kerb further sprawl, and only to allow further development on Public Transport/NMT/active mobility corridors and close to workplaces - and ideally leverage developer finance to back some of these initiativesTravel Demand Management is still very reactive: it needs to be backed by land use policy to initiate (1) reduction in the demand to travel (2) use of public transport and NMT/active mobility over private cars

unknown author8 months ago

Pam Sofika 8 months ago

Bert Stafford8 months ago

David van der Want8 months ago Responding to the email sent to me quoted here:Have Your Say: Comment on the TDM StrategyCape Town has 120 Park & Ride facilities at 76 public transport stations – most of which are free to use!With the update of the TDM Strategy, the City is working to upgrade P&R facilities with:✅ Improved security & surveillance✅Long-term operation & maintenance plans✅Better bicycle access & storageRethink your daily commute. Leave your car safely at a P&R facility and catch a ride to the CBD.

Lynn Coetzee 8 months ago Public transport is great for the regular 8 to 5 office workers. Trains were optional a few years ago.However, if one needs to call on clients and travel with products, public transport is not an option. Consideration should be given to vehicle drivers who have no option but to drive in to Cape Town. Parking is a nightmare, especially when products are heavy and one needs to park close to the client. Trying to prevent vehicles from entering the City, or certain streets makes deliveries and business very difficult.

Leigh Brooks8 months ago

Masixole Madikane8 months ago

Ina Meiring8 months ago

Bob Smit8 months ago In a perfect world it sounds lime a great idea. Now back to reality. What alternatives are there. I live 2km from the closest rail station. There is hardly any parking. My work is probably 3km from the closest station. Public transport is currently unreliable, in available and/or unsafe. As parents we need to drop kids off at school then commute to work. Before the city does not address all these issue to prove safe and efficient alternatives this will just be another tax burden on citizens with no alternative. Fix the real problems and the people will start making use of alternatives provided.

Naomi van wyk8 months ago

Angelina Du Plessis8 months ago Public transport is indeed a cheaper way of traveling to work and also alleviates backed up traffic. However, the dangers of public transport especially mini bus taxis posed a huge safety risk as the drivers are so greedy to meet their daily targets and some more that vans are overloaded way above capacity to the extent of ± 25 people at the back with 10 standing, 16 seated, infront its 3 passengers and then driver. If that vehicle were to be in an accident, those people will surely die and there is not public liability that covers the death of those involved in the accident, so safer measures need to be looked at for safer public transport avenues.

Celento Saunders8 months ago Congestion fees are not necessarily a bad idea, but they should never be introduced without solid, reliable alternatives in place. In the UK, for example, congestion charges in busy areas work because the public transport system is efficient, accessible, and well-integrated. Without similar options for commuters, implementing congestion fees here would place an unfair burden on people who simply have no other viable way to travel.

Ameerah H8 months ago Because of these roadworks for the MiCity busses there have been more road accidents involving cars and especially pedestrians walking and waiting in the road for taxis/ busses as there are no more pavements for them to stand and wait safely, the kids walking to school have to avoid cars in the road now. I'm sure if they make a survey to check how many people got in a accident because of these roadworks it would be a high percentage. I hope the city will be held responsible for the people loosing their life because of not thinking these plans through for the people of the city who are suffering accidents and horrible traffic just getting out of the areas thats being worked on, it's making everyone frustrated to say the least this horrible traffic.

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