The proposal to develop the R300(N21) does not appear to have any support from civil society. No comment was received in favour of the road (either as a tolled or untolled route). No individual or organisation have suggested that the construction of this road along the proposed route is necessary(except the unsolicited bidder). The majority of respondents who addressed transport issues suggested that although maintenance of the existing section of road was necessary and/or overdue, to privatise this essential component of the existing integrated road system of the Western Cape, was not desirable.
The fact that a consortium is driving the road proposal, by means of an unsolicited bid, does not indicate that this road will enhance or improve the transport situation in the Western Cape. To the contrary, the construction of this road (in either a tolled or untolled form), is likely to increase the pressure on urban sprawl/creep, which in turn reduces the potential for urban renewal.
The alignment for this road may have its roots in history, but the Metopolitan Spatial Development Framework(MSDF) and Integrated Development Plan(IDP), which are two of the major documents presently in use in the Western Cape to evaluate urban planning, do not support construction of the R300 to the north. The recently released Rural Management Framework(RMF) which indicates presently developed land and land proposed for future development, does not support, justify or warrant the proposed northern alignment.
The link (the R300/N21) between the N1 and N2 is an integral part of both the metropolitan road system and the National Roads network. The N1 and N2, although National Roads, are roads of metropolitan significance from east of the R300, through out the entire Unicity. If it is necessary to upgrade the section of road between the N1 and N2 (to 3 lanes in both directions, with or without a New Jersey barrier between the north and south bound traffic), the upgrade will destroy the fynbos on the road median. The ecological value of the road reserve is still unknown to us. Social, aesthetic, stormwater and other functions of this section of road reserve are also hard to value.
We do know that engineers have managed to reduce the road reserve corridor to 60m in parts of Durbanville which is less than the 80m requred for a road with an 'N' status and that the alignment of the R300 under the N1 is liable to cause a few technical problems due to costraints and difficulties caused by previous engineering glitches.
The southern alignment will affect the viability of the National Coastal Park and poses a serious threat to the bio-diversity of the entire region. As a country we have ratified various international environmental treaties and acknowledge Agenda 21. As Western Cape residents we have a responsibility to 'act local and think global' in order to preserve the bio-diversity within our unique floral kingdom. The need for responsible urban planning with efficient transport planning is essential if we are to maintain the bio-diversity of, and thus conserve, the southern section in a sustainable manner. Urban planning should meet the needs of residents and improve the potential for a sustainable tourism industry.
If fynbos being lost on an ad hoc basis, and roads rather than the provision of an integrated transport is being addressed, we must question if the local government of the Western Cape is working toward sustainable development.
If roads are required in the Western Cape, the funding of them should be done in a equitable manner. The income derived from fuel levies and the licensing of vehicles is not being effectively used to maintain road infrastructure and the bitumen industry has, for many years, been pointing out that maintenance contracts to keep the roads up to standard are not keeping pace with wear and tear. The excessive wear and tear on vehicles caused by inadequately maintained roads is a major concern. The excessive wear and tear on roads caused by overloaded vehicles has exacerbated the situation.
The levies raised by the proposed tolls do not assist in the maintenance or construction of any other section of road required to keep our road infrastructure functioning. At the end of the thirty year concession period the roads are "to be returned to the people in much the same state as they are now" (ie, with a few years of life in them). The tolling of roads may raise money but not in an equitable or cost efficient manner. Toll gates have little aesthetic appeal and do little to create jobs. Tolling of roads constructed with public money cannot satisfy civil societies needs.
Road infrastructure is an important component of an integrated transport plan. Road maintenance is essential to keep the system working. Road planning should however never be used as a tool to dictate urban development, especially if the proposal is contrary to best practice and all other planning.
Unscrupulous and irresponsible urban development in the Northern Tygerberg can be shown to be increasing the need for increased road infrastructure in the region. This is predominently caused by the lack of adequate transport planning or any planning for its provision in urban design. This 'oversight' in urban planning does not justify the need for a road of the magnitude proposed and, if the existing road reserve is ever used for road construction, the road using the alignment should promote a transport system, as described in the Government White Paper on Transport.
The present development proposal for Parklands lacks adequate transport planning or the potential for its provision in the future. The need for some sort of east/west road linkage through the, as yet undeveloped, northern section of Parklands is not in doubt. Questions do however need to be raised when the present road alignment proposals do not indicate that a transport system is part of the Parklands development deal. In order to maintain biodiversity it is important to evaluate the ecological issues and the issues pertaining to sustainable development simultaneously.
The proposed section of road to the north of Tableview and west of the N7, is a road of metropolitan significance. To satisfy SANRAL the 'ring-road' must run from somewhere up the west coast to the south end of the M3. Of the entire road proposal, only the section been the N7 and the N1 is possibly addressing the issue of unconstructed National Roads, with the section between the N1 and N2 addressing previously constructed National Road.
A document produced in 1991 suggests that the great advantage of the development of this road to the north of the N1 is to promote urban development northwards. If the Western Cape is to remain a sustainable place into the future we need to retain our present footprint, densify and work towards an integrated transport system. As this does not appear to be the goal of the SANRAL proposal, we do not believe that the SANRAL proposal is in the interest of Western Cape residents.
The tolling of roads, without retaining viable untolled options or, in urban areas, the provision of a public transport system, is little more than a cost inefficient manner of milking an unwilling but captive market and is liable to result in an increase in the cost of living without offering any additional benefits.
The present methods of tolling are inefficient. If electronic methods of tolling are used, the job creation potential of the project is reduced. The question that needs to be addressed is the manner in which the Western Cape is going to provide transport into the future. We have infrastructure(under-maintained though it is). What appears to be lacking in the Western Cape appears to be the political will to initiate a functional integrated transport system designed in a manner which optimises the present footprint taken up by urban development which would prevent urban creep and sprawl.
Western Cape residents need transport, not roads. Western Cape roads need to be maintained(and in some situations upgraded), not constructed according to historically set alignments. The few thousand or so short term jobs created by this road proposal are not worth the loss of social or environmental sustainability or integrity in the short, medium or long term.
This summary was compiled by
Jonathan Cartwright
Spokesperson DEF
Durbanville Environment Forum