GAUTENG 25-YEAR INTEGRATEDTRANSPORT MASTER PLAN

“What is the ITMP25?”• It describes the current reality of transport in the Gauteng City Region, how it

works and what value it adds

• How we expect the population and the economy to grow in the next 25 years and the bearing that this will have on the transport system

• What the consequences may be if we continue doing things the way that are being done at the moment; if land use pattern remain unchanged & we continue to give preference to private vehicles as the transport mode of choice

• 13 key short-term initiatives to be focussed on in the next 5 years

• Proposals on 8 significant transport intervention to be implemented over the next 25 years, taking into account the National development Plan (NDP), the Gauteng Vision 2055 & various ITP’s developed by local Government

• How these proposals could be funded using various income streams and funding options

• The institutional arrangements required to implement the 5-year Short- Term Implementation Plan and the proposed ITMP25

• Expected outcomes and benefits of doing what is being proposed

BACKGROUND & CONTEXT

Gauteng in relation to South Africa

• Gauteng is the smallest of SA’s provinces and takes up 1.4% of the country's land area - but it has the largest population of all the provinces, with 11.2-million people making up 22.4% of South Africa's total.

• With a GDP valued at US$112-billion, Gauteng generates 33.9% of South Africa's GDP and 10% of the total GDP of the entire African continent.

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Population

CONGESTION

Background & Context

• Current planning, housing and service provision is further entrenching pre-1994 inefficiencies

• Statutory transport planning (PLTF and ITPs) is done with fairly short planning horizons in view

• Public transport service planning, funding and provision are done in “modal silo’s”, leading to lack of integration

• Public transport still mostly remains modes of force and only travellers captive to these modes use them.

• A large percentage of road fatalities and accidents involve pedestrians and this can in part be attributed to the neglect of non-motorised facilities.

11% 11%

21% 22% 23%28%

34% 35% 37% 38%43% 43% 45%

49%

59% 62%66%

75%

85%

89% 89%

79% 78% 77%72%

66% 65% 63% 62%57% 57% 55%

51%

41% 38%34%

25%

15%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Private / Public Transport

2. 2013 Household Travel Survey key results

Main Mode Of Transport - All Trips

Main Mode Of Transport – Work Trips

% OF TRANSPORT PROBLEMS PER ISSUE

MAIN REASONS FOR NOT USING BUS

“The Cost of Doing Nothing”

• Analysis of the transport situation in 25-years’ time, shows that the consequences or “cost of doing nothing” will be severe, i.e. if current trends continue

• Vehicle population predicted to grow from 3.65 mil. to 6.57mil.• Peak hour person trips to grow from 2.2mil. to 3.9mil.• Weighted average peak hour road network speed will reduce from

48km/h to below 10km/h• Weighted public transport travel speed decline from 38km/h to

below 14km/h• Congestion nightmare, with the transport network, the economy

and the natural environment eventually choking• Major interventions and management of travel choices and

demand will be required to avoid this scenario

7%9%

30%53%

Base Year

9%

11%

31%

48%

2025 Demand on Base Year Network

39%

17%

22%

23%

2037 Demand on Base Year Network

0 - 20 km/h

20 - 40 km/h

40 - 60 km/h

> 60 km/h

Need for an Integrated Transport Strategy

• Considering Gauteng’s profile, the current land use patterns and traffic congestion do not sufficiently support long term, sustainable economic growth and development in the region.

• Hence the need for a pro-active long term integrated transport plan centred on public transport.

A set of plans (GIS-based & hard copy)

ITMP25 main Document

Annexures

GTIP5•Status Quo•Vision & Obj.•Economic Dev.•ect.

Travel Demand Forecasting Model

Road Network

Plan

Strategic PT & Rail Network

Plan

Freight Network

Plan

NMT

ITS

Sustainable Transport

25-year Integrated Tp Network Plan

Funding Plan

Implementation Plan

Institutional Arrangements &

TA

2012

2025

2037

•Upgrades•New links•Std.’s•Management

•Upgrades•New links•Std.’s•Strategies•Frameworks

•Interventions•Upgrades•New links

Final Report Structure

Approved SDFs

Land-use Plan

IATA Projections

Airports & Aviation

Plan

Detailed Plans and Strategies

ITMP25 Vision

“An integrated and efficient transport system in Gauteng

that promotes sustainable economic growth, skills development and job creation, fosters quality of life, socially includes all communities and preserves the environment.”

Aim• Provides a planning framework, which will assist government

at all three levels to deliver this transport system over the next 25 years.

• To deliver a world class and sustainable transport system that supports Gauteng’s economic, social and cultural, and environmental goals.

• Empowers the DRT, in collaboration with other spheres of government, to plan, regulate and develop an integrated and efficient transport system that serves general public interest.

• Strives to embody the principles of an efficient, competitive and responsive economic infrastructure network that prioritises public transport.

Disclaimer: ITMP25 does not replace local and provincial statutory planning done in terms of the National Land Transport Act

Taking cognisance of inter alia:

• Gauteng City Region Concept• Gauteng Vision 2055• Work done by the Gauteng Planning Commission• National Development Plan and the SIPs• Planning done by local government and other state entities• Transport and planning related policies and strategies

Key focus areas:• Priority public transport corridors

• Strategic modal transfer nodes and interchanges

• Freight routes and logistics centres

• Rail as the backbone of an integrated public transport

system

• Protection of future priority corridors, future road

networks, passenger and freight rail networks, and

airports.

The plan further includes a vision to support and

strengthen the Gauteng Global City Region.

Geographical Information Systems and Intelligent

Transport Systems form a practical basis for the plan.

ECONOMIC GROWTH, POPULATION& LAND-USE

Economic Forecast• Three pre-Census scenarios were considered for the

population growth projections

• Conservative approach was to use a high population growth scenario, which was adjusted with the Census 2011 numbers

• Gauteng Base Scenario* was used for the Economic Growth Forecast, where growth is less than 6%

• Likelihood is estimated at <1 0% that growth would be > 6%

Gauteng 2010 2025 2037

Population 11,2 million 16,3 million 18,7 million

FormalWorkers

3,9 million 6,7 million 8,6 million

* Source: Global Insight 2013

Land Use Perspective• Contain urban sprawl by limiting growth to within the urban edge

• Promote residential densification, infill and mixed use development within the existing urban fabric

• Integration of disadvantaged communities economically and socially into the urban system

• Establish nodes with the improved linkages and connectivity between areas of economic opportunity via corridor development

• Promote viable public transport and reduce reliance on private mobility, through a strong emphasis on densification along the priority public transport routes

• Create a functionally integrated natural open space system and protect the rural parts of the province

Formal Workers

Gauteng SDF Based Approach vs. Core Transit Intervention (2037)

Gauteng Population Densities

Approach

Network Plan, Framework or

Strategy

Operation & Regulation

Institutional Arrangements

Network Proposals

Initiatives Projects

Key Departure Points

Smart Sustainable Integrated OptimalInclusive &

beneficiation

Sustainable Transport

• Reduce travel; change travel patterns (i.e. regularity and extent of travel in peak periods, trip lengths etc.)

• Shift in modes; • promote a shift from motorised to non-motorised

trips,• private to public transport, and• road to rail.

• Technology; • environmentally friendly technologies, and• Intelligent Transport Solution (ITS).

Strategies:• Incentivise efficiency and low fuel consumption,• Promote the use of public transport,• Use of travel demand management measures to reduce

travelling time, time of travel and travel patterns,• Reduce the dependency on fossil fuels,• Use of alternative fuel sources should be considered and

include clean diesel, compressed natural gas (CNG)/biogas, liquid petroleum gas (LPG), bio-diesel and ethanol,

• Use renewable sources of energy to power transport and operate infrastructure and facilities, and

• Use of environmentally friendly materials, as well as doing the recycling of waste materials.

GTIP5 INITIATIVES

Towards Execution• To ensure that the ITMP25 is executed, a 5-year

implementation plan was formulated and

approved by the Provincial Executive Council in

2012 (ITMP5).

• The aim of this plan was to “fast-track” the

implementation of certain urgent initiatives and

projects. This included major projects that are

already contained in the range of transport plans

prepared by the respective spheres of

Government in the Province.

• Key initiatives includes…

GTIP5 Implementation

Transport

Authority

Subsidised Bus

Services

Commercialise

Taxi Industry

Travel Demand

Management

Enforcement

Optimum use of

Infrastructure

PRASA Super

Corridor

Freight

Airports

New Roads

Non-motorised

Transport

‘Green’

Transport

Infrastructure

(Optimise)

Operations

(Integrate)

Environment

(awareness) 30

Universal Access

ITMP25 TRANSPORT INTERVENTIONS

25-Year Integrated Transport Interventions

Interventions

Land Use Development

1. Subsidised housing provision within urban core areas

2. Land use densification in support of public transport

Strategic Public Transport Network

3. Mainstreaming non-motorised transport (NMT)

4. Reinforcing passenger rail network as the backbone of the system

5. Extending the integrated rapid and road-based PT networks

Freight Transport

6. Strengthening freight hubs

Road Transport

7. Travel demand management

8. Continued provincial wide mobility

Intervention 1: Subsidised Housing Provision

Description

Initiatives & key-projects

• Participate in the national Housing Subsidy Scheme review process to ensure that typologies and densities as required in metropolitan areas like GCR are sufficiently catered for.

• Gauteng Department of Local Government and Housing and Gauteng Planning Commission to provide support.

• Initiate TOD pilot projects per municipality in Gauteng Province e.g. Kliptown, Kopanong, Eerste Fabrieke, Leralla, Uncle Harris etc.

Intervention 2: Land use densification in support of public transport

Description

Initiatives & key-projects

• Identify short-, medium-, and long term priority corridors for densification.

• Compile Precinct Plans and Growth Management Strategies for priority strategic development areas along corridors.

• Continuously monitor progress made with densification initiatives (Density Targets) per metropolitan area.

• Reserve spare bulk services capacity to advance development along public transport corridors.

• Relax/reduce parking requirements for development along public transport corridors.

• Promote non-motorised transport in areas surrounding public transport corridors.

NMT

Intervention 3: Mainstreaming NMT (1)

Description

Background • 70% of all travellers Gauteng use NMT daily (by choice or force).• A number of policies, strategies and programmes have been

launched to promote walking and bicycling as a mode.• Despite this, the urban development structure has significant

deficiencies, when considering the lack & the quality of NMT infrastructure & facilities. (NMT seen as an “add-on”)

• Built environment is inconvenient, insecure and unsafe for pedestrians and cyclists.

• Need to recognise that a person’s mobility is largely determined by the built environment, i.e. the design of buildings, sidewalks, paths, roads and vehicles.

• At present, design practices & std.’s based on the “average”, has led to the marginalisation or exclusion of many. “

• “Universal Design” on needs to be adopted on a wide base.• Paradigm shift in the approach to roads design and adopting a

different “modal hierarchy” from the current.

Intervention 3: Mainstreaming Non-motorised Transport (2)

38

TRT Trunk Line Journey

TRT Feeder Journey

Feeder Bus Stop

Feeder Bus

TRT StationTRT Bus

NMTHome

Trunk-feeder Closed System

Intervention 3: Mainstreaming NMT(3)

RAIL TRANSPORT

Intervention 4: Reinforcing the Passenger Rail Network (1)

Description

Proposal • Rail is a key form giving element of the City Region.• Rail most appropriate on high-density corridors.• Facilitate and support efforts of PRASA and GMA to Develop

Rail Network and Services into a modern system meeting the needs of Gauteng’s passengers.

• Develop major modal transfer nodes at stations (including NMT)

Comparison: Rail Transport Types (1)

Characteristic(typical)

HighSpeed

Rail

Rapid Rail Metro-politan

Rail

Commuter Rail

Light Rail

Top Speed(km/h)

>300 160 – 180 120-140 90 80

Operating Speed(km/h) *

250 100 60 45 35

Capacity(pax / train)

300 400/ 4-car

1500 / 10-car

1600/ 12-car

240/ 3-car

Peak Headway 30 min 5 min 5 min 3 min 2 min

Off-Peak Headway (min)

60 min 15 min 15 min 60 min 10 min

* Including Stops

Comparison: Rail Transport Types (2)

Characteristic(typical)

HighSpeed

Rail

Rapid Rail Metro-politan Rail

Commuter Rail

Light Rail

Station Spacing100 km 10 km 3 km 3 km

500m –1km

Operating Speed(km/h)

250 100 60 45 35

Standing 0% 25% 50% 65% 50%

Peak Headway 30 min 5 min 5 min 3 min 2 min

Right of Way Dedicated Dedicated Dedicated

Minimise & limit sharing with freight (off peak )

Various

Existing Gautrain

PRASA Future Metropolitan Rail

Additional Future Commuter & Metro Rail

To be considered

Future Rapid or Metropolitan Rail

INTEGRATED PT NETWORKS

Characteristics of the Road-based PT Network Network

component Service Type Typical function Route characteristics Station/Stops spacing

Black

Rapid

Regional Mobility Own right of way

8 – 10 km

Metropolitan 3 - 5 km

Commuter 2 - 3 km

Red * Bus Rapid TransitUrban Mobility Own right of way

500 – 800 mContinuity Class 1 to 3 roads

Blue * BusUrban Continuity Largely own right of way

350 – 600 mMedium

Accessibility Class 1 to 3 roads

Green *Bus Urban Continuity Mixed Traffic

300 – 500 mMidi-bus/Mini-bus

taxiMedium

Accessibility Class 1 to 3 roads

Yellow Mini-bus taxi High AccessibilityMixed traffic

200 – 400 mClass 4, 5 roads

Other Tuk-tuks, pedicabs Local Accessibility Class 5 roads 0-100 m

* Metered taxis to operate across networks

Gauteng North

Gauteng North - Rail

Gauteng North – Red Road-based PT Network

Gauteng North – Blue Road-based PT Network

Gauteng North – Green Road-based PT Network

Gauteng South

Gauteng South - Rail

Gauteng South – Red Road-based PT Network

Gauteng South – Blue Road-based PT Network

Gauteng South – Green Road-based PT Network

Gauteng – Total PT Network

MINI-BUS TAXIS

Intervention 5: Extending Road-based PT Networks (6)Opportunities for the Mini-bus Taxi Industry Currently:

• BRT system developments offer mini-bus taxi operator groupings opportunities, on a larger scale, to get involved with provision of subsidised public transport services

• The restructured and extended road-based public transport network will more than double the fleet and operators required to participate in provision of formal subsidised services

• This implies operator grouping being “commercialised” into operating entities/companies, with whom the Transport Authority can contract

Advantages to the mini-bus taxi industry:• Opportunity to receive operating subsidies on government contracts• Improved feasibility and sustainability of operators and their operations• Further opportunities for the taxi industry to commercialise itself,• Improved safety and quality of service provided to travellers• “Stepping stone” for the industry to advance to “bigger business”

FREIGHT

INLAND FREIGHT HUB

CONGESTION & ROAD FREIGHT

Gauteng Freight Terminals and Road network

Location Terminals Ops. Of 1st

Terminals

TamboSprings

2 x Container1 x Palletized

2020

Sentrarand 4 x Container2 x Palletized 1 x Automotive

2025

Pyramid 1 x Container 1 x Palletized1 x Automotive

2021

Intervention 7: Travel Demand Management(1)

Description

Proposal • Implement TDM to reduce congestion• Limit the use of private vehicles in the city centres• Individually, TDM measures are typically modest but

cumulatively it can be significant

PROVINCIAL WIDE MOBILITY

Intervention 8: Continued Provincial Wide Road Network Mobility (1)

Description

Proposal • Increase existing capacity of roads and build new roads that support public transport vehicles (92% of all PT trips).

• Increase existing capacity of roads and build new roads that support the movement of freight and freight logistics.

Existing Class 1 Road Network

Future Class 1 Road Network

Freight Mobility

AIRPORTS

Other Recommendations (1)

Intercontinental Airports accommodating wide body aircraft

• ORTIA to remain the main airport serving Southern Africa by 2037

• To meet long-term demand for air traffic to Gauteng and SA, alternatives need to be investigated and considered

• Feasibility of a second intercontinental airport should be determined and if required a new site needs to be identified and land reserved

City Airports to accommodating scheduled services with narrow body aircraft

• Lanseria International and Wonderboom Airports should support ORTIA with scheduled domestic flights and international flights into sub-Saharan Africa

Rand and Grand Central Airports to continue as General Aviation Airports

Uncontrolled small airfield development should be regulated

Other Recommendations (2)

Key ITS recommendations are;

• Establish of a Provincial Transportation Management Centre, with communication linkages to National and Metro TMC’s.

• Establish a provincial communications back bone infrastructure that links TMC’s

• Establish ITS capacity in the Transport Commission and establish a Provincial ITS Integration Committee

• Improve travel information dissemination

• Facilitate improved road safety by deploying ITS effectively, the sharing of technology and provide assistance with the entering of new technologies in the market.

Funding Arrangements (1)

Conclusions

• Inadequate funds are currently allocated to transportation infrastructure and operations, also to the preservation of assets

• A stable source of funding is required

• Transport budget should be doubled in the short-term and increased to about 4 fold of the current over 25 years

• A financing plan is strongly related to policy

• It is important to introduce focused policy enablers.

Funding Arrangements (2)

• Adopt a life cycle cost approach and give priority to asset management and preservation of assets,

• Enhance an integrated approach,

• Establish a Transportation Authority,

• Establish a Gauteng Transport Infrastructure and Operations Fund,

• Manage travel demand, and

• Widen current financing instruments.

Widen current financing instruments through the;

Introduction of new Conditional Grants;

Expanding the involvement of the private sector;

Widening User Pay principles;

Introducing a Balanced Road User Tariff;

Introducing congestion pricing, and

Earmarking additional funds to transportation.

INSTITUTIONAL ARRANGEMENTS

A continuum of institutional options

The Status

Quo (enhanced)

A GCR Public Transport Commission

(that advises on how to deal with the functions

currently “falling through the cracks”)

A Unitary Transport

Authority for the GCR

Outcomes and benefits

Outcomes & Benefits (1)

Transport Outcomes (Preferred Scenario)

• Weighted average network travel speed at 29km/h

• Reasonable private : public transport modal share is maintained

• Rail transport has a significant modal share of the public transport modes

12%

17%

29%

42%

Scenario 4B (Intervention) 2037

0 - 20 km/h

20 - 40 km/h

40 - 60 km/h

> 60 km/h

Metropolitan Rail20%

Rapid Rail1%

BRT1%

Bus28%

Taxi50%

Base Year Public Transport Mode Shares (Passenger kilometres)

Metropolitan Rail54%

Rapid Rail8%

BRT8%

Bus16%

Taxi14%

Run 4b Public Transport Mode Shares (Passenger kilometres)

Metropolitan Rail14% Rapid Rail

1%

BRT1%

Bus18%

Taxi67%

Base Year Public Transport Mode Shares (Boardings)

Metropolitan Rail23%

Rapid Rail2%

BRT20%

Bus26%

Taxi29%

Run 4b Public Transport Mode Shares (Boardings)

Outcomes & Benefits (2)

Environmental Preservation

Healthy Community & Quality of Life

Economic Development & Prosperity

Social Inclusion

Thank You