TSHWANE TRT Q AND A

Background

A number of different public transport restructuring efforts have been initiated over the years in order to redress fundamental public transport burning issues.

One of the first initiatives driven at the municipal level was the Fundamental Restructuring of Public Transport Project (FRPT), which was completed in 2001.

In 1996, the National Department of Transport (NDOT) developed a white paper on National Transport Policy which was followed by Moving South Africa initiative which effectively elevated the customer to the core of decision making process. The NDOT then initiated the FRPT which was aimed at providing an integrated sustainable and cost effective public transport system. Unfortunately due to various factors including the lack of a comprehensive funding regime, this initiative could not progress to the implementation stage.

The funding of public transport is often seen to be a cost to society whilst it is an investment given the impact transport has on an economy. The restructuring of public transport services will not lead to a complete eradication of subsidies since in areas where there was substandard of service, introduction of an efficient system will require some subsidy for equity and welfare issues.

The second thrust that has notably the Cabinet approval of the Public Transport Strategy in January 2007 with a strong focus on accelerated modal upgrading and integrated rapid

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public transport networks(IRPTN). This action translates into implementing catalytic integrated rapid public transport projects in the 12 cities and 6 districts.

In Tshwane, one of the first tasks of this process was to compile the IRPTN scoping study which translated into broad programs for Tshwane. The development of a BRT system within the framework of an overall IRPTN is intended to transform the public transport system in the CoT through the provision of a high-quality and affordable BRT system in line with National Policy. The CoT Integrated Transport Plan (ITP) 2006-2011 sets out the goals and objectives for transport in the CoT over the 5-year timeframe.

Approach for the TRT

Bus Rapid Transit (BRT) known as the TRT in Tshwane is a high-quality bus based transit system that delivers fast, comfortable, and cost-effective urban mobility through the provision of segregated right of way infrastructure, rapid and frequent operations, and excellence in the marketing and customer service.

The development of an Integrated Rapid Public Transport Network (the “IRPTN”) is intended to transform the public transport system and expected to achieve the following;

Redress historical public transport planning gaps; Revive the economic value of the inner-city; Formalize the use of public transport; Reduce traffic congestion currently causing delays, increased travel costs, fuel

consumption, accidents and deterring investment; Reduce overcrowded/unsafe/excessive journey times on existing Public Transport

(PT) facilities; Coordinate and integrate all public transport modes; Reduce over-reliance on private transport; Formalize parking and loading zones; Improve pedestrian and bicycle facilities; Increase inner-city revenue through the provision of integrated public transportation; Reduce travel time and providing efficient and easy access to various employment,

retail, business, social and tourist activities in inner city; Reduce user costs to access the inner-city; Reduce traffic accidents and minimize impact of accidents on traffic and pedestrian

flow; Reduce carbon foot-print of inner-city transport and fuel consumption; Make inner-city pedestrian and cycling friendly as well as catering for people who are

physically challenged.

The approach adopted in planning the Tshwane TRT system ensures that:

Consultation with affected stakeholders is part of the process to ensure full buy in before implementation

Implementing a single phase at a time, the process of change can thus be piloted and the transition be managed

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Implementing the corridors in phases will also assist in National Government and Tshwane Municipality in terms of funding the roll out of the plan over a number of financial years

Project Goals and Objectives

The overall goal of the BRT initiative is to improve the quality of life of the Tshwane citizens through the provision of a high-quality and affordable public transport system. The long-term vision is to develop a system that places 85% of Tshwane ’s population within 500 metres of the BRT trunk or feeder corridor. The long-term objectives of the IRT project encompass the fundamental pillars of Tshwane ’s competitiveness as a city, including economic, social, and environmental sustainability.

Frequently Asked Questions

1. How was the TRT network developed?

The development of the network was informed by recent, sound travel demand data and the need to serve the largest percentage of the municipal population in a cost efficient manner without compromising the quality of the service.(Figure 1)

The network comprises five elements: Trunk Routes Feeder Routes Complementary Routes Transfer Stations Park and Ride Facilities

The network is robust and the municipality has certainly recognized the need for a systems approach that pays particular attention to “soft issues” such as:

Stakeholder consultation Institutional restructuring Public transport transitioning through the phased implementation of the

network.

2. How will the City of Tshwane TRT work

The TRT will operate on dedicated infrastructure that will provide a high order/priority bus service from Akasia to Menlyn via the CBD during Phase 1.  The trunk service/operations will be supported by a dedicated bus feeder and a NMT network providing greater accessibility to the system.  The BRT System will be characterised by various elements such as segregated median bus lanes, brt stations, state of the Art busses, ITS and UTC Technology, EMV Smartcard technology etc, which will provide the system the tools to attain the efficiency, safety, universal accessibility which are but some of the goals and objectives the BRT System.

3. What are the benefits of the TRT

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The benefits of the TRT ranges covers a broad spectrum from transportation, environment and macroeconomic. These benefits are summarised as follows:

An efficient, safe, reliable, cost effective, accessible rapid bus transport system

Provide improved travel times during peak hours

Will reduce traffic congestion on roads

Environmental benefits through decreased carbon emissions utilising modern busses and reduced vehicle dependency

Provide greater accessibility to public transport

Provides greater mobility and access to key employment, economic and social nodes

Provide greater integration of various public transport systems such as Gautrain, Metrorail etc

Supports economic growth and development of key nodes such as Rainbow Junction, Menlyn, Hatfield

Provides greater connectivity between communities and entrench a one city philosophy

4. What are the challenges of the TRT

The challenges facing the TRT in Tshwane are almost similar to what other cities are experiencing namely:

Transformation of the current public transport system

General negative perceptions about BRT Systems

Lack of understanding of BRT Systems

Transformation of a car-centric society to public transport

Transformation of the image of public transport

Fragmented policies between Government Departments

Lack of skills development

Continuous urban sprawling

5. What are the public transport routes that have been identified for implementation?

The TRT Line 1 (Northern Corridor) route originally followed a route from Paul Kruger Street to DF Malan and the R80 terminating in Mabopane. This route was subsequently amended by the TRT Line 1 Review Report approved by Council in

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2010 to run from Paul Kruger Street to Rachel De Beer, Akasia, Doreen and terminate in Soshanguve.

The TRT Line 2 Route has in general followed a route south-west from Mamelodi towards Lynnwood, Hatfield, Brooklyn and the CBD. This route was finalised in the TRT Line 2 Review Report and approved by Council in April 2012. The Map below shows the route alignment and Phasing for the BRT Operations Plan Phase 1.

Route and Phasing for TRT Operations Phase 1

6. How will the IRT be implemented?

The TRT will be implemented in phases as shown below:

Item No.

Infrastructure Construction

Phasing

Construction Area Description BRT Line Construction

Start Date

Construction Completion

Date‘Go Live’ Date

1 Phase 1A CBD (Paul Kruger Street) to Hatfield BRT Line 2A August 2012 October 2013 April 2014 BRT

Inception Phase

2 Phase 1B Hatfield (University Road) to Menlyn BRT Line 2B January 2013 February 2015 April 2015 BRT

Operational Phase 1

3 Phase 1C CBD (Boom Street) to Rainbow Junction BRT Line 1A June 2013 January 2015 April 2015 BRT

Operational Phase 1

4 Phase 1C Rainbow Junction to Akasia BRT Line 1B June 2013 January 2015 April 2015 BRT

Operational Phase 15 Phase 1C Menlyn to Denneboom

StationBRT Line 2C June 2013 January 2016 April 2016 BRT

Operational Phase 2

6 Phase 1D Akasia to Kopanong BRT Line 1C June 2014 January 2016 April 2016 BRT Operational Phase 2

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7 Phase 1E Rachel de Beer Street BRT Line 1B January 2015 January 2016 February 2016 BRT Operational Phase 2

The phasing of the BRT Operations executes an Inception phase called Phase 1A followed by Phases 1B and 1C.

BRT Line 2A will run from CBD to Hatfield and its approximately 7 km. This line will have 10 stations a mix of kerb and median stations.

Figure 2: Phase 2A Coverage

7. How will the TRT be operated?

The principles of TRT stress rapid service to minimise travel times while also providing security, comfort and convenience to the customer. To facilitate rapid boarding and alighting of customers, pre-board fare collection will be utilised. At boarding stations as well, dwell times will be reduced as boarding will be quick due to level platform boarding. This will make the system more accessible to people with physical disabilities. It is envisaged that at peak capacities, vehicles will arrive every 3 minutes. During non-peak periods, vehicles will arrive at least every 10 minutes. At this stage it is projected that the system will operate from 05h00 until 21h00.

8. Will the TRT integrated with other modes?

The TRT system will indeed integrate with all modes including feeder vehicles, bicycles, pedestrian, private cars and metered taxis. The physical, network

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information and fare integration will ensure that the system is integrated and function as a single and seamless system to benefit the user. The development of park and ride at strategic points will allow the private vehicle user to easily utilise public transport for the most part of their journey.

9. What type of technology will be used?

For the system’s trunk services, the buses will be the articulated (18 metre) that can handle the highest demand during peak hours. The clean fuels and modern propulsion systems will ensure that the TRT minimises its impact on the environment.

The smart card technology will be utilised for fare collection and fare verification. The smart card to be used will conform to the NDOT recommended standards and will be interoperable (can be used in more than one mode).

Figure 3: A schematic presentation of how the BRT will operate.

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10. Will TRT solve all the transport problems within the City of Tshwane?

TRT is just one part of a larger package of the proposed solutions for Tshwane. It will go a long way in addressing some of the current transport challenges. It will be important that other strategies are considered as well such as non-motorised transport, good land-use planning and disincentives for private vehicle use.

11. Was light rail considered as an alternative solution for the City of Tshwane?

A vigorous exercise was undertaken by Tshwane to determine which will be the best mode to run an efficient, safe, economical service and TRT was the best. TRT costs far less than light rail and as a high quality system it is an affordable solution in the medium term.

The development of TRT does not rule out future upgrade to LRT in some corridors. Some of the TRT infrastructure can be converted to LRT when financial resource becomes available.

12. On Line 1, will the system compete with Rail or will it be complimentary?

Although both rail and TRT are urban transit system, the TRT should complement the rail given the capacity that rail can handle. CoT is working very closely with PRASA in order to ensure mutual synergies in terms of fare and integration. TRT is aimed at transforming the existing road-transport system. By offering point of integration between the two systems, TRT can help maximise customer convenience and provide services to rail.

13. Will the TRT require subsidies like the current bus operations?

TRT will utilise public funding to develop its infrastructure. The subsidy will still be required to bridge the gap between fare revenue and operational costs. It will be difficult to expect the fare revenue to cover for the TRT operational costs, including vehicles; spare parts fuel driver salaries and staff salaries. Subsidy will remain with us as a strategy to deal with welfare and equity issue.

14. Why support road based than putting more resources into Rail?

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TRT will support more people than rain given its accessibility whilst there will be large parts of Tshwane that cannot be served by rail over the medium term. There are huge costs of upgrading the current rail carriages, stations, terminal, switching equipment and overall service quality compared to the TRT.

15. Will implementation of the TRT result in job losses for drivers, conductors and other public transport workers?

The whole TRT project is based on the premise that there will be no loss of employment in the sector; taxi industry should not be made worse off. TRT will certainly use larger vehicles in order to achieve system efficiency, drivers and other staff will work on a shift basis and there should be no overall reduction. A driver will be allocated reasonable hours (6hr shift) compared to the longer hours they currently working. Drivers will earn will earn probably the same income or more although working reduced hours. There will be a stable income rather than a salary that is dependent on the number of passengers collected. There will be lots of opportunities as well that currently do not exist such as customer service staff, fare collection staff, security workers and maintenance staff. Basically the TRT will significantly improve work conditions for thousands of persons working in the transport industry.

16. What is the relationship between TRT and taxi recapitalisation?

The taxi recapitalisation and theTRT are different processes yet they are synergies. Taxi recapitalisation affords taxi operators an opportunity to purchase new vehicles but does not restructure the taxi industry. The TRT intends to restructure the taxi industry addressing profitability and sustainability through reformed business structure. Funding from recapitalisation, though can be instrumental in assisting the minibus industry with some finance for the new bus operating entity.

17. How will the TRT attract current car users to public transport?

The major issue with car users is the convenience, comfort, status and security which present a formidable quality standards compared to any public transport service. Most BRT around the world have recorded some success in attracting a percentage of car users over to public transport. The TRT is designed to be highly affordable service that is faster than cars in mixed traffic lanes and will attract 10 to 20 percent of car users.

18. What opportunities exist for the minibus taxi industry in the TRT?

The TRT is a clear opportunity to put the minibus taxi on a level playing field with the existing bus operators. Much of the current industry’s sad history emanates from the fact that some public transport providers are being subsidised whilst the taxi industry

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continues to struggle with no subsidy at all. A revised business model where the minibus taxi operators are equal with other operators will be welcomed by the industry. The City of Tshwane is in a process of finalising a value chain framework report that will clearly indicate areas where the taxi industry will benefit in the implementation of the TRT. In terms of the NLTA, the taxi industry will form part of the BOC but there are opportunities for the taxi industry in station management, security, station precinct tec.

19. What are the long term plans for the TRT?

The TRT is a platform for rationalising, professionalising and improving public transport across Tshwane. The rationale of bringing minibus taxi operators and existing bus operators together on with profitable and non-subsidised operations is a win win scenario for both the public and the taxi operators. In the long term, TRT corridors will encompass all the major arterial routes in Tshwane and all residential areas will be eventually served by feeder vehicles.

20. Where will the stations be located?

Line 1 Pretoria CBD-KopanongA total of 29 stations has been identified for Line 1Average station distance 500m-1000m

Phase 1 Pretoria Akasia-Menlyn:17 Stations of 29 total stations for Line 1 will be constructedfor Phase 1 Akasia-Menlyn;

Key Stations identified for Line 1:Paul Kruger Station/Church SquareRainbow JunctionKopanong StationPretoria Station

Line 2 Pretoria CBD-MenlynA total of 19 stations has been identified for Line 2Ave station distance 500m-1000m

Phase 1 Akasia-Menlyn (Pretoria CBD-Menlyn):

19 Stations of 28 total stations for Line 2will be constructed for Phase 1 Akasia-Menlyn;

Key Stations identified for Line 2:University Road StationsHatfield/Gautrain Station (Arcadia Street)Menlyn Shopping Centre

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21. Will the TRT cover other areas such as Atteridgeville in the future :

Given that the TRT is implemented in phases, the current focus is on Line 1 and Line 2 (Phase1). Atteridgeville will be part of Phase 2 and it is envisaged that this will be post 2016.

22. How has been the process of engagement with the taxi and bus operators ?

The City underwent the following sequence of events as part of its key stakeholder engagement processes:

• March 2010 – Initial consultation with the Bus and Taxi Industries on envisaged TRT (Bela - Bela)

• Identified two key Taxi Industry representative structures in Tshwane (TOPICA and GTRTC)

• April 2012 – Introduction of Industry Transition Work Stream in the PMU in preparation for negotiations

• June 2012 – CoT and Taxi Industry adopted resolutions at Amanzingwe Workshop – to work together in the implementation of the TRT

• November 2012 – CoT and Taxi Industry concluded MOU outlining the common intent on the participation of the industry in the TRT – prescribed that an MOA be concluded to endorese the rules of enagement

• February 2013 – CoT concled MOU with Bus Industry• June 2013 – MOA to be concluded with TI as per above mandate

23. What are the key challenges that the City has met in the engagement process?

The identification of affected operators with whom the City is required to negotiate as per the relevant provisions of the NLTA. However, the signing of the MoA initiates the process of identification of affected operators to which both parties have acceded to

The delayed engagement prior to actual negotiations as a result of the absence of the MoA

24. MoU vs MoA

An MoU is a document that expressed both parties intent to engage within the TRT whislt an MoA creates legally binding obligations on both parties and sets out the rule of the engagement in the implementation of the TRT.

MOA emanates from the agreements reached between the Taxi Industry and NDoT, wherein certain principles were agreed upon as a basis for roll out of BRT within South Africa – that the Taxi Industry would form the nucleus of the BRT systems (Gallagher Estate -2008)

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25. Progress achieved ?

Relevant resources have been allocated to the industry for the pre-negotiation, negotiation and pre-operation phases. Bothe taxi and bus MoU were signed.

26. When will actual negotiation commence?

It is envisaged that actual negotiations will commence once all the affected operators have been identified.

27. Possibilities of deadlocks in the negotiations?

The MoA makes provision for deadlock resolution mechanism in the event that the two parties reach a deadlock. In Tshwane, we have agreed with taxi leadership that Tshwane TRT should be implemented in a peaceful manner compared to what happens in the other cities

28. What happens after the signing of the MoA ?

The parties through the dedicated industry transition workstream will develop and action plan which will set out time lines for the finalisation of all the outstanding activities leading to negotiation closure.

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