Department

of Transport Department of Transport

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Service Delivery Improvement

Presentation to Ad Hoc Committee on Co- ordinated Service Delivery

Date: 12 May 2010

Department

of Transport

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The presentation covers Key Transport Service Delivery improvement areas namely: 1. Road Transport

• Road Transport Regulation & Oversight• Public Transport Infrastructure & Systems for

2010• Integrated Public Transport Networks/ BRT • Rural Transport Services and Infrastructure

Grant • SANRAL projects incl. GFIS - Deliverables - Challenges - Interventions

2. Rail Transport-Passenger Rail Transport

- Deliverables - Challenges - Interventions

3. Aviation Transport - Deliverables

Contents

Department

of Transport

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• Inspections at Driver License Testing Centers (DLTC) and Vehicle Testing Centers (VTC) conducted

• All 360 DLTCs inspected in 2009/2010

• 362 of 514 VTCs inspected in 2009/ 2010

• Vehicle Testing, information sessions held in 8 Provinces on the following;

- Legislation amendments- Problem areas- Training

Road Transport Oversight Deliverables - Licensing

Department

of Transport

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• Inspections of Dangerous Goods operators:

•115 operators inspected in 2009/2010

• Transportation of Dangerous Goods, information sessions were held in 6 provinces on:

•Legislation amendments•Problems areas•Training

Road Transport Oversight Deliverables -Dangerous Goods

Department

of Transport

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• Renewal of licenses is limited to where the registration

takes place.

• Operators unable to transport goods across inter-provincial

borders

Road Transport Regulation Challenges

Department

of Transport

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• Amended the legislation to ensure that license services can be accessed from various service points including post offices. This will lead to decrease in queuing time at licensing points

• Entered into agreement with the Post Office to ensure that owners of motor vehicles can renew their motor vehicle licenses at the Post Office.

• Currently, negotiating with the banks to enable the renewal of motor vehicle license to take place at banks.

• Introduced training on joint road traffic law enforcement operations that involve DoT, Province and SAPS

• Amended the legislation to ensure that approval is granted nationally which is applicable in all the provinces.

Road Transport Regulation Interventions

Department

of Transport

Public Transport Infrastructure & Systems (PTIS for 2010)

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Department

of Transport

• Key Requirements for PTIS Funding• PTIS Projects• Allocations per City / Entity• PTIS Projects Progress• Challenges and Interventions

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Public Transport Infrastructure and Systems (PTIS)

Department

of Transport

Projects should:prioritize public transport,

satisfy both long term mobility (legacy) and event specific mobility requirements,

continuity from planning to execution,

be executed in accordance govt. procurement and related requirements,

based on local IDPs and ITPs, addressing community access and mobility needs, and

be practical and implementable ahead of 2010.

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Key Requirements to access PTIS Funding

Department

of Transport

Request areas predominantly road and rail public transport and non-motorized transportProject types include planning, physical infrastructure and systemsPlanning includes transport planning, detailed project plans and designsInfrastructure and systems projects include:

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Public transport road infrastructure Public transport interchange facilities Rail upgrades Inter-modal facilities HOV lanesBRT systems

ITS infrastructure and systemsNMT infrastructure Inner-city mobility systems Call centre systemsPublic transport vehiclesAirport- City links

PTIS Projects

Deliverables

Department

of Transport

Allocations per City / Entity Actual Actual Actual Actual Actual Budget Totals

R'000 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 Period

Johannesburg 106,900 184,000 329,000 661,171 652,803 950,471 2,831,756

Tshwane 13,150 11,000 105,000 510,169 565,245 864,180 2,068,744

EThekwini 22,600 11,760 125,000 624,949 376,926 529,699 1,690,934

Cape Town 8,000 120,000 230,000 424,843 332,500 527,270 1,602,025

SARCC 179,000 476,000 210,000 464,000 1,315,000

Nelson Mandela 53,650 68,600 132,000 305,484 147,079 323,058 1,029,871

Mangaung 23,600 29,230 25,000 242,617 82,168 183,551 586,166

Inter-city buses 500,000 500,000

SANRAL 130,000 100,000 200,000 430,000

Mbombela 1,810 830 55,000 170,544 60,833 135,893 424,910

Polokwane 4,000 10,400 50,000 143,207 66,146 147,161 420,914

Non Host Cities 4,000 82,200 90,000 18,359 66,695 152,880 414,134

Rustenburg 4,000 0 33,000 68,657 67,782 150,337 323,776

CBRTA 1,000 1,000

Total 241,710 698,020 1,780,000 3,480,000 3,082, 177 4,464,500 13,639,230 11

PTIS Allocations per City/Entity

Department

of Transport

Most of the projects were at planning phase while others had to re-align their plans/ design to the National Public Transport Strategy and that resulted in slow take off. However, construction did take off, all Host Cities are now big construction sites

Expenditure reporting has significant time lags and overlaps between financial years

Bulk of money is for public transport projects which have been met with great resistance, and have suffered delays

Receiving reports from municipalities timeously is a challenge (DoT has monitoring and evaluation contractors, who submit reports, on behalf of the municipalities)

Grant administration and management (capacity challenges in DoT, to effectively carry out this demanding function)

Transfer of money according to payment schedule has proven to be a challenge (PFMA & MFMA compliance requirements from municipalities slow to come)12

PTIS Project Progress Challenges

Department

of Transport

Integrated public transport networks have been introduced in major cities, with cities developing operational plans to address:

demand analysis

modeling of patronage

route and corridor structure and selection of feeder routes

location of stations, transfer stations, parking facilities, terminals and depots

system design and sizing

intersection design and signal phasing; and traffic impacts

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Interventions

Department

of Transport

The majority of cities have chosen a bus rapid transit system, proven in developing countries worldwide to be the most cost effective and flexible mass mover

Johannesburg, Cape Town and Nelson Mandela Bay have made significant progress with operational design, construction, and engagements with affected operators;

Continuous stakeholder engagement and management will be key to initiating discussions with current operators regarding their role in integrated service provision

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Interventions

•High level commitment for large scale PT projects not always there in municipality

•DoT has provided high level (political) commitment to cities

•Appropriate skills availability is critical for PT projects

•Technical support has been consistently provided and intensified for municipalities

•PTIS- not sufficient funding source for PT

•Principle of co- funding needs to be applied

•Alternative sources should be explored

•Operational planning process is lengthy, involving negotiations with operators

•Guideline manuals provided by DoT, with technical assistance

Institutional Human Planning Financial

Department of

Transport

Challenges and Interventions

Department

of Transport

Bus Rapid Transit System (BRT) Projectimplementation in South African cities: Phase 1

and Implementation of Integrated Public Transport Networks

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Service Delivery Improvement

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Catalytic projects –Progress – IRPT Networks

Short-term (2009-2011) Joburg, Cape Town & Tshwane planning full BRTs as part of long-term IRPT networks.

Nelson Mandela Bay planning a partial BRT as part of a citywide network.

ALL BRTs need to include existing directly affected operators & labour on contract as per NLTA

Other cities are in progress with Phase 1 IRPT network Operational Plans as base for full networks.

Need more interaction between cities & PRASA - joint planning of Priority Rail Corridors & feeders as part of IRPTN

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Catalytic projects – Progress Status of Planning & Implementation in 12 cities

Johannesburg – Rea Vaya

Cape Town – Integrated Rapid Transit

Nelson Mandela Bay– Integrated Public Transport System

Tshwane

Other cities

City of Johannesburg

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Johannesburg - Starter BRT Service -IRPTN to date – Rea Vaya

Positive response from commuters & general publicExcellence in many areas: customer support staff, security teams, station design, & system brandingStations represent a high-quality effortStations appear well maintained & cleaned throughout dayMostly high standard of infrastructureContract negotiations with Phase 1A operators well advanced Rea Vaya branding identity well-developed & executed

Rea Vaya

Going Forwar

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Phase 1A:–

Introduced feeders in phases on 1 March and 1 May

–

Event service during 2010–

Will then have 143 buses in operation and 30 stations

–

12 April was target date for formation of BOC

–

Plan transition period with ‘shadow management’

–

EMV compliant AFC to be implemented from October 2010

–

May 2010, Phase 1A will be fully operational. 25.5 km of trunk busway, 20 stations & can carry 70

000 passengers per day

•

Refined Phase 1B:–

Revised route from Noorgesig, Westbury, UJ, Wits, Metro Centre, Rissik street (no North route)

–

Construction will only be completed by August 2011

–

Affected operators include Metrobus, Putco and mini-bus taxi industry

–

Will soon begin to work on new model including in respect of bus procurement and negotiations

•

Would want to focus on local funding and at least local assembly of buses

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Rea Vaya and the Taxi Industry...1Interventions

The Rea Vaya is set to affect the taxi industry positively - becoming the owners and operators of the first contracted bus operating companyDetailed consultation has been taking place with industry representatives - particularly the minibus taxi industry. Negotiations with affected operators began in August 2009 and is nearing completionThere will then be a hand over and transition phase from the temporary bus operating company to an ex-taxi owned companyIn January 2010, a Participation Framework Agreement was signed which sets out how operators who are affected will become beneficiaries and shareholders of the new bus operating company

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Rea Vaya and the Taxi Industry…2Interventions

There is almost full agreement on the contents of the Bus Operating Contract which sets out how the Company will operate the services prescribed by the City. The Bus Operating Contract has a number of innovative

clauses including penalties if bus drivers does not drive safelyor if the company does not maintain and clean the buses regularly.

There are still some issues under negotiations and once agreement is reached, a final agreement will be signed.

The City is also discussing with the negotiating team of affected operators a smooth transition and hand over period once agreement has been reached to ensure ongoing level of services especially as new routes are introduced and provide a service during the 2010 Soccer FIFA World Cup.

Rea Vaya will be ready to transport 20 000 spectators to both Ellis Park and Soccer City on match daysThe COJ is working speedily to complete the two stations at Soccer City. The one station is on top of the Soweto Highway and pedestrians will have to travel by the longest man-made tunnel in Joburg under the freeway into the North side of the Stadium53 buses will be utilisedThe Soweto to Ellispark corridor will be fully operational on non match days

Rea Vaya and 2010 Soccer World Cup

Cape Town IRT and WC 2010Status – Implementing Phase 1a

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Cape Town Integrated Rapid TransitStatus – Implementing part of Phase 1a for May

2010.

Original plan for Phase 1a for 2010/11 • 25 stations;139 feeder stops• 156 vehicles; 115 000 passenger trips a day• 8 taxi associations & 2 bus companies directly affected

City of CT needs additional funding to complete Phase 1a -currently in discussion with DoT & National Treasury

R600m construction tenders awarded. Another R1bn to be spent in coming12 months.

Tenders for control centre equipment & management, fare management & station services are in hand.

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Cape Town IRTStatus – Implementing Phase 1a

Prospectus for vehicle operating company completed as basis for contract negotiations with existing operators (in line with requirements of the NLTA.) Dedicated Project Management Unit being established to manage the overall IRT projectCurrent funding allocations (timing and quantity) will result in delayed project roll out (i.e. infrastructure, technology & contracted services.)2010 support services being planned independently of Phase 1 a rollout WC 2010 service will start on the 29 May 2010 and will continue up until the launch of the starter serviceIRT implementation postponed to post World Cup and starter service will start in November 2010Ongoing expansion of Phase 1A will continue in April 2011

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Cape Town IRT challenges

1. Dedicated Project Team needs to be fast-tracked

2. Additional PTIS funding prioritisation required in 2010/11 to 2012/13

3. Phase 1a network should be implemented as soon as possible after World Cup to minimise operating losses.

4. Phase1 will not be viable on its own. Rapid implementation of Phase 2 required to provide a viable network that minimises operating loses (subsidy)

5. CT needs to change its “no loss of road-space policy” to reduce/minimise BRT infrastructure costs

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Phases 1 & 2:

• 45 km trunk-feeder bus corridors

• 16km of BRT

All current taxi & bus operations to be a single

network by 2011 – Transformation of taxi industry,

full integration after 3 – 5 years.

Network to comprise 5 contract packages aiming to

transport over 450 000 passenger trips a day

Nelson Mandela BayStatus – Partial BRT but aiming to contract a full city- wide network by 2011-15 depending on taxi operator

negotiations

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Due to current taxi negotiations, network will not be ready by 2010 – instead aiming for a pilot 25 bus event service for World Cup. Forming 5 co-ops to run interim years with recap taxisNeed to fast-track new Business Plan that costs approach suggested by local taxi industry Require DoT & Treasury approval for costing of new approach & subsequent prioritisation of 2010/11&12/13 PTIS.Require clarity on Govt Guarantee no loss of profits –demanding R8000 per month per vehicle. Require guidelines as to how to include operators into “Value Chain” ito current procurement legislation. Proposing an interim 2-5 year contract for transformation of taxi industry before entering full 12 year negotiated contract. Need to fast-track DOT support for the dedicated project team

Nelson Mandela Bay Challenges

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TshwaneStatus – Implementation of Line 1 of Phase 1

Status : designs are being finalised, discussions with PT industry progressingLine 1: Mabopane Station to the CBD – 37 km of lanes and 17 stations prioritised for Phase 1 implementationStation designs: station concepts launched – designs are proceedingInfrastructure design – professional team appointed – designs are being fast trackedDiscussions with DoT on full network design to take placeFinancial Plan and Model development in 32

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Liaison with Public Transport Industry:Meetings held with Taxi Councils, Bus Operators and CommutersBRT Stakeholder Summit being planned for March/April 2010 – will set platform for further engagement and negotiations with affected operators

Tshwane BRT Team being further developed as part of re-alignment of departments – new Transport and Roads Department being establishedInstitutional Model – options are pursued as part of Business and Financial Plan –Section 78 in terms of MSA to be followed

Tshwane BRT

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Intelligent Transport Systems (ITS) Roadmap completed – ITS tenders being developed

Vehicle specification being developed –funding of vehicles to be finalised after finalisation of Financial Plan

Tshwane BRT

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Progress in other 8 IRPTN cities is still at planning and design stages

Buffalo City - has completed Draft Operational PlanPolokwane & Rustenburg – Operational Plans in progressMbombela – IPTN Operational Plan complete – Business Plan in preparation. Need dedicated team and project leader!Ekurhuleni & Ethekwini – Operational Plans in tender procurement processMangaung & Msunduzi – have Operational Plan tenders in preparation but need intervention to motivate city officials to move faster and take on the responsibility

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• Insufficient ongoing funding is a major concern as BRTs are mass transit network projects which need sustained funding for 5-10 years.

• Delays have been incurred as a result of the initially slow national engagement with the taxi industry.

• Environmental and heritage impacts as well as protests from car- using residents must be managed resolutely.

• Cities need to set up dedicated project teams as a condition for further funding.

• Cities and PRASA need to integrate planning of IRPTNs/BRTs and Priority Rail Corridors much better.

• Cities need to insist on viable network designs that maximise coverage and speed.

Overall Implementation ChallengesDepartment

of Transport

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• The Department is assisting cities that are lagging behind.• Support a major ongoing priority focus of the PTIS Grant on funding

BRT/IRPTN implementation • Work continues towards ensuring that PTO Grant is fully aligned to

BRT/IRPTN rollout with required funding from replaced subsidised services moving to BRTs/IRPTNs if required.

• Cities and PRASA need to work together to develop a detailed integrated operational plan for presentation to Minmec in June 2010

• Ongoing mass communication targeting bus and taxi stakeholders and passengers and the public on transforming public transport

• Enforcement is essential to protect new infrastructure and stations• Address the matter of under-capacity of provinces and municipalities

through secondment, training and capacity building and Project-based in-house training on selected strategic projects, to be led by international and/or local experts

Interventions Department

of Transport

Department

of Transport

Rural Transport Services and Infrastructure Grant

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Service Delivery Improvement

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Rural Transport Services and Infrastructure Grant

Purpose : • To improve mobility and access in rural municipalities in support of

Integrated Development Plans, through coordinated rural nodal and linkage development which meets the requirement of rural public transport networks and corridors.

Measurable Output :• To improve mobility and accessibility in rural areas through the :-

– development of rural transport infrastructure;– enhancement of rural transport services;– provision of non-motorised transport infrastructure;– provision of rural passenger transport facilities and rural freight transport

logistics.

Department

of Transport

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Background to Rural Transport Strategy for SADepartment

of Transport

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Rural Transport Policy

• To provide a coordinated approach for addressing the diverse issues in rural transport...

• To reduce rural-urban migration so as to reduce the pressure in urban areas.

• Within the wider policy objective of promoting rural development, rural transport development is an important input to agricultural and cottage industry development meant to foster equitable employment, growth and income distribution amongst the whole population

Department

of Transport

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Rural Transport Policy

• To balance spatial development: Without government intervention, economic growth commonly leads to spatial inequalities. This is manifested by concentration of opportunities in few urban areas or particular growth zones. Rural transport policies act as one of the interventions to guide equality in the spatial spread of social and economic opportunities while safeguarding national integrity.

• To reduce poverty: Rural transport policies are an important instrument for poverty reduction. This is a key objective of many of the rural transport strategies and policies reviewed. Alleviation of rural poverty is directly linked to improved access to economic and social services. Rural access on the other hand is largely determined by quality of rural travel and transport infrastructure and services, especially at the village and community level. Rural transport strategies are intended to provide effective and sustainable approaches to transport services and infrastructure development in rural areas for social and economic development

Department

of Transport

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Rural Transport Services and Infrastructure Grant

•

Rural Transport Services and Infrastructure Grant is a new grant with its objectives emanating from the Rural Transport Strategy for South Africa. (RTSSA) to improve mobility and access in rural areas through the development of rural transport

infrastructure and enhancement of rural transport services including the promotion of the use of non-motorized transportation.”

the people shall have access to social and

economic services”.•

Four (4) projects are currently funded through the rural transport services and infrastructure grant, namely;

Department

of Transport

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Rural Transport Projects and Budget

• Timeframes : MTEF Allocations – R8.9 million 2008/09, – R9.8 million 2009/10– R10.4 million 2010/11– R11,1 million 2011/12.

• Details of Projects : 2008/09 Allocations

DM PROJECT BUDGET

Chris Hani Intermodal Public Transport Facility

R 4,1m

Thabo Mofutsanyane Upgrading of Access Road to a Thusong Service Centre

R 2.0m

Dr Ruth S. Momphati Construction of Pedestrian Bridges

R 2.0m

Sekhukhune Development of a Pedestrian & Bicycle Paths Master Plan

R0.8m

Department

of Transport

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Rural Transport Services

Agenda for 2010

Department

of Transport

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Rural Infrastructure and Market Access

With the anticipated growth in agricultural production there is a need for complementary investment in rural infrastructure particularly roads, storage, processing and market facilities.

Elements of Agrarian Transformation and Integrated Rural Development

Land Reform Land redistribution, tenure reforms and sustainable land use promotion

Department

of Transport

47

Rural Infrastructure and Market Access

Agrarian ReformProduction and land productivity improvements and coordination, (mechanization/irrigation)Rural financial systems restructuringAgricultural trade and marketing reforms

Rural Infrastructure DevelopmentTransportation, communication system, development (corridors/nodes)Energy (electricity, fossil fuels, solar etc)Water redistribution systems

Department

of Transport

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Monitoring of Rural Transport Programmes

Monitoring & Evaluation Mechanism• Monthly progress meetings and status report• Inspection of progress on site• Integrated Project Management Team comprising of all spheres of

government per district will identify, prioritise and select projects every financial year

• Ensure projects are incorporated in Integrated Transport Plans (ITPs) and Integrated Development Plans (IDPs) of municipalities

• Memorandum of Agreements between District Municipalities and Department of Transport

Department

of Transport

49

Challenges

Promoting development of Rural Transport Services: In many cases, implementation of rural transport solutions does not go beyond development of infrastructure. Improving rural transport services should be an important rural transport policy objective,

Poor coordination and unclear responsibilities: There is a need to provide a coherent legal framework and clear assignments of management responsibilities for both the local government and the community rural transport infrastructure.

Department

of Transport

50

Challenges

•Implementation of solutions to rural transport problems is often split among national, regional, and local governments as well as communities. •Implementation also falls among different ministries, such as transport, public works, local government, forestry, agriculture, and rural development. •This often leads to uncoordinated planning, wastefulness in resources and a lack of synergies. Rural transport policies have the overriding objective of providing a coherent policy framework for rural transport development•Ensuring adequate financing: Administrative decentralization is not sufficient. Fiscal decentralization is required, coupled with central government transfers. There is a need to establish an adequate and steady source of financing for rural transport investments.

Department

of Transport

51

Challenges

• Appropriate Standards: Rural roads are often over- designed, resulting in waste of scarce resources which leaves poorer communities unconnected or with unreliable access. Over-design can be a result of political pressure, attempts to overcome institutional and financial weaknesses, or the application of standard designs by road type instead of actual traffic.

• The Public Transport Infrastructure and Systems Grant (PTIS) will need to be reviewed and augment the Rural Transport Infrastructure and Services Grant post 2010.

• The current backlog of rural road infrastructure demand is overwhelming and it has negative effect to the delivery of services to rural communities across all spheres.

• The budget for the implementation of the Rural Transport Development Programme (RTDP) needs to be exponentially increased

Department

of Transport

52

Proposed Interventions

• The Public Transport Infrastructure and Systems Grant (PTIS) will need to be reviewed and augment the Rural Transport Infrastructure and Services Grant post 2010.

• The current backlog of rural road infrastructure demand is overwhelming and it has negative effect to the delivery of services to rural communities across all spheres.

• The budget for the implementation of the Rural Transport Development Programme (RTDP) needs to be exponentially increased.

• Provinces & Municipalities must allocate funding for rural transport infrastructure projects and not only roads.

• Augment the PTIS biased in favour of the rural settlements post 2010.

• Department’s Sector Plans & Municipal IDP’s must be aligned.

Department

of Transport

Infrastructure Projects (Gauteng Freeway Improvement Scheme)

54

Background

GFIS:Provides a Travel Demand Management solution to challenges experienced on the Gauteng freewaysIncreased road space- more space for public transport vehiclesWider route choiceTo provide a safe and reliable strategic network and optimization of the movement of freight and road based public transportJoint initiative by DOT, SANRAL, Gautrans, and adjacent municipalities

Department

of Transport

Benefits to usersBenefits to users

• Reduction of the amount of time spend on the road• Reduction of traffic congestion • Safe and reliable networks• Optimization of movement of freight • Direct link to historically neglected areas• Provision of dedicated high occupancy vehicle lines • Free flow of traffic

The Heartbeat of South Africa’s Economic Growth and Social Development

Ben Schoeman: Monday, 07H45

GFIS- Deliverables GFIS- Deliverables

• N1,N12 and R21 upgrading began (inclusive of Menlyn Node): May 2008

• Completion of Menlyn Node: May 2010• N1, N12, R21 upgrading completion: May 2010• Completion of the project: 2012- 2014

Planning processPlanning process

• The scheme comprises three phases with the following cost estimations:

• Phase 1: Existing freeway capacity expansion costing R15 billion by 2010

• Phase 2: New selected freeway development scheme costing R7 million between 2010 and 2020

• Phase 3: Long term new freeway development

• The total cost of the project for upgrading new routes amounts to approximately R23 Billion

PLANNED LANE

ADDITIONS (230 KM)

Expected Completion Date: May 2010

PLANNED MINOR UPGRADES (173 KM)

POSSIBLE COMPLETION DATE: 2020

PLANNED INITIAL NEW ROUTES

(73 KM)

POSSIBLE COMPLETION DATE: 2020

PLANNED FUTURE NEW

ROUTES (95 KM) TOTAL

INITIAL SCHEME:

466

KM FINAL

SCHEME: 561 KM

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Integration with Public Transport

Phase 1 of the Public Transport Strategy will be implemented by end of 2010; and so will be Phase 1 of the GFIS

The 3 Metros are currently finalising their Integrated Public Transport Networks plansJoburg and Tshwane are finalising 1st stages of their BRT networksIntegration of taxis into the public transport systemThe success of the Soweto Business Express by Metrorail/ SARCC make a case for possible rollout on the Tshwane- Joburg lineGautrain will also supplement PT services

The full operation of gantries (toll points)will depend mainly on the availability of quality public transport

Department

of Transport

GFIS - ChallengesGFIS - Challenges

• Reluctances from provincial representatives to give up their roads under the current scheme

• Poor coordination between stakeholders• Effects on the amount of time spend with families • Negative effect on productivity in the work place (for users)• High level of frustration and unhappiness of drivers• Negative effect on the environment through excessive emissions

SANRAL Infrastructure Projects in Support of 2010 World Cup

Sanral 2010Sanral 2010

Gauteng – An amount of R9.2bn excl VAT has been allocated for the National Roads in the Province which include the N1, N3, and N12. The funds will be used for capacity expansion through lane additions in both directions and interchange improvements. Two more to be awarded excluding VAT R1.5bn.Progress at end Jan 2009 was at 24% completion.

Gauteng – Construction work on the R21 began September 2008 and R1.6 billion was set aside for capacity expansion through additional lanes in each direction and interchange improvements to improve the flow of traffic. This is in preparation of the 2010 World Cup event and will improve the accessibility of the airport and is a vital component of the Gauteng Freeway Implementation Scheme. This road has been prioritized by the Sanral. Progress at end Jan 2009 was at 18% completion.

• Gauteng – An amount of R1.2 billion has been set aside for the N12 Gilooly’s Interchange for repair of the pavement, capacity expansion, lane additions and interchange improvements

• Gauteng – An amount of R440 million has been set aside for the N17 Soweto which is a new road that runs past Soccer City and will serve as an East/West linkage. The new road will link up to the N17 freeway top improve accessibility for the 2010 World Cup event and there will be an improvement in traffic flows. Construction commenced September 2007 and progress is at 65%.

• Mpumalanga – N4 Nelspruit an amount of R980 million has been allocated towards construction of a new bypass around Nelspruit. Construction started June 2008 with progress at end of January 2009 at 21% completion.

Sanral 2010Sanral 2010

HighlightsHighlights

Free State – An amount of R800 million has been budgeted for the R30 which is the road that links Bloemfontein and Kroonstad. The amount is for major upgrading of the pavement and repairs and the road is an alternative to the N1.

Western Cape – The R300 in Cape Town the construction works commenced in January 2009 and an amount of R800 million has been set aside for lane additions, improvements and repair of the pavement.

Western Cape – An amount of R100million has been budgeted for an Intelligent Traffic System (ITS) which will be co-funded by the Sanral, eThekwini and the Province.

Deliverable - Sanral 2010Deliverable - Sanral 2010

Polokwane – Contract tendered awarded in Feb 2009 progress 5% for the N1 Eastern ring road at R360 million closing a link of 7km of new road and improvement in interchanges R37 and N1; R71 and N1; R81 and N1.

North West – Extension of the N4 waiting for EIA approval and Record of Decision (RoD) with designs completed. RoD is expected 23 March 2009 then construction will commence at an estimate of R420 million.

KwaZulu-Natal – An amount of R100million has been budgeted for an Intelligent Traffic System which will be co-funded by the Sanral, eThekwini and the Province.

Department

of Transport

Passenger Rail Transport Services

70

Service Delivery Improvement

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Responsibilities for Passenger Rail services

• Passenger Rail is a National competency.• Province and Municipalities become involved in the

planning of public transport services.• Legal Succession Amendment Act of 2008 states that the

main objective of PRASA is to ensure that, at the request of DOT, rail commuter services are provided within, to and from the Republic.

• Rail Liaison Committees have been set up in three provinces where rail is in high demand, i.e. KZN, WC and Gauteng.

Department

of Transport

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Deliverables

• Ensure that rail passenger transport becomes backbone of integrated mass rapid public transport networks.

• Maintain the current commuters and attract new ones by satisfying their safety and security needs – from 2004/5 rail passengers increase from 491.9 million to 646 million in 2008/9

• Implement National Rail Plan and the Priority Corridor Strategy as approved by Cabinet in 2006.

• Service delivery through the management of rail passenger subsidies in line with the provisions of the PFMA, NLTA and related transport policy.

• The establishment of PRASA Ltd in 2009, to house the operations and assets of the SARCC, Metrorail, Intersite Property Management Services, Shosholoza Meyl and Autopax.

• The Gautrain Management Agency-established through the GMA Act approved in 2006.

Department

of Transport

73

Progress of projects

Deliverables

Investments through the Gautrain Rapid Rail Link Project

• The rail network will link Pretoria and OR Tambo Airport, comprising an 80 km route featuring ten new stations between Johannesburg and Pretoria.

• To date, 92 000 direct, indirect and induced jobs have been created.

• An estimated 100 000 passengers will be transported daily, with a frequency of 10 to 30 minutes.

• The first section of the route between OR Tambo Airport and Sandton is scheduled to be ready by this year.

Department

of Transport

74

Progress of projects Deliverables

PRASA’s programmes and projects to improve service delivery:• Accelerated rolling stock programme:

– Since 2005/06 to Dec 2009, more than 2000 coaches have been upgraded and refurbished.

– Additional ± 2269 coaches are planned to be included in the programme in the next three (3) to five (5) years.

• Addressing safety on passenger rail:– The funding of SAPS facilities in the rail environment copled with the

deployment of railways police on trains and at stations environment has improved safety and security.

– Twenty six (26) Rail SAPS facilities have been completed countrywide by end of 2010.

– The launch of prototype mobile police coach during the October 2009, to serve long distance trains with plans to introduce twenty nine (29) more.

Department

of Transport

75

Progress of projects

Deliverables Infrastructure, Signaling, Electrical and

Communication Interventions/Projects:– Projects are currently being implemented and will continue

beyond the 2010 world cupFuture Rail Projects and extension of existing

services:– Feasibility studies for most of the planned projects have been

finalized.– The design and construction will take place in the next three

(3) to five (5) years.– Alternative funding options will be investigated where

conventional funding cannot be accessed.

Department

of Transport

76

Progress of projects

Deliverables Rail station upgrade:• Doornfentein station upgrade completed• Nasrec station upgrade underway to be completed before June

2010• Cape Town station upgrade scheduled for completion in May

2010• Other stations being upgraded are Athlone, Langa, Heideveld

in Western Cape• In Tswane, Belle Ombre and Loftus stations are being

upgraded for the soccer world cup of 2010• In KZN, Durban, Kwa Mashu, Reunion and Kwa Mnyandu

stations are being upgraded• Mabopane station – aim to develop a state of the art transport

interchange

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of Transport

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Progress of projects

Deliverables New Rail stations:• Moses Mabida station in Durban• Windemere in Cape Town• Rhodesfield in Gauteng. This station is linked to the

integration programme of Gautrain Rail link

Rail link development• Bridge city in KZN – rail link of about 3 km

Capacity improvement• Mamelodi corridor in Tswane – to be able to run

frequent train services between 3 to 5 minutes head- ways

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Challenges

• Under investment and low priority in the passenger mobility environment.

• Inadequate performance and poor quality of passenger rail services.

• Dilapidated rail infrastructure • Safety and security of rail assets and commuters• Inadequate service provision to rural communities• Funding for future, mega and long term projects, and• Transform the current commuter-based transport

provision into a more integrated public transport experience, where rail will complement and not compete with other modes.

Department

of Transport

Department

of Transport

79

Gautrain

80

Gautrain Development Goals

• Economic growth, development and job creation

• Must meet other goals of Government (SMME promotion, BBBEE, etc.)

• To promote business tourism by means of the link between ORTIA and Sandton

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81

Gautrain Transportation Goals

• Alleviate severe traffic congestion along the corridor

• Show Government’s commitment to the promotion of public transport

• Improve the image of public transport and attract more car users to public transport

• To link to the Tshwane Ring Rail Project, linking to Mamelodi, Atteridgeville and Soshanguve/Mabopane

• Catalyst public transport project of national importance

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of Transport

82

Gautrain Spatial Development and Urban Planning Goals

• To contribute to urban restructuring, shortening travel distances and improving city sustainability

• Stimulate the renovation and upliftment of the Johannesburg and Tshwane CBDs

• To link the main economic nodes in Gauteng with ORTIA

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of Transport

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Scope of Gautrain Project

• 80 km of rail with 10 stations linking Tshwane with ORTIA and Johannesburg via Centurion, Midrand and Sandton

• 24 4-car trains will operate between 05:30 and 20:30

• Frequencies every 10 to 30 minutes• Integrated bus feeder and distribution service

with 125 buses operating 36 feeder routes spanning 420 km

• F&D services to operate at frequencies of 10 to 30 minutes in relation to train time-table

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of Transport

84

Concession Agreement

• Concession Agreement (CA) is aFixed PriceFixed ScopeFixed Time Frame concession contract

• Fixed price at Financial Close: R 25,1 billion• Price can only amended as result of:

Foreign Exchange variationCPI variationProject Variation OrdersClaims by the Concessionaire

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of Transport

85

Expenditure

• Project has 5 sources of funding:Division of Revenue allocation via DoTProvincial MTEFProvincial BorrowingPrivate Sector EquityPrivate Sector Borrowing

• Currently (May 2010) in month 44 of the 54 month development period

• Expenditure until end April 2010: R 22.9 bn• DoRA payments: R 12.7 bn

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of Transport

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Project Progress

• Agreement signed for Variation Order to allow for a slightly reduced scope Phase 1 (ORTIA to Sandton) to be completed by 8 June 2010 (in time for FIFA Soccer World Cup)

• Concessionaire reports Phase 2 (Hatfield Station to Johannesburg Park Station is 9.25 months late

• Province is of the opinion that this delay can still be mitigated.

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of Transport

87

Socio-economic Development

• A black entity, the Strategic Partners Group (SPG) holds

25% share in the Concession Company, the Turnkey Contractor and the Operating Company10% shares in the Civil Contractor and the Electrical and Mechanical Contractor

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of Transport

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Socio-economic Development (Continued)

The Concessionaire has substantially exceeded its SED obligations, as determined in the CA, in terms of:

• Procurement from and subcontracting to more than 310 BEEs

• Procurement from and subcontracting to more than 100 new BEEs

• Procurement from and subcontracting to more than 250 SMMEs

• Procurement of South African materials• Expenditure on Human Resource Development• Women participating in the Women Training and

Mentorship Programme• Women Learners employed and mentored

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of Transport

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Socio-economic Development (Continued)

• Employment7 102 people employed6 233 local people employed5 497 HDIs employed682 women employed47 persons with disabilities employed

• Created and sustained more than:23 800 local direct jobs94 800 direct, indirect and induced jobs

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of Transport

90

Integration

Serious attention being given to integration• Strategic spatial development initiatives

Long term spatial trendsLand use/transport integration

• Strategic transport integrationRole of different public transport modesFundingInstitutional integration

Department

of Transport

91

Integration (Continued)

• Transport operational integrationNetwork integrationInter-modal integration at transport nodesIntegration of transport nodes with city precinctsFare integrationInformation integrationIntegrated communicationTechnical integration

Department

of Transport

Department

of Transport

92

Aviation Transport

Aviation infrastructure

•

Number of licensed airports and responsible authority–

10 designated International Airports

–

9 Licensed ACSA Airports

–

4 Licensed Provincial airports

–

72 Licensed Municipal airports

–

49 Licensed Private airports

Map highlighting Airports

Major Capex Projects for ACSA

AIRPORT PROJECT COST COMPLETION

DIA LA MERCY R6.724bn APRIL 2010

ORTIA CENTRAL TERMINAL R2.285bn DEC 2009

ORTIA GOLF APRON DEVELOPMENT R424mn APRIL 2010

ORTIA MULTI STOREY PARKADE 2 R496mn MAR 2009

CTIA TERMINAL T2010 R1.522bn MAR 2010

CTIA MULTI STOREY PARKADE 2 R394mn MARCH 2010

Major Capex Projects for ACSA

AIRPORT PROJECT COST COMPLETION

CTIA LANDSIDE ROAD SYSTEM R127m APRIL 2010

CTIA AIRCRAFT PARKING STANDS R62mn APRIL 2009

BLOEMFONTEIN AIRPORT

TERMINAL UPGRADE AND CAR RENTAL BUILDING

R46mn APRIL 2009

EAST LONDON AIRPORT

TERMINAL UPGRADE R98mn NOVEMBER 2009

UPINGTON AIRPORT TERMINAL UPGRADE R31mn NOVEMBER 2009

National Airport Development Plan (NADP) Policy Framework in development

•

The objective of the NADP is to develop a vision for an airport network that South Africa needs to meets its developmental goals into the future and to design a framework that will guide airport planning and development and how infrastructure investments should be determined and coordinated. The aim is to have an airport network that achieves the below:

•

Have sufficient capacity to handle passenger and freight volumes;

•

Meet the demands of the users;

•

Be financially, economically and environmentally sustainable;

•

Contribute to the socio-economic development of the country and government.

National Airport Development Plan (NADP) Policy Framework in development-

challenges

Key Priority Areas requiring deliberation

•

Proposed Airport categorization model

•

Ownership, funding and operating models for airports

•

Safety regulation and method of approach

•

Security regulation and recommendations

•

Economic regulation and recommendations

•

Environmental Issues (Green airports in South Africa)

•

Overall capacity Planning –

determining factors for expansion

•

Knowledge Management Systems –

Integrations of systems

•

Processes and institutional roles

•

Short and medium term implementation tasks

National Airport Development Plan (NADP) Policy Framework in development

Way Forward

•

In taking the NADP forward after Cabinet approval, the recommendations and key priority focus areas will be unbundled followed by the development of specific plans, activities, an implementation programme and funding options for each.

•

The DOT will need to secure an operational budget to support the

implementation of the NADP short/medium term key tasks and action plans.

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of Transport

100

Infrastructure Development Cluster Deliverables

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of Transport

101

Outcome 6:“An efficient, competitive and responsive economic infrastructure network”.

Output 1: Improving Competition and RegulationOutput 2: Ensure reliable generation, distribution

and transmission of electricity Output 3: To ensure the maintenance and strategic

expansion of our road and rail network, and the operational efficiency, capacity and competitiveness of our sea ports

Output 4: Develop a set of operational indicators for each segment

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of Transport

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• Need to respond to a Presidential request for a report by August 2010 on how best to encourage competition and improve regulation to ensure transparency and efficiency in each of the economic infrastructure segments (rail, ports and electricity.

Contents of the comprehensive review report•The report must end with an agreed list of interventions the Dept. proposes to introduce within the next few years.•Among the proposals must be included proposals that have been made and agreed in the past and specific reference to amongst others:

•The establishment of an independent systems operator from Eskom, and the finalisation of a framework that allows for the introduction of independent power producers•The implementation of the Ports Act and the introduction of competition within ports •The completion of the Rail Act which establishes the framework for economic and safety regulation within the rail sector as well as competitors.

Output 1: Improving competition and regulation

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of Transport

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To ensure reliable generation, distribution and transmission of Electricity the following is expected:

• Ringfencing of a planning, trading and purchasing entity with a separate governance structure to enable a non-conflicted buying function by 2010 towards establishment of the independent system operator separate from Eskom Holdings by 2011

• Regulatory and institutional structures for the introduction of viable Independent Power Producers (IPP) be created and the process for an IPP during 2010.

• Develop a funding and implementation plan to reduce the distribution infrastructure maintenance backlog of R27.4bn to R15bn by 2014

• Household access to electricity should be 92% by 2014.

Output 2: Ensure reliable generation, distribution and transmission of electricity

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of Transport

104

To ensure the maintenance and strategic expansion of our Road network the following is required:• Increase the market share of total freight to rail to an annualised 900

million tons from the current 250 million tons by 2014.

• Benchmarking cost of building and maintenance of roads to assess our efficiency and developing an appropriate funding model to ensure adequacy of supply and maintenance. An agreed methodology for assessing adequacy of supply is crucial to this output.

• Implementation of the Road Infrastructure Strategic framework for South Africa (RIFSA).Implementation of the approved Rural Transport Strategy for S.A

• Road accident fatalities to come down from 14 600 by 2014 (a 5% per annum reduction) adjusted for total vehicle kilometres travelled.

• Ring-fencing of road maintenance funds, including construction and maintenance of Rural Roads

• Development of Integrated Rapid Public Transport Networks in twelve metros and six rural districts

Output 3: To ensure the maintenance and strategic expansion of our road and rail network, and the operational efficiency, capacity and competitiveness of our sea ports

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of Transport

105

For Rail reliability, competitive pricing and better integration with sea ports the following is expected:

• Completion of the Rail Policy and Rail Act.• Establishment of a Rail Economic Regulator.• Implementation of the National Freight Logistic Strategy.• 10% of the identified new investment in rail should be PPP

projects.• Introduce private operators at branch level (secondary rail

network).

Output 3: To ensure the maintenance and strategic expansion of our road and rail network, and the operational efficiency, capacity and competitiveness of our sea ports-

(Contnd)

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of Transport

106

To improve the operational efficiency, capacity andcompetitiveness of our Sea ports the following isexpected:

• Implement the National Ports Act and create transparent

• cross-subsidies between port and rail infrastructure.• Introduce competition for the management of

container terminals.• Corporatise Transnet Port Terminals to facilitate the

introduction of a strategic equity partner to the single ports operator by 2012.

Output 3: To ensure the maintenance and strategic expansion of our road and rail network, and the operational efficiency, capacity and competitiveness of our sea ports-

(Contnd)

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of Transport

107

• This should be based on international benchmarks and include operational, safety and tariff components.

Output 4: Develop a set of operational

indicators for each segment.

108

Thank you

Department

of Transport