1. Parliament Portfolio Committee on Transport
12 September 2017
Presented by:
Pheko Letlonkane

2. CoT IRPTN – Introduction
City of Tshwane – developing (Planning , designing and implementing) an Integrated Public Transport System (IPTN) aimed at meeting the needs of the people of Tshwane in a sustainable and affordable manner
Areyeng network represent the rapid component of the IPTN and being developed in a number of phases over period up to 25 years
Network – planned to be extended in phases covering key townships like Mamelodi, Mahube Valley Soshanguve, Atteridgeville, and Olievenhoutbosch
At the heart of the CoT IPTN and IRPTN Strategy developed is the principle of integration between routes and services
The network was developed and approved as part of the Operational plan in 2014

3. CoT IRPTN – Purpose of the Presentation
Provide the Portfolio Committee with progress on the planning, design and implementation of the BRT system in Tshwane
Highlight progress, success stories, challenges and failures were experienced
Provide update on the five year operational plan and the future implementation of the BRT system
Highlight activities that will successful rollout and implementation of BRT system within the City of Tshwane

4. IRPTN PLANNING ENVIRONMENT

5. CoT IRPTN – A Re Yeng
NDP 2030 – emphasis on an Integrated passenger transport system and access to opportunities for all.
The National Development Plan 2030 heralds public transportation as the heartbeat of South Africa’s inclusive, equitable economic growth and social development.
In driving meaningful transformation, the NDP sees integrated public transport system (IRPTS) for South Africa’s cities as a powerful lever to address the spatial geography of apartheid, which separated economic hubs from residential areas, by connecting work and residence in a more integrated way.
CoT is one of 13 metropolitan cities which were identified by government as being in urgent need of such an IRPTS.

6. Tshwane New Vision 2030 .
Drive spatial transformation through densification and compact development;
Address many of the ills currently caused by urban sprawl;
Achieve a balanced sustainable growth to optimise the potential and infrastructure capacity;
Revitalise and develop new economic nodes that support transit-oriented development and public transport systems;
Strategically invest in infrastructure targeting various nodes, corridors, activity spines, and strategic land parcels that support higher intensity of mixed use development.

7. Tshwane Integrated Rapid Transport Planning
The City of Tshwane’s BRT Network is part of the IRPT Network, which is planned to be implemented over 25 years.
The Backbone of the IRPTN is passenger Rail.
The Rapid Bus Network has 16 trunk routes (Lines 1 to 16), which could consist of dedicated roadway space (lanes), marked lanes, etc.:
CITY OF TSHWANE BRT TRUNK ROUTES
Line 1: CBD to Soshanguve;
Line 9: Centurion CBD to Wierdapark
Line 2: CBD to Mahube Valley
Line 10: Rainbow Junction to Wonderboom Airport
Line 3: CBD to Atteridgeville
Line 11: Constantia Park to Menlyn
Line 4: Rainbow Junction to Denneboom
Line 12: Monavoni to CBD
Line 5: Mahube Valley to Centurion
Line 13: Pretoria Industrial to Danville
Line 6: CBD to Olievenhoutbosch
Line 14: Claremont to Belle Ombre
Line 7: Amandasig to Belle Ombre
Line 15: Ga-Rankuwa to Rosslyn
Line 8: Centurion CBD to Zwartkop Golf Club
Line 16: Mabopane to Klip Kruisfontein
In terms of the IRPTN (May 2014) for Tshwane, there are 16 rapid, trunk bus routes that are planned to be rolled out as part of the Rapid component of the IPTN.
These trunks routes will eventually link the previously disadvantaged areas (“townships”: Mamelodi, Atteridgeville, Mabopane/Soshanguve, Olievenhoutbosch) to the CBD and other nodes of employment
The BRT trunk route network is not intended to compete with the rail network (which will remain the backbone of mass transit) but is planned to extend the public transport network coverage so as to reduce walking time and distance to the nearest public transport stop.
Minibus taxis will remain part of the overall public transport service for the foreseeable future and can in some instances complement or even compete with BRT. The BRT system can never fully replace the Minibus taxi type service, nor can it accommodate 100% of the passenger volume demand.

8. Tshwane Integrated Rapid Transport Planning
The current Line 1 and Line 2, which links Soshanguve and Mamelodi is referred to as the Phase 1 network.
The Phase 1 network is currently in detail design stage

9. Tshwane Integrated Rapid Transport Planning
BRT LINE
DESCRIPTION
BRT Line 2A
CBD to Hatfield
BRT Line 1A
CBD to Wonderboom
BRT Line 2B
Hatfield to Menlyn
BRT Line 2C
Menlyn to Denneboom
BRT Line 1B
Wonderboom to Akasia
BRT Line 1C
Akasia to Soshanguve
BRT Line 3
CBD to Atteridgeville
BRT Line 2D
Denneboom to Mahube Valley
Total Length = 81km
The current Line 1 and Line 2, which links Soshanguve and Mamelodi is referred to as the Phase 1 network.
The Phase 1 network is currently in detail design stage
Line 3
12km
Atteridgeville

10. CoT - A Re Yeng System Overview
Phase 1 A Re Yeng System
Comprise of three (3) trunk lines totalling approximately 81km
Line 1 (Pretoria CBD to Kopanong / Soshanguve)
Line 2 (Pretoria CBD to Mahube Valley / Mamelodi)
Line 3 (Pretoria CBD to Atteridgeville)
Belle Ombre Depot with Compressed Natural Gas (CNG) Facilities
Approximately 141 stations
Three (3) intermodal facilities

11. CoT – A Re Yeng System Overview
Inception phase (CBD to Hatfield Line 2A) operational since 2014 [part of Line 2]
CBD to Wonderboom (Rainbow Junction Line 1A) is operational on a limited service. [part of Line 1]
Remainder of Phase 1 to be rolled-out by 2025/26

12. Infrastructure Implementation – Progress
Bus-way Lanes Completed
17 km of Bus-way lanes one direction (Line 1 A and 2A)
6 km of bus way lanes (Simon Vermooten) (Part of 2C)
Stations Completed
12 stations constructed
Depot Under Construction
Construction of CNG Bus depot at 98% complete
NMT Completed
67.5 km of NMT infrastructure completed along the BRT Route and within 500 meter radius of a BRT Station.
Feeder Stops Completed
Installation of 61 Bus stops and 17 bus shelters were completed on Line 2A.
In terms of the Busway lanes, we have constructed approximately 16km of busway lanes of which 7km are for Line 2A (CBD and Hatfield) which has been operating since Nov’’14 and 9km for Line 1A (CBD and Wonderboom) will be launched by end of the year.
Stations we have 12 stations of which 7 Stations in Line 2A and 5 Stations along Line 1A.
In terms of NMT we have constructed a total of 67.5km of NMT Facilities which were designed to comply with universal access standards ensuring that our facilities can be easily accessed by pedestrians, cyclists and people on wheelchairs and visually impaired people.

13. Infrastructure Implementation – Progress
Traffic Signals
200 traffic signals along BRT Routes upgraded
EMV
The AFC system has been completed, operations went live on 1 March 2016.
114 A Re Yeng buses and 220 TBS buses fitted with AFC equipment
12 Stations on fitted with AFC Equipment
Control Centre
 Control Center completed and operational
All vehicles, 12 Trunk Stations have been fitted and commissioned with APTMS Equipment
Bus Fleet
Total of 114 buses were procured by the BOC and delivered for operations:
7 x Articulated diesel buses (18m long)
40 x Standard CNG buses (12m long)
67 x Standard diesel buses (12m long)

14. Infrastructure Implementation – Progress
200 Traffic Signals installed and Operational along the trunk line and surrounding routes.
20 Variable massage signs around the City
20 Parking garage signs installed
Traffic cameras and Surveillance cameras installed
Communications network (Fibre optic) installed and operational
Upgrading 200 traffic signals in the Tshwane CBD, including 200 traffic cams installation,
Installation of 20 Variable Message Signs (VMS’s), Installation of 20 Parking Guidance (PG) signs,
Other components: UTMC, TSP, Software, Training and web development
Fibre installation

15. STATION – (12 STATIONS COMPLETED)
In terms of our stations we have two types of stations which is the memory box and the retro tram stations. The memory box was essentially chosen with the concept including the image and information relating to the historic buildings surrounding it hence implemented within the CBD while the Retro-Tram concept was chosen for the Stations outside of the CBD. The Retro-Tram is essentially the image of the old tramlines constructed in a modern style. We have 5 stations completed on Line 1A (CDB and Wonderboom)

16. Belle Ombre Depot
Photos of our CNG depot which is designed to accommodated about 140 busses. The Depot has a administration block, the workshop to service both the CNG and Diesel busses, the bus-washing machine and also the fueling area for both diesel and CNG buses.

17. Belle Ombre CNG Facility
Buswashing machine and the Workshop

18. NMT FACILITY ALONG THE ROUTES -PARK STREET NMT FACILITY
Photo of NTM Facility constructed in Park street which also includes the bicycle lanes.

19. LINE 2B – Atterbury (BTWN LOIS & JAN MASILELA)
Processed Base layer

20. LINE 2C – Simon Vermooten
Processed Base layer

21. AFC Progress
From the first picture: Gates on the stations, Concessioner equipment and selling point, On-board validators, EMV card

22. APTMS Progress
APTMS Equipment –CCTV cameras in stations, IPD’s, video wall in the Control centre delay CCTV, ON-route cameras

23. UTC - Progress
This Slide illustrate Equipment installed under UTC: On route VMS’s and Parking guidance signs, Traffic signal with adaptive control system, Pedestrian signals heads, Bus Sign, underground and Aerial fibre

24. INDUSTRY TRANSITION PROGRESS
The whole TRT project is based the premise that there will be no job loss in the sector (Taxi sector)
The Taxi Industry will not be worse off
TRT – to be used as a platform for rationalising, professionalising and improving public Transport across the City
Creation of Value Chain – all operated TRT stations managed by Industry through negotiated contract
Compensation Model approved by council

25. CoT – Modal Integration and Universal Access
As required by the National Department of Transport (NDoT) all aspects of the A Re Yeng system are designed to be universaly accessibile. (Buses, Stations and Feeder Stops
A Re Yeng is fully accessible to people with special needs, including people with disabilities, the aged, pregnant women, and parents with young children.
The City and NDoT recently undertook to have structured engagements to ensure that all aspects of the A Re Yeng system related to accessibility continues to be in accordance with NDoT’s requirements.

26. COT Budget Allocation and Spending
Financial Year
Budget
Actual
2007/2008
129 14
2008/2009
260
168
2009/2010
421
365
2010/2011
100 82
2011/2012
200
116
2012/2013
749
2013/2014
774
2014/2015
868
2015/2016
931
2016/2017
947
2017/2018
890 -
Total
6 269
4 976
The COT was able to spend its full allocation over the past five year since 2011/2012 Financial Year

27. COT Budget Allocation and Spending

28. COT Budget Allocation and Spending

29. COT Infrastructure and Operational costs: As at June 2017
 Cost Elements
Expenditure items
Costs
Planning costs
Project Management
R  644
Operations Plan (including UDAP) R
Business Plan R
Marketing & Communications Plan R
Preliminary and Detailed Infrastructure Design R
Other Planning Cost R
Operating costs
Station services (station cleaning, security, fare collection, landscaping, etc.) R
Vehicle operations R
Fare system management R
Infrastructure maintenance R
System marketing costs R

30. COT Infrastructure and Operational costs: As at June 2017
 Cost elements
Expenditure items
Costs
Equipment costs
Fare system equipment R
ITS Equipment R
Infrastructure costs
Road way civil works (road way materials and construction, delineators, signage, colourisation, utilities, station bottom structures etc.) R
Trunk station top structures R
Complementary and Feeder stops and shelters R
Depots R
Control centre R
Transitional costs
Industry compensation R
Total Expenditure from PTN Grant up to 30 June 2017 R

31. CoT – A Re Yeng System Phase 2
Phase 2 A Re Yeng System
Comprise of four (4) trunk lines totalling approximately 97km
New destinations to be reached such as Centurion and Olivenhoutbosch, as well as additional linkages between Phase 1 lines
Planned roll-out from 2022 to 2029

32. CoT – A Re Yeng Ridership
A Re Yeng ridership has by July 2016 increased to 5200 passenger trips per average week day.
Since the Strike in August/September 2016 the passenger trips has dropped and are currently at 3600 passenger trips.
The launch of the full Line 1A is expected to provide an additional average of 7020 passengers trips per average week day (Morning Peak).
It is expected that the average passenger trips will increase with the rollout of the Line 2B (Hatfield to Menlyn)

33. CoT – A Re Yeng Ridership
Prior to the strike – passenger volumes were actually increasing – experienced decline for last year

34. A Re Yeng Master Programme and Progress Status Update
No of average weekday passenger trips (Morning Peak)
13 373
Daily demand – (FCPC implemented)
26 745
Fare Revenue per day
Fare Revenue per month (workdays)
Tot Fare Revenue (incl weekends)

35. A Re Yeng Master Programme and Progress Status Update
Current ticketing method used is EMV Compliant
System is universal accessible
Station infrastructure and intermodal operations allows for improved intermodal operations and/or access to stations/stops from bordering BRT projects, access to public amenities at stations is available
Numerous Jobs has been created to date

36. CoT– A Re Yeng Risk Management
Mitigation
Negotiations with Taxi Industry with regards to the buy-out
To escalate the matter
Continuous engagements with the Taxi Industry
Inability to brand feeder taxis before the Go-live date
Obtain logos from the Taxi Industry to enable the printing of stickers as per association
Incomplete facilities (Passenger shelters; Informal Trader stalls)
Comply with the programme in place
Compliance of Taxi Industry and ability of CoT to enforce compliance
Community education and enforcement
Longer Term Financial Sustainability
Ensuring Service is optimised and efficient levels of services are implemented
Service shut down due Strikes by the Operating Company Staff.
Continuous engagement of Labour and their Unions by the Bus Operating Company
Areyeng – compiled a risk register – attempts to address risks associated with the project
Live document – updated on quarterly basis

37. CoT – A Re Yeng Challenges Faced
Taxi Industry clearance and compensation
High expectations/delivery/enforcement
Low ridership – partially influence by the above as well as not operating origin destination
High cost of running “closed” stations
Expensive ITS infrastructure
High trunk route infrastructure costs
High cost of services relocation
Slow rate of construction, primarily owing to legal issues, stakeholder engagement process, land expropriation, etc
Ongoing competition with the other PT modes

38. CoT – View on the Future Need for PT system in cities exist
Sustainability of service the biggest challenge, therefore all aspect needs to be cost efficient.
However, the true answer lies in the approach of HOW WE IMPLEMENT THESE SYSTEMS.
Consider “BRT Options with varying levels of service” approach towards the implementation of infrastructure and not full fledged systems
Detailed financial simulations are required to understand the long term financial implication of certain decisionNeed for PT system in cities exist

39. CoT – View on the Future
There is a definite need for a BRT in the City of Tshwane, the public deserves a safe, secure on time, reliable and efficient service
Densification is required in order to limit future implications on all other infrastructure and the BRT is a catalyst for this
The limited expertise in the BRT environment might have contributed to in efficiencies within SA up to date, but capacity has been created and Local Government will start optimising the service and setting appropriate affordable BRT services that can be sustained in the longer term to the benefit of the community

40. Thank you