Brochures

S T R A T E G I C I N T E G R A T E D T R A N S P O R T P L A N F R A M E W O R K F O R T H E C I T Y O F J O B U RG

Description
S T R A T E G I C I N T E G R A T E D T R A N S P O R T P L A N F R A M E W O R K F O R T H E C I T Y O F J O B U RG DRAFT FOR DISCUSSION - 13 MAY 2013 CONTENTS Introduction... 3 City and Transport Facts
Categories
Published
of 120
72
Categories
Published
All materials on our website are shared by users. If you have any questions about copyright issues, please report us to resolve them. We are always happy to assist you.
Similar Documents
Share
Transcript
S T R A T E G I C I N T E G R A T E D T R A N S P O R T P L A N F R A M E W O R K F O R T H E C I T Y O F J O B U RG DRAFT FOR DISCUSSION - 13 MAY 2013 CONTENTS Introduction... 3 City and Transport Facts and Figures... 5 Johannesburg Demographics... 5 Transport System in Johannesburg... 6 Travel Behaviour, Characteristics and Attitudes in Johannesburg Changes in Johannesburg Transport System Over the Last Ten Years The Strategic Public Transport Network (SPTN) Proposals and Phase 1A, 1B and 1C of the Rea Vaya BRT Bus Rapid Transit (BRT) System Gautrain Implementation Using Transport Corridors to Restructure the City Upgrade of Heavy Rail Corridors in Joburg Susidised Bus Contracts Rationalisation Minibus-taxi network Re-organisation and Legalisation New Public Transport Facilities Road Network Infrastructure Johannesburg Transport Vision, Mission and Goals Transport Department of the City of Johannesburg Vision Mission Goals Joburg 2040 Growth and Development Strategy National Development Plan DoT Public Transport Strategy The Transport Thrusts, Strategies and Programmes Thrust no.1: Restructure and Integrate the City Context Policy and Objectives Thrust no. 2: Improve and Expand Provision of Quality Public Transport and Use of Non- Motorised Transport Context Johannesburg Strategic ITP Framework Page 1 Policy and Objectives Strategy and Programmes Thrust No. 3 Maintain, Improve, Extend and Integrate Transport Infrastructure Context Strategies and Programmes Thrust No. 4 Support Economic Growth Through Improving Freight Mobility Context Strategies Thrust No. 5: Manage Congestion, Travel Demand and Parking Context Policy Strategies and Programmes Thrust no 6: Actively Engage Citizenry in Improving the Transport System Context Strategies Thrust no. 7: Transform the Transport Sector and Encourage New, Efficient and Profitable Transport Enterprises and Employment creation Context Strategies Thrust No. 8 Plan the Transport System Context Strategies and Programmes thrust No. 9 Resource and Finance the Transport Plan Human Resources Revenue Sources and Funding Transport Outputs and Outcomes Outcomes, Outputs and Indicators: definitions Indicators Johannesburg Strategic ITP Framework Page 2 INTRODUCTION The City of Johannesburg s First Integrated Transport Plan (ITP) , was approved by Council in August It was updated three times - in 2004, 2006 and Work on a new ITP for began in 2012 and a different approach is being adopted by the Transport Department. Instead of a single document, the following components will be developed. The first component is this document, which we have called a Strategic Integrated Transport Framework. The aim of this document is to highlight the status quo and give an overview of some of the major developments and shortcomings in the last ten years; then to set out the City s objectives and vision for its transport system and the strategies which it intends to pursue to achieve them. Outputs, outcomes and indicators that will be used to measure the City s performance are set out, as well as standards for transport infrastructure and public transport services that can be expected by the public. A high level spatial network has been developed which shows the main corridors and routes for public transport, freight and cycling and walking. The Database component is taking the form of a Johannesburg Household Travel Survey being carried out during the first half of 2013 and a Transport Information Register, for which data collection took place in 2012 and Following these components, and guided by the data and the Framework, the Transport Department will be preparing an Integrated Transport Network showing the public transport corridors and routes the City will be investing in, and a ten-year plan for its main interventions to expand the network. The fourth element, Detailed Strategies or Operational Plans, will be developed as and when the planning needs to be done, i.e. in relation to particular projects or programmes. These four components are illustrated in Figure 1, while the relationship between the ITP and the Joburg 2040: Growth and Development Strategy (GDS), as well as relevant statutory plans, is shown in Figure 2. FIGURE 1: CITY OF JOHANNESBURG INTEGRATED TRANSPORT PLAN PLANNING PROCESS Johannesburg Strategic ITP Framework Page 3 FIGURE 2: RELATIONSHIP BETWEEN ITP, JOBURG 2040 GDS AND OTHER CITY PLANS Johannesburg Strategic ITP Framework Page 4 CITY AND TRANSPORT FACTS AND FIGURES JOHANNESBURG DEMOGRAPHICS Johannesburg had a population in 2011 of people, compared to ten years earlier in The average annual growth rate was thus 3,2%. Johannesburg residents make up 36% of Gauteng s population, and 8% of the population of South Africa. The city s population is young a third of its residents are under 35 years of age. There are households, 62% of them male-headed and 36% female-headed. Racially, the population is 76,4% African (compared to 73% in 2001), 12,3% white (16% in 2001), 5,6% coloured (6% in 2001) and 4,9% Indian (4% in 2001). At 1644 km 2 the density of Johannesburg is persons/km 2 compared to 1962 persons/km 2 in A major change in the demographics of the City in the last ten years is the extent of migration from other parts of South Africa and from other southern African countries. While the majority 93% - of Johannesburg residents in 2001 were born in Gauteng, only 52% were in Residents born outside South Africa comprised only 3% in 2001, but made up 13% in Most international migrants have come from other southern African countries. i Based on current trends, the Joburg 2040 GDS expects Johannesburg s population to reach between 6 and 8 million by ii Most residents 74% - stay in formal accommodation either a formal house on its own stand, a townhouse, cluster or a flat in a block of flats. Seventeen percent of residents live in informal accommodation either a shack in an informal settlement, or a backyard shack (compared to 20% in 2001). The remainder of people stay in a backyard house, flat or room (8%) and 1% in tents or caravans. Johannesburg has high levels of unemployment and poverty and one of the highest levels of inequality in the world. Of the economically active population in Johannesburg, 72% are employed ( people) while 28% are either unemployed ( people) or discouraged workseekers ( people). Of the people employed, 78% or people described themselves as occupied in the formal sector, 8% or people as informal sector employees and 13% or people as being employed in private households. Average household incomes by race in Johannesburg in 2011, according to the census, were: African households R68 000; Coloured households R , Indian/Asian households R259, 000 and white households R iii Transport accounts for 31% of SA s energy consumption (in cities transport accounts for 56%) and 16% of CO 2 emissions. iv Johannesburg is a relatively energy-efficient city in global and national terms but relatively inefficient in relation to some cities in developing countries. Johannesburg s latest calculation of its city-wide carbon emissions is metric tons of carbon dioxide equivalent (2007). The population was in 2007 which gives a per capita figure of 5,02 Johannesburg Strategic ITP Framework Page 5 metric tons. Comparable figures in other cities and countries have been calculated as 5.1 in Seoul, 3.5 in Jakarta, 1.9 in Rio de Janeiro, and 1.4 in Sao Paulo. v TRANSPORT SYSTEM IN JOHANNESBURG INSTITUTIONAL RESPONSBILITIES All spheres of government play a significant role in Johannesburg s transport system. The national sphere is responsible for the freeways (N routes), passenger and freight rail. The provincial Department of Roads and Transport builds and maintains various provincially-owned roads in Johannesburg, is the contracting authority for various bus services in Johannesburg, for administering economic regulation of public transport through the issuing of operating licences, for vehicle licencing and for the Gautrain high-speed rail system in the province, and builds public transport infrastructure on provincial roads. Johannesburg runs a municipal bus service called Metrobus and the Rea Vaya Bus Rapid Transit (BRT) system, it builds and maintains the roads owned by the City, including two freeways (M1 and M2), and builds public transport infrastructure on city-owned roads and off-street. The Transport Department is also responsible for all transport planning in the city. THE ROAD AND STORMWATER NETWORK IN JOHANNESBURG The Johannesburg Roads Agency (JRA) is a private company established by the City in It derives its mandate from the Service Delivery Agreement it has signed with the City. The JRA is responsible for the construction, maintenance, and management of infrastructure networks associated with roads, bridges, road reserves, storm water, footways, railway sidings and traffic mobility management. This includes traffic regulatory infrastructure (traffic signals, road markings, road signs and regulatory operating system); road infrastructure (roads, bridges and culverts, road reserves including verges and footways, guard rails, fencing and billboards, infrastructure development and maintenance) and storm water catchments development and maintenance. The JRA s priorities are: vi Resurfacing of the road network Bridge rehabilitation Stormwater management Traffic mobility (congestion management) Surfacing of gravel roads Information management systems, including financial management and human resources The extent of the road and stormwater infrastructure network in the City of Joburg that is managed by the JRA, per administrative region, (as of February 2008) is shown in Table 1. vii TABLE 1: EXTENT OF ROADS AND STORMWATER INFRASTRUCTURE IN CITY OF JOHANNESBURG Infrastructure component Region Total A B C D E F G Paved roads (km) - CoJ Owned Gravel roads (km) Johannesburg Strategic ITP Framework Page 6 Intersections Stormwater channels/culverts (km) Stormwater pipes (km) Stormwater pipes (unknown) (km) Stormwater kerb inlets Stormwater inlets (other) Stormwater manholes Stormwater inlets (unknown) (km) Bridges (CoJ-Owned) Bridges (not CoJ-Owned) Bridges (Ownership unknown) Dams (JRA) Signs Motorway (Lane Kms) 398 THE RAIL SYSTEM The Johannesburg rail system is not run by the City but by the national Passenger Rail Authority of South Africa (PRASA). Its commuter rail operator is Metrorail. The rail network chiefly connects Soweto, Randfontein and Vereeniging with the city centre, and the Johannesburg city centre with Ekhurhuleni (Springs and Daveyton), Tembisa and Leralla, and Tshwane via Kempton Park, including the Pretoria CBD, Mabopane and Soshanguvue. Long-distance destinations are served from Johannesburg Park Station such as Cape Town and Durban. The network does not fit entirely with present day residential and economic nodes and is east-west aligned and concentrated in the south and south west of the city. Some major destinations are not served, such as OR Tambo International Airport, Midrand and Sandton (although all are now served by Gautrain). The PRASA Metrorail network is shown in Figure 3 (along with the Gautrain network). There are 55 railway stations, the busiest being Johannesburg (Park Station), New Canada, Langlaagte, George Goch and Stretford. There is overcrowding on the Midway New Canada section and on the Naledi lines. It is generally acknowledged that the traditional rail system is run-down, offers a poor quality service which is not safe or reliable, and that the network and rolling stock are in need of refurbishment. Its journey times are uncompetitive with other modes. Other problems include peak overcrowding on some corridors, unreliable rolling stock leading to a reducing ridership, limited offpeak services, lack of integration and interchange with other modes, fare evasion, and low-comfort coaches. Passenger numbers continue to decline due to poor rolling stock and unreliability. The customer base in Gauteng decreased by 30-40% during 2010 compared with the previous year, similar to the results for other Metrorail areas. viii Johannesburg Strategic ITP Framework Page 7 FIGURE 3: PRASA METRORAIL AND GAUTRAIN NETWORKS AND STATIONS THE BUS SYSTEM Johannesburg has a widespread network of bus services. The commuter bus routes in the city are shown in Figure 4. ix Average route length is 27,2km. The regular commuter bus services are all subsidised and are provided by the City s own Metrobus company, and through services contracted and subsidised by the Gauteng Department of Roads and Transport. These are the Putco Soweto contract, the Eldorado Park contracts, the South Western Areas contracts and the Katorus/Boksburg contracts. Altogether these services including Metrobus are run by buses. Johannesburg Strategic ITP Framework Page 8 Of these 490 are operated by Putco Soweto (2011) compared to 250 in and 455 are operated by Metrobus (2012 figures). x Apart from the subsidised bus services, there are numerous other unscheduled bus operators providing services within, to or from Joburg. These unscheduled operators provide a variety of services, including private hire services for specific events, learner transport, as well as inter-city coach services. A total of buses and midibuses for use in public transport are licenced in the City of Johannesburg according to the national Department of Transport s e-natis system. xi However, not all of these necessarily operate in Joburg they could be licenced in Johannesburg because the company s head office is located in the city, but operate elsewhere. THE MINIBUS-TAXI SYSTEM The dominant public transport mode in the City of Johannesburg is the minibus-taxi. There are 32 taxi associations controlling at least different routes (counting both directions), operated from at least 450 different starting points. During the last comprehensive survey of all taxi routes in Johannesburg, in 2002, it was estimated that there were short distance minibus-taxis. xii There are substantial long-distance taxi operations to and from the City, mainly from the Joubert Park area (80% of the operations) but also from other inner city ranks, Randburg, Alexandra and Baragwanath. They operate to about 100 different destinations, including international. xiii The taxi route system is shown in Figure 5 xiv. Average taxi route length is 17,8km. It is a very radial network focused on the CBD. Many passengers are able to make their trips using one taxi all the way (about 65%) but 24% require a taxi-taxi combination and 11% involve transfers to trains or buses. Johannesburg Strategic ITP Framework Page 9 FIGURE 4: THE BUS ROUTE NETWORK IN THE CITY OF JOHANNESBURG (ALL OPERATORS) Johannesburg Strategic ITP Framework Page 10 FIGURE 5: THE MINIBUS-TAXI ROUTE NETWORK IN THE CITY OF JOHANNESBURG (ALL OPERATORS) Johannesburg Strategic ITP Framework Page 11 THE REA VAYA BUS RAPID TRANSIT SYSTEM (BRT) The City has been introducing bus rapid transit corridors into the City since developing an operational plan for a Phase 1 BRT system in Currently Phase 1A is completed, and was brought into operation in stages between 31 August 2009 and February The route network is shown in Figure 6. FIGURE 6: REA VAYA PHASE 1A ROUTE NETWORK The system features the following: 41 modern, new articulated buses and 102 solo, double-sided door buses in operation Thirty-one staffed, enclosed stations, in the central median Average weekday passenger trips of , over 1 million passengers per month The trunk route carries passengers per direction per hour in the peak. xv New company formed called Piotrans (Pty) Ltd, 100% owned by 313 shareholders who previously operated taxis on the routes, and who withdrew 585 taxis (many of which were scrapped) Twelve-year gross cost contract signed between the city and Piotrans to operate the Rea Vaya Phase 1A services after a successful 14-month negotiation to form the company and agree the contract. Payment is by scheduled km operated, not per passenger carried. Former taxi drivers offered employment in new system - all bus drivers are former taxi drivers Automatic fare collection system using smartcards with EMV microchips (compliant with the national regulations on interoperable fare systems), gated access control at stations, and turnstiles on buses, to come into operation in the first half of 2013 Real-time information about bus arrivals or next station is provided to passengers at stations and on buses respectively Stations are monitored at a control centre using CCTV A control centre uses GPS to observe and communicate with buses via GPS and to monitor adherence to schedule Johannesburg Strategic ITP Framework Page 12 A new state of the art bus depot has been built in Dobsonville and Piotrans leases it from the city In a customer survey in 2012, 80% of customers were satisfied or very satisfied with the service xvi Phase 1B has been built and will be brought into operation in late 2013, while the plans for Phase 1C have been approved and are in the business planning stage. Details on Phase 1B and 1C are provided later. METERED TAXIS Johannesburg has an estimated to 2000 metered taxis. There are a range of services with several formal large companies but also many individual no-name taxis, i.e. their rooflights indicate Taxi rather than a company name. These comprise about 44% of metered taxis. While some CoJ metered taxi operators maintain high standards, others operate vehicles in a state of poor repair, employ drivers with poor knowledge of their area of operation, and operate without meters (about 50%), without radio or GPS control (about 43%) or operating licences (proportion not known). 44% of them are no-name taxis These factors have a negative effect on the image of the industry as a whole, as well as tourism. xvii Legally, it is compulsory for metered taxi vehicles to be equipped with a sealed meter in good working order, to measure the cost of the trip. Metered taxi associations and their members are required to register with the Gauteng Provincial Transport Registrar, and various obligations accompany this. The MEC may also regulate their fares, prescribe a grading system for metered taxi services and prescribe tests that drivers must pass (e.g. demonstrating topographical knowledge). Metered taxis are also required to have an operating licence that sets out the area in which they may operate. Approximately 200 ranking places for metered taxis were identified in detailed surveys in 2004 xviii. TUK TUKS Several tuk-tuk operations have been licenced by the Gauteng Operating Licencing Board (GOLB) to operate in Johannesburg and have been a source of both novelty and concern. However, Johannesburg had no policy in its former ITP about these vehicles or other two- and threewheelers use in public transport (e.g. pedicabs or motorcycles which are becoming increasingly common in west and east Africa for last-mile journeys). The concerns have been about conditions of safe operation, their competition with existing metered taxis, potential violent competition between each other, competition with minibus-taxi services with the threat of violence, their potential uncontrolled proliferation and their ranking needs. The National Land Transport Act no. 5 of 2009 (NLTA) xix provides that tuk-tuks may be used for public transport services where relevant transport plans allow for this. It provides that where a tuktuk is so used, the operating licence must stipulate the urban route, road network or area on or Johannesburg Strategic ITP Framework Page 13 within which it must operate, as shown in the relevant integrated transport plan, and a maximum speed of operation. NON-MOTORISED TRANSPORT Walking is the second most important main mode of transport in Johannesburg, after the car. It is the mode used for 31% of all trips made in the morning peak period according to the 2003 GHTS (car accounts for 37% and minibus-taxis for 23%). The average walk tri
Search
Related Search
We Need Your Support
Thank you for visiting our website and your interest in our free products and services. We are nonprofit website to share and download documents. To the running of this website, we need your help to support us.

Thanks to everyone for your continued support.

No, Thanks
SAVE OUR EARTH

We need your sign to support Project to invent "SMART AND CONTROLLABLE REFLECTIVE BALLOONS" to cover the Sun and Save Our Earth.

More details...

Sign Now!

We are very appreciated for your Prompt Action!

x