2. “What is the ITMP25?”
• It describes the current reality of transport in the Gauteng City Region, how it
works and what value it adds
• How we expect the population and the economy to grow in the next 25 years
and the bearing that this will have on the transport system
• What the consequences may be if we continue doing things the way that are
being done at the moment; if land use pattern remain unchanged & we
continue to give preference to private vehicles as the transport mode of
choice
• 13 key short-term initiatives to be focussed on in the next 5 years
• Proposals on 8 significant transport intervention to be implemented over the
next 25 years, taking into account the National development Plan (NDP), the
Gauteng Vision 2055 & various ITP’s developed by local Government
• How these proposals could be funded using various income streams and
funding options
• The institutional arrangements required to implement the 5-year Short- Term
Implementation Plan and the proposed ITMP25
• Expected outcomes and benefits of doing what is being proposed
4. Gauteng in relation to South Africa
• Gauteng is the smallest of SA’s provinces and takes up 1.4%
of the country's land area - but it has the largest population
of all the provinces, with 11.2-million people making up
22.4% of South Africa's total.
• With a GDP valued at US$112-billion, Gauteng generates
33.9% of South Africa's GDP and 10% of the total GDP of
the entire African continent.
5. -
2 000 000
4 000 000
6 000 000
8 000 000
10 000 000
12 000 000
14 000 000
16 000 000
18 000 000
20 000 000
Gauteng (2037)
Shanghai
Mumbai
Beijing
Delhi
Seoul
Gauteng-Metro (2010)
Tokyo
Bangalore
New York
London
Hong Kong
Bogota
Johannesburg (2037)
Paris
Guanghzhou
Ahmedabad
Ekurhuleni (2037)
Singapore
Sydney
Tshwane (2037)
Melbourne
Johannesburg (2010)
Ekurhuleni (2010)
Tshwane (2010)
Population
7. Background & Context
• Current planning, housing and service provision is further
entrenching pre-1994 inefficiencies
25%
15%
100%
90%
• Statutory transport planning (PLTF and ITPs) is done with fairly
short planning horizons in view
72%
66% 65% 63% 62%
57% 57% 55%
51%
41% 38%
34%
80%
70%
• Public transport service planning, funding and provision are
89% 89%
79% 78% 77%
done in “modal silo’s”, leading to lack of integration
85%
60%
50%
40%
• Public transport still mostly remains modes of force and only
travellers captive to these modes use them.
34% 35% 37% 38%
43% 43% 45%
49%
59% 62%
66%
75%
30%
20%
• A large percentage of road fatalities and accidents involve
11% 11%
21% 22% 23%
28%
pedestrians and this can in part be attributed to the neglect of
non-motorised facilities.
10%
0%
Private / Public Transport
14. “The Cost of Doing Nothing”
• Analysis of the transport situation in 25-years’ time, shows that
the consequences or “cost of doing nothing” will be severe, i.e. if
current trends continue
• Vehicle population predicted to grow from 3.65 mil. to 6.57mil.
• Peak hour person trips to grow from 2.2mil. to 3.9mil.
Weighted Base 2025 Demand on
2037 Demand on Base Year
• average Year
peak Base hour Year Network
road network speed Network
will reduce from
48km/h to 7%
below 10km/h
9%
9%
23%
• Weighted public transport travel 11%
speed decline from 38km/0 - 20 39%
h km/to
h
48%
below 14km/h
20 - 40 km/h
53%
30%
22%
• Congestion nightmare, with the 31%
transport network, the economy
40 - 60 km/h
17%
and the natural environment eventually choking
> 60 km/h
• Major interventions and management of travel choices and
demand will be required to avoid this scenario
15. Need for an Integrated Transport
Strategy
• Considering Gauteng’s profile, the current land use
patterns and traffic congestion do not sufficiently
support long term, sustainable economic growth and
development in the region.
• Hence the need for a pro-active long term integrated
transport plan centred on public transport.
16. GTIP5
•Status Quo
•Vision & Obj.
•Economic Dev.
•ect.
A set of plans
(GIS-based &
hard copy)
ITMP25 main
Document
Annexures
Travel Demand Forecasting Model
Road
Network
Plan
Strategic
PT & Rail
Network
Plan
Freight
Network
Plan
NMT
ITS
Sustainable
Transport
25-year Integrated
Tp Network Plan
Funding Plan
Implementati
on Plan
Institutional
Arrangements &
TA
2012
2025
2037
•Upgrades
•New links
•Std.’s
•Management
•Upgrades
•New links
•Std.’s
•Strategies
•Frameworks
•Interventions
•Upgrades
•New links
Final Report Structure
Approved SDFs
Land-use
Plan
IATA
Projections
Airports &
Aviation
Plan
Detailed Plans and Strategies
17. ITMP25 Vision
“An integrated and
efficient transport
system in Gauteng
that promotes
sustainable economic
growth, skills
development and job
creation, fosters quality
of life, socially includes
all communities and
preserves the
environment.”
18. Aim
• Provides a planning framework, which will assist government
at all three levels to deliver this transport system over the
next 25 years.
• To deliver a world class and sustainable transport system that
supports Gauteng’s economic, social and cultural, and
environmental goals.
• Empowers the DRT, in collaboration with other spheres of
Taking cognisance of inter alia:
government, to plan, regulate and develop an integrated and
efficient transport system that serves general public interest.
Strives to embody the principles of an efficient, competitive
and responsive economic infrastructure network that
prioritises public transport.
Disclaimer: ITMP25 does not replace local and provincial statutory
planning done in terms of the National Land Transport Act
• Gauteng City Region Concept
• Gauteng Vision 2055
• Work done by the Gauteng Planning Commission
• National Development Plan and the SIPs
• Planning done by local government and other state entities
• Transport and planning related policies and strategies
19. Key focus areas:
• Priority public transport corridors
• Strategic modal transfer nodes and interchanges
• Freight routes and logistics centres
• Rail as the backbone of an integrated public transport
system
• Protection of future priority corridors, future road
networks, passenger and freight rail networks, and
airports.
The plan further includes a vision to support and
strengthen the Gauteng Global City Region.
Geographical Information Systems and Intelligent
Transport Systems form a practical basis for the plan.
21. Economic Forecast
• Three pre-Census scenarios were considered for the
population growth projections
• Conservative approach was to use a high population growth
scenario, which was adjusted with the Census 2011 numbers
• Gauteng Base Scenario* was used for the Economic Growth
Forecast, where growth is less than 6%
• Likelihood is estimated at <1 0% that growth would be > 6%
Gauteng 2010 2025 2037
Population 11,2 million 16,3 million 18,7 million
Formal
Workers
3,9 million 6,7 million 8,6 million
* Source: Global Insight 2013
22. Land Use Perspective
• Contain urban sprawl by limiting growth to within the urban edge
• Promote residential densification, infill and mixed use
development within the existing urban fabric
• Integration of disadvantaged communities economically and
socially into the urban system
• Establish nodes with the improved linkages and connectivity
between areas of economic opportunity via corridor
development
• Promote viable public transport and reduce reliance on private
mobility, through a strong emphasis on densification along the
priority public transport routes
• Create a functionally integrated natural open space system and
protect the rural parts of the province
27. Sustainable Transport
Strategies:
• Reduce travel; change travel patterns (i.e. regularity and
• Incentivise efficiency and low fuel consumption,
extent of travel in peak periods, trip lengths etc.)
• Promote the use of public transport,
• • Use Shift of in travel modes;
demand management measures to reduce
travelling • promote time, a time shift of from travel motorised and travel to patterns,
non-motorised
• Reduce trips,
the dependency on fossil fuels,
• Use • private of alternative to public fuel transport, sources should and
be considered and
include • road clean to rail.
diesel, compressed natural gas (CNG)/biogas,
• liquid Technology;
petroleum gas (LPG), bio-diesel and ethanol,
• Use • environmentally renewable sources friendly of energy technologies, to power transport and
and
operate • Intelligent infrastructure Transport and Solution facilities, (and
ITS).
• Use of environmentally friendly materials, as well as doing the
recycling of waste materials.
29. Towards Execution
• To ensure that the ITMP25 is executed, a 5-year
implementation plan was formulated and
approved by the Provincial Executive Council in
2012 (ITMP5).
• The aim of this plan was to “fast-track” the
implementation of certain urgent initiatives and
projects. This included major projects that are
already contained in the range of transport plans
prepared by the respective spheres of
Government in the Province.
• Key initiatives includes…
30. GTIP5 Implementation
Transport
Authority
Subsidised Bus
Services
Commercialise
Taxi Industry
Travel Demand
Management
Enforcement
Optimum use of
Infrastructure
PRASA Super
Corridor
Freight
Airports
New Roads
Non-motorised
Transport
‘Green’
Transport
Infrastructure
(Optimise)
Operations
(Integrate)
Universal Access
Environment
(awareness) 30
32. 25-Year Integrated Transport
Interventions
Interventions
Land Use Development
1. Subsidised housing provision within urban core areas
2. Land use densification in support of public transport
Strategic Public Transport Network
3. Mainstreaming non-motorised transport (NMT)
4. Reinforcing passenger rail network as the backbone of the system
5. Extending the integrated rapid and road-based PT networks
Freight Transport
6. Strengthening freight hubs
Road Transport
7. Travel demand management
8. Continued provincial wide mobility
33. Intervention 1: Subsidised Housing
Provision
Description
Initiatives
& key-projects
• Participate in the national Housing Subsidy Scheme review
process to ensure that typologies and densities as required in
metropolitan areas like GCR are sufficiently catered for.
• Gauteng Department of Local Government and Housing and
Gauteng Planning Commission to provide support.
• Initiate TOD pilot projects per municipality in Gauteng Province
e.g. Kliptown, Kopanong, Eerste Fabrieke, Leralla, Uncle Harris etc.
34. Intervention 2: Land use densification in
support of public transport
Description
Initiatives &
key-projects
• Identify short-, medium-, and long term priority corridors for
densification.
• Compile Precinct Plans and Growth Management Strategies
for priority strategic development areas along corridors.
• Continuously monitor progress made with densification
initiatives (Density Targets) per metropolitan area.
• Reserve spare bulk services capacity to advance development
along public transport corridors.
• Relax/reduce parking requirements for development along
public transport corridors.
• Promote non-motorised transport in areas surrounding public
transport corridors.
36. Intervention 3: Mainstreaming NMT(1)
Description
Background • 70% of all travellers Gauteng use NMT daily (by choice or force).
• A number of policies, strategies and programmes have been
launched to promote walking and bicycling as a mode.
• Despite this, the urban development structure has significant
deficiencies, when considering the lack & the quality of NMT
infrastructure & facilities. (NMT seen as an “add-on”)
• Built environment is inconvenient, insecure and unsafe for
pedestrians and cyclists.
• Need to recognise that a person’s mobility is largely determined
by the built environment, i.e. the design of buildings, sidewalks,
paths, roads and vehicles.
• At present, design practices & std.’s based on the “average”, has
led to the marginalisation or exclusion of many. “
• “Universal Design” on needs to be adopted on a wide base.
• Paradigm shift in the approach to roads design and adopting a
different “modal hierarchy” from the current.
41. Intervention 4: Reinforcing the
Passenger Rail Network (1)
Description
Proposal • Rail is a key form giving element of the City Region.
• Rail most appropriate on high-density corridors.
• Facilitate and support efforts of PRASA and GMA to Develop
Rail Network and Services into a modern system meeting the
needs of Gauteng’s passengers.
• Develop major modal transfer nodes at stations (including
NMT)
42. Comparison: Rail Transport Types (1)
Characteristic
(typical)
High
Speed
Rail
Rapid Rail Metro-politan
Rail
Commuter
Rail
Light Rail
Top Speed
(km/h)
>300 160 – 180 120-140 90 80
Operating Speed
(km/h) *
250 100 60 45 35
Capacity
(pax / train)
300 400
/ 4-car
1500
/ 10-car
1600
/ 12-car
240
/ 3-car
Peak Headway 30 min 5 min 5 min 3 min 2 min
Off-Peak
Headway (min)
60 min 15 min 15 min 60 min 10 min
* Including Stops
43. Comparison: Rail Transport Types (2)
Characteristic
(typical)
High
Speed
Rail
Rapid Rail Metro-politan
Rail
Commuter
Rail
Light Rail
Station Spacing
100 km 10 km 3 km 3 km
500m –
1km
Operating Speed
(km/h)
250 100 60 45 35
Standing 0% 25% 50% 65% 50%
Peak Headway 30 min 5 min 5 min 3 min 2 min
Right of Way Dedicated Dedicated Dedicated
Minimise &
limit sharing
with freight
(off peak )
Various
49. Characteristics of the Road-based PT Network
Network
component Service Type Typical function Route characteristics Station/Stops
spacing
Black
Rapid
Regional Mobility Own right of way
8 – 10 km
Metropolitan 3 - 5 km
Commuter 2 - 3 km
Red * Bus Rapid Transit
Urban Mobility Own right of way
500 – 800 m
Continuity Class 1 to 3 roads
Blue * Bus
Urban Continuity Largely own right of way
350 – 600 m
Medium
Accessibility Class 1 to 3 roads
Green *
Bus Urban Continuity Mixed Traffic
300 – 500 m
Midi-bus/Mini-bus
taxi
Medium
Accessibility Class 1 to 3 roads
Yellow Mini-bus taxi High Accessibility
Mixed traffic
200 – 400 m
Class 4, 5 roads
Other Tuk-tuks, pedicabs Local Accessibility Class 5 roads 0-100 m
* Metered taxis to operate across networks
62. Intervention 5: Extending Road-based
PT Networks (6)
Opportunities for the Mini-bus Taxi Industry Currently:
• BRT system developments offer mini-bus taxi operator groupings
opportunities, on a larger scale, to get involved with provision of
subsidised public transport services
• The restructured and extended road-based public transport network
will more than double the fleet and operators required to participate
in provision of formal subsidised services
• This implies operator grouping being “commercialised” into operating
entities/companies, with whom the Transport Authority can contract
Advantages to the mini-bus taxi industry:
• Opportunity to receive operating subsidies on government contracts
• Improved feasibility and sustainability of operators and their operations
• Further opportunities for the taxi industry to commercialise itself,
• Improved safety and quality of service provided to travellers
• “Stepping stone” for the industry to advance to “bigger business”
67. Gauteng Freight Terminals and Road
network
Location Terminals Ops. Of 1st
Terminals
Tambo
Springs
2 x Container
1 x Palletized
2020
Sentrarand 4 x Container
2 x Palletized
1 x Automotive
2025
Pyramid 1 x Container
1 x Palletized
1 x Automotive
2021
68. Intervention 7: Travel Demand
Management(1)
Description
Proposal • Implement TDM to reduce congestion
• Limit the use of private vehicles in the city centres
• Individually, TDM measures are typically modest but
cumulatively it can be significant
70. Intervention 8: Continued Provincial
Wide Road Network Mobility (1)
Description
Proposal • Increase existing capacity of roads and build new roads that
support public transport vehicles (92% of all PT trips).
• Increase existing capacity of roads and build new roads that
support the movement of freight and freight logistics.
75. Other Recommendations (1)
Intercontinental Airports accommodating wide body aircraft
• ORTIA to remain the main airport serving Southern Africa by 2037
• To meet long-term demand for air traffic to Gauteng and SA,
alternatives need to be investigated and considered
• Feasibility of a second intercontinental airport should be determined
and if required a new site needs to be identified and land reserved
City Airports to accommodating scheduled services with narrow body
aircraft
• Lanseria International and Wonderboom Airports should support ORTIA
with scheduled domestic flights and international flights into sub-
Saharan Africa
Rand and Grand Central Airports to continue as General Aviation Airports
Uncontrolled small airfield development should be regulated
76. Other Recommendations (2)
Key ITS recommendations are;
• Establish of a Provincial Transportation Management Centre,
with communication linkages to National and Metro TMC’s.
• Establish a provincial communications back bone
infrastructure that links TMC’s
• Establish ITS capacity in the Transport Commission and
establish a Provincial ITS Integration Committee
• Improve travel information dissemination
• Facilitate improved road safety by deploying ITS effectively,
the sharing of technology and provide assistance with the
entering of new technologies in the market.
77. Funding Arrangements (1)
Conclusions
• Inadequate funds are currently allocated to transportation
infrastructure and operations, also to the preservation of
assets
• A stable source of funding is required
• Transport budget should be doubled in the short-term and
increased to about 4 fold of the current over 25 years
• A financing plan is strongly related to policy
• It is important to introduce focused policy enablers.
78. Funding Arrangements (2)
• Adopt a life cycle cost approach and give priority to
Widen asset current management financing and instruments preservation through of assets,
the;
• Enhance Introduction an integrated of new Conditional approach,
Grants;
• Establish Expanding a the Transportation involvement of Authority,
the private sector;
• Establish Widening a User Gauteng Pay principles;
Transport Infrastructure and
Operations Fund,
Introducing a Balanced Road User Tariff;
• Manage travel demand, and
• Widen Introducing current congestion financing pricing, instruments.
and
Earmarking additional funds to transportation.
80. A continuum of institutional options
The Status
Quo (enhanced)
A GCR Public Transport
Commission
(that advises on how to
deal with the functions
currently “falling through
the cracks”)
A Unitary
Transport
Authority for the
GCR
82. Outcomes Base Year Public Transport & Benefits Mode Shares
(1)
(Boardings)
Run 4b Public Transport Mode Shares
Transport Outcomes (Preferred Scenario)
• Weighted average network travel speed at 29km/h
• Reasonable private : public transport modal share is
Scenario 4B (Intervention) 2037
maintained
• Rail transport 12%
has a significant modal share of the public
Base Year Public Transport Mode Shares
transport modes
(Passenger kilometres)
17%
29%
42%
0 - 20 km/h
20 - 40 km/h
40 - 60 km/h
> 60 km/h
Metropolitan
Rail
20%
Rapid Rail
1%
BRT
1%
Bus
28%
Taxi
50%
Run 4b Public Transport Mode Shares
Metropolitan
Rail
54%
Bus
16%
BRT
8%
(Passenger kilometres)
Rapid Rail
8%
Taxi
14%
Metropolitan
Rail
14% Rapid Rail
1%
BRT
1%
Bus
18%
Taxi
67%
Metropolitan
Rail
23%
Rapid Rail
2%
BRT
20%
Bus
26%
Taxi
29%
(Boardings)
83. Outcomes & Benefits (2)
Environmental Preservation
Healthy Community & Quality of Life
Economic Development & Prosperity
Social Inclusion
