1) The George Integrated Public Transport Network (GIPTN) project in South Africa commenced in 2003 and was established to provide a high quality public transport system for the urban and rural areas of George Municipality. 2) The development process of GIPTN included travel surveys, engagement with existing taxi operators, and the formalization of operators into a single bus operating company through negotiating contracts. 3) Key elements of the GIPTN network design included routes covering urban and rural areas, minimum service levels for coverage and frequency, and a mixed fleet of vehicles to match different demand levels and environments.

1. Go George – GIPTN
A Quality Public Transport System, Elements for Consideration
SATC Conference 2016
7 July 2016
Safiyyah Aboo – Aurecon
EJ Robertson – EJ Robertson Consultants

2. Aim and Scope
• Provide a high level introduction to certain elements in IPTN development
• More detailed experience on certain elements in the development of the GIPTN
• Development Process
• The Network
• Industry Engagements
• Infrastructure Light Approach
• Bus supply dilemma
• Not covered is
• Institutional arrangements
• Role of consultants/advisors
• GIPTN Management and Operations
• Capacity Building - overall

3. Project History
• Commenced in 2003 as the Sandkraal Road Corridor Mobility Strategy
• Converted to George Integrated Public Transport Network or known to the public
as the GO GEORGE System
• ‘Flagship’ or pilot project
• Project was initiated by the Province of the Western Cape (DTPW), partnered with
George Municipality through and IGA and FA – in terms of Section 12 of the NLTA
• Engagement with existing local taxi and bus operators commenced in 2007 with
the aim of establishing them into a private company, and
• Awarding them a 12 year negotiated bus contract as per the Section 41 of the NLTA

4. Concept&Strategy
Started in 2005
Project Scoping
Travel surveys
conducted
MBT studies
Economic
Assessments
conducted for
George
Engagement
Engagement
with the Taxi
Industry
Public
Consultation
Planning
Operational
Planning:
Infrastructure,
systems &
technology
Institutional
Assessment
Establishment
Formalisation of
operator
company
Signing the
IGA between
DTPW & MoG
Developed
institutional
arrangements
Engage in
detailed
negotiations
with industry
Implementation
Operator
Contract signed
in November
2014
Services
commences on 8
December 2014
Phases 1-3 have
rolled out
2005 2006/7 – 2009/10
Introduction
of the NLTA 2011-2013 2014-2016
Development Process

5. The Network
System Design
System Roll-out Phases
• Includes both the urban and rural areas of
George Municipality
• Services are operational in Rosemoor,
Loerie Park, Denneoord, Blanco,
Pacaltsdorp and the CBD
• Remaining areas are to be implemented in
late 2016 and 2017

6. Salient Features of the System
• Routes
• Main
• Community or feeder type
• Intersuburb – linking rural settlements
• Intertown - services between George and neighbouring towns (planned)
• Demand responsive service for rural communities (planned)
• Present sedan taxi operators converted to metered taxi to compliment the service (planned)
• Minimum policy level of service
• Spatial and temporal coverage
• Operating hours of service – 14-18 hours, 7 days a week
• Walking distances – 400m to 600m to most of the urban population of George
• Mixed Fleet
• Selection of appropriate vehicle for the respective demand level, mix of urban and rural
environment, mixed topography

7. Design Philosophy and Intended Benefits
• Understanding that virtually all formal PT operations require some form of
government subsidy
• ‘user pay’ principle is unrealistic
• given the high portion of poor and unemployed persons
• amplifies by apartheid legacy
• Any IPTN must be established and maintained in manner that will minimise the
financial burden on both user and government
• Should provide the urban poor with less costly access to employment to reduce
the household disposable income spent on transport
• GIPTN
• Fare and policy structure based on user affordability criteria – linked to the
minimum gazetted labour rate for the urban domestic worker
• Not linked to operations cost recovery model

8. Design Philosophy and Intended Benefits
Public
Contracting
Authority
Vehicle
Operating
Company
QualityCharter
RespondingtoUserNeeds
PassengerCharter
DeliveredServices
Contract
Operating Obligations
• Quality triangle
• Governments role in consulting with and
providing the public with public transport
services
• Government contracts a service provider to
provide the service
• Government then makes the decision as to
the quality of service provided
• Once the quality of service is set and
maintained at an appropriate quality level
• Encourage car owners to use the PT system
• Introduction of car use restraints as a future
consideration
• TDM measures

9. Replicating MBT operations
• Fallacy in the belief that IPTN operations should in some way replicate the
replaced MBT and bus operations– reality is that it will be inefficient and
ultimately non-sustainable
• IPTN demand profile must draw on a wide range of sources to ensure adequate
capacity provision including CPTR, census, household surveys, on the ground
surveys etc
• Shift to a structured network presents specific challenges since the negotiating
status of the existing taxi industry and their advisors will change
• GIPTN
• Strongly association linked – 3 associations
• Single bus operating contract – initially prior to NLTA, Province would be the
Contracting Authority, however GIPTN now functions under Section 12 of the NLTA
for joint controls - GM and DTPW (WC)
• Removal of racial bias or competition between associations
• After the 12 year contract, can be split up into more than one contract

10. Scheduled Bus System
• Acceptance that it is not a MBT system
• Passengers will be expected to stand on buses during peak demands
• Transfers between routes to complete a desired trip
• Mixed fleet in an operation
• If a safe, reliable, accessible service where timetables are integrated and adhered
to, passengers will learn to trust and adapt to the system
• System is required to be continuously monitored and evaluated to minimise
operational costs

11. Industry Engagements
• Commenced in 2007, with the 3 associations and local bus operator
• MOA – prior to formal negotiation process
• Under the NLTTA this negotiation was not possible, but the introduction of the
NLTA, under Section 41 allowed for this
• Formal negotiation process
• Operator Contract
• Bus fleet ownership
• Compensation Model – relinquishment of operating licenses
• MBT industry can be persuaded to convert from the informal to the informal
operations
• Benefits include secure employment, fixed working hours, pension fund, etc

12. Operating License Holders and Affected
Persons
• NLTA indicated negotiations can only be with persons holding valid operating
licenses
• establishing valid OLs through the Provincial Regulating Entity records took
considerable time, with a number of engagement and appeals process
• GIPTN
• operators with local George based OL’s.
• Long distance and chartered OLs could remain
• All operators and affected persons were requested to register their interest to
keep informed of the process
• Registration process was run a few times, given the stop start nature of the project
• List started at 400 people but now has risen to 1300 people
• Managing the process and expectations remain a challenge

13. Infrastructure Light Approach
• GIPTN
• Conventional bus system, using existing
road network , attractive as there is no
demand for priority operations
• Provision of minimal up front
infrastructure
• 4 stage infrastructure approach
• Bus Depot, Minimal starter stops,
upgrading of roads and provision of bus
turning facilities
• Advantages – minimised abortive and
wasteful expenditure
• Disadvantages –
• necessary to play catch up once the
services become operational
• Passengers disadvantaged by limited
supply of bus shelters and other facilities
• Significant impact of existing road
network

14. Bus Supply Dilemma
• Universal Access
• Accommodate passengers with special
categories of need through universal design
• Provision of universally accessible vehicles
• Condition of PTNG grant
• Current bus market
• Limited supply of suitable mini, midi and
conventional low floor or low entry buses
• GIPTN
• Mixed fleet
• Developed accessible minibus with a wheel
chair hoist, Midi buses are shortened
conventional bus (10.5m) – too wide for
certain roadways
• Wider range of universally accessible
buses to cater for different demand
environments, especially in non- metro
areas

15. Conclusions and Recommendations
• GIPTN – flagship project for non-metro areas
• Project has demonstrated that
• MBT operators and bus operators can be encouraged to participate, and take up the
challenge if they are supported and there is measure of compensation
• Provision of the service should focus on user needs and if so, will be utilised
• Fare policy and structure must reduce share of household expenditure on transport
• System must be accessible from a spatial, cost and time and must be seen as safe
• Operating costs can be minimised though effective use of a mixed fleet and service
delivery matched to passenger temporal demand
• Target must be Quality Public Transport service delivery