Embed Size (px)
Citation preview
ENCOURAGING
SUSTAINABLE
PUBLIC TRANSPORT
TCT’S ROLE
PRESENTATION TO
THE TRANSPORT FORUM
Melissa Whitehead
Commissioner: TCT
10 December 2015
Human Settlement
Transport
Utilities
Overview
• Transportation is the
operational cost of a city –
the more inefficient the city
the more transportation
costs.
• Governance structures and
systems should be able to
drive investment into a
efficient and effective
urban environment, with the
focus being on integrated
public transport.
Problem
Statement
How does the urban
structure support
sustainable public
transport and how
can we now build in
efficiencies into the
public transport
system through
technologies,
integrated planning
and transversal,
investment oriented
interventions?
Principles for Sustainable
Public Transport
GOVERNMENT
DRIVEN
CONSISTENT
FRAMEWORK
CHANGE IN
MINDSET
• Confirm commitment to improve mobility,
eradicate barriers, reduce costs and
overcome apartheid spatial planning legacy
• Enhance residents’ access to economic
opportunities and social amenities
• Link viability of public transport with effective
land-use and unlock development potential
• Land development to increase density along
routes and mix between residential and
commercial.
• Leveraging increased value from transit. Further, ring-fenced Development
Contributions / land banking for public
transport corridors
Principles for Sustainable
Public Transport Governance
POWER
LONGEVITY
PARTNERSHIP
INVESTMENT
FOCUS
FIT FOR
PURPOSE
• Establishment of a transport authority that has
the legislative, functional and financial
power.
• Legal premise that goes beyond the
planning and political cycles and resultantly
enable securing of investment.
• The partnership between the political
decision maker and the administrative head
is critical to success.
• The Governance structure must be fit for
purpose and functional for the specific city at
hand.
The Transport Development IndexThe Rubric for Integrated Transport in Cape Town
The TDI provides a rubric through which TCT, the City of
Cape Town’s transport authority, can evaluate the
effectiveness of its transport service delivery interventions .
Four user groups are identified in the TDI with access priority
information per Transport Analysis Zone. It then evolves into
a competitive advantage component or mobility index.
Public Transport Non-Motorised
TransportFreightPrivate Car
GOODS
USER GROUPPEOPLE
USER GROUPS
Access Priorities and
Priority Costs
Identifies the access
priorities of each User
Group and their
related costs. Priorities
may be financial or
non-financial and
therefore the
interventions should
be different and
targeted towards
reducing the identified
priority cost.
Direct Costs
Indirect Costs
Incidental Costs
Time
Congestion
Crime
Safety
Reliability
Flexibility
The Transport Development Index
Towards Integrated Transport
1
18
16
1312
6
17
2
4
11
7
35
8
10
14
9
15
MyCiti BRT currently serve just over 20% of the
population. The question is how can we roll out to
the rest of Cape Town in a sustainable manner, for
the benefit of all? This is exacerbated with the
following facts:
• 95% of public transport users are in the low and
low-medium income groups
• The largest priority cost for the low-income user
group is the direct cost for public transport
users who are in far-flung areas. Otherwise
the largest priority costs are flexibility,
safety and crime
• The average direct transport cost for the
low-income public transport user group is
45% of monthly household income.
TOWARDS INTEGRATED, SUSTAINABLE
PUBLIC TRANSPORT ACROSS CAPE TOWN
GOVERNANCE TRANSFORMATION
NEW TRS INTEGRATED TRANSPORT
TRANSFORMATION PLAN MANDATE 2012
Establishment of TCT the City’s transport authority and linkage of all 9 functions included in the NLTA & Bylaw + the new matrix admin structure - 2013
Business Plan for the Assignment of the Contracting Authority and MRE – 2012/3
Development and rollout of the Hybrid Model for the minibus taxi industry –2014/15/16
Review and determine the integrated transport methodology for the inclusion of rail management –2015-2017
It should be noted that for the City to be able to move
towards sustainability it is dependent upon the two
assignments as well as how we deal with rail
NEW TRS INTEGRATED TRANSPORT TRANSFORMATION PLAN MANDATE 2012
Financial modelling on various operational parameters and resultant restructure –2013
MyCiti Moderation Exercise to assess demand against supply and rollout of alignment –2014/15
Costed intermodal IPTN 2032 in terms of the parameters of the financial model - 2014
IPTN Operational, Implementation & Business Plan –2015/6
TOD Strategy and Intervention Tools –2015
Wayfinding and upgrading of PTIs along with new maintenance model
2015-2018
Review and reconfigure the original revenue projections and realign the budget allocations – 2014
Allocation of the 4% of the City of Cape Town’s rates to VOC costs for Phase 1A, 1B & N2
TOWARDS INTEGRATED, SUSTAINABLE
PUBLIC TRANSPORT ACROSS CAPE TOWN
TECHNICAL TRANSFORMATION
Review of the fleet and infrastructure standards i.t.o. operational parameters
Next 3 IPTN corridors to be rolled out (LWC, BDRC, Klipfontein
Implementation of the MLTF and financial management principles for further investment and within the integrated logic
Integrated ticket and integrated timetable
Linkage of the operational and contracting authority logic + implement Strategy C -integrated, intermodal public transport
Incremental steps
towards
sustainable,
integrated,
intermodal and
interoperable
public
transport
TOWARDS INTEGRATED, SUSTAINABLE
PUBLIC TRANSPORT ACROSS CAPE TOWN
NEXT STEPS TOWARDS TRANSFORMATION
Conclusions
• Public transport and the road and rail
network feed the urban economy.
Integrated transport that addresses
the needs of our citizens must build on
that economy.
• TOD is a multi sectoral approach to
developing an efficient urban
environment.
• The development perspective needs
to be re-oriented to facilitate a
conducive relationship with integrated
public transport with the focus being
on the BRT and rail stations.
FOCUSED
VISION
