PROPOSALS FOR THE CO-ORDINATION OF FORMAL PUBLIC PASSENGER TRANSPORT IN THE JOHANNESBURG AREA
by
Frederick Wentzel
DISSERTATION
submitted in the fulfillment of the requirements for the degree
MAGISTER COMMERCII
in
TRANSPORT ECONOMICS
in the
FACULTY OF ECONOMIC AND MANAGEMENT SCIENCES
at the
RAND AFRIKAANS UNIVERSITY
Promoter Dr C W V Mostert
Co-promoter Prof J Walters
June 1999 ACKNOWLEDGEMENTS
I would like to thank everyone who assisted me during this year and so made it possible for me to complete this study. In particular I would like to thank the following people:
Dr C W V Mostert of the Department of Transport Economics at the Rand Afrikaans University, for all his help and guidance, and for believing in me.
Prof J Walters of the Department of Transport Economics at the Rand Afrikaans University for agreeing to act as the co-promoter for this study.
Dr G C Prinsloo for agreeing to act as external examiner.
Arno van der Merwe for all his help during the empirical research as well as the drawing of the main route.
Elsabe Wentzel for all her patience and help by way of typing this thesis.
All the members of my family for their continued support and encouragement. SYNOPSIS
Formal public transport has an important function to fulfill, both in terms of service provision and also in the broader context of the economy. This is so because so many workers live in dispersed areas and are dependent on public transport to arrive at work. This point is especially valid with regard to the Soweto area, which is one of the most heavily populated areas in South Africa, providing a large workforce to South Africa's most important economic region — the Witwatersrand.
The main theme of this study is that all "formal" passenger transport operators in the Soweto area need to be integrated and that structural co-ordination should take place. This includes service provision in terms of routes and schedules as well as the ticketing . system.
This study provides an overview of the activities of the "formal" operators in the Soweto area. The conclusion that can be drawn is that the current "formal" service leaves considerable scope for improvement. It is also clear from the reports that have been quoted in this study that the minimum levels of service are not being achieved. Hence, this study proposes new road-based routes and schedules aimed at improving the co- ordination of bus and rail transport in the Soweto and surrounding areas. This study also proposes an integrated ticketing system, which is aimed at forming the basis for effective co-ordination.
The purpose of these proposals is to assist the yet-to-be-established Transport Authorities to make decisions that will guide the co-ordination process in the right direction.
The study also investigates other aspects that influence the "formal" public transport system. These include Government Policy, national objectives, ticketing systems and co- ordination. These aspects, combined with current research and schedules will be used as the basis where-upon new suggestions are made.
The study emphasises that the suggestions made will not necessarily improve cost effectiveness but are primarily aimed at improving upon the current service. The study suggests however, that any additional funding that may be needed will be a moderate amount with regard to macro-economic variables, and at the same time will improve the quality of life of the community and will help in achieving national transport objectives as envisaged by the Moving South Africa study project.
It is also suggested in this study that the time for meaningless debate is over and that the time has arrived to implement practical solutions with regard to the formal public passenger transport system in South Africa. SINOPSIS
Formele openbare passasiersvervoer het 'n belangrike funksie om te vervul, beide in terme van dienslewering en ook in die breer konteks van die ekonomie. Dit is so omdat soveel werkers in afgelee woongebiede woon en afhanklik is van openbare vervoer om by hul plek van werk te amveer. Die punt is venal geldig in die Soweto omgewing, omdat Soweto een van die belangrikste en digsbevolkte areas in Suid-Afrika is en wat venal aan die Witwatersrand omgewing derduisende werkers verskaf.
Die hooftema van die studie is dat al die `formele" passasiersvervoer operateurs in die Soweto area geintegreer behoort te word en dat koOrdinasie moet plaasvind. Dit geld vir dienslewering in terme van metes en skedules, asook kaartjiesisteme, ens.
Die studie verskaf 'n oorsig aangaande die bedrywighede van die huidige formele operateurs in die Soweto area. Dit kom tot die gevolgtrekking dat die huidige formele diens definitief ruimte vir verbetering het. Dit is ook duidelik uit die verslae wat aangehaal word, dat die minimum vlakke van diens nie bereik word nie. Daar word dan nuwe busroetes en skedules voorgestel wat daarop gemik is om bus en treinvervoer in die Soweto omgewing te koOrdineer. Die studie stel ook 'n geIntegreerde kaartjiestelsel voor om die ko-ordinasie van formele dienste te onderskraag.
Die doel van hierdie voorstelle is om die Vervoer Owerhede, wat nog gevestig moet word, by te staan met die neem van besluite wat koOrdinering sal verbeter en wat die proses in die regte rigting sal stuur.
Die studie ondersoek verskeie aspekte wat die formele openbare vervoersisteme beinvloed. Dit wissel vanaf regeringsbeleid, nasionale doelwitte, kaartjiesisteme en koOrdinering. Dit word dan ook saam met bestaande navorsing en skedules gebruik om te dien as basis vir die voorstelle wat volg.
Dit studie stel dit duidelik dat die voorstelle wat gemaak word, nie noodwendig meer koste-effektief sal wees nie, maar maak die punt dat addisionele befondsing, indien enige, wat nodig mag wees, matig sal wees teen die agtergrond van makro-ekonomiese gegewens en terselfdertyd die lewensgehalte van die gemeenskap sal verbeter en sal
( iv) help met die bereik van vervoerdoelstellings, soos uiteengesit in die "Moving South Africa" studie projek.
Die studie beveel aan dat die tyd vir bespiegelinge verby is en dat dit tyd geword het om praktiese oplossings te implementeer, ten einde formele openbare passasiersvervoer sy regmatige plek te laat inneem in Suid-Afrika.
(v) Contents
TABLE OF CONTENTS
Page CHAPTER 1: INTRODUCTION 1
1.1 Background to the Study 1 1.2 Scope of the Study 5 1.3 Purpose of the Study 11 1.4 Methodology of the Study 13 1.4.1 Literature Studies 13 1.4.2 Applied Research 13 1.4.3 Personal Interviews 13 1.5 Contents of the Study 14
CHAPTER 2: COMMENTARY ON NATIONAL PUBLIC PASSENGER TRANSPORT POLICY 17
2.1 Introduction 17 2.2 The White Paper on National Transport 18 Policy 2.2.1 Land Passenger Transport 18 2.2.2 Mission 19 2.2.3 Strategic Objectives. 20 2.2.4 Policy Statements 23 2.2.5 Regulated Competition 25 2.3 Objectives of the National and Provincial Land Transport Bills 27 2.3.1 Introduction 27 2.3.2 The Clauses of the Bills 28 2.4 Commentary on the Bills 32 2.4.1 Additional Guidelines 32 2.4.2 Additional Safeguards 36 2.5 Formal and Informal Services 38 2.5.1 Definitions 38 2.5.2 Market "niches" 39 2.6 Conclusion 41
CHAPTER 3: CURRENT FORMAL OPERATORS IN THE SOWETO AREA - BUS AND RAIL 43
3.1 Introduction 43 3.2 The Formal Public Bus Operator — 43 PUTCO 3.2.1 History and Operating Philosophy 43 3.2.2 The Tender Process 46 3.2.3 Statistics 51
(vi) Contents
3.2.4 Empirical research 51 3.3 The Current Formal Rail Operator — 55 Metrorail 3.3.1 History 55 3.3.2 Operating Philosophy 56 3.3.3 Statistics 58 3.4 The Effectiveness of Heavy Rail 65 3.4.1 Accessibility 66 3.4.2 Availability 67 3.4.3 Transfers and Modal Integration 69 3.5 Conclusion 70
CHAPTER 4: CURRENT SOWETO ROUTES AND 73 RESEARCH
4.1 Introduction 73 4.2 Current Permit Procedure 74 4.3 Different PUTCO Operations 76 4.4 Current Research 77 4.5 PUTCO Routes 80 4.6 Statistics 81 4.7 Metrorail Current Route Map 90 4.8 Jomet Lutsplans 92 4.9 Transportation Problems 95 4.10 Conclusion 95
CHAPTER 5: CO-ORDINATION OF PUBLIC 98 TRANSPORT
5.1 Introduction 98 5.2 Co-ordination 99 5.3 The Spencer Report 100 5.4 The RAU Symposium of 1979 103 5.5 The "NITRR" Report 104 5.5.1 Mobility 105 5.5.2 Convenience 105 5.5.3 Reasonable Cost 106 5.5.4 Minimum Side Effects 107 5.6 Framework of Co-ordination 108 5.6.1 Legal 108 5.6.2 Planning 108 5.6.3 Marketing 109 5.6.4 The Product 109 5.6.5 Distribution 110 5.6.6 Promotion 110 Contents
5.6.7 Financing 5.6.8 Income 5.6.9 Expenditure 5.6.10 Subsidies 5.6.11 Operation and Management 5.6.12 Metropolitan Transport Areas of South Africa 5.6.13 Methods of Co-ordination 112 5.7 The Masstran Report 112 5.8 Moving South Africa 114 5.9 Conclusion 115
CHAPTER 6: FARE STRUCTURES 117
6.1 Introduction 117 6.2 Terms Used in this Chapter 118 6.2.1 Fare System 118 6.2.2 Integrated Fares 119 6.2.3 User Choice 119 6.2.4 Summary of Current Status 119 6.3 The Motivation for Integrated Fares 122 6.3.1 Competing Modes 122 6.3.2 Complicated Fare Structures 122 6.3.3 The Intention of Planners 123 6.4 Existing Operators 123 6.5 International Literature 123 6.6 Local Literature 134 6.7 Possible Fare Structures 139 6.7.1 Free Fares 139 6.7.2 Flat Fares 140 6.7.3 Distance-based Fares 142 6.8 Combined Fare Structures 145 6.9 Choice of Fare Structure 145 6.10. Evaluation of Fare Structures 147 6.10.1 Free Fares 147 6.10.2 Flat Fares 148 6.10.3 Zonal Fares 148 6.10.4 Staged Fare 149 6.10.5 Graduated Fares 149 6.11 Benefits and Disbenefits of Alternative Fare Structures 150 6.12 Response Gained from Local Formal Operators 155 6.12.1 Bus 155 6.12.2 Rail 157 6.13 Summary of Fare Systems 161 6.14 Recommendations 166 Contents
6.15 Conclusion 167
CHAPTER 7: PROPOSED ROUTES AND SCHEDULES 172
7.1 Introduction 172 7.2 Rationale Behind the New Route 173 Proposals 7.3 Description of the Proposed Routes 175 7.3.1 Route 101 176 7.3.2 Route 102 176 7.3.3 Route 103 177 7.3.4 Route 104 178 7.3.5 Route 105 178 7.3.6 Route 106 179 7.4 Rationale Behind the New Schedules 180 7.5 Description of the New Schedules 180 7.5.1 Route 101 181 7.5.2 Route 102 181 7.5.3 Route 103 181 7.5.4 Route 104 182 7.5.5 Route 105 183 7.5.6 Route 106 183 7.6 Timed Transfer 184 7.7 Operational Implications 185 7.8 Conclusion 188
CHAPTER 8: FINANCIAL IMPLICATIONS OF THE 189 PROPOSALS
8.1 Introduction 189 8.2 Fares Policy 189 8.3 The Zonal Approach 190 8.4 Ticket Types 191 8.4.1 Cash Fares 191 8.4.2 Multi-ride Coupons (clipcards) 192 8.4.3 Season Tickets 192 8.5 Fare Structure 192 8.6 Fare Income 193 8.7 Expenditure 198 8.8 Conclusion 199
CHAPTER 9: CONCLUSION 203
9.1 Introduction 203 Contents
9.1 Review of the Study 203 9.2 The Way Forward 205 BIBLIOGRAPHY 208
APPENDICES
DIAGRAMS AND TABLES
Table 1.1 11 Diagram 2.1 35 Diagram 2.2 35 Table 3.1 52 Table 3.2 53 Table 3.3 54 Diagram 3.1 58 Diagram 3.2 59 Diagram 3.2 59 Diagram 3.4 59 Diagram 3.5 60 Diagram 3.6 60 Diagram 3.7 60 Diagram 3.8 61 Diagram 3.9 61 Diagram 3.10 61 Diagram 3.11 62 Diagram 3.12 62 Diagram 3.13 63 Diagram 3.14 63 Table 3.4 63 Diagram 3.15 64 Diagram 3.16 64 Diagram 3.17 64 Table 3.5 65 Table 4.1 79 Table 4.2 82 Table 4.3 83 Figure 4.1 84 Figure 4.2 85 Figure 4.3 86 Figure 4.4 87 Figure 4.5 88 Figure 4.6 89 Table 5.1 114 Table 6.1 151 Table 6.2 153 Table 7.1 185 Table 7.2 187
(x) Contents
Diagram 8.1 191 Diagram 8.2 191 Table 8.1 192 Table 8.2 196 Chapter 1 - Introduction
CHAPTER 1
INTRODUCTION
1.1 Background to this study
Public passenger transport plays a vital role in the development of the communities it serves, as well as the national economy. Despite its importance, however, public passenger transport is beset by problems, resulting in a sub-optimal role for each of the different modes of transport, whether they be rail-based, road-based, formal, informal, public or private.
The most recent analysis of South African urban transport is the government- sponsored Moving South Africa (MSA) project which has recently (September 1998) published its draft report and strategic recommendations. Some of its findings are summarised below (MSA 1998:56-57):
"When viewed as a whole, the South African urban transport system is performing relatively poorly against the needs of key groups of customers, as well as against overall national objectives. Against national objectives, key RDP goals are not being met, including basic mobility, basic access, and social integration. Work force mobility is restricted, creating friction on national efforts to create employment opportunities. Current land use patterns leave commuters and other residents distant from key services that they need, and the systems overall inefficiency is creating high requirements for subsidy.
Moreover, unless dramatic action is taken the performance of the system is likely to deteriorate over the next 20 to 25 years. Specifically, decentralized land use patterns will increase public transport journey time and cost and increase car dependence. The number of stranded people will grow. The number of car users will double and road congestion will consequently worsen and have a
Page 1 Chapter 1 - Introduction
significant effect on economic productivity and the viability of the public transport system".
The MSA identifies four strategic challenges to be addressed:
Lack of affordable basic access, driven by
Poor subsidy targeting; and Past land use patterns.
Ineffective public transport system, driven by
Lack of financial sustainability and infrastructure investment; Past land use patterns; Poor subsidy targeting; and Poor public transport planning, operation and regulation.
Increasing car dependence, driven by
High road investment; Past land use pattems; and Poor public transport planning and regulation.
Sub-optimal spatial planning, driven by
Past land use patterns; and Poor public transport planning and regulation.
In its response to the MSA report, the South African Commuters Organisation (SACO) has highlighted some additional factors, which in its opinion, have not been given sufficient attention in the MSA report. In a paper presented at a transport conference held at Midrand on October 14 1998, SACO agreed with the MSA findings, but pointed out that:
Page 2 Chapter 1- Introduction
"Solutions to the problem will remain elusive unless there is a clearer focus on a number of issues. One of them is the high cost of cars. The MSA report only obliquely refers to the high level of spending on cars in South Africa, which amounts to about R100 billion a year. SACO has pointed out in its submissions to the MSA project that any country which can afford to spend R100 billion on moving 25 % of it's population in cars can well afford to spend 5 % of that amount on subsidising adequate public transport for the remaining 75 %.
The MSA report should clearly spell out that South Africa spends 15 times more on each user of motor cars than on each user of public transport. The report acknowledges that "a variety of subsidies for parking and car ownership continue to warp the natural economics of the decision to own and use a car." Against this background, the concern over public transport subsidy, alone which has been a feature of so many official reports and documents including the MSA document, is misplaced. Of far more importance is the skewed spending patterns between private and public transport — which if left unchecked, will continue to undermine the economy. South Africa is an "over-carred" society - this is clear from MSA report - and is probably driving itself into poverty. The problem will not be resolved by tinkering with transport subsidies alone."
This theme is taken still further, in a study guide on urban transport prepared by the Department of Transport Economics at the Rand Afrikaans University (RAU). The RAU study guide (1998:16-17) points out that:
"The desire of the public to own and use cars has led to a situation where approximately R100 billion is spent on motor cars in South Africa each year (5 million cars x R20 000 per car). This has, in turn, lead to the development of powerful industrial interests. They include the motor car, petrol, tyres, insurance, vehicle finance, collision repair and road construction sectors. These interests exercise their influence in various ways, but the ultimate effect of their activities,
Page 3 Chapter 1- Introduction
whether direct or indirect, has been to strengthen the position of the motor and related industries and to weaken the position of public transport. The Government itself which collects a substantial amount of tax from every litre of petrol sold, can even be considered to be part of this sector. In spite of many Government-sponsored reports and investigations, comparatively few developments have taken place which can be said to have resulted in significant improvements to public transport in South Africa."
Closely related to the question of vested interests is the fact that most urban transport planning is carried out by transportation consultants whose primary motivation seems to be to serve the interest of the motor car user and not the public transport user. Although transportation consultants have produced numbers of transportation plans, comparatively little has been done to achieve improvements in public transport services.
Dimitriou (1990:12) refers to the influence of consultants and planners whose are simply encouraging the "indiscriminate use of the motor car". They use "sophisticated software, modeling exercises, specialist techniques and jargon", to solve transport problems in developing countries. Dimitriou calls this "professional imperialism". Much of the work of these consultants can be described as irrelevant and inappropriate to the needs of the large number of people in South Africa (75 % of the community) who depend on public transport. Their contribution can be said to reinforce conventional views and dampen innovative research. Similar comments apply to the large number of papers presented at transport conferences over the years. FeW of these presentations have dealt with issues of direct benefit to public transport users, such as new routes and schedules. Instead, they have focused on infrastructural matters, statistics and quasi-academic approaches to issues such as free markets and privatisation."
Another study (Mostert 1995:70) has pointed out that "a number of issues
Page 4 Chapter 1 - Introduction
have yet to be addressed in significant depth." These include:
The attitude of the passenger and the community towards different modes of transport.
The "user-friendliness" of different modes of transport.
The potential role of certain forms of transport, which have been overlooked by researchers, such as trolley buses and duo buses.
The true extent of subsidy paid to different modes of transport, including motor cars.
The benefits of co-ordinated transport systems in the urban areas.
The extent to which the claims made for free markets, privatisation and deregulation have been realised.
According to Mostert this list is not comprehensive, but can be used as a "priority list".
1.2 Scope of the study
This study will confine itself to one of the issues appearing on the "priority list" in the previous paragraph, namely the benefits of co-ordinated public transport systems in the urban areas.
The co-ordination of public transport has been on the South African agenda for many years, but for various reasons, little has been done in practical terms to implement the concept. The stage has now been reached where fresh emphasis is being placed on co-ordination and integration. The MSA report (1998:145) proposes a strategy based on "the integration of modes and the
Page 5 Chapter 1 - Introduction
achievement of economies of scale". In terms of its corridor strategy the MSA (1998:147) emphasizes that "optimising the modes for line haul along corridors will require increased co-ordination across modes and schedules to permit lower density traffic to feed into the corridors".
Since no single study of this nature can possibly hope to address all the issues raised in the MSA report this study focuses only on the following four aspects:
"Formal" public transport; Road-based public transport; Soweto and surrounding areas; and Schedules and routes.
Each will be described briefly:
"Formal" public transport
This term is not defined in legislation, but is loosely used to describe those services, which operate on fixed routes and schedules. It is implicit in the Draft Land Transport Bill of 1998 that the granting of contracts and concessions as provided for, will apply to services which operate on fixed routes and at fixed times. "Informal" minibus-taxi type services, which will be managed through the granting of permissions, fall outside the scope of this study.
Road-based public transport
Although a comprehensive analysis of co-ordination and integration involves all modes of transport (including rail), this study will focus on road-based transport since it is easier to alter road routes than rail routes. According to MSA (1998:144) "road infrastructure offers better flexibility than rail infrastructure - public transport vehicles of all sizes
Page 6 Chapter 1 - Introduction
can use roads at different times of day and week, depending on demand patterns over time. Thus, creating a lower fixed cost infrastructure provides more flexibility, to innovate as customer needs change over time". c) Soweto and surrounding areas
Soweto is an area of considerable social and political significance. Its population, which numbers into the millions, constitutes a pool of labour without which trade, commerce, and industry in the Johannesburg and surrounding areas could not function. It can be regarded as an integral part of the Witwatersrand and as such its public transport system should reflect this reality.
Unfortunately the author could find no detailed study focusing on measures to improve formal road-based public transport in the Soweto area. However, a search of available literature uncovered many reports on the Johannesburg area. It is clear that transport in Johannesburg has been under investigation almost continuously for many decades! It is worth mentioning that the last time a report was submitted to the council, which was to result in city-wide improvements, was in 1934. On June 15 of that year the Spencer Commission made a number of recommendations. Many of these are dated but a surprising number remain valid today and will be referred to later in this study. The commission recommended the renewal of the different modes of transport, including new trams and trolley buses. It recommended minimum service frequencies and supported principles of co-ordination through services (i.e. across the CBD) and inter-suburban services.
In paragraph 391 the Spencer report makes the following pertinent observation:
"A considerable amount of evidence has been tendered on the
Page 7 Chapter 1- Introduction
present lack of transport facilities for the native (sic) population of the city. The commission is of the opinion that the present transport facilities for natives are inadequate. It knows of no city in the world where so large a part of the working population is so badly served with transport facilities".
This comment is probably just as valid in 1998 as it was 1934! d) Schedules and routes
Any road passenger transport "system" consists of two elements, which are dependent on each other. They are firstly, the infrastructure (roads, bridges, buildings, etc.) and secondly the moving elements (cars, taxis, buses, etc.). Included in the second element are the organisational arrangements - such as schedules and routes - necessary to ensure that vehicles operate at certain times and in certain areas. The pre-occupation of consultants with infrastructural matters only has already been referred to in the RAU study guide. In its conclusion the study guide summarises the situation as follows (1998:167):
"Much of the current research into passenger transport appears to revolve around infrastructural matters and mere data gathering. There is an urgent need for hands-on demonstration projects involving the introduction of new routes and improved schedules to test public reaction".
This study represents an attempt to give effect to this suggestion: It does not deal with infrastructural matters (although improvements to infrastructure in the area are clearly needed) but instead proposes operational changes to routes and schedules which can be introduced comparatively quickly and without any need for additional capital expenditure.
Page 8 Chapter 1 - Introduction
As said earlier, the scope of this study falls firmly on Soweto and surrounding areas, as well as certain problems currently plaguing the formal public passenger transport system in the area.
In a paper delivered at an international transport conference (CODATU 1998:901 — 909) Prof. Walters of the Department of Transport Economics at the Rand Afrikaans University stated certain problem areas at metropolitan transport level in South Africa. These problems are:
There are fare level differentials between bus companies in the same metropolitan area - this presents problems in terms of route rationalisation, through ticketing and integration of services.
Different forms of ownership are found, both intra- and inter-modal, in the same operating area.
There are major fare differentials between bus and rail services in the same area of operation.
Fare systems differ - flat fares per month, versus zonal fares, etc.
Subsidy mechanisms differ (deficit, ticket and contract systems) in the same metropolitan area.
Lack of integrated planning.
Lack of adequate funding.
Of these identified problems, one especially seems relevant for the purpose of this study, i.e. the lack of integrated transport planning.
Furthermore, Prof. Walters also categorises the typical transport planning functions at metropolitan level into three functional levels:
Page 9 Chapter 1- Introduction
Strategic level; Tactical level; and Operational level.
Strategic level decisions are about decisions of strategy to be followed in the planning and design of the transport system. It is about defining the goals and objectives for the system and identifying the possible constraints. In South Africa these goals would include objectives such as affordability of the system for the majority of users, accessibility of the transport system, especially where services are below standard and competitiveness and efficiency in service provision. The latter ought to translate into cost efficiencies for given levels of service. The question that has to be answered is what do we want to achieve?
Tactical level decisions are about identifying the product that can help the authority achieve its aims and objectives. The product includes the network to be operated, determination of timetables, vehicle types and sizes, co- ordination and integration of the transport modes etc. Tactical level decisions play a crucial role in achieving the system objectives of accessibility, competitiveness and efficiency in service provision.
Operational level activities are concerned with the delivering of the required product or service. At this level the main concerns are how to produce the service or product. This function is left to the service providers who provide public transport services based on the specification of the Transport Authority.
Prof. Walters continues by describing the different functional levels. This is shown in Table 1.1.
The contents of this study can be said to fall to a certain extent within each of the different levels as set out below.
Page 10 Chapter 1 - Introduction
Table 1.1 Strategic, Tactical and Operational Decisions in Public Transport Strategic level Tactical level Operational level Transport Authority Transport Executive Service providers • Vision statements • Determination of routes • Vehicle and crew • Mission statements and networks to be scheduling • General aims and operated • Personnel administration objectives • Determination of fares and • Vehicle/fleet acquisition • Strategies to achieve the concessions • Vehicle/fleet maintenance objectives • Timetable determination • Vehicle/fleet replacement • Financial planning • Service type specification • Monitoring of service • Scope of operations • Monitoring of service delivery • Modal integration and co- delivery • Liaison with system users ordination • Safety and security • Service characteristics • Law enforcement • Marketing of services • Infrastructure design and • Information systems management • Safety, security and law • Information system design enforcement plans and implementation *SOURCE: CODATU 1998: 901 - 909
1.3 Purpose of this study
In its review of the MSA report at the commuter confererice at Midrand on 14 October 1998, the SACO document concluded with the comment that "what is needed now is not only vigorous debate but also vigorous delivery."
With "vigorous delivery" in mind, the purpose of this study is fourfold:
New formal road based routes and schedules will be proposed which will significantly improve the links between Soweto and its neighbouring areas in terms of area coverage, frequency of service and "spread" (i.e. hours of the day during which services operate). Although the main purpose of the proposal is to make the "outside world" more accessible to the residents of Soweto, people living outside Soweto will be able in turn to
Page 11 Chapter 1 - Introduction
reach Soweto more easily. This will play a major role in making Soweto an integral part of its surrounding environment. In doing so the Government's broader objectives of social integration between areas previously separated by apartheid, can, at least partially, be addressed.
Although not the main focus of this study, the proposals are intended to give guidance to the concept of inter-modal co-ordination, that is between road- and rail-based services. Practical suggestions are made to encourage a limited amount of inter-modal transfers, by aligning road routes more closely with rail routes. In addition, a harmonized fare structure between road and rail is suggested to underpin the new linkages between the modes. The marketing of public transport will also be improved as a result.
The study also attempts - in an admittedly superficial way - to give an idea of the financial results of the proposed improvements. Once again this is not the main focus of the study. It merely suggests that the comparatively modest amount of subsidy required to operate the proposed services is relatively low in comparison with the significant increase in availability, accessibility and mobility which the services will provide.
This study notes that formal public transport in South Africa has entered a period of change in that a process of tendering and contracting will replace the previous system. The study sets out to offer guidance to the proposed Transport Authorities (TA) as to how formal routes and schedules should be planned. This will enable the TAs to take full advantage of the opportunities, which exist for rationalising routes. If these objectives are achieved, this study will have played a small part in taking the delivery process as envisaged by the MSA document a step further.
Page 12 Chapter 1 - Introduction
1.4 Methodology of the study
This study has been based on the following sources:
Literature studies; Applied research; and Personal interviews.
1.4.1 Literature studies
These consist of a number of sources, mainly of a research nature, dating from the Spencer Commission report of 1934 to the MSA project of 1998. Use was made of a number of annual financial reports from transport companies, as well as unpublished internal documents and statistical information. It must be stated at this point that due to the sensitive nature of the present tendering and contracting process, no operator was willing to supply detailed cost information or revenue statistics. Since it has not been the purpose of this study to provide exhaustive financial statistics in any event, this has not been a significant problem. Reference was made to timetables where appropriate to confirm that certain services were still being operated. The full list of documents is included in the bibliography.
1.4.2 Applied research
This refers to a number of roadside surveys, which have been carried out to establish passenger loadings on certain routes and to confirm that the trips being operated are according to schedule. Details of these surveys are included in appendix D.
1.4.3 Personal interviews
In the course of carrying out this study the author made contact with a number of staff members of the different formal transport operators, who
Page 13 Chapter 1- Introduction
assisted with information and documentation (subject to the constraints mentioned in paragraph 1.4.1 above). Meetings with members of the South African Commuters Organisation also took place to confirm the validity of some of the proposals made in this study.
1.5 Contents of this study
This study consists of 9 chapters commencing with this introduction in chapter 1.
Chapter 2 describes the objectives of the White Paper on National Transport Policy, the framework of proposed legislation and draws attention to certain additional guidelines and safeguards which may be necessary to make the new transport policy more effective.
Chapter 3 briefly describes the history and operating philosophy of the current formal road-based public transport operator in the Soweto area, namely PUTCO, and the current formal rail operator, Metrorail. The effectiveness of heavy rail will also be discussed.
Chapter 4 gives an overview of the current Soweto routes and schedules in order to compare them with the author's proposals made in Chapter 7 of this study.
Chapter 5 evaluates the research carried out into the co-ordination of public transport and the justification for the integration of services.
Chapter 6 reviews some of the research that has been carried out into fare systems and fare policies.
Chapter 7 describes the proposed routes and schedules for Soweto and surrounding areas and provides statistical information relevant to these proposals.
Page 14 Chapter 1- Introduction
Chapter 8 suggests a common fare structure for the area and gives an estimate of the anticipated financial results of the proposals.
Chapter 9 draws together the various strands of the study and suggests the way forward by making a number of recommendations.
Page 15 Chapter 1 - Introduction
REFERENCES
Dimitriou, H.T. (Ed). 1990. Transport Planning for Third World Cities. London: Routledge.
Mostert, C.W.V. 1995. Guidelines for Passenger Transport in South Africa: A multi-modal analysis. D. Corn Thesis. Johannesburg: Rand Afrikaans University.
Moving South Africa. 1998. Report and Strategic Recommendations. Department of Transport, Pretoria.
Rand Afrikaans University. 1998. Guidelines for Passenger Transport in South Africa. Johannesburg: Rand Afrikaans University.
Spencer, C.J. 1934. Commission of Inquiry into Transport in the City of Johannesburg. City Council of Johannesburg.
Walters, J. 1998. The role of institutional structures at metropolitan level in SA in organising public bus transport. In Freeman, P. & Jamet, C. Urban Transport Policy: A Sustainable developmental tool. Proceedings of the international conference CODATU VIII. Rotterdam: A.A. Balkema.
Page 16 Chapter 2 — Commentary on National Public Passenger Transport Policy
CHAPTER 2
COMMENTARY ON NATIONAL PUBLIC PASSENGER TRANSPORT POLICY
2.1 Introduction
This study commenced with the observation that public passenger transport has a major impact on many aspects of life in all cities, whether in developing or developed countries. The problems facing transport are also universal, affecting all citizens within these cities irrespective of their economic and social standing.
The process of formulating appropriate transport policies to deal with these problems, is the responsibility of the government. This process is based on investigations into transport issues through consultation with all stakeholders, which usually take the form of policy workshops and conferences and which are underpinned by research carried out by consultants, academics and advisors to government.
The process reaches its final stage with the publication of 'green papers' or draft 'white papers' on transport policy. These papers are then distributed to all parties concerned for comment and further input. When all parties have been given the opportunity to respond final drafting of White Papers and drafting of legislation takes place.
In South Africa, the process of formulating legislation has been followed since the early 1990's. It has been characterised by a thorough and painstaking approach on the part of the government. It led to the White Paper on National Transport Policy of 1996, which in turn played a part in the drafting of the new National Land Transport Bill, which was expected to be passed in 1998 but which will probably not be tabled until September 1999.
Page 17 Chapter 2 — Commentary on National Public Passenger Transport Policy
A further stage in the process has been the release of the draft report of the "Moving South Africa" (MSA) strategy project in September 1998. Due to time constraints, it has not been possible for this study to evaluate its proposals in the finest detail, although passing reference is made to the MSA report in Chapter 5.
This chapter will briefly record the main features of the White Paper on National Transport Policy and the National Land Transport Bill insofar as they relate to passenger transport. It will draw attention to potential shortcomings of the proposed legislation and suggest additional guidelines and safeguards, which may be necessary to ensure that the objects of the policy are achieved.
This chapter is divided into the following sections:
The White Paper on National Transport Policy; Objectives of the National and Provincial Land Transport Bills; Commentary on the Bills; Formal and Informal services; and Conclusion.
2.2 The White Paper on National Transport Policy
2.2.1 Land passenger transport
The land passenger transport policy encompasses all forms of public and private passenger movement on land including the travel modes rail, bus, minibus-taxi, metered taxi, light delivery vehicles, private motor cars, motor cycles and bicycles as well as pedestrian movement.
The policy covers all passenger movements from short distance urban transport to long distance inter-city, rural and cross-border transport.
Passenger transport is a generic term used to describe both public and
Page 18 Chapter 2 — Commentary on National Public Passenger Transport Policy
private modes of travel for all purposes, whether commuting or other business related travel, shopping, tourism, recreational and casual travel.
The policy includes principles on institutional, administrative, management (including law enforcement) financial and planning and regulatory components. It encompasses planning including integrated land use transport and multi-modal planning, as well as transport operations. The policy is intended to provide guiding principles for all authorities. Included in the policy framework are related fields including human resource development, energy and the environment, transport, business development at all levels, information and the marketing of passenger transport policies and services. The framework also encompasses the safety and security of passenger transport users. Many of the recommendations of the National Taxi Task Team (NTTT) have been incorporated.
2.2.2 Mission
The RSA Constitution and the development policies of the Government guide the mission for land passenger transport. In observing national development principles, the policy is mindful of the principle of subsidiarity, which is the exercising of devolved power at the lowest competent sphere of government. Devolved transport powers and functions may either be exercised exclusively or concurrently with higher spheres of government. Where functions are devolved exclusively to a lower sphere of government, the policies expressed in the White Paper are the policies, which the National Department of Transport will follow, in a supportive role.
In accordance with these guiding principles, the mission of the National Department of Transport in respect of land passenger transport is to provide leadership in:
'The promotion of a safe, reliable, effective, efficient, co-ordinated, integrated, and environmentally friendly land passenger transport system in South African urban and rural areas, and the southern
Page 19
Chapter 2 — Commentary on National Public Passenger Transport Policy
African region, managed in an accountable manner to ensure that people experience improving levels of mobility and accessibility".
2.2.3 Strategic objectives
The strategic objectives for land passenger transport are:
2.2.3.1 Funding
To ensure sustainable and dedicated funding for passenger transport infrastructure, operations, and law enforcement.
2.2.3.2 Spatial
To encourage more efficient urban land use structures, correcting spatial imbalances and reducing travel distances and times for commuting to a limit of about 40 km or one hour in each direction;
To promote the use of public transport over private car travel, with the goal of achieving a ratio of 80:20 between public transport and private car usage; and
To promote rural development that will improve access to opportunities by ensuring that rural workers are housed in close proximity to their work locations and services, thereby reducing the need to travel.
2.2.3.3 Customer-based
To ensure that passenger transport services address user needs, including those of commuters, pensioners, the aged, scholars, the disabled, tourists, and long distance passengers;
Page 20 Chapter 2 — Commentary on National Public Passenger Transport Policy
To improve accessibility and mobility, limiting walking distances to less than about one kilometre in urban areas;
To provide an appropriate and affordable standard of accessibility to work, commercial and social services in rural areas;
To ensure that public transport is affordable, with commuters spending less than about 10 % of disposable income on transport;
To promote safe and secure, reliable and sustainable passenger transport; and
To provide readily accessible information for the assistance of passenger transport users.
2.2.3.4 Planning and Regulatory
To provide appropriate institutional structures, which facilitate the effective and efficient planning, implementation, funding, regulation and law enforcement of the passenger transport system, devolved to the lowest competent level;
To encourage, promote and plan for the use of non- motorised transport where appropriate;
To provide for the registration of all public transport operators as formalised commercial entities, bound by the regulations pertaining to their permission to operate;
To replace operator permits with permissions (authorities) issued in terms of approved passenger transport plans ; and
To promote and implement a system of regulated competition for
Page 21 Chapter 2 — Commentary on National Public Passenger Transport Policy
public transport routes or networks based on permissions or tendered contracts.
2.2.3.5 Operational
To empower and assist disadvantaged operators to participate meaningfully in the land passenger transport system;
To ensure that operations become economically viable, requiring the minimum financial support;
To foster a stable investment environment in the public transport industry;
To encourage a professional approach to the management and operation of land passenger transport;
To foster manpower and human resources development;
To ensure that transport modes are integrated in respect of scheduling, routes and ticketing systems (This objective is the main focus of this study);
To promote acceptable and fair labour practices in the transport industry;
To ensure that land passenger transport operations are more environmentally sensitive and sustainable, and are energy efficient;
To promote strong, diverse, efficient and competitive long- distance passenger transport and charter sectors within the limits of the sustainable transport infrastructure, and to enhance the quality of such services through the provision of safe, secure, reliable and
Page 22 Chapter 2 — Commentary on National Public Passenger Transport Policy
cost-competitive systems.
2.2.4 Policy Statements
The White Paper continues with a number of policy statements relating to the following aspects:
Land use and spatial development; Institutional structures; Framework for provision of services; Funding; and Supporting policies.
Under the heading "Framework for provision of services" the White Paper provides as follows:
The public passenger transport system in South Africa will be based on regulated competition. The regulation will be in the form of a permission, contract or concession awarded in terms of a passenger transport plan and supported by strict law enforcement.
Permission is the authority to operate a route or network with no subsidy.
Contract is the authority to operate a route or network at a tendered contract price.
Concession is the authority to operate a rail line or network at an agreed price.
There will be a fundamental shift away from monopolistic situations. There will also be a shift away from systems that target commuters only, towards One that benefits all passengers.
Where public transport services require government support, for example
Page 23 Chapter 2 — Commentary on National Public Passenger Transport Policy
for welfare, or traffic management, or strategic reasons, competition will take the form of tendered contracts (competition on routes or networks will then be precluded);
Where public transport can be rendered as profitable commercial services, on-the-road competition will be encouraged, with competition being regulated through the issuing of permissions based on capacity management in terms of the supply policies of the provincial or local passenger transport plans, e.g. this will apply to inter-city coach services, certain long-distance minibus-taxi services and viable short-distance urban services;
Charter services will be fully competitive with the granting of permissions being based solely on compliance with safety and traffic regulations.
Permission is the authority to operate a route or a combination of routes or a network. Permissions will be awarded in terms of a passenger transport plan and supported by strict law enforcement.
In the case of contracts, in order to ensure that there is fair competition between competing tenderers, all public transport operators should:
Operate on business principles with financial ringfencing;
Have no unfair access to financial resources other than on a commercial basis;
Operate as independent legal entities; and
Be liable for taxation.
In the case of current public or parastatal operators, compliance with these requirements will be phased in, in the sequence set out above.
Page 24 Chapter 2 — Commentary on National Public Passenger Transport Policy
Successful tenderers, when awarded a contract, will automatically be awarded a permission to operate. Permissions for unsubsidised services will also be awarded only to registered operators on the basis of a passenger transport plan. Contracts shall only be awarded by the transport authority to a recognised route entity, co-operative, association, close corporation, company or a legal person, and should be based on a passenger transport plan.
Rail operations will be based on operating and maintenance concessions, awarded by transport authorities, based on a transport plan with ownership of infrastructure and rolling stock being retained by Transport Authorities.
2.2.5 Regulated Competition
The following are the main implications of regulated competition for public transport modes:
2.2.5.1 Minibus-taxis
Regulated competition will mean that the minibus-taxi industry will have to be formalised and measures introduced to enhance its economic viability. Minibus-taxis could form legally registered businesses, for example, co-operatives or companies, or be registered associations. These will have to operate in terms of permissions to operate on a route or network. The Provincial Permit Board will grant permission. The number of permissions granted on a route or network will be determined by need (demand) estimated in terms of the passenger transport plan. Minibus-taxi businesses may also compete for the awarding of contracts by Transport Authorities. As far as possible in terms of the transport plan, the determination of routes/networks will be based on existing operations (including both legal and pirate operators). Financial and technical assistance will be offered to minibus-taxis to enable them to obtain permissions and/or contracts and to improve their economic
Page 25
Chapter 2 — Commentary on National Public Passenger Transport Policy
viability. Minibus-taxi businesses may apply for permissions and/or contracts either on their own or in partnership with bus operators.
2.2.5.2 Bus operators
Operators may obtain permission to operate from the Provincial Permit Board. They may also compete for tendered contracts, which will be awarded by a Transport Authority. Contracts will be awarded only to bus companies which operate on business principles with ringfencing of finances and no unfair access to financial resources except on a commercial basis, operate as independent legal entities, and are liable for taxation. Existing permits on subsidised routes will have to be translated into interim contracts for a period before competing for tendered contracts.
2.2.5.3 Rail passenger transport
The national Transport Authority will own the commuter rail infrastructure, rolling stock and land associated with rail reserves until the provincial or metropolitan Transport Authorities are in a position to take over this responsibility. Steps will be taken to utilise rail reserves in accordance with transport plans and spatial development frameworks. Operating and maintenance concessions will then be awarded by the Transport Authorities, initially at national, and later at provincial or metropolitan level. The current deficit financing system will be abolished and replaced with a concession system, which will ensure more efficient and effective use of funds. Concessioning the operation of rail services on a competitive basis (whether to the public or private sector) will help cut fare evasion and improve services, because the money made or lost will impact directly on the operator. The Transport Authorities will determine fare levels based on a common cost structure and taking account of the fares of other modes.
All transport operators will be encouraged and empowered to bid for
Page 26 Chapter 2 — Commentary on National Public Passenger Transport Policy
contracts and concessions. The entry of smaller operators will be facilitated by various means, which may include partitioning contracts into parcels of differing size, encouraging bids by co-operatives comprising small, medium and micro enterprises (SMMEs), encouraging or requiring big operators to bid in association with smaller operators, or making provision for subcontracting or franchising.
(The route proposals made in this study lend themselves to the achievement of the above objective).
In implementing this principle of regulated competition, particularly in the case of contracts and concessions, government will seek to maximise the stability and job security of employees in the public passenger transport industry.
2.3 Objectives of the National and Provincial Land Transport Bills
2.3.1 Introduction
Based on feedback received from the publication of the White Paper, the
Department of Transport has published a National Land Transport . Transitional Bill in 1997, for submission to Parliament and publication as a model or guideline for the use of provinces that wish to do so, either in whole or in part, as their own legislation or as input into their own legislation.
Should provinces wish to draft their own legislation, it is important that such legislation should cover at least the full functional field covered in the model legislation, so as to avoid gaps that are not addressed in either national. or provincial legislation. One of the objects of these Bills is to address the allocation of specific land transport functions between the national government level and the provincial government level. Certain responsibilities will also be assigned to the local government level.
The Bills have been prepared pursuant to the White Paper on National
Page 27 Chapter 2 — Commentary on National Public Passenger Transport Policy
Transport Policy, 1996, the Constitution of the Republic of South Africa Act, 1993 (Act 200 of 1993) and other existing legislation.
The White Paper expresses the policy of the Government on land transport matters. Since the Bills provide for far-reaching amendments to the existing land transport management systems and the powers and functions of various transport institutions, wide consultation and participation is being undertaken to canvass the views of all role players.
Government is currently considering the final recommendations of the National Taxi Task Team (NTTT). Some of these recommendations have already been accepted at the stage when the interim recommendations of the NTTT were considered, and these have largely been incorporated in the Bills. It is foreseen that other amendments will have to be made to incorporate final recommendations that are accepted by MINCOM for this purpose.
2.3.2 The clauses of the Bills
The Bills provide for inter-modal national and provincial land transport systems that cover all land transport modes. Because the freight transport
industry is largely deregulated, the focus of the Bills is on public passenger . transport (defined as "public transport"). The following was taken from the National Land Transport Bill. It provides for the following matters:
• Transport Authorities and other institutions will be required to exercise the powers conferred on them in the light of relevant national and provincial land transport principles and policy. Provision is made, subject to prescribed public participation procedures, for the national Minister • of Transport to make and publish national policy in this regard as regulations and for the provincial members of executive councils (MECs) to do the same for their provinces. The competence of provincial legislatures to make laws for land transport matters in their provinces is confirmed.
Page 28 Chapter 2 — Commentary on National Public Passenger Transport Policy
The national Minister and the MECs will be empowered to promulgate regulations and lay down requirements, guidelines, norms and standards on various aspects of land transport.
A National Transport Commission is established to replace the current Commission, the functions of which will be largely to hear appeals from provincial permit boards in respect of applications for permissions, as well as appeals from the Cross-Border Permit Board, which will hear applications for international passenger and freight permits. Provinces that wish to do so may establish their own appeal bodies to hear appeals in respect of intra-provincial transport.
The MECs will be empowered to declare Transport Authorities in their provinces for defined transport areas, which may be existing local or metropolitan authority areas, combinations or parts of these areas, or a province as a whole. Provision is made for agreements between provinces in respect of inter-provincial transport, and between Transport Authorities and other persons and institutions. Where such authorities fail to perform required functions, the relevant MEC will be empowered to assist them or perform such functions on their behalf. The declaration or non- declarations of Transport Authorities will not exempt existing authorities from exercising the transport functions allocated to them by the Constitution or other laws. A working group was established to consider these aspects.
A National Land Transport Fund will be established, as well as a Provincial Land Transport Fund for each province and a Transport Authority Fund for each Transport Authority. Funds in the current national Urban Transport Fund established by the Urban Transport Act, 1977 (Act 78 of 1977), will be transferred to this National Fund, funds in the current provincial urban transport funds to the said provincial funds, and funds in the current consolidated metropolitan transport funds established under that Act for declared metropolitan transport areas, to the fund of the corresponding Transport Authority.
Page 29 Chapter 2 — Commentary on National Public Passenger Transport Policy
The Bills provide for the establishment of provincial permit boards to carry out the functions of the current local road transportation boards (LRTBs). Many of the functions currently carried out by the LRTBs will be undertaken by planning authorities, such as the determination of need or demand on individual routes. Boards will be required to have the necessary independence, objectivity and impartiality to understand the needs and characteristics of the passenger transport industry in the area concerned.
The Bills provide for permissions to be issued to public transport operators for passenger services based on commercial service contracts, subsidised service contracts, scheduled and unscheduled services, metered taxi services and long distance services. To qualify for contracts, operators will have to be registered, be separate legal entities and be liable for taxation. In addition, municipal and state owned undertakings would have to operate on business principles, have no unfair access to financial resources and be corporatised. Ad hoc authorisations will be compulsory for once-off, charter services. Public road carrier permits that are currently in existence will be converted into permissions on production of roadworthy certification and registration of prescribed details.
Provincial taxi registrars will be appointed to register taxi associations and their members. A National Register will also be established to record details in this regard. The question of whether there should also be a National Registrar is currently under discussion.
Provision will be made for the continued existence of the South African Rail Commuter Corporation Limited (SARCC) and for the concessioning of rail services in terms of transport plans. The functions of the SARCC will probably change over time and it is envisaged that it could act as agent to assist Transport Authorities with concessioning. Various options are available for concessioning, which are currently under discussion in terms of a discussion paper published by the national Department of Transport. The Bills are drafted widely in this regard to allow for the
Page 30 Chapter 2 — Commentary on National Public Passenger Transport Policy
implementation of chosen options.
The Bills may provide for regulations on rail safety, security and customer services, and possibly the designation or establishment of a national authority to oversee these aspects. These aspects are still under discussion.
Provision may also be made for passenger carrier regulations to deal with aspects not covered in other legislation.
Provision may be made to regulate the question of the vesting of ownership of roads and public streets in metropolitan areas. The above- mentioned working group will also consider this issue.
The Bills will provide measures to support marginalised public transport operators, such as small, medium and micro enterprises, for example in the process of tendering for public service contracts. These provisions are still being drafted.
The Bills provide for the national Minister and the MECs to undertake or support transport studies, investigations, research, technology transfer and education and training in transport. Account will be taken of other efforts and institutions in this regard, such as the Local Government Training Board.
Provision is made for the national Minister and the MECs to impose requirements or publish guidelines on transport norms, standards and information requirements.
The Bills will provide for environmental regulations in respect of land transport insofar as the relevant aspects are not covered by other legislation. This aspect is still under investigation.
Page 31 Chapter 2 — Commentary on National Public Passenger Transport Policy
2.4 Commentary on the Bills
This study notes that the provisions of the White Paper and the Land Transport Bill represent a major departure from the previous way in which the administration, funding, operation and financing of public passenger transport has been carried out.
Emphasis will now be placed on a more co-ordinated and transparent approach towards the planning and provision of public transport within the framework of an integrated land-use and transportation policy.
The focus of responsibility shifts towards the proposed Transport Authorities (TAs) who will, in conjunction with law enforcement agencies, provincial permit boards, taxi registrars and others, ensure that public passenger transport is provided in a manner consistent with the objectives of the White Paper. Emphasis is also placed on the new principle of permissions, contracts and concessions, in terms of which the different operators of passenger transport will provide their services.
However, it should be kept in mind that the mere existence of the White Paper and Land Transport Bill does not automatically ensure that public passenger transport will improve. A number of additional guidelines (RAU 1998:39) may well be necessary to achieve the objectives of national transport policy. Some of these guidelines are set out in paragraph 2.4.1.
2.4.1 Additional guidelines
According to RAU (1998:39), a possible criterion for mobility in an urban area is that most journeys by public transport should not take more than three times longer than the same journey by private car. Obviously there are certain circumstances where the rigid application of this rule may be inappropriate or unnecessary. The authorities should, nevertheless, be required to consider the need for minimum levels of public transport in all parts of the urban area in order to achieve the objective.
Page 32
Chapter 2 — Commentary on National Public Passenger Transport Policy
Once a policy decision has been taken to provide minimum levels of mobility for the population, a number of parameters must be adopted in order to achieve them. Three basic parameters can be identified, under the following headings:
Proximity to a transport route Availability of service Area coverage
2.4.1.1 Proximity to a transport route
This measure of performance relates to how near the population lives to a public transport route. Different transport studies have found that, in general, walking times of more than 15 minutes (roughly equivalent to 1 000 meters) are regarded as unacceptable. The community will tend not to use public transport under these circumstances unless it has no choice. A possible yardstick for a transport network could be that, say 80 % - 90 % of the community should live within 15 minutes (1 000 metres) of a public transport route. The use of an 80 % - 90 % measure allows the use of sparser route pattern in areas of low population density. In areas where road surfaces are unsuitable the routes may also have to be spaced further apart.
2.4.1.2 Availability of service
Availability consists of two elements: frequency of service; and "spread" of service.
i) Frequency
This measure of performance relates to the number of services provided on a route within a given period. In general, waiting time should be as short as possible. During the peak a minimum frequency
Page 33 Chapter 2 — Commentary on National Public Passenger Transport Policy
of 6 services per hour - equal to every ten minutes - would be acceptable (although lower levels may be justified on lightly loaded routes). As far as the off-peak is concerned, one study (De Leeuw Cather, 1968:31) recommends as follows: "The off-peak frequency should be kept as high as possible and should never, even for low volume routes, be less than hourly; if the frequency falls below this figure patrons tend to regard the service as non-existent". Minimum frequencies on normal routes should therefore not be less than once per hour at all reasonable times, including weekends.
(On special routes serving factory areas or schools, for example, the above rules might not apply).
ii) "Spread of service"
This parameter relates to the number of hours over which the services operate. The phrase "at all reasonable times" is capable of fairly wide interpretation. On some routes the term may mean a spread starting at 04:00 in the morning and continuing until midnight (indeed in some situations a full 24-hour service may be justified). On other routes or
over weekends the spread may be narrower - say from 06:00 until . 18:00 only.
The principles set out in this paragraph have been taken into account in the recommendations set out in chapter 7 of this study.
2.4.1.3 Area coverage
This term relates to the ability of the passenger to reach any destination served by public transport in the area, within a certain period of time. Although proximity and availability may be adequate, the routes may be such that users are forced to travel in a roundabout way to reach their destinations. The effect of this can be seen in the following diagrams, which represent a route pattern in a city.
Page 34
Chapter 2 — Commentary on National Public Passenger Transport Policy
Diagram 2.1 Diagram 2.2 B A B A
In diagram 2.1, everyone may live within 1 000 metres of a route (in other words the requirement of paragraph 2.4.1.1 is satisfied). Frequencies and spread may also be good (in other words the requirements of paragraph 2.4.1.2 are also satisfied). However, anyone wishing to travel from A to B must travel via the centre of town, which could take as much as six times longer than the direct route by car. It would probably be quicker to walk from A to B than to go by public transport! In diagram 2.2, the introduction of a new route (indicated by the circle) linking a number of suburban generators of traffic, would substantially improve accessibility in the area. Few transport studies specifically address this issue, but a general rule could be that passengers should reach their destinations at an average speed of say 10 - 12 km per hour (measured in a straight line) from the time they start their journeys on public transport. (This is broadly similar to the rule that no journey on public transport should take more than three times longer than a private car).
The effect of the above requirement implies the introduction of more direct routes between different parts of the city and region (particularly between major shopping centres, office parks, etc) and the operation of a minimum level of service on such routes at all reasonable times.
Page 35 Chapter 2 — Commentary on National Public Passenger Transport Policy
In virtually all South African cities there are examples of shopping centres and other developments which are inadequately served by public transport. This contributes to the lack of mobility experienced by a large percentage of the community.
In addition, "the mere creation of TAs will not, in itself, guarantee that significant improvements will take place in the administration of transport" (RAU 1998:35). Therefore additional safeguards may be required to ensure that the authorities show the necessary commitment to achieve the objectives of better public transport. Some of these safeguards are discussed below.
2.4.2 Additional safeguards
This section will be divided into the following headings:
Membership of Transport Authorities (TAs) The need for statutory passenger committees The need for "public transport impact assessments"
2.4.2.1 Membership of TAs
It is noteworthy that the National Land Transport Bill provides that the functions of the TA should be performed by the "municipalities" or, failing them, the "provinces".
The South African Commuters Organisation (SACO) has pointed out that the municipalities have in general, failed to play a meaningful role in improving public transport. According to SACO, they have done little, if anything, to co-ordinate formal operators, to encourage joint marketing initiatives, to improve schedules, or to introduce through- ticketing arrangements. In the case of municipalities which actually operate their own bus services, strong evidence exists of poor route selection, inappropriate choice of vehicles, failure to respond to well- motivated requests from the public for better service, inefficient
Page 36 Chapter 2 — Commentary on National Public Passenger Transport Policy
scheduling and a general failure to promote the cause of public transport in the areas under their control.
In order to counteract the anti-public transport bias which is so evident at the municipal and provincial level, SACO has proposed that the membership of the TAs as well as any committees appointed to "advise" them, be broadly based and not be confined to technical and political appointments only. The requirements for membership of the TA should include the following:
The membership of TAs should reflect the demographic composition of the community; and
A certain number of posts should be available to members of the public, and such applicants should undergo a public selection process to establish their commitment to public transport. All members of the TA should be familiar with the local public transport network and should be regular users of the system.
2.4.2.2 Statutory passenger committees
SACO does not believe that the establishment of "advisory" committees will serve the interests of passengers. Such committees have historically lacked authority and there is little likelihood of their input being taken seriously.
SACO has called instead for the establishment of statutory "passengers committees" on the lines of the passengers committees in Britain.
The function of these committees in a South African context will be to monitor public transport and to formally bring the concerns of passengers to the attention of the TAs.
Page 37 Chapter 2 — Commentary on National Public Passenger Transport Policy
Such committees should therefore have full representation of the TA and should be adequately funded to enable them to carry out their functions effectively.
2.4.2.3 Public transport impact assessments
SACO has deplored the widespread practice of many municipalities to allow low density developments (such as shopping centres, office parks and industrial parks) to take place without proper consideration for the provision of adequate public transport.
It appears that many of these developments are merely based on the assumption that the development "has easy access to the freeway" or that "sufficient parking will be provided". This does not take the users of public transport into account. The mere provision of taxi ranking facilities is also inadequate in this regard. Minimum guaranteed levels of public transport must be provided in all areas by the local authorities concerned.
SACO has called on the government to require municipalities to carry out "public transport impact assessments" in conjunction with organisations such as SACO and to ensure that no developments be permitted without the necessary approval being obtained.
This study suggests that the implementation of these additional guidelines and safeguards will be of benefit to the successful implementation of the new transport policy. There is also a need to distinguish between formal and informal services, since in this study, only formal services will be considered.
2.5 Formal and Informal Services
2.5.1 According to RAU (1998:43), formal and informal public transport services can be briefly defined as follows:
Page 38
Chapter 2 — Commentary on National Public Passenger Transport Policy
2.5.1.1 Formal public transport services are characterised by:
fixed routes and stops;
fixed schedules;
drivers rosters which impose limits on hours of work and which stipulate the routes to be followed; and
Ticketing systems that incorporate proof of payment (a paper ticket, card or token system).
Usually (but not always) formal systems are subsidised in some form or other. In South Africa, it is the rail system and bus services that are subsidised. It is implicit in the Bill that formal public transport will be managed through the granting of contracts and concessions.
2.5.1.2 Informal public transport services do not always follow fixed routes (although they do so in the majority of cases). Neither do they observe fixed schedules or issue tickets. There are also no limits on the number of hours that drivers can remain behind the wheel. Informal services usually make use of 15-passenger vehicles and are not directly subsidised. It is implicit in the Bill that informal public transport will be managed through the granting of permissions.
2.5.2 Market niches"
According to RAU (1998:47), although little in-depth analysis has been done into the user's perceptions of the two sectors, it appears that the passengers using each sector can be classified as follows:
2.5.2.1 Formal
Passengers on formal services seem to prefer the "certainty" of
Page 39 Chapter 2 — Commentary on National Public Passenger Transport Policy
service, particularly in low-density areas where informal services do not operate. Although cash fares on formal services are usually higher than informal services, the use of bulk purchase (clipcards and seasons) can result in lower fares. Formal services are also less likely to be crowded (except perhaps for third class on a train).
2.5.2.2 Informal
Passengers on informal services seem to prefer the higher speed of travel, which is a combination of better frequencies and higher road speeds due to a smaller, more manoeuvrable vehicle. These conditions apply on the busier routes in the large cities. (Services on less busy routes are sparser). Fares are usually lower than the corresponding cash fare on formal transport. In smaller towns, informal services are usually the only public transport available. Informal services are also provided in lower-density areas to serve specific groups of people (office workers in office parks, employees at outlying shopping centres, school children, etc.)
According to RAU (1998:47), each sector has its own market "niche" and it would be unwise to attempt to give either the formal or the informal sector an unjustified advantage at the expense of the other.
"While it is possible that an improvement in formal services could lead to a lowering of passenger levels in the informal sector, this should not be seen as the main purpose of such an exercise. In any event, the operation of a formal, scheduled service running every hour (or even every half-hour) is unlikely to undermine any informal operator(s) who may be serving the same area or route. Indeed, there is nothing to prevent the informal operator from running its services two or three minutes before the scheduled operator's service, if it wishes to do so. The motivation for better formal services should be based mainly on their ability to attract private car users, many of whom are more likely to respond favourably to improved formal services than to improved
Page 40 Chapter 2 — Commentary on National Public Passenger Transport Policy
informal services".
2.6 Conclusion
This chapter has outlined the Government's proposals for passenger public transport policy, which are to be based on the principle of regulated competition. It has described the mechanisms by which this policy of regulated competition will be achieved - these include the issuing of permissions, contracts and concessions by the yet-to-be formed TAs. This chapter has highlighted some concerns that have been expressed by SACO - these include the need for additional guidelines and additional safeguards to ensure that the objectives of the public transport policy are achieved. It has also noted that both the formal and informal sector have a part to play in providing adequate levels of public transport. This study will, however, focus on formal services and in chapter 7 will set out proposals for improvements to such formal services in the Soweto and surrounding areas.
Page 41 Chapter 2 — Commentary on National Public Passenger Transport Policy
REFERENCES
Mostert, C.W.V. 1998. Guidelines for Passenger Transport in South Africa: A multi-modal analysis. D. Corn Thesis. Johannesburg: Rand Afrikaans University.
Rand Afrikaans University. 1998. Guidelines for Passenger Transport in South Africa. Johannesburg: Rand Afrikaans University.
The National Land Transport Bill. 1997. Pretoria: Government Printer.
The White Paper on National Transport Policy. 1996. Department of Transport, Pretoria.
Page 42 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
CHAPTER 3
CURRENT FORMAL OPERATORS IN THE SOWETO AREA — BUS AND RAIL
3.1 Introduction
The previous chapter has described National Public Passenger Transport Policy and has drawn attention to certain guidelines and safeguards necessary to ensure that policy formulation is directed towards solving formal public passenger transport problems. This chapter will briefly focus on the formal public transport operators active in the Soweto area. These operators are, firstly PUTCO, the formal bus operator, and secondly, Metrorail, the formal rail operator. The chapter will be divided into three sections, namely:
The formal public bus operator - PUTCO; The formal public rail operator - Metrorail; and The effectiveness of heavy rail.
Each section will briefly record details of the operators history, operating philosophy and will refer to statistics and operating information relevant to each organisation.
3.2 The formal public bus operator - PUTCO
3.2.1 History and operating philosophy
PUTCO was established in 1945, in response to the need to transport millions of black workers from the relocated houses on the urban peripheries to their places of work. In doing so, it both co-operated and clashed with Government on behalf of its passengers.
Page 43 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
According to PUTCO's 1997 annual report, it has lost passengers to the encroachment of the railways, the depredations of an unregulated minibus- taxi industry, boycotts, violence and a Government bent on the elimination of subsidies.
PUTCO has yielded to threats where it could not compete and cut back to concentrate on its strengths. It largely eliminated a layer of middle management, shrunk head office and decentralised operational responsibility. The number of buses decreased, as did the number of passengers. The number of employees has also decreased.
Underlying PUTCO's capacity to act as incisively as it did was the muscle and experience born of its role as an affirmative action employer before the coining of that phrase. The nature of the job has always required a predominance of black staff. Today blacks make up some 91 % of all employees and 67 % senior and middle level managers.
Sixty percent of PUTCO's black employees have been with the company for more than 10 years and 65 % have acquired their own houses through the company's housing scheme. Black representation on its board of directors was established more than a decade ago.
The wheels of change are turning, presenting challenges and opportunities epitomised in the government's reconstruction and development programme, adopted as a priority by PUTCO within the framework of its own goals and strategies.
One aspect of this is its small business empowerment project, including the awarding of sub-contracts to small black entrepreneurs evaluated by a committee with full trade union representation. Several black operators are already involved in strengthening the advantage of lower overhead expenses with access to PUTCO's workshops and expertise.
Page 44 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
The company, which has established community liaison committees in every operating area, also continues to investigate joint ventures with small operators.
PUTCO's basic philosophy then centres around the principle of prosperity through mobility as reflected in the company's mission statement.
"PUTCO operates within and is an integral part of the passenger transport industry. In partnership with all employees, it provides market related passenger transportation services, which offer to the communities it serves affordable, convenient, safe and reliable transportation for reward. Through this business success it will gain an acceptable return and secure the future of the Company to the benefit of all its stakeholders".
PUTCO's philosophy on reconstruction and development, is based on the following "pillars" which also support the main thrust of the RDP:
Teamwork: Teams at all levels of the organisation work in close collaboration towards the attainment of mutual goals with equal opportunities for all participants. Teamwork is viewed as the cornerstone of democratisation.
Customer orientation: Management's effort is focused on the real needs of passengers as well as other stakeholders.
Community involvement: The communities that are served are involved in decision making and the provision of the transport service. This is done through consultation with passengers.
Sub-contracting and joint ventures: PUTCO Limited is engaged in ventures by which members of the community it serves may become actively involved on a participation basis with the company. This is to achieve the goal of building the economy through promoting black economic empowerment.
Page 45 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
• Sub-contracting: PUTCO Limited has for the past four years awarded a number of sub-contracts to various small black operators.
Committees that evaluate these small operators include full trade union representation. The whole process is done with full consent of the unions.
3.2.2 The tender process
Certain changes in transport legislation as well as continued change in the industry has led to changes in the allocation of routes and the areas in which services are rendered.
In the past, PUTCO would implement a service basically whenever it thought a need for it existed. That means that it implemented services, as it felt fit.
More recently, certain routes have been allocated on a tender scheme basis. This was first done on a trial basis but it is going to become the norm on which all routes and areas for service will be allocated. It is therefore necessary that the tender process be understood clearly.
(a) Background
The former National Transport Policy Study (NIPS) considered various alternative methods of subsidising and administering public transport and recommended , that the provision of public passenger transport should be based on a tender system. The main features of the scheme are:
The prospective operators have to tender for the right to operate a certain route. The operator is obliged to provide a satisfactory level of service as contracted.
Page 46 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
e The tender system is aimed at promoting a degree of competition in the market and a high quality of service is ensured through monitoring.
The tender documents require tenderers to undertake that the operator will relinquish the permits of the contract routes at the end of the contract and will not object to the application of the following successful tenderer for those permits.
An operator is paid a rate per revenue kilometre, which is calculated by multiplying the number of authorised trips for each route by the length in revenue kilometres for the route. Adjustments are made for kilometres not operated. Revenue kilometres refers to all approved passenger carrying trips according to the approved timetable and therefore exclude all dead kilometres such as return or positioning trips and kilometres for any unapproved passenger carrying trips. However, an operator can tender different rates for different bands of revenue kilometres, which are given in the tender documents in the schedule of quantities. As the number of revenue kilometres operated increase or decrease, the different rates are used to calculate the contracted amount
(b) Steps to be taken to put a service out to tender i) Design
A first step in the design process is to carry out an investigation to determine:
Whether there is a need for the service; Whether there are other existing subsidised commuter services; An acceptable quality of service against the budgetary constraints; and The routes and frequency of services to be provided in terms of these contracts.
It is necessary to carry out passenger surveys of the existing routes before
Page 47 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
actually designing the contract service. In the design of the contract service the actual routes to be operated are determined. Timetables are compiled to enable the calculation of the number and type of buses required to operate the services according to the timetables. Tenderers are allowed to tender for other types of buses than those prescribed, or even using 15 seater minibuses, or any mixture of vehicles, which will result in an alternative tender. To divide the services into self-contained areas or corridors, more than one tender can be designed.
Compilation of tender documents
The following tender documents are compiled:
Volume 1: Tender Rules Volume 2: General conditions of contract Volume 3: Special conditions of contract Volume 4: Service specifications Volume 5: Tender forms
Tender documents have to be approved by the Provincial Tender Board and are normally bound by decisions taken on national level.
Advertisements of tenders
Tenders have to be advertised in the local newspapers, Sunday newspapers and the Provincial Tender Bulletin in terms of the relevant Province's Tender Board regulations. Tenderers are informed about the date of a site inspection, where the tender documents can be collected and the date, time and place at which the tender closes. Prospective tenderers may be required to pay a deposit (normally R50,00) upon collection of the tender documentation. This deposit is refundable on receipt of properly completed tenders. Some of the Provincial Tender Boards have elected not to collect deposits owing to administrative red tape.
Page 48 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
Closing of tenders
A period of three to four weeks is allowed for the completion of the tender documentation. On the day and time at which the tender closes, the sealed tenders are opened in public and the total tender amount per contract for each tenderer is read out by an official of the Provincial Tender Board.
Evaluation of the tenders
The evaluations of tenders are normally done jointly by the relevant authority (Employer) and the Consultants appointed for the design of the service.
Four main criteria are applied during the evaluation of tenders (Cloete 1998):
Whether the tenderer has met all the tender specifications.
Tender rates are compared and some of the preferred tenders are investigated further. The system requires tenders for either one or a combination of the contracts, but if there are more than one, the rates submitted for the different bands of revenue kilometres are the critical criteria used during evaluation.
Tenderers to see whether they can provide the service for the duration of the contract period.
Chartered accountants investigate the financial position of the operators in terms of: 0 The manner in which their existing operations are managed and operated; 0 The type of vehicles to be used, their ability to provide vehicles and an inspection of such vehicles if available; and 0 The Operator's existing infrastructure, particularly in areas where land is not readily available for the establishment of new depots.
Page 49 Chapter 3— Current Formal Operators In the Soweto Area — Bus and Rail
After a tender has been awarded to a contractor, a certain percentage of the tender would then be subcontracted to a SMME. This percentage in most cases amounts to 20 %.
Award of tender
The Provincial Department of Transport makes a recommendation to award the tender to the most suitable Operator. As soon as the recommendation is approved by the MEC a recommendation is made to the Provincial Tender Board. The Provincial Tender Board then endorses the recommendation and the successful operator is then appointed.
Appointment of supervising and monitoring firm (SMF)
A SMF is normally appointed by the Employer to ensure that the services are being rendered according to contract specifications. The SMF consists of a Representative, a Deputy-representative and a number of Monitors.
The employer (Provincial Department of Transport) is responsible for the overall administration and management of the contract, including the approval and payment of the monthly claims and the approval of recommendations on changes to routes or trips made by the Representative. The Representative acts as a means of liaison between the Employer and the Operator.
Either DOT officials or outside contractors can perform the duties of the Representatives and Monitors. Historically outside contractors have been used and for this purpose tenders are also called for. The ideal is to put these tenders out at the same time as bus tenders.
3.2.3 Statistics
It is not the purpose of this study to give an analysis of the financial performance, operating costs or efficiency of PUTCO, or of any other operator, for that matter. At an early stage of collecting information for this
Page 50 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
study, the author was informed by a number of bus operators, including PUTCO, that due to the introduction of route tendering, they would not divulge detailed cost information or other statistics as it was a sensitive issue. As a result, the calculations in chapters 7 and 8 are based on average costs, confirmed as reasonable and in fact somewhat conservative, by the South African Bus Operators Association.
The lack of detailed cost/statistical information does not detract in any way from the validity of the proposals made in this study, study, however.
Most of the proposals are based, in any event, on empirical research, which includes physical counts on bus routes, inspection of timetables and fare structures which are a matter of public knowledge. A brief summary of physical counts is given in the next paragraph. Copies of the detailed lists are included in appendix D.
3.2.4 Empirical research
Research by the author at three of the main exits from Soweto during July 1998 revealed the following statistics. All of the research was done between 6 am and 8 am on weekdays, over three consecutive weeks. The three exit points monitored were:
New Canada; Dobsonville; and Baragwanath.
According to PUTCO's internal working schedules, (included in Appendix. 1) approximately 400 buses leave Soweto each weekday morning and return to Soweto in the afternoon and early evening.
The purpose of the research was not to do detailed counts, but merely (a) to confirm that buses were being operated according to the timetables provided
Page 51 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
by PUTCO, and (b) to gather information on passenger loadings as a basis for later proposals relating to new routes and schedules. a) New Canada
A total of 134 buses passed during the two-hour period. This means 67 buses per hour or one bus every 54 seconds.
To arrive at the total number of passengers using bus transport the following formula was used. The seating capacity of buses was taken as 52. Buses were then divided into the following categories:
Table 3.1 New Canada Survey
Number of Number of Total number of passengers buses passengers Empty (0 —10) 27 27 x 5 = 135 Medium-full (±25) 39 39 x 25 = 975 Full (52) 54 53 x 52 = 2 808 Standing (52 + standing) 14 (14 x 52) + 285 standing passengers = 1 013 TOTAL 134 4 931
The total number of passengers, using formal bus transport on the New Canada route then amounts to + 4 931.
On the other hand, the number of taxis passing in the two hour spread, totalled 699. This breaks down to 350 taxis per hour, which means a taxi every 10,3 seconds.
Seating capacity for taxis were taken as 16. This means that the number of passengers using informal or taxi transport is + 11 184.
The grand total for passengers on the New Canada Road then comes to 16 115. This means that buses transport 30,5 % of passengers and taxis transport 69,5 %.
Page 52
Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
The number of private cars was not taken into account in this research. b) Dobsonville
A total of 16 buses passed during the two-hour period. That is 8 buses per hour, or one bus every 7,7 minutes.
Table 3.2 Dobsonville Survey
Number of Number of Total number of passengers buses passengers Empty (0 -10) 1 1 x 5= 5 Medium-full (±25) 2 2 x 25 = 50 Full (52) 11 11 x 52 = 572 Standing (52 + standing) 2 (2x52)+20 standing passengers = 124 TOTAL 16 751
The total number of passengers using formal bus transport on the Dobsonville Road came to + 751.
Taxis totalled 435 which means 218 taxis per hour and thus a taxi every 16,6 seconds. The total number of passengers using taxis on the Dobsonville Road amounted to + 6 960.
The total for passengers on the Dobsonville exit amounted to + 7 711. This means that bus operators carries 9,7 % of passengers while taxi operators carry 90,3 %. c) Baragwanath
A total of 92 buses passed during the two-hour period. That is 40 buses per hour and approximately one bus every 77 seconds.
Page 53 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
Table 3.3 Baragwanath Survey
Number of Number of Total number of passengers buses passengers Empty (0 —10) 4 4 x 5 = 20 Medium-full (±-25) 24 24 x 25 = 600 Full (52) 61 61 x 52 = 3 172 Standing (52 + standing) 3 (3x52)+60 standing passengers = 216 TOTAL 92 4 008
The total number of passengers using formal bus transport on the Baragwanath exit came to + 4 008.
Taxis totalled 860, which mean 430 per hour and a taxi every 8,3 seconds. The total number of passengers using taxis at the Baragwanath exit comes to + 13 760.
The grand total for passengers going out of Soweto via Baragwanath amounts to + 17 768. This means that bus operators carry 22,5 % of passengers while taxi operators carry 77,5 %. d) There are other exit points from Soweto such as the Soweto Highway, which were not covered by a formal survey. However, a number of individual trips by PUTCO buses were observed on this route, as well as other trips in the "northern" suburbs of Johannesburg, in order to verify the accuracy of the timetables provided by PUTCO.
As a result of the surveys described in paragraphs (a) to (d) above, the author is satisfied that the proposals set out in chapter 7 are reasonable and are based on accurate research.
Page 54 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
3.3 The current formal rail operator - Metrorail
3.3.1 History
Although heavy rail passenger services have operated since 1860, this section will merely record events since 1990.
On 1 April 1990 the South African Transport Services became a private company called Transnet Limited and at the same time it shedded its rail commuter services.
The South African Rail Commuter Corporation Limited (SARCC) was then established to assume responsibility for these rail commuter services throughout the country as a logical consequence of the Government's policy to deregulate and commercialise transport in the Republic of South Africa.
The Corporation has vested in it all the powers and capacities of a natural person.
In 1994, the SARCC chartered Metrorail, (a trade name of Spoomet) to provide rail commuter services in the major cities of South Africa namely: Cape Town, Durban, East London, Port Elizabeth, Johannesburg and Pretoria. Wits Metrorail is the biggest region, both in terms of operation and manpower. It has a staff compliment of about five thousand employees and the trains operated, varies from about, 1 200 on weekdays to about 1 350 over weekends. In total over 157 million passenger trips are undertaken per annum in the region.
This repositioning has allowed Metrorail greater autonomy especially in light of the new business agreement based on concessioning terms being negotiated with the SARCC.
Page 55 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
3.3.2 Operating Philosophy
The Corporation operates two major businesses - namely rail commuter services and property management. The former, as most commuter services in the world, is operated as a social responsibility necessitating considerable Government subsidisation.
The assets that were transferred to the Corporation include property with a nett potential value of R2 000 million in the main metropolitan areas. This, together with the state's involvement in subsidising commuter services forms the basis for this property to be developed as a revenue source and the resultant establishment of the Property Management Division.
The Corporation's vision as set out in its corporate report (Metrorail, 1998:3-4) is firstly to strive towards financial independence by the provision of cost effective and client orientated transport to the South African commuter public. Secondly it is the Corporation's aim to optimise its return on investment on entrusted land and airspace and buildings with the ultimate aim of reducing state subsidies to the minimum. a) Corporate Positioning
As a statutory body the Corporation is operated autonomously and the Board of Control reports directly to the cabinet through the Minister of Transport. Commuter management entails a policy making component, which is located in Johannesburg as well as an operating component. The latter function is at present being executed by the agent, Spoomet, who operates the rail commuter service under the registered trade name "Metro" in the four main metropolitan areas of South Africa namely Johannesburg, Pretoria, Cape Town and Durban.
The Corporation will position itself regarding policy aspects with financiers, transport planners, central government, statutory bodies, suppliers, researchers, advertisers and real estate opinion leaders. With regard to the
Page 56
Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
Metro service the Corporation will, through its agent, position itself with the public at large, as a user friendly and cost-effective mass passenger transport mode. The Corporation will ultimately form part of an integrated multi-modal commuter network in the South African metropolitan areas. b) Management Structure
The power and authority of the Corporation are seated in the hands of the Board of Control comprising of ten members who command widespread and specialised expertise and business acumen.
The Corporation is further functionally structured into five divisions namely, Marketing, Finance, Operating/Technical, Administrative/Manpower and Property Management; each headed by a General Manager reporting directly to the Managing Director.
The following will show the organisational framework:
Structure
Metrorail Board
Chief Executive Office I (Metrorail)
Metrorail Executive Committee
Executive Manager Executive Manager Executive Manager Executive Manager Executive Manager Executive Manager Executive Manager (Operations) (Ierastructum) (Strategic Penning) (Risk Management) (Finance & Admin) (Human Resources) a n
[Regional Metro Manager
Metro Manager Metro Manager Metro Manager Metro Manager Metro Manager Metro Manager lAnts Pretoria Cape Town Port Elizabeth East London Dtrban
Its vision is: "Metrorail is the preferred operator for rail commuter transport in South Africa".
Page 57 Chapter 3 — Current Formal Operators in the Soweto Area — Bus and Rail
Its mission is: 'We render a safe, effective and affordable rail commuter service and operate the public metropolitan rail system in partnership with all stakeholders, with a total journey focus, based on commuter needs".
3.3.3 Statistics
Some national statistics taken from the 1996/97 Metrorail Corporate report are:
Table 3.1: Statistics on Metrorail Train Services
Factfile on Metrorail Train Seritices - Carriages and motor coaches 4 635 Train sets 352 Passenger journeys daily Up to 2,2 million Stations 470 Track 2 400 km Metropolitan operating areas 6
Diagram 3.1: Ratio of First and Third Class Passengers
100 90 80 70 80 01st Class 50 0 3rd Class 40 30 20 10 0 1994/95 1995196 1996/97
Page 58 Chapter 3 — Current Formal Operators in the Soweto Area — Bus and Rail
Diagram 3.2: Market Share
1994195 1995/96 1996/97
Diagram 3.3: Metrorail Fare Revenue
500
) 450
ras 400
ilno 350 M ( 300 ds
n 250
Ra 200 150 100 50 0 1994195 1995/96 1996/97
Diagram 3.4: Passenger Trips per Annum
1994/95 1995196 1996197
Page 59 Diagram 3.6:TrendinEmployeenumbers Diagram 3.5:PassengerKilometres Diagram 3.7:PopulationofTrainCommuters 11000 19500 12000 10000 10500 Chapter 3—CurrentFormalOperatorsintheSowetoAreaBusandRail
1994/95 Passenger Cm (billion) (Train CommuterRaceBreakdown) ❑ Black 0 Coloured 1995/96 11] thdlan 1996/97 a White Page 60
Chapter 3 — Current Formal Operators in the Soweto Area — Bus and Rail
Diagram 3.8: Population of Train Commuters Living Standards
ratliTtare-91-1 R2 000- R4 999 0 R5 000 - R8 999 1 0R9 000 + 0 Refused
Diagram 3.9: Age Analysis
016 - 24 Years 025 - 34 Years r335 - 49 Years 050 - 59 Years 060+ Years
Diagram 3.10: Market Share of all Transport Types
Traln Motorcycle 0Car Bicycle 1% al Taxi Bus Othor
1 %
Page 61 Chapter 3 — Current Formal Operators in the Soweto Area — Bus and Rail
These statistics show in detail the profile of the people that use Metrorail services. These statistics help Metrorail in its planning and preparation for future services and also the upgrading of the current services.
The following figures taken from the 1996/97 Metrorail Corporate report, give an overview of the size of the Metrorail operation.
Diagram 3.11: Operational Expenditure
1900 1500 1100
1000
0
500
1994195 1995/96 1996/97
Diagram 3.12: Cost Coverage
50
1994/95 1995/96 1996/97
Page 62 Chapter 3 — Current Formal Operators in the Soweto Area — Bus and Rail
Table 3.4 Metrorail Daily Train Trips
Daily Train Trips Region Daily Sat Sun Wits 1 187 650 352 Cape Town 662 358 211 Durban 444 307 176 Pretoria 320 232 95 Port Elizabeth 20 8 0 East London 19 6 0 National 3 652 1 561 834
Diagram 3.13: Total Income
1994/95 1995/96 1996/97
Diagram 3.14: Subsidy
1000
800
g 600
5. 400
200
1994195 1995196 1996197
Page 63 Chapter 3 — Current Formal Operators in the Soweto Area — Bus and Rail
The following figures are specifically for the Wits Metrorail region:
Diagram 3.15: Revenue Wits Metrorail
200 160
150 2 0 5 100
50
1994/95 1995/96 1996/97
Diagram 3.16: Operational Expenditure
1994/95 1995/96 1996/97
Diagram 3.17: Timekeeping
1994/95 . 1995/96 1996/97
Page 64 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
The following gives a view of how Metrorail costs were structured in the Wits Metrorail region for 1997/98 financial year. As stated in paragraph 3.2.3 and 3.3.3 of this study, certain detailed costs could not be obtained from bus operators. Metrorail was also reluctant to divulge the breakdown of costs into individual lines, as they believe that this will prejudice the tendering/contracting process.
Table 3.5: Operating Expenditure for the Wits Metrorail Region
Description Budget Labour 333 000 000 Material 32 000 000 Energy : Traction 50 000 000 Energy : Other 10 000 000 Rental 6 000 000 Maintenance 41 000 000 Vehicles 18 000 000 Communication 9 000 000 Professional Services 8 000 000 Security 41 000 000 Sundry Expenditure 25 000 000 Operational Expenditure 573 000 000
3.4 The effectiveness of heavy rail
Despite the importance of heavy rail in urban passenger transport, a number of factors have been identified which are undermining its potential as a transport mode. This section will briefly review those factors that have a bearing on the future co-ordination of formal public transport operators in urban areas. Since heavy rail is widely regarded as the "senior" transport mode, or as the "spine" of a transport network (where it exists) these factors will need to be addressed by the relevant transport authorities in drawing up the transport plans for their respective areas.
According to Mostert (1995:10-20), the effectiveness of heavy rail (and thus Metrorail) is influenced by certain operational factors. These include the following:
Page 65 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
Accessibility; Availability; and Transfers and modal integration.
3.4.1 Accessibility
Accessibility refers to the closeness of the transport route to the area being served. It is customary to express accessibility in terms of this percentage of an area within, say, one kilometre of a transport route or the percentage of the population living within, say, ten minutes walk from the nearest halt.
One study of commuter transport has suggested that transport routes serving developing areas should be spaced at 2 kilometre intervals with stops 1 kilometre apart. If a 15-minute walking time were considered acceptable, then 97,5 % of the area would be within an "acceptable" distance of public transport.
The total of the Witwatersrand complex is approximately 1 600 km 2 stretching from Krugersdorp to Springs and from Midrand to Alberton. The total length of heavy rail route in this area is approximately 150 kilometres. This means that 300 km2 within the area lie within 1 000 metres of a heavy rail route - representing coverage of only 18 % in terms of area.
According to Mostert (1995:97), it is unlikely that the number of people living within an "acceptable" distance of a rail route in the Witwatersrand area and, for that matter, most other urban areas in South Africa, is significantly more than 18 % of the total population. When the wide spacing of stations (i.e. access points) is taken into account, the figure of 18 % probably falls to between 10 and 15 % of the population who live within an acceptable distance of a station.
The inner-city areas of Cape Town, Port Elizabeth, East London, Durban and Pretoria are served by only one rail route each. In addition to its main station
Page 66 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
Johannesburg has two stations - Faraday and Westgate - which are connected to a line running south of the city centre.
Not only do these single rail routes serving South African cities cover a limited geographical area, but on their approach to the city, they tend to run through areas which are either industrial or which are "old" residential areas.
Industrial areas, by their nature, generate mainly peak traffic while the "old" residential areas generate comparatively few heavy rail passengers. Few attempts (with the notable exception of the Golden Acre development in Cape Town and more recently, Park Station in Johannesburg) have been made to integrate heavy rail services with regional shopping centres or recreational activities which would generate a certain amount of off-peak and weekend traffic.
Three examples of opportunities for integration, which appear to have been missed, are the shopping centres at Westgate (near Roodepoort), Highgate (near Soweto) and N1 City near Cape Town. In these cases the centres concerned are within a stone's throw of heavy rail commuter lines. No attempts (except for a long walkway at N1 City) were made to physically link them with the railway and to exploit the synergy, which exists between public transport and a major activity centre.
This study concludes that the accessibility of heavy rail services is sparse, which undermines its potential role as a major mode of transport.
3.4.2 Availability
Availability can be described as the frequency of service offered on a transport route. It is of little use to a community if a number of closely spaced routes are operated through a given area, offering good accessibility but if the frequency of services is very low - say, only twice or three times a day.
Page 67 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
Most studies do not lay down hard and fast requirements for acceptable frequencies. One suggests that a peak hour frequency of 5 to 6 services per hour is considered "reasonable". "Off-peak frequencies should preferably not fall below one service per hour - if they do, the local population tends to regard the service as non-existent" (Mostert, 1995:63). Heavy rail services adopt frequencies, which depend on the time of day and on the density of population served. These vary from approximately 10 trains per hour on certain busy lines to as low as two trains per day. In general, heavy rail services to the "townships" commence between 03:00 and 04:00 and continue until approximately 22:00 to 23:00 with at least one train every hour during the off-peak periods and over weekends.
On the lines serving the Soweto area, frequencies are adequate in terms of the above criteria.
On lines carrying a slightly higher percentage of first-class passengers, such as Springs - Randfontein, Johannesburg - Pretoria and in the Cape Town area, timetables are arranged on the "clock face" principle, meaning that trains leave at the same number of minutes past each hour. This helps passengers to remember the times without having to consult this timetable.
While services in some areas offer good frequencies and "spread", there are a number of other lines where frequencies have been cut to the extent that the service operates mainly during the peak period, presumably to reduce costs. In the Reef area, these include the Springs - Nigel and Germiston - Alberton sections. A review of the timetables in the Durban area in late 1997 indicates that six of the eight lines radiating from Durban have only between 15 and 21 trains on weekdays. Weekend schedules are even sparser, with only 2 trains to Wests and 2 trains to Pinetown on Sundays. Commuter services operating on the one-route lines out of Port Elizabeth and East London are also infrequent as can be seen from table 3.2.
Therefore, on a countrywide basis, many services now fall far short of the "one service per hour" rule.
Page 68 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
The steady reduction in services over the years is presumably related to the drop in passenger levels, as well as a need to contain costs. The result however is a reduced ability to attract new passenger traffic, which undermines the potential of heavy rail transport.
This study concludes that more attention will have to be paid to the frequency of services if heavy rail is to play a significant role in passenger transport in certain areas. This study can assist in this regard.
3.4.3 Transfers and modal integration
Since heavy rail offers limited levels of accessibility, the question of transfers and integration between heavy rail and supporting modes assumes particular importance.
Transferring from one mode to another is a sensitive issue for the passenger. Obviously every passenger would prefer to remain in the same vehicle from origin to destination. Passengers prefer not to make the physical effort of leaving a vehicle, to wait and then to walk to another vehicle. Even in ideal circumstances, where the walking distance is short, protected from the weather and where the second vehicle is waiting to load and moves off immediately thereafter, the act of transferring is slightly stressful. Under less- than-ideal conditions, such as where the second vehicle has not yet arrived and where it is necessary to wait in conditions of poor lighting and security, transferring can be positively traumatic.
Despite these problems, most public transport systems world-wide, require passengers to transfer to a certain extent and it is therefore essential to provide conditions, which are conducive towards the passengers peace of mind. These include:
Shelter from the elements; Adequate lighting;
Page 69 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
Security (for people as well as for parked cars); Short walking distances; Adequate seating; Information (i.e. how long to wait); Through-ticketing; and Co-ordinated timetables which reduce waiting time.
According to Mostert (1995:155), many heavy rail stations in the metropolitan areas are unsuitable as transfer points in terms of the provision of facilities. Shelter and lighting are often poor, security is often non-existent, and walking distances are often excessive. In the case of most stations in the Soweto area, road connections with rail are poor.
Few meaningful attempts have been made to integrate heavy rail services with supporting road feeder services. There are exceptions to this, such as Mabopane, Belle Ombre and Wynberg where interchange facilities have been provided and are intensively used, but few examples exist elsewhere of satisfactory co-ordination between heavy rail and other modes.
Much of the expansion in residential areas is taking place well away from heavy rail lines. It is the intention to integrate these areas with heavy rail services by means of feeder services; issues such as the ones listed in this paragraph will have to be addressed.
This study concludes that the problems identified in this chapter can only be tackled by adopting a holistic approach and by integrating rail with supporting road services, including through-ticketing, co-ordinated schedules and routes.
3.5 Conclusion
This chapter has briefly considered certain aspects relating to the formal bus operator in the Soweto area, namely PUTCO and the formal rail operator, namely Metrorail. It has given brief details of their history and operating philosophy. It has also provided statistics gathered by the author which will be
Page 70 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
used in chapters 7 and 8 to determine the financial and operational implications of improvements to services in Soweto and surrounding areas, to provide an adequate service in terms of the policy parameters discussed in chapter 2. This chapter has also briefly described some aspects of heavy rail operations, including its accessibility, availability and integration with other modes. It has concluded that a number of shortcomings exists, which can be overcome only by integrating rail with supporting road services by offering co- ordinated routes, schedules and ticketing systems.
Chapter 4 describes some of the research into public transport in the Johannesburg/Soweto area. This includes brief details of routes operated by both rail and road services, brief statistics relating to "corridor" movements and a review of some of the conclusions arrived at in some of the studies which have taken place over the years.
Page 71 Chapter 3 — Current Formal Operators In the Soweto Area — Bus and Rail
REFERENCES
Cloete, J.J. 1998. Planning for the implementation of interim and tendered contracts. Greater Pretoria Metropolitan Council. Pretoria.
Metrorail: Chief Executive Officer's Overview, 1996/97. Johannesburg.
Metrorail: Corporate Report, 1996/97. Johannesburg.
Metrorail: Executive Directors Report, 1996/97. Johannesburg.
Mostert, C.W.V. 1995. Guidelines for Passenger Transport in South Africa: A multi-modal analysis. Johannesburg: Rand Afrikaans University.
PUTCO: Corporate Report, 1997/98. Johannesburg.
Page 72 Chapter 4 — Current Soweto Routes and Research
CHAPTER 4
CURRENT SOWETO ROUTES AND RESEARCH
4.1 Introduction
As stated in chapter 1 this study is an investigation into formal public passenger transport in the Soweto area. The previous chapter focused on the different formal operators currently active in the region. These are PUTCO, the formal bus operator and Metrorail, the formal rail operator. This chapter briefly describes the current permit procedure which applies to subsidised formal road-based public transport operation. It will also give an example of ongoing research being carried out in the Johannesburg area into bus operations.
There will be a section about the proposed Jomet Lutsplans, as well as a look at some of the problems plaguing the users of transport in the area of study. Certain statistics regarding current operations will be provided. This chapter lays the foundation for Chapter 7 of this study in which certain proposals relating to routes and schedules made by the author will be noted.
This chapter is divided into the following sections:
Current Permit Procedure Different PUTCO operations Current research PUTCO routes Statistics Metrorail current route map Jomet Lutsplans Transportation problems
Page 73 Chapter 4 — Current Soweto Routes and Research
4.2 Current Permit Procedure
The Department of Transport functions through two main bodies, the National Transport Commission (NTC) and the National Roads Agency (NRA).
The NTC was established in terms of the Transport Co-ordination Act. This Act was repealed by the Transport Deregulation Act which transferred the functions performed by the NTC in terms of the National Roads Act, the National Road Safety Act and the Urban Transport Act to the National Roads Agency (NRA).
Most of the remaining functions of the NTC which were not included in the above Acts are described in the Road Transportation Act. In terms of the Act an appeal against the decision of a Local Road Transportation Board on the granting/refusal/renewal of a public road carrier permit may be lodged with the NTC.
Functions of the NRA in terms of the National Roads Act include: administering the National Road Fund, as well as performing certain functions pertaining to the declaration of roads as national roads, such as the planning, designing and construction of national roads, expropriating land for national roads, and developing land adjoining national roads.
The NRA may delegate powers accorded to it by the National Roads Act to the appropriate Provincial Administration.
In terms of the Urban Transport Act, NRA functions include the:
regulation and control of the formulation and application of an urban transport policy; determination of the functions of each authority involved in implementing of this policy; monitoring of the policy implementation; and co-ordination and supervision of urban transport.
Page 74 Chapter 4 — Current Soweto Routes and Research
The NRA also has the power to approve/alter the transport plans of Metropolitan Transport Areas.
The Central Government has attempted to develop a general policy on all public transport over the past few years. The Driessen Commission and the National Transport Policy Study (NIPS) are probably the most important policy-generating reports. The NTPS resulted in the Government preparing a White Paper on Transport Policy, the standard procedure applied before preparing a new Transport Bill which, if accepted by Parliament, would become a new Transport Act. Some of the policies in the Transport Bill met with political opposition at Select Committee level, however, and the urgency of the Bill was overtaken by other political developments.
The major policy issues of the White Paper which affect buses are the establishment of Passenger Transport Authorities (PTAs), deregulation of bus permits and the tendering procedure for subsidised bus-route contracts. Demonstration contracts were initially implemented in the Transvaal and subsequently in other areas, but very few policy changes have been effected.
4.2.1 Local Road Transportation Boards (LRTBs) and the Issuing of Public Road Carrier Permits
Road transportation is regulated in terms of the Road Transportation Act 1977. The Van Breda Commission that preceded the Act found that neither the public sector, nor the (then) South African Railways and Harbours supported the complete removal of statutory regulation of public road transport. They were, however, in favour of the systematic removal of certain restrictions. The Welgemoed Commission also recommended in favour of regulation of road-based public transport.
In terms of the Road Transportation Act, the Minister of Transport may declare Local Road Transportation Areas. A Local Road Transportation Board (LRTB) is established for each Local Road Transportation Area, with two members and a chairman appointed by the Minister. The LRTB has the
Page 75 Chapter 4 — Current Soweto Routes and Research
power to investigate any transport matter within the Local Road Transportation Area and make recommendations to the National Roads Agency (NRA), to investigate local or other transport matters as requested by the NRA and to make decisions about the granting and issuing of public road carrier permits in the Local Road Transportation Area. Since the onset of this dessertation Provincial Permit Boards have also been established and have been in operation for about a year. There is a right of appeal to the NTC against the decision of a LRTB of the issuing of permits.
Public road carrier permits are issued taking into consideration such factors as:
the extent to which the transport to be provided is necessary or desirable in the public interest; the existing standard/sufficiency of transportation services available to the public in the area/over the route where the proposed transport service will take place; the co-ordination of all forms of transport on an economically sound basis and with due regard to the public interest; the ability of the applicant to provide the transport for which a permit is sought in a manner satisfactory to the public; any representations duly submitted in connection with the application; and any recommendations made by a committee appointed by the Minister of Transport.
4.3 Different PUTCO operations
PUTCO operations are subdivided and managed according to individual strategic business units (SBUs). Three SBUs are operating entirely or partially in the CWRSC area. These are:
i. The greater Soweto SBU at Putcoton depot is responsible for providing bus services from Greater Soweto and it carries the most passengers compared with the other business units.
Page 76 Chapter 4 — Current Soweto Routes and Research
Comuta services are based at the Selby depot, but services are operated in Evaton, Ennerdale, Orange Farm, Lenasia, Nancefield and Edenvale. The Boksburg SBU is responsible for services on the East Rand.
4.4 Current research
A considerable amount of research into public transport passenger movements has been (and continues to be) undertaken in the Johannesburg area. This research is undertaken by both provincial and local Government, either using its own planning staff or outside consultants. This paragraph will briefly summarise only one of the ongoing research and monitoring activities, namely the Jomet Lutsplans.
This project covers a number of aspects relating to public transport in the Johannesburg area. This study will briefly record the section giving details of public transport corridors. To facilitate the use of the data collected for future projects, and to allow for meaningful comparisons between the various operators, the data relating to routes has been aggregated into 22 major corridors of passenger movement.
These corridors are:
Jan Smuts - southbound Oxford/Rivonia - southbound M1 (north) - northbound Louis Botha - southbound Kitchener/Bezuidenhout - westbound Roberts/Highlands - westbound Main Reef/Jules - westbound M2 (east) - westbound Heidelberg - northbound N13/South Rand - eastbound Rosettenville - northbound Turffontein - northbound
Page 77 Chapter 4 — Current Soweto Routes and Research
Soweto Highway/Booysens - northbound M1 (south) - northbound N1 - northbound Main Reef (west) - eastbound Maraisburg/Main - eastbound Ontdekkers/Main/Bartlett/Commando/Bartlett - eastbound Commando/Kingsway - eastbound D F Malan - southbound Hans Strijdom - southbound Barry Hertzog - southbound
In addition to bus and passenger movements in these directions, may of these corridors have morning peak flows in the opposite direction. Where this occurs the corridor number is preceded by a negative sign in the tables.
The approximate geographical areas covered by the above corridors are shown in Table 4.1 on the following page.
Page 78 Chapter 4 — Current Soweto Routes and Research
Table 4.1 JTD-CORRIDOR OPERATING CHARACTERISTICS (PEAK PERIOD) AM AVERAGE AVERAGE_ EST. AM PASS. PEAK TRIP TRAVEL . PEAK ' PER PERIOD :: LENGTH TIME PASSENGER TRIP :7 VOLUME .._ 1 Jan Smuts — southbound 37 12,5 45 2 720 70
2 Oxford/Rivonia — 27 10,1 40 1 270 50 southbound
4 Louis Botha — 45 13 50 2 670 60 southbound
5 Kitchener/Bezuidenhout 101 7,4 30 9 290 90 westbound
5 Kitchener/Bezuidenhout 15 westbound
6 Roberts/Highlands — 28 10,6 40 2 200 80 westbound
7 Main Reef/Jules — 16 10,1 35 1 800 110 westbound
11 & 12 Rosettenville/Turffontein 84 35 7 060 80 northbound
-11 & -12 Rosettenville/Turffontein 24 southbound
13 Booysens — northbound 45 14,1 40 1 230 50
17 Maraisburg/Main — 18 8,3 30 980 30 eastbound
18 Ontdekkers/Main/Bartlett 26 13,5 45 1 650 60 /Commando/Bartlett — eastbound
19 Commando/Kingsway — 13 11,3 40 960 70 eastbound
20 D F Malan — southbound 10 19,5 60 440 40
21 Hans Strijdom — 11 12,6 70 70 10 southbound
22 Barry Hertzog — 54 17,1 60 3 050 60 southbound
Total 554 35 400 Source: Scott 8 De Waal, CBD Vehicle Occupancy survey, Johannesburg, 1990.
Page 79 Chapter 4 — Current Soweto Routes and Research
4.5 PUTCO Routes
The current bus routes of the main operator in the Soweto region, PUTCO, are shown in the following set of maps. (The routes shown are exclusively operated by PUTCO.)
Page 80 • CENTRAL WITWATERSRAND REGIONAL SERVICES COUNCIL IRMO A.a.
rawA SCALE: 1 : 50 000 DRAWN: D. TYNE (SEAT DATE: NOVEMBER 1003 Iswm ZEVEN ONTEIN 417 JR NI GEOAC 5 JO
NOn PUTCO SOWETO SBU ROUTES 5.
CliAnTWELL A.K.
.10
FAMIALl All. ETFONTEIN "two DESTINATIONS; 2 IR
CD KYA SAND, NORTHGATE, FOURWAYS MALL TERVAL 54 in STEELDALE
ZANDSPFIUIT STRYDOM PARK 91 10 RANDBURG =it WESTGATE ESSO CITY DEEP Atpropierun TOTAL NUMBER OF TRIPS MOOD BUM
AT DESTINATION bee.*•••
rha ORIGIN NUMBER OF TRIPS CWRSC BOUNDARY
(1111MMIllPil rownywa.n
0111111111101
ALE • NORA
111•811tattell
Yaal
410011 0 t 0=0,
11.11111111,
RIETVALLEI " 10010 %se gm. tr•s. hmayeat au 4...•n.mr• \Vat° VLAKFONTEIN 230 0 0400E1,000r
GE isrni Iss Nre. e:/0 .1:1, • " .5. vas: 6
MORI* • • •
' 1301300111VILLE
f1131/.003
-1 MEP
UUROULT 240
KLIPRIVTEFISOEEIG I I 100 ' uonoton I_
411114111
C-11110
kittivitgh,
11111.1 ne:trcei 1:1171110 Al trts.1
EKON1 10 L ANTSFONTEI 327 10
....• ./ I ,
B toonslar
PAPA 11411,..10.
■ 11.11 1.0 , KROMVIE1 142
SYFERFONTEIN 293 TONOZA
ALEWYNSPOORT 145 BRONKHORSTFONTE 329 ZWARTKOPPIES 143
LENASIA SOUTH EAST noompoonT 302 1014 PAWS ELANDSFONTEIN lAVTIET ESTATE 334
1E0P914 500111 DTI 1.4 ENNERDALE
-. • "In `"7 -
CENTRAL WITWATERSRAND REGIONAL SERVICES COUNCIL MAMA AIL
SCALE: I : 50 000 DRAWN: O. TYNE (SEA)
PUTCO SOWETO SBU ROUTES GEDAC1
300ITG. „../ 534 Jo
BREE STREET DOORNFONTEIN RIVONIA KRAMERVILLE SANDTON CITY ABATTOIR TOTAL NUMBER OF TRIPS AT DESTINATION ORIGIN NUMBER OF TRIPS RiODD TO MIDRAND EX JHB V • ALBERTON TO JHB CBD TO BRAAMFONTEIN SANDTON TO JHB CBD ALBERTON TO SANDTON ALBERTON TO RANDBURG CWRSC BOUNDARY
--...... --, ' -' irlr',.. .\-...: ----- ' •-•, \s,,, ' . q 74:"."..".■ -44 ;:nor'rari.“ .a"—"F---"•---- ■tt , ■■•• .." ,..,,,,,,,,
y G EIS DO Ifili\" ■ , .,, ..., /%S.. ... ..-. — • e ,,, --'-'-‘ )111I, 1:•: ' ."7 ------""'- '1/1' \ •., .•i;;41.44
le/AMM41.
is■
4•••—••;•414 :'. 110M
:1" rip1:1 r!‘ •':••44 ":" 1
Et it
1111.14,3
WI.I7111111411S111110 IDA III
In IIl II WA Li
1111.11SO
LENABill SOUTH EADIT 11120111`011111 rioa commi.otat:44 , '11
•
tam malp WA 1,4 ••/' 441e412 CENTRAL WITWATERSRAND REGIONAL SERVICES COUNCIL ZEVEN ONTEIN 4 7 XI SCALE: I : 60 000 DRAWN: D. TYNE (SEA) DATE: NOVEMDER 1993
14001 r
PUTCO SOWETO SBU ROUTES CIVNITrAti.
DESTINATIONS: FOURWAYS MALL BRAAMFONTEIN CHRISVILLE FARADAY STATION AEROTON FERNDALE HELDERKRUIN FLORIDA HILLS EXTENSION EDITH CAVELL TOTAL NUMBER OF TRIPS AT DESTINATION ORIGIN NUMBER OF TRIPS CWIISC BOUNDARY
\
01,1•11.1
inr.Usia
zuun EIE024 2 IO
SYEERFOVITEIII 203
, S•P 7 ., . [ -... - • . 4417:-,er. cairttnit ...-- mt,om , I • Eitr..VIE .1...... ,...■ - . • CITA '
170YLMtlf• .---..--•-•-•••...ti:.._ ...0, — ITETITIKVIMIIM...._..-
. .- •
- Chapter 4 — Current Soweto Routes and Research
4.6 Statistics
Tables 4.2 and 4.3 as well as Figure 4.1 to Figure 4.6 provide some statistics regarding sections 4.4 and 4.5. The figures also date back to 1990 when this survey on vehicle occupancy was carried out. It must be stated that these are the most recent figures that the author could obtain, and even though they are several years old, they do give some reflection on the trends regarding public transport usage.
Page 81 Chapter 4 — Current Soweto Routes and Research
TABLE 4.2 NUMBER OF BUSES USING CORRIDORS ACCORDING TO COUNTS AND OPERATORS (Morning eak 3 hours Corridor Corridor Description At Count Stations According to Operators Number Vehicles People Vehicles People 1 Jan Smuts Ave 35 1 415 38 2 720 2 Oxford/Rivonia Road 54 2 183 27 1 270 3 M1/Outbound 100 3 001 18 270 4 Louis Botha Ave 71 4 150 5 Kitchener/Bezuidenhout 24 360 108 9 690 6 Roberts/Highlands 0 0 28 2 200 7 Jules Street 34 1 189 30 2 585 8 M2 91 3 279 39 1 460 9 Heidelberg Road 52 1 942 53 2 060 10 N12 Southern Bypass 34 1 679 79 4 090 11 Rosettenville 10 364 96 7 720 12 Turffontein Road 47 1 711 13 Soweto Highway 113 5 716 378 19 540 14 M1 58 2 290 236 12 880 15 N1 65 2 873 44 2 310 16 Main Reef West 75 2 610 140 7 560 17 Maraisburg/Main 28 1 105 34 1 830 18 Ontdekkers/Bartlett 29 1 145 64 3 450 19 Commando/Kingsway 178 8 856 102 5 770 20 D F Malan 31 509 11 440 21 Hans Strijdom 24 670 22 Barry Hertzog 54 3 050 TOTALS 1 058 42 227 1 674 95 715
Source: Scott & De Waal, CBD Vehicle Occupancy survey, Johannesburg, 1990
Note: The corridors are all inbound, except the M1 (Corridor 3)
Page 82
TABLE 4.3: COMPARISONSOF CWRSC AREA BUS OPERATOR CHARACTERISTICS
* CO, Lit ..., ILI '..".. -e,..
-,- ., rIgoiftiamot . ,,• II JOHANNESBURG 2 3 168 600 MOSTLY ALL DAY MOST UNTIL TRANSPORTAT_...... ION.-.. PLUS 0 TRHOUGHOUT Q3 SOME UM co DIRECTORATE Z *7z i ..-- CO c4 o co LATE DAY =3 kg W 5 1.■ 0 PUTCO! MAINLY VERY SOWETO III
csi 29 000 PEAK 26- LIMITED CO C4 ii g
SBU cp i
PERIOD i Ce I—50
PUTCO 1 007 900 a MAINLY LIMITED —, Cf) p 111
COMUTA PE v"4 AK SERVICE C,) P.. CL SERVICES SBU 16 300 V.2 i f.
PERIOD , L1.1 Z i tO PUTCO 176 500 co MAINLY VERY BOKSBURG CO vc C,
a 3:741 PEAK LIMITED cv in P LLI c-2 z Chapter 4—CurrentSowetoRoutesandResearch • SBU
3 500
8 cm PERIOD SERVICE NO ) I R TO 0 DNESPPOOORRTT I
MAINLY PEAK VERY renenri I egarrr_.r. a•rrr. — 8 833 0.1 gcr g 3 63 i g I I . • I II I FIANbrUK I ch< r-- 4
o4 Q LIMITED ..._, CO
67. SERVICE II DEPARTMENT ? k I o SERVICE ' . I I .
ALBERTON
MAINLY PEAK VERY NO II TRANSPORT roinn I liArrrn I 1111111-L-11 nrna IAr c7, 2 ...... ,... 8' =72 • i ST " o I 0. LIJ0 ELDO LIMITED NO & Z 0 J COACHES co PERIO C72
2S SERVICE r.) r- --• SERVICE .— "-- Z 0 >
LENASIA
LIMITED DS I
CO BUS C..) 1.11
f cl SERVICE A L.L.1 SERVICES 770I ONLY ..-- I IIIAJnI r re rIrT 110/.1 I 11 .11•10 % III IPri i . Page 83
Source: Scott & De Waal, CBD Vehicle Occupancy Survey, Johannesburg, 1990 Chapter 4 — Current Soweto Routes and Research
0) 3 08:
TO G1C 30
05: opmos oD1nd RS (
E elnwoD NG
SE dr Banqqog oolnd 81.6 1 A S
ICO poodepomi i
op19
uo4s!utia9
elseuai
Page 84 Chapter 4 — Current Soweto Routes and Research
!et it...0 NI air
30) memos OOPId 06: TO
30 6: 0 S ( IP R Y D ©M PE K PEA AM
Co CI) iZto CD CE)) CO CO CP Cr Cf3) C'Sli F="
49 (4) oig 41A,
Page. 85 Chapter 4 — Current Soweto Routes and Research
°pa LLD
O'D uolspaao 0 0 olemo s oolnd
poodapoold K alnqsNog oolnd EA P
AM uopaqiv 3
40 0 re u Fig
Page 86 Chapter 4— Current Soweto Routes and Research
°pa
BinqsNos oovid
H elnwoo T NG
E epeuei L IP
R 1Joodepood T
E o G olemos oolnd
uoisp.lueo
uopecny
air
0 0 0 CD Lin Cl) (NI
h (km) t ng Le
ip Tr
Page 87 LL FLEET SIZE INCW RS ca (-0 Chapter 4—CurrentSowetoRoutesandResearch air olemos oolnd elnwoo 1Joodepoou Binqs)log ooind uolspaeo uopeqiy oq13 uesAtmew e!seuei 0 Page 88 Chapter 4 — Current Soweto Routes and Research
r
n qsN oe oolnd
elnwoo
I memos colnd Co 0 uolswee
poodepooN
uopetilv
I 0 Ch CO t9 are Co) CNI 4= CO Llni Jed pueli
Page 89 Chapter 4 — Current Soweto Routes and Research
4.7 Metrorail Current Route Map
The following map describes the current route pattern as operated by Metrorail in and around Soweto. The possibility does exist that these services, as well as the routes, might be extended.
Page 90
Chapter 4— Current Soweto Routes and Research
-a*
g 3. F a s & I Rita
Krugersdorp Windsor Mine Lower) Luipaardsvlei Witpoortjie Princess Horizon Roodepoort Merate Georginio Inhlazarte Hamberg lkwesi Florida Dube Unified Pteteni Marcdsburq Phornolonq easmont Mzimhlope Newdarc Westbury Industries Langlaaqte Leeuhot Grosvenor Duncanville Mayfair Braainfontein Johannesburg Doorntonkin Ellis Park Jcppc George Goch Denver Tooronqa Ckvdond Gcicienhuys Driehock President
Germiston
lb Olitantstontsin via Ciandsiontein
Tb Springs. Davindon To Katkhonq l and Nigel via eaksburg The Wits metrorail sector, servicing greater Johannesburg starts in Krugersdorp on the West Rand and passes through Johannesburg to Springs on the Cast Rand, and services commuters in Soweto, Daveyton, Tembisa and Katlehong. Wits Metrorail services extend to Vereeniging in the South. Olitontstontein is the Northernmost station.
Page 91 Chapter 4 — Current Soweto Routes and Research
4.8 Jomet Lutsplans
The term LUTSPLAN is unique in South Africa to the JOMET Transport area and is phrased from the abbreviation of Land Use/Transportation Structure Plan. The term symbolises the approach to planning in the JOMET Transport area which has, as a principle, the integration of land use and transportation disciplines in metropolitan planning.
The JOMET area is a vast metropolitan complex comprising 17 local authorities of varying size, complexity and character. Within the metropolitan area there are significant elements of regional specialisation which have identified certain areas for specific activities. For instance the industrial sector is concentrated in a belt running along the mining land and along certain railway routes and which has strongly influenced the development and character of an area such as Germiston or Alberton.
By comparison, the northern parts of the metropolitan region developed firstly as dormitory residential areas and more recently have featured very significantly as new locations for office and retail components. An area such as Soweto also has its own character and role, which is different from elsewhere in the region.
From the above examples, it is clear that the metropolitan area is not homogeneous in character or function and consequently it is important to acknowledge this regional differentiation if any detailed planning of the area is envisaged.
The LUTSPLAN study is ultimately a planning exercise at a level which requires recognition of the differing form and function of the sectors of metropolitan Johannesburg and consequently the three LUTSPLAN areas namely NEWLUTS, SOKLUTS and CSW LUTS, were created to facilitate more detailed subregional planning. The need for compiling the three LUTSPLANs must be considered in the full context of metropolitan planning which begins with a Strategic Plan on a fairly broad level and then progresses
Page 92 Chapter 4 — Current Soweto Routes and Research
to more detailed plans on a subregional basis.
It must be noted that this study does not substitute the need for more detailed transportation planning which is required for the economic evaluation and motivation of specific transportation projects as well as the optimisation of 5- year transportation implementation.
When the LUTSPLAN study commenced in 1986, the overall strategy used to guide the study was the "Mixed" Land Use/Balanced Transportation Strategy compiled in the early 1980's. It has become apparent during the compilation of the LUTSPLANs that events have changed so dramatically in the JOMET area since then, that an entire revision of the strategy has become essential. Consequently, the LUTSPLAN exercise has evolved from the original idea of looking at the JOMET area in more detail using the "Mixed" Land Use/Balanced Transportation Strategy as a basis, to a simultaneous update of the Strategy, and a more detailed examination of the subregional system.
Page 93 Chapter 4— Current Soweto Routes and Research
ENNERDALE
JOMET TRANSPORT AREA
COLLAR AREA .
Page 94 Chapter 4 — Current Soweto Routes and Research
4.9 Transportation problems
Several Black transport problems have been recognised by various different organisations in recent years. The Driessen Report (1974) was particularly aware of crowding, long journeys and the problems of feeder and distribution services. The Transvaal Branch of the South African Institute of Town and Regional Planners (SAITRP) stressed crowding on the routes from Bophuthatswana (in the North West Province) to Pretoria. Crowding on these routes was also raised by the Corporation for Economic Development (CED). Both the SAITRP and CED mentioned the additional problems of bad roads, bus breakdowns, traffic congestion and poor terminus facilities. African Bus Services (ABS) was aware of the difficulties encountered at transfers and of the problems of inadequate loading bays, toilets, shelters and ticket offices. ABS went on to point out that It should be recognised that the average bus in South Africa is slow to load and unload because of the high floor level dictated by the rural road conditions". The 1977 Pretoria Metropolitan Area Transportation Plan (PreMet) stressed long travelling times, long walking distances, the non-transferability of tickets between modes and crowded pedestrian areas in the vicinity of termini. While most of these official investigations mentioned here refer mainly to the problems of Black travel in Pretoria, there is no reason to believe that other areas in the country are substantially different.
4.10 Conclusion
This chapter has focused on the existing operations in the Soweto area, and has briefly discussed some proposals that have been made in previous research. It has alio given a brief summary of the current permit procedure, by which routes are allocated to operators. The different PUTCO operations were also described together with the current PUTCO routes. Certain statistics regarding public transport usage in Soweto and surrounding areas were also given together with a look at the JOMET LUTSPLAN exercise. Lastly transport problems, specifically identified by black commuters were stated. This was done so that recommendations made by the author in
Page 95 Chapter 4 — Current Soweto Routes and Research
Chapter 7 could be interpreted more easily, as well as compared with the current situation.
Chapter 5 will focus on co-ordination by reviewing some of the research which has been carried out into the subject of co-ordination and by critically examining some of the findings of such research.
Page 96 Chapter 4 — Current Soweto Routes and Research
REFERENCES
Johannesburg Metropolitan Land Use/Transportation Structure. 1989. The strategy revision and Jomet Lutsplan Exercise for 2005: Executive Memorandum. Johannesburg.
Metrorail: Chief Executive Officer's Overview 1996/97. Johannesburg.
Metrorail: Corporate Report 1996/97. Johannesburg.
Metrorail: Executive Directors Reports 1996/97. Johannesburg.
Morris, N. 1979. An introduction to the transport problems of urban Black travellers in South Africa. National Institute for Transport and Road Research.
Mostert, C.W.V. 1995. Guidelines for Passenger Transport in South Africa. A multi-modal analysis. Johannesburg: Rand Afrikaans University.
Republic of South Africa. 1974. Report of the Committee of Inquiry into Urban Transport Facilities in the Republic. Pretoria: Government Printer.
Page 97 Chapter 5 — Co-ordination of Public Transport
CHAPTER 5
CO-ORDINATION OF PUBLIC TRANSPORT
5.1 Introduction
Chapter 2 of this study has outlined the future policy of the government relating to "regulated competition" and the way in which it will be introduced. Chapters 3 and 4 have identified the current formal public transport operators in the Soweto area and have briefly described their history, operating philosophy and current operations. These chapters noted that each individual operator recognised its responsibility to the public and that it desired to render the most efficient service possible.
Despite these ideals, however, there remain a number of shortcomings in public transport. This chapter will focus on some of these shortcomings, such as the lack of co-ordinated and integrated formal public transport. This chapter will also review the rationale and requirements for co-ordination and in doing so, will lay the foundation for chapter 6, in which the benefits of co- ordinated ticketing will be considered.
It is emphasised that it is not the purpose of this study to quote as many previous studies as possible. The focal point of this study is to make certain proposals in order to provide a higher quality service in the Soweto area.
This chapter is divided into the following sections:
Co-ordination The Spencer report The RAU symposium of 1979 The "NITRR" report Framework of co-ordination
Page 98 Chapter 5- Co-ordination of Public Transport
The Masstran report The MSA report
5.2 Co-ordination
The term "co-ordination" is frequently used in the context of transport. According to Mostert (1995:176), in its wider sense it relates to the interaction between transport and land use in a region.
In its narrower sense, the term co-ordination relates to the way in which different modes of urban transport such as rail, bus and taxi are integrated with each other in order to achieve maximum efficiency and to offer the public the best possible service in terms of frequency and route coverage.
Co-ordination can relate to both infrastructure and operations. Each is discussed briefly below.
Infrastructure relates to the physical facilities which exist to allow different modes to function as a single entity or to at least "feed" each other for the purpose of providing a better service. This includes road access, footbridges, walkways, parking, shelters, etc.
Operations relate to the co-ordination of routes, the harmonisation of schedules and the use of a fare system which allows public transport users to transfer from one mode to another without undue delay, cost and the inconvenience of having to pay a separate fare.
A noteworthy feature of public transport in Soweto is that many rail stations in Soweto are some distance from the nearest main roads and can be reached only with difficulty by road.
Nevertheless the starting point for integration between bus and rail transport is to bring bus stops and rail stations together or at least to let bus routes
Page 99 Chapter 5 — Co-ordination of Public Transport
pass as close as possible to rail stations so that both modes feed each other and by doing so, broaden the system as a whole. This theme is pursued in Chapter 7 of this study.
5.3 The Spencer Report
In Chapter 1 of this study, reference was made to the 1934 Spencer Commission of Inquiry into transport. This commission focussed on the then Johannesburg municipal tram and bus service, but this study suggests that the following ten findings of the commission remain as valid today as they were in 1934.
5.3.1 "It is possible to provide the city of Johannesburg with an attractive and efficient transport system which can operate on a commercial basis" (Paragraph 52)
➢ This statement can also be made for the Soweto region. Although the term "commercial basis" is somewhat vague, this study will attempt to show that formal road public transport can be provided in the area at a reasonable level of cost coverage.
5.3.2 "It is not sufficiently realised that Johannesburg cannot have a thoroughly efficient transport system unless services are made so attractive, frequent and convenient as to cause the great bulk of its population to make full use thereof" (Paragraph 47)
At this point in time it can be argued that formal public transport services in Soweto are neither convenient, attractive or frequent enough * to optimise the system's potential. The main reason for the number of people using the existing bus services, is probably not due to service excellence, but because it is their sole method of transportation.
5.3.3 "There is no reason why Johannesburg should not gradually be provided
Page 100 Chapter 5 — Co-ordination of Public Transport
with an excellent, thoroughly up-to-date and successful transport system" (Paragraph 89)
> Again this statement can be expanded to include Soweto as well. An integrated and co-ordinated system can play a big role in achieving this objective.
5.3.4 "There should be the closest possible co-operation and consultation between the town planning authorities and the management of the transport undertaking" (Paragraph 123)
> As said earlier in this chapter, the planning of routes has not been done with integration with other modes in mind. There will have to be heavy reliance on integration and co-ordination in future, if the system in the Soweto area is to live up to expectations.
5.3.5 "Common ownership and operation of the various means of transport present an opportunity, for the proper co-ordination of the different types of urban passenger transport. This will tend to efficiency." (Paragraphs 127 and 128)
> This study agrees that co-ordination is necessary, but believes that "common ownership and operation" as envisaged by Spencer, is unnecessary to achieve the benefits of co-ordination. All that is required is the overall planning of a formal public transport network by a single responsible body, such as the proposed Transport Authority.
5.3.6 "If the Municipality modemises its transport services and makes them really attractive, the result will be a continuously increasing patronage by owners of private vehicles who will prefer to avoid the traffic congestion in the central areas of the city" (Paragraph 134)
> More and more people in Soweto are using private cars to get to and from work. The objective of better formal public transport should be to
Page 101 Chapter 5 — Co-ordination of Public Transport
encourage them to use the public passenger transport systems instead. This can be expected to reduce traffic congestion and also help with integration and co-ordination. (The point made in paragraph 2.5.2 of this study should be repeated at this point, namely that the purpose of the suggestions in this study is not to take passengers away from minibus- taxis. The capacity offered is inadequate to do so in any event).
5.3.7 "The Commission recommends that on no bus route should the service during any portion of the day or evening be cut below one bus per hour. The Commission recommends further that a more liberal policy be adopted in the provision of those services on routes that have shown development. The growth of traffic on these routes should be continuously encouraged by the provision of better and more frequent services and intensive publicity must synchronise therewith" (Paragraphs 303 and 304)
> The proposals in chapter 7 of this study are based on a minimum level of service of one trip per hour. The marketing of the service will be considerably enhanced as a result.
5.3.8 "The introduction of "through-services" would, in the view of the Commission, help to build up a valuable source of revenue during the slack hours of the days" (Paragraph 307)
> The focus on clearly-defined routes linking Soweto with major generators of traffic and employment areas stretching from Krugersdorp in the west, to Sandton and Midrand in the north, the Johannesburg CBD, Eastgate and Alberton in the south will assist in achieving this objective. Such routes would operate at off-peak times as well, thus increasing their financial impact.
5.3.9 "A considerable amount of evidence has been tendered on the present lack of transport facilities for the native population of the city. The Commission is of the opinion that the present transport facilities for natives (sic) are inadequate. It knows of no city in the world where so large a part of the
Page 102 Chapter 5 — Co-ordination of Public Transport
working population is so badly served with transport facilities" (Paragraph 391)
> Soweto provides a large percentage of the workers for virtually every single surrounding employment area. Much more effort should be put into providing the area with a more useful and modernised system, which links it in a more formal way with the wider community. However, this "linkage" should not be confined to "rush hour" or employment-based trips only. The network should also be structured in such a way that those living outside Soweto would be able to visit the area by making use of formal public transport at all reasonable times — something which is virtually impossible to do at present.
5.3.10 "Ample time must be allowed for native (sic) services to become established, and they must be widely advertised. Good, clean and attractive stock must be provided" (Paragraph 415)
> The term "ample time" is not very specific but before time is allowed at all, an integrated service must be implemented and advertised. When this has been done, this study recommends that at least 12 — 18 months should be allowed for commuters to become familiar with the new system. Spencer's reference to "stock" apparently relates to tramcars, but it is worth mentioning that in the Soweto area, PUTCO has in recent years placed a large number of high quality buses in service which could form the nucleus of an improved transport fleet for the Soweto area.
- The next paragraph will consider another, more recent study into public transport co-ordination.
5.4 The RAU symposium of 1979
On 21 - 22 August 1979 a symposium was held at RAU under the auspices of the Institute for Urban Studies, entitled "Development and Management of
Page 103 Chapter 5 — Co-ordination of Public Transport
Greater Soweto". The opening address, by Prof. AJG . Oosthuizen, dealt with "the metropolitan and socio-economic context within which Soweto is functioning". Although the main focus of the presentation was a review of demographic data, there was a reference to three transport strategies for Soweto, namely the "trend" strategy, "corridor" strategy and the "nodal" strategy. None of these strategies were developed to any significant extent in the presentation, but one of the figures in the presentation showed a "public transport system" for Soweto. This figure, which was prepared by an organisation called "Ecoplan Consortium", is reproduced below. There is no record of the background to this figure and no reference to any discussions about it in the symposium, but it is interesting to note that several of the bus routes shown, actually call at stations or terminate there, thus promoting the concept of inter-modal co-ordination. It is also noteworthy that the bus route pattern is more intensive than the proposals made in chapter 7 of this study. This is possibly due to the fact that bus transport in 1977 carried 30 000 passengers outwards from Soweto, approximately 50 % more than the figure for 1998.
The map in Appendix E indicates that even in 1979 certain route proposals were made. These bus routes also link with rail stations, although not necessarily with co-ordination in mind, at certain points.
5.5 The "NITRR" report
One of the more significant reports on public transport coordination in South Africa is a report published in 1979 entitled "Co-ordination of Public Passenger Transport. Recommendations for Metropolitan Transport Areas of South Africa" under the auspices of the (then) National Institute for Traffic and Road Research (NITRR).
It begins with a definition of coordination and proceeds to explain how the concept of co-ordination can assist the authorities to attain the following objectives:
Page 104 Chapter 5 — Co-ordination of Public Transport
Mobility; Convenience; Reasonable cost; and Minimum side effects.
Under each of these objectives, the report makes the following points:
5.5.1 Mobility
To build mobility into urban and rural life must be one of the major purposes of transport policy" (NITRR 1979:3). The report goes on to state that private transport, no matter how desirable it may be to the general public, will be unable to provide all the mobility required by the community. Public transport must also play its part in providing this access, with a wide variety of destinations,
The report states that this objective is "virtually impossible" when different parts of all area are served by separate organisations, each responsible for operating a segment of the total system. "Even where there is only one local bus operator and a national railway, the different objectives of the two organisations are likely to impede the implementation of an overall transport plan. Co-ordination is essential to the attainment of mobility" (NITRR 1979:4)
5.5.2 Convenience
Related to mobility is the question of convenience. Convenience can be described as relating, among others, to the overall system, number of transfers, good off-peak service and protected waiting facilities. The NITRR report states that "even if it is physically possible to travel by public transport, private transport will prevail if the journey time is excessive or connections between . modes involve long waiting times at poorly designed interchange points" (NITRR 1979:5). It also referred to the difficulty in obtaining
Page 105 Chapter 5 — Co-ordination of Public Transport
information about timetables, routes and fares when different operators are involved. This is certainly true of the current situation in the Soweto area (and indeed most of the Witwatersrand region).
The purpose of co-ordination, says the NITRR report, is to make public transport as convenient as possible with good terminal and transfer facilities, co-ordinated timetables, fares and information services. Mere access alone is insufficient - it is necessary to arrange routes and schedules in such a way that most places in a region can be reached reasonably quickly.
5.5.3 Reasonable cost
This refers not only to the fare charged to the commuter, but also to the total cost of transport for the community as a whole.
As far as the fare is concerned, the NITRR report states (1979:8) that it is frustrating for the passenger to have to pay separate fares for different parts of the overall journey when changing from bus to bus or from bus to train. "Indeed the journey is thus more expensive because of the tendency for fares to be related to distance on a tapering scale. Even when there is a single bus operator there are only very limited transfer facilities on a single ticket". "A major purpose of co-ordination is to provide a uniform fare structure throughout a metropolitan area with the facility for a single ticket to be purchased regardless of modal transfers".
Such uniform fares can be achieved only if there is a single authority responsible for financing the total system, according to the NITRR report. Once again, inter-city comparisons lie beyond the scope of this study. A uniform ticketing system, such as the one applied in London is far more convenient and easy to use than those in force in cities where the fare structure is fragmented between different operators, such as in the smaller cities in the United Kingdom.
Page 106 Chapter 5 — Co-ordination of Public Transport
5.5.4 Minimum side effects
In this context the NITRR report refers to broader issues involving city growth and the rapid urbanisation which are features of developing countries. It warns against taking too narrow a view of the financial performance of public transport in isolation.
The NITRR report then quotes a UITP survey of transport in African towns, which highlights the problems caused by rapid urbanisation. The UITP survey describes what is probably a classic pattern in developing cities:
Rapid population growth and urbanisation leads to squatting around the large towns.
Travelling distance increase and the road network is inadequate to cope with the traffic.
The authorities attempt to restrict subsidies, which leads to substandard public transport.
This leads to the existence of a makeshift private transport system using minibuses, modified trucks and buses.
Although these private operators do not make a loss, they serve only certain areas and operate only when full.
In very broad terms these conditions apply in South Africa. The UITP survey concludes "municipal transport should never be based on the prospects' of making a profit but on the needs of area development. Urban transport systems should be considered, as an essential part of the urban infrastructure and as such their profitability cannot be considered as a pre- requisite for their existence. The competent authorities should set aside sufficient funds to subsidise the almost inevitable deficit arising from the introduction of a public transport system". This study supports this view and
Page 107 Chapter 5 — Co-ordination of Public Transport
recommends that the entire question of subsidies should be placed in perspective by relating these amounts to the overall cost of urban transport, including the amount spent on private cars.
5.6 Framework of Co-ordination
• Having discussed the philosophical and economic basis for co-ordination, the NITRR report then turns its attention to the specific framework in terms of which co-ordination can be achieved.
There are thirteen elements in all - each one is briefly mentioned below, with comment where appropriate.
5.6.1 Legal
The NITRR report reviews the development of legislation relating to road transportation and concludes that the National Transport Commission "has adequate powers to ensure co-ordination". In the NITRR report the need for a new regulatory framework is discussed. It seems that in the new political situation in South Africa, the provinces will assume a greater degree of responsibility for co-ordination.
5.6.2 Planning
Co-ordination of public transport should take place within the context of an approved Metropolitan Transport Plan (which will include land-use planning). The NITRR report emphasises the need for consistent policies throughout a region with regard to routes and schedules and notes that conflict of objectives may exist between operators and even between services run by the same operator.
It refers to the need for coordinated timetables, the standardisation of fares, the availability of through-ticketing and the provision of adequate shelter at
Page 108 Chapter 5 — Co-ordination of Public Transport
places where passengers may require transferring. The report notes that "optimum mobility cannot be achieved throughout a Metropolitan Transport Area on the basis of direct services between all origins and desired destinations. In many cases passengers will be required to transfer from one bus to another" (NITRR 1979:23). Taxi ranks should be provided at major interchanges, as well as park-and-ride and kiss-and-ride facilities.
Where passenger flows are sufficiently high, "public conveniences, telephones and maybe even small cafe-type shops should be provided". In addition, bus service information is essential.
5.6.3 Marketing
Under the heading "market research" the NITRR report observes that, traditionally bus routes and schedules have been supply rather than demand oriented. Changes to urban form have resulted in radically altered travel patterns.
Bus routes have failed to respond to these changes and "it is absolutely essential that the basic route pattern of bus services is re-examined or suitably amended. Market research must be applied to the entire area and this requires a central marketing organisation for all public transport modes" (NITRR 1979:28).
This aspect has been neglected in South Africa, where most public transport routes in cities converge on the traditional city centre, and fail to serve developing areas or new generators of traffic.
5.6.4 The product
The report suggests that "a public transport system designed for a metropolitan area must achieve standardisation in the quality of the products supplied and uniformity in the price at which they are offered to different
Page 109 Chapter 5 — Co-ordination of Public Transport
types of buyer. It is difficult to see how this can be achieved in a multi-modal diversely owned public transport system without an autonomous central coordinating body" (NITRR 1979:31).
5.6.5 Distribution
The report refers here to the availability of tickets and suggests those using credit cards, and banker's orders facilitate the purchase of tickets. A wider selection of points should be made available in the area for the purchase of tickets. In order to achieve this "there must be a central metropolitan body responsible for distribution throughout the area" (NITRR 1979:32).
5.6.6 Promotion
"The public at large appear to have little awareness of the availability of public transport services unless they are regular users" (NITRR 1979:33). The NITRR report suggests that this problem can be overcome by more intensive advertising and publicity aimed at increasing public knowledge of routes, timetables, connecting facilities and fares.
The vehicles themselves should be made more attractive and should be pointed in attractive liveries. A "dynamic corporate image" should be projected, "regardless of the ownership of the vehicles" (NITRR 1979:34). This can only be achieved for a Metropolitan area on a co-ordinated basis.
5.6.7 Financing
The NITRR report turns its attention to the financing of urban transport and notes that "if the public transport system in a metropolitan area is to be considered as a single entity then a single financial policy is necessary" (NITRR 1979:34). The report acknowledges however that different organisations may have different financial objectives although this need not be inconsistent with the aims of co-ordination. The report deals with the
Page 110 Chapter 5 - Co-ordination of Public Transport
question of financing under three headings - income, expenditure and subsidies.
5.6.8 Income
It is suggested that the different levels and structures of fares, where they exist, "be rationalised if the goals of mobility, convenience and reasonable cost are to be achieved through a single coordinated public transport system for the metropolitan area as a whole" (NITRR 1979:35). The report notes that because there are "tremendous difficulties" in achieving this, only a central authority can exercise the necessary control.
5.6.9 Expenditure
The NITRR report notes that the rationalisation of routes and timetables should result in economies, although there may be substantial initial costs in establishing uniform practices throughout a region.
5.6.10 Subsidies
The South African transport subsidy system is a complex one, involving a large number of organisations and government departments at local, provincial and national levels. The NITRR report suggests that subsidies must be co-ordinated at the metropolitan level as well as at the national level and "it would be highly desirable if a single metropolitan authority were responsible for all subsidy negotiations" (NITRR 1979:36).
5.6.11 Operation and management
A central controlling body is required to monitor the overall operation of vehicles, control of reliability and maintenance of capital assets. Even if individual organisations provide services, they "need to be accountable to a central controlling body" (5:37).
Page 111 Chapter 5 — Co-ordination of Public Transport
5.6.12 Metropolitan transport areas of South Africa
The report goes on to give a brief description of the situation in each of the (then) metropolitan areas in South Africa - noting that the need for co- ordination is greater in some of the areas than in others. The report draws the rather pessimistic conclusion that the existence of parochial politics, vested interests and disagreements among the various bodies makes co- ordination of transport on a voluntary basis very unlikely. (This may well have been true in 1979 but the conditions for proper coordination today are far better).
5.6.13 Methods of co-ordination
The report discusses various co-ordination options for metropolitan areas. It makes a number of recommendations of which the following is perhaps the most significant:
"Public transport should be co-ordinated by an independent authority in each metropolitan transport area with policy, operational and executive functions at three levels subject to overall control by the National Transport Commission".
It is encouraging to note that the Land Transport Act of 1998 provides for the establishment of Transport Authorities as envisaged by the NITRR report, thereby paving the way for the numerous benefits of co-ordination listed there. This study expresses the hope that these Transport Authorities will be brought into being at an early stage (subject to the additional safeguards set out in paragraph 2.4) for the benefit of public transport.
5.7 The Masstran Report
The Masstran study followed on the Pre-feasibility study of a rail-based mass
Page 112 Chapter 5 — Co-ordination of Public Transport
transit system for Johannesburg (1983). This study had the following goals:
To undertake a broad based study into alternative land uses, modes and policies to confirm the optimum public transport strategy for the study area;
To undertake a full and detailed feasibility study into the optimum integrated mass transit system;
To involve the general public and private sector such that recommendations can be made to Goverment on the optimum mass transport system selected;
Private vehicles, buses, heavy rail, minibus-taxis and new modes of transport such as metro and light rail transit were modelled with the preferred JOMET Land use plan (Lutsplan) for the year 2005.
Investigations were carried out involving economics and finances, environmental impact, operations, policies and legislation and public issues of concern.
Unfortunately the Masstran study does not make suggestions regarding routes and schedules — either for Soweto or anywhere else. The map reproduced in Appendix F merely includes Soweto and as such is of little help to this particular study.
It has not been the purpose of this study to quote research that has no bearing on the region of concern. The Masstran study although marks a definite effort to create an awareness of public transport and therefore deserves being mentioned in this study.
Page 113 Chapter 5 — Co-ordination of Public Transport
5.8 Moving South Africa (MSA) i) According to the MSA report (1998:53), urban passengers can be divided into six customer segments, each with different needs for the urban transport system. Table 5.1 will show the MSA division of passengers.
Table 5.1 Customer segments Key transport % of SA Number Growth needs urban in 1996 to 2020 (prioritised) population (million)
Strider (prefers to walk or Cost 1996: 25 % 5,4 28 % cycle) 2020: 23 % Stranded (no affordable Cost 1996: 13 % 2,8 28 % public transport available) 2020: 12 % Survival (captive to Cost, Speed 1996: 19 % 4,1 24 % cheapest PT option) 2020: 17% Sensitive (captive to PT Speed, Cost, 1996: 10 % 2,1 25 % but selects "best" option) Choice 2020: 9 % Selective (can afford a Speed, Choice, 1996: 19 % 4,1 39 % car but willing to use PT) Convenience 2020: 19 % Stubborn (only uses car) Convenience, 1996: 14 % 3,0 88 % Speed 2020: 19 % TOTAL Urban Population 21,4 38 cY0 Note: All customer segments rated safety as a key transport need
The Strider segment accounts for a significant number — 5,4 million — of the urban population, and prefers to walk or cycle as the most convenient way to travel. This group is generally satisfied with dimensions of travel time, affordability, and availability since, by definition, they enjoy good low-cost access to their preferred destinations.
The Stranded segment accounts for 2,8 million citizens, or 13 % of the urban population, and is expected to grow by 28 % between now and 2020 if nothing is done to address their needs. The transport system is failing more egregiously for this group than for any other: they lack affordable basic access to motorised transport and therefore have little ability to integrate with the rest of society of participate in the broader economy.
Page 114 Chapter 5 — Co-ordination of Public Transport
The next segment, Survival passengers, covers 4,1 million people, or 19 % of the current population. Their principal needs are for low cost, higher speed public transport. This group can afford to use public transport, but is `captive' to the least expensive option — they have few choices, even within public transport. Over 70 % of this group spends above 10 % of their household income — the standard set in the White Paper — on transport services. Moreover, 46 % of this group spends more time travelling than they would like, leading to a high level of dissatisfaction with both service and cost.
The Sensitive segment is still captive to public transport but has enough income that members can select the best transport option. This is the smallest segment of urban customers, including only 2,1 million customers, or about 10 % of the urban population. The key dimensions of dissatisfaction for this group centre on speed and choice, with some additional unhappiness with prices. Of the Sensitive users, 47 % said they are currently above their desired travel times and only 12 % have a choice of three modes, while 51 % have a choice of two modes.
The Selective segment, which today encompasses 4,1 million people, or 19 % of the urban population, will be one of the fastest growing in the future, with expected growth of 39 % between 1998 and 2020. This segment can afford a car but is willing to use public transport if it meets their primary requirements of higher speed, and greater choice and convenience. 43 % of this group find themselves above their goal for waiting time, and even fewer — only ten percent — have a choice of three modes. In the twenty year view, this becomes a critical segment because of their ability to afford cars. They will only stay with public transport if it offers sufficient convenience and choice to make it attractive.
The final segment is comprised of the Stubborn customers. This group will only use cars, and represents 3 million people, or 14 % of the current urban population. This group is expected to grow significantly between 1998 and
Page 115 Chapter 5 — Co-ordination of Public Transport
2020, which will create significant challenges for urban areas in terms of road infrastructure and congestion. Members of this segment opt out of the public transport system altogether by using their cars, and cost is a minor issue for these customers, compared to the much more salient concerns of convenience and speed. Their car dependence is enabled by the excellent urban road network in cities and adjacent suburbs where the Stubborn residents tend to live.
The Moving South Africa vision for urban transport which is designed to enact the overall transport vision approved by Cabinet from the White Paper on National Transport Policy, in the urban context. The vision states (MSA 1998: 131-132):
"Provide an effective and sustainable urban transport system, planned and regulated through the lowest possible level of government, based on competition and largely private sector operation, which reduces system costs and improves customer service in order to meet customer and national objectives for user cost, travel times, choice, and safety."
In the MSA report (1998:56), the following National objectives are stated. In addition, certain shortcomings have also been tabled:
Table 5.2 National objectives Shortcomings Cost • Expenditure on commuting • Certain groups cannot afford should be 10 % of to travel household disposable • Large % spends more than income (HDI) 10 % of HDI on commuting Journey time • Commuting distance • 30 % of subsidised trips should be less than 40 km exceed 40 km target • Commuting time should be • 12 % exceed target less than 1 hour • 4 % exceed target • Walking time less than 15 minutes (1 km) Public transport • 80 % motorised trips by • Currently 47 % of motorised share public transport trips by public transport
Page 116 Chapter 5 — Co-ordination of Public Transport
ii) Apart from the National objectives, the MSA report also lists some key strategic challenges facing urban passengers. These key strategic challenges according to the MSA report (1998:57) are:
Lack of affordable basic access, driven by Poor subsidy targeting Past land use patterns
Ineffective public transport system, driven by ➢ Lack of financial sustainability and infrastructure investment > Past land use patterns > Poor subsidy targeting Poor public transport planning and regulation
Increasing car dependence, driven by: > High road investment Past land use patterns Poor public transport planning and regulation
Sub-optimal spatial planning, driven by Past land use patterns Poor public transport planning and regulation
The MSA report makes the point that none of the National objectives will be fully achieved in the short term, if at all, due to the deep structural imbalances which exist in the economy. The following quote illustrates one aspect of the problem (MSA 1998:58):
"The average public transport trip in South Africa is 20 km which is 11 km longer than in developing Asian countries. The result is that South African commuters spend almost 40 % more time travelling than their Asian counterparts. The cost impact is even more dramatic: a hypothetical reduction in trip distances in Pretoria of 10 km would
Page 117 Chapter 5 — Co-ordination of Public Transport
save an estimated R350 million in passenger fares, R110 million in bus and rail subsidies and 100 000 person years of travelling time." iii) The MSA report then also connects further with the White Paper on National Transport Policy of 1996 in which the following specific performance requirements for urban passenger transport are set out:
Table 5.3 Measure Target (according to Current gap* National transport objectives)
Affordable Commuter fares < 10 % household 25 % disposable income (HDI) Accessible Walking distance < 15 minutes 4 % to public transport Reasonably fast Door to door < 60 minutes 12 % journey times Choice Availability of More than 1 mode, 50 % differentiated where required modes/Level of service * Average percentage of all customers for whom target is not met
Currently, the system is failing against most of these targets, though some targets, including walking distance and journey time are closer to accomplishment than others. Still, averages distort differences by segment, and on the key target of affordability, the system is failing one quarter of the urban population.
The MSA report (1998:134) states that to achieve its vision the system must be safe and secure across the board and meet these performance requirements. The MSA report also states that to make the vision a reality, Moving South Africa's strategy for urban transport focuses on three categories of strategic action.
The first action is the densification of transport corridors. This requires the substantial reversal of apartheid land use planning to halt dispersion, but
Page 118 Chapter 5 — Co-ordination of Public Transport
is essential - as it is in freight - to achieve needed economies of scope in the transport system. To accomplish this task, the strategy will need an aggressive mix of controls and incentives, and will require appropriately integrated co-ordination of the many institutions with a stake in the urban arena.
The second action works to optimise modal economics and the service mix. Investment in corridors is primarily roads-based, because densities of new corridors are unlikely to support new rail lines (existing dense corridors are already served by rail). In terms of service operation, the strategy is one of regulated competition, with integration of modes facilitated. Optimising modal economics requires addressing the use of road space, and the strategy proposes tough road space management to prioritise public transport. A principal lever of the recommended strategy is that of subsidies, which will be targeted at providing affordable access to the Stranded and subsidising the most economic mode on each corridor.
The third strategic action entails improving firm-level performance, a task which predominantly falls to private firms. Actions at the system level can improve the clarity of signaling and set the 'rules of the game' in a fashion that creates a platform to improve firm performance. In particular, the strategy requires effective regulation of all modes, especially taxis and the enforcement thereof. It emphasises tendering for subsidised routes and other forms of contract management, with built-in incentives for productivity, innovation and reinvestment. And this action raises sustainability of firms through increased capital investment. iv) The MSA report (1998:134) then makes the point that in order to achieve the urban vision, three strategic actions are required. These strategic actions are:
• Densification of transport corridors to achieve economies of scope through increased use of controls and incentives and provision of public
Page 119 Chapter 5- Co-ordination of Public Transport
transport investments to support corridor densification. This action is the linchpin of the urban strategy, creating a 'corridor vision' for urban areas across the country.
Optimising modal economics (through economies of scale) and service mix to meet customer needs. In particular: > Focusing infrastructure investment on supporting corridor development, especially to improve roads and dedic \ated road- based public transport infrastructure like busways; Reorienting planning and operation of public transport services to promote the mode that offers the best cost/service trade-off for a give corridor, and encourage differentiated public transport services, to meet higher level customer needs without subsidies or cross-subsidies; Implementing tough road space management and car restrictions to improve the performance of public transport; and > Targeting subsidies towards the poorer segments while encouraging use of the optimal mode and incentivising modal integration.
Improving firm-level performance and productivity, by creating: Competition within and between modes though tendering/concessioning of services to private sector operators Effective regulation of all modes, especially taxis, to meet customer needs, reduce system costs and create sustainability Improved funding for infrastructure and upgrading to ensure sustainability. v) The MSA report (1998:137) continues to stress the importance of 'corridorisation' and says that it will lower overall system costs and will also lead to lower subsidies, improved travel speed and improved frequencies. It is important to note that the route proposals made by the author in Chapter 7, could in future also serve as corridors and thus serve as an extension to
Page 120 Chapter 5 — Co-ordination of Public Transport
the MSA report. vi) The MSA report (1998:141) recognises that for corridor densification to become a reality, strong co-operation across Government will be necessary. In particular, four different public entities will need to act together:
National Government must provide the overall strategic vision for urban development, including transport. In doing so, it must also create a framework for absorbing systems costs and aligning the incentives for different national departments to follow the framework. Out of this activity will come guidelines for intemalising systems costs within land developments.
Provincial Government must create broad provincial land use strategies that account for full systems cost, within the context of the National Government framework. In addition, they will need to orient the subsidy policy to support the corridors, and are responsible for urban roads.
The National Roads Agency will need to align investments in national roads in urban areas with the local corridor strategies developed by local entities.
Local Government and Metropolitan Transport Authorities will be responsible for developing land use and transport plans, and will now need to be integrated into planning for major commercial and residential developments. And their subsidy allocation procedure must be linked into the corridor densification strategy.
It must also be noted that all the proposals made by the author in Chapter 7 centres around the 52 seater bus. In the MSA report (1998:147) the integration of modes and feeder services is said to be of vital importance. In the light of this viewpoint it may become necessary to incorporate double- decker buses, light rail, etc. into the authors proposals. It was however not
Page 121 Chapter 5 — Co-ordination of Public Transport
the purpose of this study to solve every issue currently plaguing service provision, but merely to propose certain practical ideas that may fit in with the Government's guidelines as set out in the White Paper on National Transport Policy of 1996 and the MSA report of 1998.
As stated in chapter 2 of this study it has not been possible to evaluate the • MSA findings in any detail, but it is hoped that the proposals made in this study will assist in achieving the objectives of the MSA report.
5.9 Conclusion
This chapter has reviewed the need for improved public transport, drawing mainly from the Spencer Commission report of 1934 and the NITRR and MSA reports. It identified certain shortcomings of public transport dating from the 1930's, many of which still exist today.
All the reports referred to in this chapter, have emphasised that a co-ordinated approach towards public transport is essential if the objectives of improved public transport are to be achieved.
A common thread running through the NITRR report is the need for a single financial policy for public transport, which included a ticketing system enabling users to change from one mode to another without undue difficulty. The MSA report went to great lengths to stipulate specific problem areas and ways of thinking in order to solve these problems. Among others the following received attention: the National objectives for public transport, the shortcomings, strategic challenges facing urban passengers as well as the importance of 'corridorisation'. 'Corridorisation' seems to be the focal point around which other problems are to be resolved. This compares well with the proposals made by the author in Chapter 7.
The next chapter will consider the need for an improved ticketing system, which will support the objectives of co-ordination.
Page 122 Chapter 5 — Co-ordination of Public Transport
REFERENCES
Masstran feasibility study. 1979. Masstran Consortium.
Mostert, C.W.V. 1995. Guidelines for Passenger Transport in South Africa: A multi-modal analysis. Johannesburg: Rand Afrikaans University.
Moving South Africa. 1998. Report and Strategic Recommendations. Department of Transport, Pretoria.
National Institute for Transport and Road Research. 1979. "Co-ordination of
Public Passenger transport: Recommendations for Metropolitan Transport . Areas of South Africa". Technical Report RT/45/79. Pretoria.
Oosthuizen, A.J.G., Swart, C.F. & Rodenwoldt, E.D. 1979. Developmental Management of Greater Soweto. Johannesburg: Rand Afrikaans University.
Spencer, C.J. 1934. Commission of Inquiry into Transport in the City of Johannesburg. City Council of Johannesburg.
Page 123 Chapter 6 - Fare Structures
CHAPTER 6
FARE STRUCTURES
6.1 Introduction
The first four chapters of this study have dealt with the legislative and administrative arrangements relating to formal public transport as well as the current status of formal public transport operators in the Soweto area. Chapter five drew attention to some of the shortcomings of current formal public transport systems as well as the need for co-ordination and integration between modes and the important role that it can play in improving formal public transport.
A vast body of literature and research into fare systems and fare structures has been built up over the years, both from an international and a local perspective. This chapter will review some of this literature and will focus on the necessity for an integrated and co-ordinated fare structure as part of an overall policy of co- ordination.
This chapter will be divided into the following sections:
Terms used in the chapter The motivation for integrated fares Existing operators International literature Local literature Possible fare structures Combined fare structures Evaluation of fare structures Benefits and disbenefits of alternative fare structures
Page 124 Chapter 6 - Fare Structures
Response gained from local formal operators Summary of fare systems Recommendations
6.2 Terms used in this chapter
6.2.1 Fare System
All elements related to the setting and collection of fares, including:
Fare Policy; Fare Level; Fare Structure; and Fare Collection.
6.2.1.1 Fare Policy
Overall philosophy towards fare collection and cost recovery from the fare box. The aims of the fare policy may be environmental, financial, economic, operational and/or social.
6.2.1.2 Fare Level (pricing)
The level of fares charged. The fare level is dependent on whether the service is profit orientated, as well as the ability of passengers to pay.
6.2.1.3 Fare Structure
The type of fare which is normally based on the method of calculating the fare increments. The structure may or may not take distance travelled or number of transfers into account. Typical fare structures include flat, zonal
Page 125
Chapter 6 - Fare Structures
and staged fares.
6.2.1.4 Fare Collection
The method of payment and ticketing, e.g. pre-paid or cash.
6.2.2 Integrated Fares
Fares which are valid for more than one leg of a trip e.g. if a passenger transfers from one vehicle to another (similar or other mode) and the original fare remains valid.
6.2.3 User Choice
The public transport service should offer sufficient alternative modes and services to enable the commuter to select that service which best satisfies his requirements.
6.2.4 Summary of current status
A summary of the current status of the public transport modes in the context of alternative fare structures are as follows:
6.2.4.1 Operators
The modes/operators involved in public transport in the Central Witwatersrand region are minibus-taxi, bus (private and municipal) and heavy rail. In the context of implementing an alternative fare structure as part of an integrated fare system, the fact that there are so few operators is an advantage. Minibus-taxis belong to different associations that are not formally co-ordinated at a regional level.
Page 126
Chapter 6 - Fare Structures
6.2.4.2 Market share
The market share of the different modes has fluctuated over the last decade. Up until the mid-1980's the rail and bus modes dominated the market. Since the mid-1990's the commuter's choice of mode has been affected by more than just pure market forces. Other forces, such as violence, politics and the impact of reduced subsidies (in real terms) towards bus and rail, as well as market forces, have resulted in a modal shift towards minibus-taxis. When the influence of these other forces on commuter choice reduces, it can be expected that the modal split could be affected. Any fare system implemented must be flexible to accommodate modal shifts, as well as the introduction of any future mode such as light rail.
6.2.4.3 Service description
Heavy rail and buses provide line-haul services with minibus-taxis providing line-haul as well as feeder and distributor services. Any fare system implemented should be able to accommodate a change of mode by a commuter (through-ticketing).
6.2.4.4 Fare System/Structure
Each of the modes has a distance-based fare structure. Minibus-taxis are slightly different in that the fares are fixed for each route that is offered, i.e. if a commuter alights before the route destination is reached, there is no reduction in fare. The fact that the modes have adopted distance based fares indicates a need to maximise revenue from fares. This fact should be considered when evaluating alternate fares especially when considering flat fares.
Page 127
Chapter 6 - Fare Structures
6.2.4.5 Fare Type
The fare type on bus and rail is predominantly season tickets. Season tickets consist of monthly and weekly tickets and coupons (typically valid for 10 trips). Of the season tickets, weekly and coupons are the most popular. This illustrates that a monthly period is possibly too long a commitment. This suggests that any alternative fare structure should include season tickets that are either valid for a period of approximately one week or are not time dependent (coupons).
6.2.4.6 Operating Cost
Although there has been some debate about the operating costs of minibus-taxis, in terms of cost per passenger per kilometre, the cheapest mode for the passenger is rail, then bus and then minibus-taxi.
6.2.4.7 Subsidy
Heavy rail and bus receive subsidies although at present there is pressure from local, region and Central Government authorities to reduce subsidies. Up until now minibus-taxis have not received subsidies. The importance of subsidies cannot be overlooked as they can be considered as a means to control the provision of services and the modal splits. Hence subsidies can be used to improve the efficiency of the overall service.
6.2.4.8 Legislative Implications
Future legislation sees the development of the passenger transport function to a regional level. In these changing times the constraints of existing legislation should be acknowledged but future plans should not be limited by them.
Page 128 Chapter 6 - Fare Structures
6.3 The motivation for integrated fares
The motivation for considering an integrated fare system should be viewed against the following background:
Competing modes Complicated fare structures Intention of planners
6.3.1 Competing modes
The growth of the minibus-taxi industry in the latter part of the 1980's, and the simultaneous economic depression/recession has resulted in fierce competition for the commuter market. The unco-ordinated nature of the public transport service has exacerbated the problem and it has long been accepted that if the service as a whole can be co-ordinated - across the modes and across the different services of the same mode — the competition would be constructive and would not be competition of a destructive nature, as is the case at present. One of the requirements of a co-ordinated/integrated service is an appropriate fare system. If introduced correctly an integrated fare system may in many ways assist in the achievement of a co-ordinated public transport system.
6.3.2 Complicated fare structures
The existing fare structures in the region are distance based and in the case of rail and bus, season tickets are available. A simplified fare would not only reduce the administration costs of the operator and make ticket checking that much easier, it would also make the public transport service more "user friendly" and attractive to the commuters who use the services.
Page 129 Chapter 6 - Fare Structures
6.3.3 The intention of planners
It has been the intention of public transport planners for some time to improve the public transport system as whole. An integrated fare system would be part of such an improved public transport service together with, inter alia, revised routes and modal co-ordination.
6.4 Existing operators
6.4.1 The Johannesburg Metropolitan Bus Services fare structure currently consists of four types of tickets:
monthly ticket coupons peak cash off-peak cash
One must remember that Johannesburg Metropolitan Bus Services worked on the basis of a zonal fare structure until 1993 when it was discarded for a flat fare system. Currently, however, the zonal structure is being re-implemented.
6.4.2 PUTCO has a fare structure that consists of two types of tickets:
10-ride coupons Cash
6.5 International Literature
6.5.1 R. Gutknecht, Alternative Fare Systems (1990:15)
This paper states that a flat fare system appears logical when most
Page 130 Chapter 6 - Fare Structures
journeys are of a similar length.
The advantages of flat fares are stated as:
rapid cash transactions (when boarding); simple mechanisms for canceling tickets for trips made; and easy checking of tickets during trips.
The disadvantages are listed as:
it discriminates against the short distance passenger. This occurs particularly when there is a spread of trip lengths. Further, the flat fare system 'subsidises' the long distance passenger:
fare levels are generally set to suit available coinage and this in itself is a constraint.
Gutknecht notes that the most important variant from the "true", classical flat fare" is the provision of a special short distance fare. This addresses the first of the above mentioned disadvantages.
Distance-based fares can be considered to fall into one of four categories:-
Kilometric Fares - where the fare is based on the actual distance covered although a minimum tariff is normally charged. However, the issuing of tickets and collection of fares is difficult and hence this system is only used under certain circumstances.
Stage Fares - where stages along the route are pre-defined and the fare is based on the number of stages in a journey. Stage lengths may differ from the central area to the suburbs. This type of fare system attempts
Page 131 Chapter 6 - Fare Structures
note is the fact that where transport areas increased in size (such as happens if operators amalgamate), the flat fare systems have been replaced by zonal systems. This indicates that the flat fare system is acceptable where distances are not too great but once the journey lengths increase, zonal fares are introduced. This may imply that the extent of a flat fare area is, in fact, the core zone of a zonal system. This obviously is subject to the circumstances of each particular operator.
6.5.2 D A Graham, "Financial implications for Local Governments of Alternative Fare Systems "
This paper states that "the greatest effect of different fare systems in fiscal terms will arise on revenues and not on operating costs". Based on the experience in the Greater Manchester area, "any policy towards standardisation, integration or rationalisation of fares would lead to either a loss in passengers or a loss in revenue". Further, "loss of revenue from fares should only be contemplated in conjunction with a socio-economic policy rather than arising co- incidentally from an adjustment in fare structures". As a representative of a transport organisation, Graham states that "if I were required to make a business decision to change to a flat fare system, I would do far more research and investigation before putting the whole of our revenue earning capacity at risk".
6.5.3 D A Quarmby, Effect of Alternative Fares Policy (in Operational Efficiency: British Experience)
This paper focused mainly on urban buses. Quarmby notes that the most widespread fare structure in the UK is a "graduated, cash-paying, ticket-issuing fare structure" which is seen as fair and equitable by passengers and operators alike and is nearer to revenue maximising than other fare structures due to its close price discrimination.
Page 133 Chapter 6 - Fare Structures
The paper highlights the advantage from a management information point of view of a graduated fare which allows the operator to tailor the service to suit demand. Unless a sophisticated ticketing system is used where flat fares are used, this information, and the ability to use it, is lost.
The main advantage of flat fares over graduated fares is generally agreed as the improvement in boarding times on one-man operated buses and hence the reduced journey time. In the UK in the 1970's this allowed two-man operated buses to be converted to one-man operated buses to realise the associated savings of reduced staff without unnecessarily increasing trip times due to increased boarding times. An overall operating cost saving was generally achieved. In cases where two-man operated buses were the norm, the introduction of flat fares could be motivated by the reduction in operating costs by converting two-man operations to one-man operations. However, in the case of Johannesburg, all buses are one-man operated, i.e. the driver collects the fare when the passenger boards. Hence, the motivation for an introduction of flat fares on buses will not include such reductions in operating costs as was the case in the UK although journey times should reduce.
In the case of commuter rail, Quarmby states that, since all tickets are purchased off the vehicle, the savings in operating costs when introducing a flat fare relate to the fact that inspection of tickets is only required on entry into the system whereas with a distance related fare, inspection is required on entry and exit. In addition "the administrative and equipment costs of ticket selling will be very different". The main benefit of a distance unlimited fare system on heavy rail is, however, the relative ease of automation of ticket handling and control of passenger entry at the start of the journey.
Quarmby notes that, where modes are to be integrated with 'through ticketing' the ticketing and fares system must be planned to allow legal transfers to be monitored.
Page 134 Chapter 6 - Fare Structures
With regard to the effect on revenue, Quarmby confirms that distance related fares, because they are more price-discriminating than flat fares, will at any given level generate more revenue that flat fares (for similar trips). Hence, if the objectives of the operator are financially based, the motivation for flat fares will have to be carefully analysed, in particular the effect on patronage and the subsequent effect on revenue. If, however, the objectives are of a social nature - such as improving the public transport service - or if increased public transport patronage will reduce congestion (and thereby generate benefits) then the introduction of flat fares can be motivated. However, the level at which to set the fare should be thoroughly investigated.
In the existing Johannesburg situation, if through ticketing (with or without flat fares) can be introduced with the agreement of the authorities and operators, certain financial mechanisms will have to be introduced to facilitate the collection and re-distribution of the fare income to the operators, as determined by the level of service provided by each. This mechanism provides an opportunity for authorities to direct subsidy payments made by central, regional and local governments to the respective operators, including the minibus-taxi if required.
6.5.4 Other Papers
Other international papers which support what has already been detailed thus far are as follows:
6.5.4.1 London Transport, Fares Policy Statement, London , December 1991(15)
This document sets out the approach of London Transport (LT) to fares policy. It focuses on the level of fares and how the ticketing system might develop in the future. It does not discuss alternative fare structures but accepts that the existing zonal system will continue as the fares system.
Page 135 Chapter 6 - Fare Structures
"In developing its fares policy, LT seeks to set prices which :-
while reflecting the operational and capital costs of travel are perceived to be fair and reasonable encourage mobility and access to London's facilities and help relieve London's traffic and environmental problems".
It should be noted that LT has adopted the policy that running costs should be "increasingly paid for by users and grants focused on infrastructure improvements and new investments".
The LT ticketing system facilitates interchange between bus and train and maximises passenger choice.
6.5.4.2 M Fairhurst, The Travelcard Balance Sheet, Planning Department - London Transport, June 1991
This document provides a comprehensive statement of the estimated impacts of Travelcards and associated ticketing arrangements as introduced by London Transport. Travelcards are passes which allow commuters through ticketing facilities on the public transport services in London.
Reference is made to the Harrow Area bus flat fare trial scheme of 1980 in which a 20p flat fare replaced the graduated fare (10p, 16p, 24p, 32p, 40p). Revenue increased by 12 %, passenger miles decreased by 8 % and patronage decreased by 9 %. It was estimated that if the flat fare had been set to recover the same revenue, patronage would have fallen by only 3 c/0 and passenger miles would have increased by 15 %.
Statistics relating to the legal reduction in fares by the Greater London Council in May of 1983 (as detailed earlier) that a properly planned fares reduction can
Page 136 Chapter 6 - Fare Structures
result in improvement of the service, both passenger and finance related. The 25 % fare reduction at that time was introduced with a simultaneous restructuring of fares. The full zonal system was introduced on the Underground with concentric rings each about 3 miles wide and the Underground season tickets and many bus passes were replaced by zonal Travelcards valid on both bus and Underground.
By the end of 1983 "an aggregate fares reduction of a little less than 24 % was producing increases in passenger miles of 16 %, in passenger journeys of 11 % while revenue was 5 % higher than predicted". No mention is made of the actual effect on revenue (related to previous revenue) nor on the effect on operating costs.
Further to the introduction of Travelcards in 1983, Capitalcards were introduced which were valid on both the British Rail and the Underground services. This scheme proved to be as successful as the Travelcard scheme introduced in 1983. In 1989, after harmonising the prices of Travelcards and Capitalcards, the tickets were merged and the new Travelcard was valid on bus, Underground and British Rail.
This document states that there had been two basic elements to fares policy since 1980. The one was simplification and the other integration. The arguments against a tapered, graduated fare scale included the following :-
enforcement - the costs and administrative problems of ensuring that passengers pay the full fare for the distance traveled must be considered;
redistribution - a flat fare system results in a redistribution of trip lengths (average trip length increases);
willingness to pay - particularly for the longer trips, the willingness to pay
Page 137 Chapter 6 - Fare Structures
does not match, on a proportional scale, the extra distance traveled; and
operational benefits - the use of flat fares speeds up boarding times and encourages the use of free seats at the end of the routes.
The Travelcard and Capitalcard systems were introduced to satisfy the need for fares integration which complements the fares simplification policy. Fare integration is a means of offering passengers superior value for money. The advantages to the operator of the integrated fares policy include :
the use of rail for line haul trips is encouraged and the effective catchment areas of stations increased
new bus markets are opened up, feeding railway stations and catering for off-peak and local commuter travel.
With regard to the effect on revenue, the document indicates that "revenue has increased significantly as ticket take-up has grown". It is estimated that 30 % of additional Travelcard sales are new passengers with the remaining 70 % being passengers who have converted from ordinary fares.
The operational impacts of the fares policy on the Underground are that costs have fallen in areas off booking offices and fraud losses (fare evasion). Further benefits are due to the increased utilisation in the off-peak. With regard to buses, costs have fallen due to the reduced boarding times and the reduction in fraud. Off-peak patronage has also increased significantly.
6.5.4.3 P.D. Kerin. Efficient Bus Fares, Transport Reviews, 1992, Vol. 12
This paper focuses on the literature on bus fares with respect to the level of fares and the distance-relationship of fares for efficient fares. On the fare-
Page 138 Chapter 6 - Fare Structures
distance relationship the author quotes Turvey and Mohring (Optimal Bus Fares - 1975) as saying that "what matters is not distance, but how full the bus is".
This remark is valid in that the cost per passenger kilometre is directly dependent on the number of passengers in the vehicle at that time. Hence, a 2 km passenger trip in the CBD with (say) 50 passengers aboard will be 10 times cheaper for the bus operator than a similar trip at the end of the route where there are only 5 passengers aboard. From a pure cost recovery point of view, the latter trip should cost the passenger 10 times more than the former trip, despite each trip being 2 km. The implication in the context of fare structures is that if the fare structures can increase occupancies, in particular at the beginning and end of each trip, the efficiency of the service increases.
In conclusion, Kehn states that the reason that there are such divergent views on the definition of an efficient fare is the different understanding of aspects of the service such as relevant costs, efficiency, distance (bus, passenger trips) and modeling assumptions.
6.5.4.4 M.G. Richards. Advanced Magnetic Ticketing in Singapore, 1991
This paper details the ticketing system introduced in early 1991 in Singapore. The motivation for the new system was that it was realised that once the new (state owned) Singapore Mass Rapid Transit (MRT) became operative it could not be expected to survive without subsidies if it was in direct competition with the privately owned Singapore Bus Service (SBS) and the Trans-Island Bus Services (TIBS). An MVA Consultancy was commissioned in 1985 by the SBS to assess the potential impact of the MRT on its services. The study concluded that once the MRT was opened, it would be "difficult for the (public transport) system as a whole to cover its costs from fares revenue without co-ordination". It was concluded that "full competition would not make effective use of the Island's transport resources".
Page 139 Chapter 6 - Fare Structures
As a result, the three operators established a jointly staffed Task Force, managed by MVA, to take the concept of a co-ordinated service further. A jointly owned company, Transitlink, was established "through which the new, system could be implemented and which would be responsible for the marketing, sale and administration of the common ticket, as well as the revenues from those tickets". Transitlink became operational in early 1989, a year after the opening of the first part of the MRT system.
At that time, the flat fare on feeder services was 25 cents and the standard SBS and TIBS fare was a 50 cent boarding penalty with a maximum fare of 90 cents. It was realised that with such high boarding penalties, any transfer by a passenger would greatly increase the total fare cost (in percentage terms). Hence, a ticketing system which gave rebates to passengers making transfers equal to the fall fare and any part of a journey which follows a transfer. The ticketing system to be used would have to accommodate these transfer requirements. The `Farecard' system was introduced which satisfies these requirements. The Farecard is a plastic card with two magnetic data tracks with an expected life of 2000 passes across an encoding head. The one track records the identity of the user, the date of purchase (or last revaluation) and other data encoded at the time of purchase. The other track is the 'active' track which records information such as the residual value and current trip data.
It is estimated that the "original objectives will be well satisfied, providing Singapore with a first class public transport system with an advanced ticketing system, which operates without public subsidy".
This paper shows that, given the right circumstances, and with proper planning and co-operation from all involved, an integrated fare system which improves the overall level of service and generates sufficient revenue to meet objectives is possible. In particular, it is worth noting that the private and public operators can co-ordinate their services and still meet both financial and service
Page 140 Chapter 6 - Fare Structures
to combine fairness to the passenger (the longer the journey, the more the fare) with the business needs of the operator (ease of ticket issuing and fare collection).
Zonal Fares - where the fares are based on pre-determined zones with the inner zone generally being the city centre and fares based on the number of zones traversed in a journey. A maximum fare can be set by not making provision for further graduation when journey lengths exceed a certain number of zones. Grouping of zones and/or overlapping zones can also be introduced to address the problem of short trips in two adjacent zones. There is a general relationship between distance travelled and fare level although, when compared with a flat fare, the system is more flexible because a uniform fare is charged only for- journeys inside a zone. This type of fare system allows for a simplified fare level to be set. particularly where the bus network is dense within a limited zone (e.g. the city core).
Through-fares - which allow for passengers to transfer from one mode to another, is important, particularly from the point of view of providing a comprehensive service to meet commuter demands. Through-fares can be introduced with flat or distance based fare systems and penalties for transferring from one mode to another may or may not be imposed, as determined by policy.
In Western Europe, Gutknecht makes the observation that, from the late 1960's to the early 1970's "a considerable increase in the use of flat fare systems has taken place, whereas distance base fares have declined". There had also been an increase in the use of zonal fares. Flat fares were introduced by operators with both small and large network radii and their introduction was not only for operational reasons but "also as a result of political initiatives, where the associated loss of revenue was tolerated". Of
Page 132 Chapter 6 - Fare Structures
requirements.
Having briefly reviewed some international research into the issue, this study now considered some local research into fares and fare structures.
6.6 Local Literature
The local literature search focused on work carried out by the DOT and the CSIR.
6.6.1 Fare Structures and Collection Systems, Department of Transport - Land Transport Directorate, 1980
The report reviews the various fare collection policies within the context both of the then current practice in RSA and of new developments in the field. The main body of the report describes those ticketing systems in use and available, whilst fare structures itself is discussed in less detail.
Three types of fare structure are discussed - these being distance based, flat and uniform fares. The discussion centres on the application of these techniques in the Republic.
6.6.2 P Browning and R Smith, Urban Transport in Conditions of Reduced Financial Support, National Institute for Transport and Road Research, CSIR, 1983
The paper examines various courses of action open to the Passenger Transport Association in times of reduced subsidies. The reaction of countries overseas to similar problems is examined and compared with the South African situation. The paper proposes three approaches these being :
road-user pricing; pricing freedom for operators;
Page 141 Chapter 6 - Fare Structures
a new marketing-based approach.
Interestingly, the paper reports on a TRRL study which found that even if public transport were free, surprisingly few commuters now travelling by other modes would switch to public transport.
The authors conclude that in marketing terms the current product is not one which will attract large numbers of people even when it is free.
6.6.3 P Browning, Market Pricing for Public Transport - Post Payment Systems, National institute for Transport and Road Research. CSIR, 1983
The author discusses the current insistence of public transport operators on pre- payment systems and poses the concept of recording travel for subsequent payment.
The benefits of a post-payment system are:
a reduction of passenger and driver fraud;
it is cashless so there is less of a security risk; and
it has many of the benefits of an off-vehicle payment system in terms of reduced boarding times.
The main drawback of the system is the technology required to record the trip information.
6.6.4 P Browning, Advanced Marketing Techniques for Urban Transportation, National Institute for Transport and Road Research, CSIR, 1983
In the report the development% of a market pricing approach for public transport
Page 142 Chapter 6 - Fare Structures
is proposed. The concept of post-payment is also discussed in relation to the information which will be available to the operator and how this information can be used in terms of the marketing mix.
6.6.5 Nesta Morris, Black Commuting in Pretoria: Attitudes Towards Cost, National Institute for Transport and Road Research, CSIR, 1982
Based on the Pretoria Black Communiter Study, 1 045 commuters, were questioned about cost and various important transport attributes. In terms of the average percentage of individual income spent on transport this was 5,4 % where 58 % of the sample spent 5 % or less of their income or transport. Cost was considered an important issue especially when choosing how to travel to work. 59 % of commuters were at this time dissatisfied with their transport costs. Fares which exceeded RI0,00 per month (or 2,6 to 5 % or more of income) were the main sources of dissatisfaction.
It is generally accepted that the main requirements of a fare structure are to assist in the provision of a public transport system which is simple for the commuter to use and yet generate an acceptable level of income. However, before a fare structure can be agreed as being the best suited for a region, the following fundamentals must be established:
Policy; Objectives; Integration; and Administration.
6.6.5.1 Policy
It should be clear from the policy whether the service is to maximise income (at the risk of reduced patronage) or to maximise patronage by
Page 143
Chapter 6 - Fare Structures
reducing fare levels, i.e. is the service expected to be a financially viable business or a social service which realises benefits to the region by reducing congestion. Essentially, a fare structure which maximises income would be a distance-based fare while one which maximises patronage would be a flat (or free) fare structure (not withstanding the effect of the fare level). The transport fares and subsidy policy should be established and agreed. In addition, it should be clearly stated where the responsibility for each policy lies.
6.6.5.2 Objectives
By translating the policy statements into objectives, targets can be set against which the performance of the various fare structures can be measured. Typical objectives include the simplicity of the fare structure, cost recovery, service quality, security, fraud prevention and patronage levels.
6.6.5.3 Integration
Although possibly covered under policy and/or objectives, it should be clear whether the fare structures will be part of an integrated fare system or not (i.e. through ticketing). If the fares are to be integrated, the requirements of the modes to participate in the integrated system should be clearly stated.
6.6.5.4 Administration
At the outset the administration details of the system should be agreed, in particular, the allocation of revenue to each of the modes and the means of measuring the services provided by each. Control measures should also be agreed. Any Management Information System (MIS)
Page 144 Chapter 6 - Fare Structures
requirements should be agreed to ensure that the necessary ticketing and access/exit control systems are introduced at the outset.
General remarks from the literature which should be considered when evaluating the various fare structures are:
There is a relationship between fares, patronage and revenue, which cannot be avoided. Obviously, if fare levels are increased, patronage would reduce and revenue can also be expected to reduce, depending on the size of the increase. This results even if the fare structure is changed simultaneously.
If flat fares are to be introduced they should be introduced on all the modes to prevent a distortion of the commuter market, i.e. commuters travelling longer trips shift to the flat fare mode.
The MIS requirement from an integrated fare system should be carefully considered to ensure that the cost of the technology required is recovered in tangible benefits, e.g. the service provided is improved because of the availability of the data from the MIS.
The fare system, and indeed the public transport system, should be well marketed.
The potential for price discrimination on various routes may be justified in the Central Witwatersrand region on the basis of affordability.
The importance of rapid fare collection for cash passengers should be emphasised since boarding and thus travelling time are reduced. This implies that any ticketing system/fare structure should have
Page 145 Chapter 6 - Fare Structures
simplicity as one of its objectives.
Variations on given fare structures are possible in certain circumstances, e.g. a special short distance fare where a flat fare structure is in place and overlapping of zones for short trips where a zonal system is in place. The implication here is that a given fare structure should not be rejected simply because there are a few instances where it will not work. None of the fare structures is absolutely rigid.
Although there are many differences between transportation in South Africa and other countries, specifically Europe, one needs to take all the information one can lay one's hands on, into account. This means researching all the different fare structures and then choosing the one that suits the specific situation the best.
6.7 Possible fare structures
The possible fare structures can be described in three categories. They are:
Free fares; Flat fares; Distance-based fares, i.e. Kilometric fares; Stage fares; and Zonal fares.
6.7.1 Free fares
The following was taken from UITP (Public Transport Report 1991):
Page 146 Chapter 6 - Fare Structures
"Where the public transport system is subsidised to such an extent that the return from the fare box approaches the cost of collecting the fare then some observers have suggested that the service be provided free of charge. Further justification centres on social, transport and financial considerations. On social grounds it is argued that free public transport will enable the disadvantaged and non-car owning members of the community to be more mobile and independent of their place of abode and work. A frequently observed benefit of a free fare structure is that it improves the attractiveness of public transport and will encourage private vehicle users to switch modes. This is likely to realise a great benefit to the community, in particular from an environmental an economic perspective.
In addition, better utilisation of public transport would enable a more attractive service to be provided for the commuter. At the same time the life of existing road infrastructure could be extended. Whilst roads and parking areas are available free of charge, or at least well below their true cost, advocates of free fares believe that public travel should be available in exactly the same way.
Opponents of free fares argue that experiments with free fares have not produced the modal shift anticipated on its introduction. This is due in the main to the fact that the importance placed on the freedom to make one's own decision is underestimated and that service improvements are more likely to produce such a shift.
Ultimately it is a combination of the level of service and the fare level which determines the patronage.
6.7.2 Flat fares
Flat fares are not directly distance related and are set according to the average
Page 147 Chapter 6 - Fare Structures
cost per passenger trip of providing the service (less the subsidy if there is one). Where the mean journey lengths of passengers conform more or less with the most frequent journey length, then a flat-rate structure appears logical. This becomes particularly clear if the transport area is confined and the residential areas are generally sited concentrically around the town centre. However, the major disadvantages occur when the journey lengths vary and cross subsidisation of long distance trips occurs. The wider the difference between the mean journey length and the most frequent journey length, the greater may be the adverse effect on short distance passengers, while long-distance passengers enjoy correspondingly advantageous fares.
The advantages of flat fares are simplicity, intelligibility, marketability, ease of collection and inspection. The major disadvantages of flat fares relate to questions of equity and loss of potential revenues, particularly on longer trips.
The increasing importance of management information together with the introduction of a flat fare structure will yield little useful data for financial and operational planning unless the system incorporates an information gathering procedure. e.g. card swipes at entry and exit points.
The flat fare is applied less frequently today and more in combination with other fare structures. For example, there have been different variants on the flat fare, such as the route related flat fare or, in particular, the flat fare with a preceding short stage.
The route related flat fare can be used if the journey length structure of the catchment area does not allow central application but permits it in certain cases on specific routes.
Page 148 Chapter 6 - Fare Structures
The most important variant of the flat fare is its supplementation by a short distance fare. This avoids the disadvantages for short distance passengers,. who have to pay the same fare as passengers travelling longer distances. The short distance fare is generally charged in town centres or for a specific number of stops in the entire transport area. Such a fare includes elements of the stage fare and it may also resemble the zonal fare, that is, a combined fare. Its use is often restricted to certain times of the day or week. E.g. the period after the morning peak.
6.7.3 Distance-based fares
In this case the fare level is determined by the distance travelled. A distinction is drawn between kilometric, stage and zonal fares.
6.7.3.1 Kilometric fares
The dependence of the fare on the distance travelled is emphasised in the kilometric fare, which is determined by multiplying a fixed rate per kilometre by the number of kilometres covered. A minimum distance (minimum fare) is assumed. Some operators charge fares strictly according to the distance covered, while others grant discounts as the length of journey increases by reducing the price per kilometre e.g. SARCC. Kilometric structures, in which the rate per kilometre rises as the length of journey increases, have also been used but they are not recommended. In this case, the economic justification is usually based on the extremely low utilisation of seat capacity, e.g. on route extensions in insufficiently populated areas or for topographical reasons.
Page 149 Chapter 6 - Fare Structures
In applying the true kilometric fare structure certain difficulties may be experienced. Even if the kilometric fare is simplified by forming groups to achieve coarser graduation, fare collection may still be difficult because it takes too long to collect fares. Hence, the kilometric fare is suitable for urban transport only under certain conditions and, world- wide, is not used very much today.
6.7.3.2 Stage fares
Stage fares are calculated on the basis of the distance covered by the passenger in the form of the so-called "stages". The stage is a section between stopping places and serves as a basis for fare calculation. For this purpose the transport network is divided into route sections of roughly the same length. Depending on the fare policy for short distance passengers, longer or shorter stages are fixed in town centres than in the less densely populated suburbs or surrounding areas. The distance between two stage points is generally between 2 and 3 km. The point of stage change must be easily recognisable and quite specific.
The stage fare represents an attempt to combine fairness to the passenger and consideration of the actual costs for the operator with acceptable fare collection times. The system should not only take into account the varying demand for transport services for short and long distances, but should also be advantageous to the operators as regards the method of fare collection.
The different possible fare structures permit flexible fare calculation. If the graduation is too extensive, the disadvantage that additional fares result in collection difficulty, must also be tolerated. Despite its advantages compared with the flat fare, the stage fare may be an
Page 150 Chapter 6 - Fare Structures
obstacle to rationalisation efforts of local transport undertaking if it provides for too many different fares.
6.7.3.3 Zonal fares
The zonal fare is simpler than the stage fare since it divides the transport area into zones whereby the town centre generally forms the inner zone around which the outer zones may be arranged in the form of a belt. The transport area can also be divided into adjacent zones. If transverse and ring routes exist, their lengths must be delimited by dividing the zones into sectors.
The distance and fare scales are formed in a similar way to the stage fare structures, i.e. one distance and one fare stage. A disadvantage for the passengers who travel only a short distance in two adjacent zones is that they have to pay the fare for two zones. Hence, long journeys inside a zone may be cheaper than short journeys which cross a zone boundary. An attempt is made to offset this disadvantage either by introducing the so-called "overlapping zones" or by introducing fare scales applicable to two zones.
As with the stage fare, an upper fare limit can be fixed by not making provision for further graduation from a certain number of zones onwards. Grouping of several zones is also possible.
Page 151 Chapter 6 - Fare Structuies
6.8 Combined Fare Structures
The combination of the previous three fare structures is also a possibility. However, as it is often difficult to delimit flat and distance-based fares in practice, the question arises as to when, or when not, one may utilise combined forms. A fare structure should not be designated as "combined" if the majority of passengers are handled according to one or the other fare system. For example, a combined system does not exist if the system is basically a stage fare, but a flat fare is established (for example) for children. A structure can be regarded as combined however, if the basic fare is a flat fare, whereas the concessionary fares are based on a distance-related fare system.
The justification for such a combined structure is that the basic fare is to facilitate fare collection on the vehicles, while the concessionary fare does not require special collection if the tickets can be purchased in advance. In this case the fact that the fare system may become less comprehensible is tolerated.
In general, combined structures may increase confusion and therefore they require careful consideration prior to implementation.
6.9 Choice of Fare Structure
The choice of a flat, stage, distance based or time dependent fare structure should logically be based upon specific goals and objectives set by transport policy makers. Whenever goals such as "rider convenience" and "fare comprehension", flat fares hold obvious advantages. Conversely, given a policy mandate to reduce deficits, other stage or time dependent structures emerge as attractive pricing options. Where economic efficiency and distributional equity are primary objectives, finely graduated pricing appears preferable. Graduated
Page 152 Chapter 6 - Fare Structuies
fares in particular, seem to strike a balance among objectives - modest patronage losses, combined with appreciable revenue, efficiency and equity gains.
There are three types of fares: basic or normal fares, reduced fares and supplementary fares.
6.9.1 Basic fares include the fares that are used by the majority of passengers and whose price constitutes the basic fare policy of the operator. The question whether the single or multiple journey ticket constitutes the basic fare of an agency is determined by the frequency of utilisation. If the number of journeys with multiple-journey tickets exceeds that of single tickets, the former is regarded as the basic fare. In this case the single tickets are regarded as supplementary fares, which are justified by the greater fare collection time compared with multiple-journey tickets.
6.9.2 Supplementary fares are more expensive than the basic fares and can be adopted for night travel on account of the higher costs, or on express services because of the higher speeds, or as a protective fare for over-lapping long- distance routes.
6.9.3 Reduced fares are those which offer a discount. Here it is necessary to distinguish between fare reduction for operational reasons and those done in the public interest, in other words fare allowances and the latter as fare concessions. The concessionary fares which are given in the name of the social policy of a local or central government, include in particular the demand is repeatedly put forward by the operators that fare concessions in the public interest should be granted only if the loss of revenue is refunded by public authorities. This demand, however, has been met only in a few cases, although recently, several countries have started to reimburse the so-called "public service obligations" at least for the excessively high discounts.
Page 153 Chapter 6 - Fare Structures
Once all of the above is understood and fully researched there needs to be an evaluation of all fare structures. This is set out in the following table.
6.10 Evaluation of fare structures
The Department of Transport in their project report of 1993 arrived at the following, preliminary results regarding these fare structures:
6.10.1 Free Fares
Apart from the required 100 % subsidy, the main failings of a free fare system include the lack of data on passenger trips particularly the origins and destinations. Clearly this can be addressed with a suitable "ticketing system" although the cost of this, together with the 100 % subsidy, may result in the service being prohibitively expensive for the regional authority. In addition, the public transport service is likely to be inefficient since the control (from an authorities point of view) of the various operators will be difficult.
On the positive side, free fares should be expected to increase patronage levels although case studies have shown that the expected modal shift from private vehicles to public transport is rarely achieved, Further, boarding times are very quick as no fare or ticket is required. However, if a "ticketing system" is introduced (as discussed above) to provide data on passenger trips, this benefit of reduced boarding times is limited.
It should be recognised that the circumstances which justify the introduction of a free fare structure are more politically and socially based and not technically based. One of the motivations for free fares is that by allowing free transport to work, people who previously could not afford to work because of the transport costs can not be employed, assuming there are employment opportunities. The benefit to the region of the additional employed persons must be evaluated
Page 154 Chapter 6 - Fare Structures
against the cost of the transport service to the regional authority. Hence, under certain conditions, free fares can stimulate economic growth.
6.10.2 Flat Fares
As is the case with free fares, unless a suitable ticketing system is introduced, a major drawback of flat fares is the lack of passenger information for a MIS. An additional disadvantage of the flat fare structure is that it is inequitable. This is an important factor in the selection of an alternative fare structure in South African since many inequities, although currently being addressed in the political arena, already exist. Unless a comprehensive ticketing system is used, limitations of flat fares also exist with the distribution of subsides, particularly if through-ticketing is to be introduced.
The advantages of flat fares relate to the operational benefits of improved boarding times, reduced access/exit control requirements and the ease of use by the commuter.
It should be noted that it is accepted world-wide that the revenue generating potential of flat fares are not as high as that of the distance based fare structures. Hence. the "cost to the region" of such fare structures should be determined and the questions asked : Can the region afford free/flat fares? How will the region benefit?
6.10.3 Zonal Fares
Zonal fare structures begin to address the limitations of free and flat fares by increasing the revenue generated and by providing coarse information to the operators (from the tickets sold) on passenger trips including origins and destinations. Generally, a zonal fare system is more equitable and the distribution of subsidies can be more easily achieved from ticket sales statistics
Page 155 Chapter 6 - Fare Structures
although some discrimination is possible since the information is coarse.
The "cost" of addressing these limitations is mainly in the reduced ease of operation. Boarding times can be expected to increase and monitoring of ticket validity is required (is the fare valid for the trip distance made by the commuter?). For this reason, the incidence of fare evasion is likely to be greater with zonal fares than with flat fares. Hence, if policy requires that fare evasion be minimised, the cost of suitable ticketing equipment must be determined.
6.10.4 Staged Fare
The staged fare overcomes a number of problems associated with the zonal system in terms of passenger information. However, the structure is more complex, which has certain drawbacks. Because of the complexity of the scheme manual computation of the fare will result in excessive boarding times, so fare collection machines are necessary. "Overriding" tends to be a problem as it is difficult for the driver to remember the fare paid by each passenger and enforcement costs will increase as additional inspectors will be needed. The staged fare is more efficient than any of the other fare systems discussed above and, if priced appropriately, can be equitable. In terms of a multi-modal system, if fares are unco-ordinated, it is extremely difficult for the passenger to interchange between modes.
6.10.5 Graduated Fares
In a graduated fare structure the principle of "user pays" is the main criteria for introduction. As such, those users who make the most use of the service contribute to the cost of providing the service. The pricing structure adopted by the operators is then efficient and logical. In practice, because of vehicles stopping at pre-determined points, the graduated fare operates as a finely
Page 156 Chapter 6 - Fare Structures
graduated staged fare. As it is necessary to compute the fare at each stop, the fare structure requires reasonably sophisticated fare collection machines in order to keep boarding time within an acceptable margin. However, the use of fare collection machinery which does allow for detailed passenger information to be collected, can facilitate through ticketing and targeting of subsidies. Provided a realistic pricing structure is utilised, the graduated fare can maximise revenue from the fare box.
From the passengers' point of view, on the one hand the pricing structure is transparent and fair, whilst, on the other hand, it can be exceedingly complex particularly if a number of operators are operating independently and passenger interchanges are required. An evaluation of alternative fare structures is summarised in Table 6.1.
6.11 Benefits and Disbenefits of Alternative Fare Structures
Benefits and disbenefits of alternative fare structures are indicated in Table 6.2.
Page 157 Chapter 6 - Fare Structures
t
t
ble ter to te
is t u fare men ila men very
f ing in a
ip ip s
te d u o u fu dm av ra
targe iform, comp ion an eq a eq t
Fare er ion t d fare
to ta 0 con to un ing ion ion d lt ble u lt t t _ lex. s = Can idies ide d accu _ be
ita de d. fu
CI3 less u bs llec forma rov asseng in p use Difficu Goo collec su Comp comp co nee p Un fare Can con Eq 6 difficu
ble ble
are be e la i idies ita es
u bs can
te tag larg
ava eq
su to ion f s
t t be er if a ion e o t ta ing ing to u s 0 lex accura
ber -0 fu h more ds d fus DI targ 0 forma
49 asseng num More in use Comp comp can con Ten Con p u) Muc
ble,
d ion
t ila ire
no er a
u
ble
av ion hen ing t t to forma req Some t ita ers
ion u
t ina ien asseng
l ble. issu t se in se ible im p eq en iform hines v ila blem ke 0 forma
oss 0 un ro asseng Coar ava discr p mac Tic If p More in conv p More Zona I
d
then tere bsidy
to
is
( d in er des
su er
to
d t ble de fares dm ion mo ers) ion t ita d no oo t ien a
u g nee asseng ide asseng iform be rma t eq p p t tween hen fo forma tures to asseng t Fla No in None •assen•er Prov is If un be - conven No in No p
truc
s
fare base
f same) f
d blem h o
to
o
tive it de ro No on er ion ion w d. ion no p t t tion t oo nee
idies lterna ibu idy, ibu blem tr t g tr bsidy bs bs f a forma forma asseng dis No p in dis su None Pro su in o Su ( Free j
ion
) t t
a ity
d) u lu e f men / eq o ip tate
( u d far des ion l tor t ien es 1 Eva te ion
eq
t da tra or l mo era
ica is t ion harg lly tors t for idies in lica c ia d i mo i op his licy lt lt era llec forma TABLE 6. Po imp Soc subs Adm Nee In sop co op Mu Mu User (
Page 158 Chapter 6 - Fare Structures
f. ter is in
15 dm a
2 revenue d Ca to = lt oo
.0 imum
CU t g Ikm w Difficu 0 > No
ter I Max is in dm a revenue to lt
F d imum l',
■ tter CU Difficu Goo
Be y. U- Max
as ion t blems
ro forma p ble in
ila
ir .—I- .—L- CU Fa Fewer more ava U U.
te 1743 ibu idy
2 tr C bs dis
O su /
U) lt to V
d i V 0 CU 0
. Ba ufficu C1 revenue CO C9 2
U t i L
474 iaait
i
E d 711 U oo RPanr
R g t d t ca *
"6 Ba
C O
* Transnor
el
7 blic ion ing
t t ) Pu t I No ke
era ic I ding en t
co ion iv t h- f op emen UITP ( dr boar o iency
to fit g. forma Effic Throug In Manag Ease (e. Pro Source:
Page 159 Chapter 6- Fare Structures
co r) co a) = '5i- ' a) 2 0. .C.) a) o) ri) c ii, .o a) CL *AA E a) E a) co a) 13 .c to -oco c co .- a) •co en 0 (U 0= -0 al a) ,,w > a) E r_- ..- -a CI '0 >" = 0 0 Si c -C *6. 11-- 0 C 0 s-cu 2 • CU —U). LI? 8 . 4) -oc.) E ED toei -o w 0,70 511 15 E : ; i) C E c u) To mc c:). •-. 15 00 u) co 0 ...... ,=. u) c E 0, cn ,- a) 1) a) 0 a) 75 C - elg 0 WcagL2' c Ci) 'a= a) v fg a E u 0 cp co) 0 • 1 o 0 Cu > (i) ' "n 0 C)> 0 . a43 ,„ C tr) C co°411 U) .0 > u) 1.= w — to W a E (7) la a) w 1=6,V 73 2 g r, =w E' '0 '' ..- -c co (I) " 4E' C., c,„ > .o.0 a)= 2 L ? EL) 0 cu 1=oE=c- -= 0 0 z -0013 ga) CL co e„ en co p 0 92 E c.) 0 a C (;). cc 0 IT a .c`" -0 `' (70 2 9- co (13 8 Cc 12 0) 0 0 0 to. .4:2 wg W> : 00 (U i) i-0 C CD .0 C13 12 c 4.1 ED- SR C 0 u) (a trz . --00°,/,)0„>; U) 0 0) ;4 zz. C C c c L. a) o 8 _cl) '- CO • •••• 03 6. 0 co a)a) c u, — • c 0.>-c o cu, cc; cEiii° 13 cc V U) c.) a) oo ita; C;(A mcu>. TD>. C a) ct=www ,-w CD Page 160 • Chapter 6 - Fare Structures a) E a) si) E C 0 C O c >, as v a) E) Peis v 'S Er' ''''E p_ ._o :r. a) u) 6 co 0) -a a) co co co > 10 C a) E a) et 11). co .0 mCT O c 13 C V -V 0 (..) ..; € 13 O ._ 0 iii. 0 m f 0) cr — co a) C t 8 ._.. a) U) C , co c .0 C -- co i- e2 a) u) '5 a) 0. CD Cu --,5 -he if) 'E CFJ U.0 CO -• 0 > a) a) a 2( ) ' C > 0 C E .-- u y ° E 2 4.‘ ' t o rl` 43 o 1) cr. 0) 0 — cn 4-, :5 C 76 1L I '0 c ±.. C P. p- (9 12 f2 3 o — = E = u) E .0 .c Oo o ._ .1 ). co ._ u) cD cc) El C.) 0 0 Cl. 0 wE U) CD co ti) co0) as .NC to u) r.=-- -a .0 CO -cl E a) a) co co -D (15 as tn -a (I) c u) - c o a) 0:1 0 o came = 0 E La CA ti) co E C c .... E u) co 0 0 to- :-.7. a) o .0 N -le C -V 0 ...0 . 0 Cc C.) C.) co e , . . — a) o ". CO :a a) u) o) 'a a,) E co a) E a) C c 2) E — o -c) ea *cT a) a) C it =° la if) 4.-- c -n u) c > 5 . c..) *c u),„ . - 0-7, . i • . . ,i2 a) 3 " u) — . 0 u) a)w -0c 0-10 )NN 2 a —.. ac l e C c co cli (T3 co 0 c ■ 0) a'. a al s- > C ..-.u) (1) ..)--,U) CD .4... co E r0c2(0 > CO> 446-•■ ol) co 0 Li R c in 0 ? CO C — CD m c cti P.. § a) .2 0- 4.,° 2 U) =ammo 0 Vl Z to V co 4) (1) co d fares w C 46. -5. '5 te t; 0)5 To E fa"e z E 0 2 a) To 0 a) c a- o C CT) •:t Lii 2 ..71. cc.) to att. o wc..) dua tesco c • • • • Gra • Page 161 Chapter 6 - Fare Structures 6.12 Response Gained from Local Formal Operators 6.12.1 Bus Discussions were held with a) PUTCO and b) JMBS with respect to their existing and likely fare structures. PUTCO has adopted a staged fare structure which, on some routes, may consist of 21 stages. PUTCO indicated that they preferred a distance-based fare structure with the aim of capturing some of the costs incurred in serving long haul journeys, yet without the expense burden of elaborate distance-monitoring collection equipment. PUTCO felt that the disadvantages of the current fare structure centred on multiple tickets, coarseness of existing stages and passenger over-riding (a form of fare evasion). With regard to the fare structure, JMBS has in 1993 moved from a zonal to flat fare structure. Previously, the fare structure was based on five concentric zones focused around the Johannesburg Central Business District. Cash and 10-trip coupons differentiate fare by zone, while scholars (in uniform) and pre-primary children's fares are fixed regardless of the number of zones travelled. JMBS sees flat fare systems as having numerous benefits from both operator and passenger viewpoints. The major benefit of the flat fare system is simplicity. Passengers can pay with exact change and will be sure of having paid the correct amount. This is important from a fare evasion and security point of view. Control of cash takings is vastly simplified resulting in a reduction of fraud. The flat fare is familiar to passengers in the Johannesburg region as it is widely employed by the minibus-taxi industry. The present monthly ticket is also based on the flat fare system. An additional benefit of the flat fare system is that, in the event of ticket collection machine breaking down, the emergency ticket Page 162 Chapter 6 - Fare Structures system is greatly simplified. The system has the disadvantage of subsidising long distance passengers at the expense of short distance passengers. However, the proposed fare levels have been set with the various trip distances in mind and are calculated to reduce this 'cross-subsidisation' to a minimum. With regard to the fare type, JMBS re-introduced the monthly ticket in 1991. This 'season' ticket allows unlimited travel on all buses for a fixed fare. Over 50% of all passengers now make use of it. The following general comments were made by the bus operators with regard to fares: Common fare for all modes Both operators were in favour of a common fare (i.e. integrated fare) provided the economic fare of each operator was taken into account Integration with other modes The bus operators thought that integration between modes was essential in a co-ordinated transport system. Management information Both operators believed that the need for accurate passenger information could not be over-stressed. JMBS are currently reviewing the introduction of a new ticket issuing machine which will provide more detailed information. Flexibility / Practicality The operators pointed out that whilst the introduction of a new fare Page 163 Chapter 6 - Fare Structures structure may be feasible on paper, the physical implications may differ. For example, for JMBS to change their zone system would require the re- numbering of all their bus stops. The location of some of the existing stops may not correspond to the new zonal system. e) Ease of enforcement The operators stated that enforcement of ticket usage is an expensive and time consuming activity. In general, an average of 2% of passengers are at present checked. The more complex a system the longer the time required for checking. 6.12.2 Rail The following response was gained from the rail operator: The existing fare structure on the rail commuter service is a graduated fare with single, weekly and monthly tickets. The monthly tickets, typically, offer a discount of the order of 50 % on the single fare. This graduated fare structure has been in place for many years and, although a simplified fare structure is believed to be ideal by the SARCC, there are difficulties in introducing an adjusted fare mainly because of the resistance of commuters to change. There are, however, certain advantages associated with the existing fare structure which are recognised by the SARCC. Chief amongst there is the issue of equity, i.e. the further one travels, the greater one's fare. Recognition is also given to the fact that the income from fares is probably greater with the existing fare structure than if an equivalent simplified (i.e. flat) fare is introduced. The SARCC stated that the main motivation for a change from the graduated fare is the issue of fare evasion which currently exceeds 20 % in the Southern Transvaal region. This fare evasion focuses more in the instance where the commuter travels further than the distance for which has been Page 164 Chapter 6 - Fare Structures paid, rather than the aspect of fare evasion where no fare has been paid. The latter relates more to poor access control than to a poor fare structure. In addition, a disadvantage of the current fare structure is the complication of season tickets (weekly and monthly). Together with the fine graduation of increasing fare with trip distance, the available single, weekly and monthly tickets make for a complicated fare system which is difficult to administer and even more difficult to check (with respect to commuters and valid tickets). The SARCC has already explored the possibility of introducing flat fares for commuter trips of short and average distances (early 1993). Although it was initially hoped to have a common fare for all trips up to 10km, when introduced the flat fare was for a distance of 3km. For greater distances, the graduated fare structure is still valid. The SARCC felt that the basis for the introduction of a flat fare for short distances only is that it affords commuters an opportunity to familiarise themselves with the concept of a flat fare as well as the benefits of this system. As regards aspects of any new fare structure, if introduced, the SARCC feels that the following comments are relevant: Common fare for all modes Unless the allocation of fare revenue is agreed and strictly controlled, the SARCC believes that if the same fare is charged by each of the modes (for similar origins and destinations) it may possibly lose commuters to the competing modes. It is felt that, since heavy rail can operate more cheaply than the other modes (in terms of cents per passenger kilometre), it would make sense that the rail fare is cheaper than the road based public transport modes. Integrated fare (with other modes) Page 165 Chapter 6 - Fare Structures Accepting the comments above regarding the controlled distribution of fare income, the SARCC is willing to participate in an integrated public transport service. Fare structure The SARCC believes that, without compromising on the issues of equity, a simplified fare structure should be considered. If a flat fare cannot be introduced, a coarse zonal or staged fare should be used initially with the long term objective being the introduction of a flat fare. Season tickets Although the SARCC supports the principle of weekly and monthly season tickets, it is felt that the season discounts should be reduced (over an agreed time period) to more acceptable levels. Fare collection / ticketing system The present "TIMS" ticketing system used by the SARCC can be adjusted to accommodate 5 separate journey legs for one complete trip. The SARCC feel that the TIMS system, as in use, can form the basis of a future integrated fare system. The capabilities (including cost) of the TIMS system would have to be evaluated at a later stage once the details and requirements of an integrated fare system are agreed. With regard to the tickets themselves, the SARCC believes that "SMARTCARDS" (of swipecards), although technically advanced, may not suit the needs of the commuters and operators. It was suggested that "one-trip only" coupons be considered which would be destroyed by ticket examiners. Season discounts could still be offered through "bulk purchasing" (e.g. 26 tickets for the price of 20 tickets). The potential problem of litter would have to be resolved if this to be introduced. Page 166 Chapter 6 - Fare Structures Off-peak The fare system should allow for off-peak demand and there should be a differentiated off-peak fare. Central control As opposed to private agreements between the SARCC and the individual bus and/or taxi operators with respect to integrating the two modes (as is the case at present north of Pretoria with North West Star, a "centrally controlled" e.g. (TA) integrated public transport service may determine the details of the integration of the modes. The SARCC is not against such "central control" depending on the details of the integrated service, as agreed by the operators and the authorities at the time. Private agreements as with North West Star should be allowed by the TA. Finally, the SARCC noted that, in general (although not applicable in every instance), the inequities of flat fares in the South African context may themselves be equitable. By this, it is meant that, although with a flat fare the short trip commuter is subsidising the long trip commuter, it is generally the more wealthy commuter who makes the shorter trips while the less wealthy commuters travel substantial distances from the "townships" such as Soweto. This in itself may be considered to be equitable. 6.13 Summary of fare systems In a concise summary of the reports consulted, the following points can be made: The importance and relevance of policy; The importance of an integrated network and integrated modes; Page 167 Chapter 6 - Fare Structures Economic efficiency of the infrastructure; Financial efficiency of the subsidy; The need for an integrated fare policy; Encourage intermodal transfers; Fare structures which are corridor specific; Evaluation of proposed fare structures against commuter demand; Ticketing system; Cost recovery of the commuter service; Extremes - free & simple or graduated & complicated; Zonal & staged perform the best; Need to carefully define the zones / stages; and the Acceptance of the need for non-sophisticated systems (operators & users). Historically, in Johannesburg and other South African cities, fare structures took the form of graduated fares in other words, the longer the trip the greater the fare. There was limited modal integration and, as far as the bus and rail services were concerned, the subsidy provided allowed the services to develop independently. However, the growth of the minibus-taxi industry in the 1980's and the pressures on the subsidised operators (bus and rail) to reduce the subsidy bill emphasised the need for the operators to improve their respective efficiencies and the service provided to the commuter. It has long been recognised that an effective means of improving efficiency is to integrate the available passenger transport services so that each service operates in its most effective operating regime. However, fundamental to such an integrated passenger transport service is an integrated fare structure in which the fare paid is blind to modal changes made by the commuter. Currently the graduated fare structures in the region are not conducive to such an integrated public transport service. In addition they are not sufficiently flexible to accommodate the changing public transport policy Page 168 Chapter 6 - Fare Structures issues such as supporting small operators, transport co-ordination and encouraging participation by all population groups. In the main, this is due to the complicated nature of the graduated fare from the point of view of determining the correct fare and issuing the ticket, to ensuring that the commuter does not travel further than the distance that has been paid for. The inclination at a time like this is to consider fare structures which provide this flexibility and support the goal of improved efficiency. In general, the tendency is to look towards flat or even free fare structures. However, the imbalance of the graduated fare structure with respect to equitable fare and maximising fare income versus the complicated nature of the fare structure, should not be replaced by a fare structure which itself is unbalance, e.g. flat fares are not complicated but issues of inequity and reduced fare income arise. In essence the challenge is to implement a fare structure which provides the best balance of the respective strengths and weaknesses of each possible fare structure, in the context of the current (and immediate future) circumstances. The issues to be considered include changing policy, affordability, available modes and their operating characteristics and network locations. In this report, the alternative fare structures examined were free, flat, staged, zonal and graduated. It was considered imperative that the recommended fare structure should support modal integration and through-ticketing. The idea of through-ticketing and alternative fares is not new in public transport. Many European and American urban transport systems have comprehensive transfer arrangements. In Johannesburg at present there appears to be almost no transfer of fares between the modes. On the Soweto-Johannesburg route about 10 % of journeys involve interchange now, mainly in travel to and from work. If an integrated network was introduced it is expected that this could rise. However, without some form of through-ticketing, any increase in the level of inter-modal transfers will be Page 169 Chapter 6 - Fare Structures difficult to achieve because of passenger resistance. The following aspects of the overall public transport service have an influence when deciding upon a fare structure: The percentage of commuter trips has a bearing on the ticketing system. For example if 50 % of journeys are not to and from work and are not suitable for multi-journey ticketing, the single journey ticket would be important. Disregarding the introduction of subsidies, any fare structure should provide a means whereby the costs of providing the service including any profit element, can be recovered. The fare structure should be set to collect sufficient increments of revenue from those users who impose the greatest costs on the service, i.e. equitable. The fare policy plays a critical role in determining an appropriate fare structure and the need for a clear policy cannot be overstated. The cost of providing a service is markedly higher during peak periods and for long trips primarily because additional employees must be hired to accommodate rush hour loads and driver schedules must be extended to serve outlaying areas. The present fare structures utilised in South Africa display flattened characteristics which tend towards the average cost of servicing all trips. At the extreme, this forces passengers who travel short distances in the off-peak to offset the relatively high costs incurred in serving the commuter who travels a long distance in the peak period. As a result, peak and long distance users are effectively being subsidised by the short distance and off-peak users. Whilst cross- subsidisation of passengers is now common practice in public transport services, the reasons for such practices are perhaps questionable in today's environment. Page 170 Chapter 6 - Fare Structures Long distance users are purchasing far more service for their fares than other passengers. In economic terms, the marginal revenues received from long distance, peak period users fall short of the marginal costs of providing their trips. These losses in efficiency are partly made up by over-pricing short distance trips during non-peak periods. Such fare structures have encouraged passengers to reside in areas considerable distances from their employment and have provide little incentive to reside close to employment opportunities. With regard to the possible fare structures, the following comments apply: Protagonists of the free fares system argue that transport is an essential service and by providing mobility of all and thereby opportunities for employment, the resulting economic benefits will more than cover the cost of the service. In some cases overseas, with non-free fare systems, the fare box recovery is very low and in some circumstances the cost of collection exceeds the revenue. For this reason it is felt that a free fare system is justified. In addition local policies support the provision of a free public transport service, However, in South Africa, with the exception of rail, public transport modes have a reasonable recovery from the fare box, and hence the introduction of a free fare system would not be justified since subsidies would have to be increased considerably. In terms of the different types of fare structures considered, flat fares are insensitive to the cost impacts of changing travel behaviour, including the lengthening of average trip lengths and the growth in peak hour travel, Together, the decline in (real) fares and the conversion of price structures to flat systems have been known to contribute directly to the finanCial deterioration of the public transport industry overseas. The introduction of a flat fare system by JMBS in mid-1993 was, inter alia, as a result of revenue loss from driver and passenger fraud. The operator acknowledges the limitations in terms of equity and efficiency. A flat fare system in South Africa would not be justified, mainly due to the fact that subsidies would have to increase since the flat fare level could not be set too high and long Page 171 Chapter 6 - Fare Structures distance passengers would be subsidised by short distance passengers. Hence, under the current circumstances in the Johannesburg region it is not recommended that free or flat fares be considered as viable alternative fare structures. A finely graduated fare structure would also not be appropriate in South Africa, mainly because operating costs are increased and the graduated fare structure is vulnerable to passenger overriding (a form of fare evasion). Operating costs are increased since expensive ticket issuing/cancellation equipment is required which affects boarding times and increases the resources required for issuing and checking of tickets. It is thus concluded that a staged or zonal fare structure would best be suited in the current South African context and short term future. The main difference between these two structures is that a staged fare structure can be route specific whereas a zonal fare structure is area based. These two fare structures have the benefits of reasonable recoveries from the fare box, provide coarse MIS, are equitable to passengers and are simple to manage. It is regarded that in general a staged fare structure is more appropriate in the South African context than a zonal fare structure since it allows the affordability of the various areas of the city to influence the fare level for services to those areas. 6.14 Recommendations From this chapter it is clear that fare policy has been researched in depth. This research now needs to be translated into action. This study recommends that a policy decision be taken to integrate the fare structures of the formal operators in the Johannesburg area. More detailed proposals are made in Chapter 8 of this study, but it is appropriate to suggest at this point that the ticketing structure should be based on the current rail fare structure. This could take the form of cash, coupons or season tickets. The Page 172 Chapter 6 - Fare Structures ideal, however, will be to discourage cash because it leads to problems which fall outside the scope of this study. The price structure should be devised to encourage commuters to buy coupons or season tickets instead. This again will lead to less queuing because all tickets will have to be bought in advance at a ticket office. (The actual equipment needed to implement this is also beyond the scope of this study). This integrated structure that could be implemented is a zonal structure, based on a grid pattern as follows: • A Midrand • B Sandton • • C Randburg Benoni • D CBD • • E Soweto - Springs 1 2 3 4 . If an area is divided into squares or zones under a grid and all the squares are more or less distance-based, it will be possible to develop a standard ticket price to travel from anywhere in block El to anywhere in block C4, etc. It could be loosely based on current rail fare structures and can then serve Page 173 Chapter 6 - Fare Structures for rail transport as well. The size of the zones need not be rigidly equal, but could be adapted to reflect geographical features or demographic realities such as higher or lower income levels. This would possibly satisfy the objectives of the MSA report which suggests that public transport fares should take into account the ability of users to pay. The use of a grid will result in a totally integrated fare structure, where passengers pay for a distance travelled, and not for a certain mode. Such a structure is an essential component of a program to integrate all the formal public transport operators together into a single entity in a region. 6.15 Conclusion This chapter has reviewed the research carried out into formal public transport fare structures. It has concluded that an integrated fare system is necessary to support the object of co-ordination. It has recommended the basis for such an integrated fare structure. It has also shown that by using a grid, an area can be divided into sectors which can be used as pricing mechanism. This suggestion is taken further in chapter 8 which deals with the actual fare level to be adopted. The next chapter will focus on a number of suggestions concerning new routes for formal road-based public transport in Soweto and the surrounding areas. Page 174 Chapter 6 - Fare Structures REFERENCES A Fairer Fare System. 1994. OC Transport. Bly, P.H. 1993. The effect of fares on bus patronage. Transport and Road Research Laboratory: Supplementary Report 733. Berkshire: Crowthome. Bly, P.H. & Oldfield, R.H. 1990. Relationships between public transport subsidies and fares service costs and productivity. Transport and Road Research Laboratory: Research Report 24. Berkshire: Crowthorne. Brattan, W.J. (Chief). 1991. Crime Prevention Through Environmental Design Prepared by the New York City Transit Police. APTA Security Workshop. New York. Browning, P. 1983. Advanced Marketing Techniques for Urban Transportation. National Institute for Transport and Road Research, CSIR. Browning, P. & Smith, R. 1983. Urban Transport in Conditions of Reduced Financial Support. National Institute for Transport and Road Research, CSIR. Bus Transit Fare Collection Equipment Overview. Transportation Systems Centre. US Department of Transport. Case, D.J. & Latchford, J.L.R. 1981. A comparison of public transport in cities in South East Asia. Transport and Road Research Laboratory: Supplementary Report 659. Berkshire: Crowthome. Cervero, R. 1981. Flat versus differentiated transit pricing. What's a fair fare? Transportation, 10, 185 - 199. Cervero, R. 1990. Transit Pricing Research - A review and synthesis. Transportation, 17, 117 — 139. Page 175 Chapter 6 - Fare Structures Cheung, Y. H.F. 1992. An International Study of Changing Fare Systems/Structures in Urban Public Transport. Ministry of Transport and Public Works, The Netherlands. Fairhurst, M. 1991. The effects of Travelcards in London on transport operations and passenger demand. The Travelcard Balance Sheet. Graham, D.A. 1990. Financial Implications for Local Governments of Alternative Fare Systems. Transportation, 17, 32 - 41. Gutknecht, R. 1990. Alternative Fare Systems. Transportation, 17, 183 - 190. Haritos, Z.J. 1989. Public Transport Enterprises in Transition. Transportation, 16, 14 — 28. Hughes, P. 1992. Fares elasticity of suburban rail travel. Transport and Road Research Laboratory: Supplementary Report 614. Berkshire: Crowthorne. Kerin, P.D. 1992. Efficient Bus Fares. Transport reviews, Volume 1. London, UK. London Transport. 1991. Fare Policy Statement. London. Land Transport Directorate. 1980. Fare Structures and Collection Systems. Department of Transport, Pretoria. Quarmby, D.A. 1993. Effect of Alternative Fares Policy in Operational Efficiency: British Experience. London, UK. Raby, A.J. & Zachary, S. 1990. The effect of free public transport on the journey to work. Transport and Road Research Laboratory: Supplementary Report 338. Berkshire: Crowthome. Richards, M.G. 1991. Advanced Magnetic Ticketing in Singapore. Transportation, 18, 111 — 115. Page 176 Chapter 6 - Fare Structures Sturesson, B. 1991. A single ticket revolution of travel in Sweden. Automated Ticketing and Revenue Collection. London, UK. Symposium on public transport fare structure : papers and discussion. Transport and Road Research Laboratory: Supplementary Report 37 UC. Berkshire: Crowthome. Symposium on public transport fare structure : summary of proceedings. Transport and Road Research Laboratory: Supplementary Report 36 UC. Berkshire: Crowthome. Tunbridge, R.J. 1980. A comparison of optional minibus, dial-a-bus and conventional services. Transport and Road Research Laboratory: Laboratory Report 928. Berkshire: Crowthome. UITP. 1991. Public Transport. Bus Operators. Volume 8. UITP. 1989. Revue. Volume 38(2). Webster, F.V. 1994. The importance of cost minimisation in public transport operations. Transport and Road Research Laboratory: Supplementary Report 766. Page 177 Chapter 7 — Proposed Routes and Schedules CHAPTER 7 PROPOSED ROUTES AND SCHEDULES 7.1 Introduction Previous chapters have underlined the need for co-ordination and integration, quoting several previous studies ranging from the Spencer report of 1934 to Moving South Africa in 1998. Chapter six specifically focused on the need for a co-ordinated and integrated fare structure, and described the different options available when implementing a fare structure. This chapter will suggest practical changes to bus routes and schedules both inside and outside Soweto. No suggestions for changes to rail schedules are made, although this may well be necessary as operational experience is gained. The reason for focusing on bus routes and schedules rather than rail, is twofold. Firstly, they are easier to change and secondly, at this point in time they do not satisfy minimum levels of transport as proposed in chapter two. Most bus services in Soweto currently fall into the commuter class. That means that they mainly operate during the peak period. In view of the objective of the White Paper to move away from a commuter-only service to a more broadly based service, this chapter will therefore provide some guidance as to how this can be achieved. The routes proposed in this chapter, would also greatly enhance the possibility for co-ordination and integration between operators. They will also develop passenger traffic outside Soweto, since the length of the proposed routes outside Soweto are, with only one exception, at least twice as . long outside Soweto as within Soweto itself. This chapter will be divided into the following sections: • the rationale behind the new route proposals Page 178 Chapter 7 — Proposed Routes and Schedules a description of the proposed routes the rationale behind the new schedules a description of the schedules timed transfer operational implications of the proposed routes and schedules This chapter thereby lays the foundation for chapter 8, which addresses the economic implications of the proposals by projecting estimated costs and income. 7.2 Rationale behind the new route proposals In chapter 2 of this study, the need for adequate levels of route coverage was stated. This is normally expressed in terms of the percentage of people living within an acceptable distance, from a transport route. However, this study could uncover no detailed analysis of population density or route coverage in Soweto. Also, no detailed map of existing routes in Soweto could be obtained. An analysis of existing bus routes in Soweto and the schedules which are operated on them, indicates that are approximately one hundred routes with only a few trips on each during the morning peak and afternoon peak. In many cases the routes differ between the morning and the afternoon. It appears that routes are changed quite frequently while schedules are also adjusted at short notice to reflect changes in demand. While these practices may be commercially justifiable in the short-term, the long-term result is that bus routes are unfocussed. This makes it difficult for them to become clearly fixed in the public mind. The proposals in this chapter are intended to overcome these problems. Hopefully they will result in a bus route network, which will ultimately enjoy the same image and public awareness as the rail network in the area. The proposal can be divided into the following: Page 179 Chapter 7 — Proposed Routes and Schedules routes internal to Soweto routes external to Soweto (Special routes such as for schools, contracts, pensioners, etc., are not included in this study). Internal to Soweto For all the routes internal to Soweto, two basic principles have been followed. Firstly, all of these routes follow main roads and no deviations are made unless absolutely necessary. Secondly, all of the routes also include stations as far as possible. That means that every route starts at or calls at a station. Whether this will result in transfers between road and rail remains to be seen. A through-ticketing system however will certainly encourage people to make transfers even though the frequencies are admittedly sparse in the off-peak. With these new routes people can get from anywhere in Soweto to anywhere else in Soweto with only one transfer, in most cases. These new routes cross each other at 42 places where transfers can, in theory be made. The route pattern is based on principles set out in Chapter 2, namely that 80 % - 90 % of the population should live within 1 000 metres of a bus route. No detailed analysis of population levels in Soweto has been done but a cursory exercise indicates that the proposed routes satisfy this condition,-in that they cover ± 85 % of the surface area in Soweto. External to Soweto The routes external to Soweto include a wide variety of destinations. They range from Midrand to the Johannesburg CBD and northern suburbs, as well as east towards Eastgate, Alberton and Wadeville and Page 180 Chapter 7 — Proposed Routes and Scheddles west towards Krugersdorp. They also cater for the southern suburbs such as Rosettenville. Basic routes have been retained but minimum frequencies are suggested which will in theory also lead to distances being travelled in minimum time. With a clearer focus on new routes passing through "white areas" in place, it will also mean that higher income groups, especially whites, will be tempted to use bus transport rather than private cars. Strong emphasis is placed on shopping centres along these proposed routes because that will stimulate travel, even during the off-peak. It must be noted that Pretoria is also a destination of one of the proposed routes. It will also be seen that several of the routes outside Soweto run into and through areas which currently have very little, if any, formal public transport. As such the proposals contribute significantly to the improvement of public transport as envisaged in the White Paper. 7.3 Description of the proposed routes The new system consists of eleven routes numbered as follows: 101 102 103 • A * B * C * D 104 * A * B 105 Page 181 Chapter 7 — Proposed Routes and Schechiles * A • 106 The rationale behind the route numbers is that these are five road exit points from Soweto, namely the Dobsonville Road, New Canada Road, Soweto Highway, Diepmeadow and Old PotChefstroom Road. Each exit route has been given its own route number ranging from 101 to 106. Routes 101 and 105 share the same exit (Old Potchefstroom Road) but split shortly thereafter at Southgate Mall and for that reason have been given separate numbers. Some route numbers have been given sub-classifications such as 103A, 105B, etc. to indicate that they proceed to different destinations inside and outside Soweto itself. 7.3.1 Route 101 The starting point of route 101 is Naledi Station. It passes through the southern parts of Soweto, goes past the Chris Hani Hospital and then joins the M1 highway going north towards Johannesburg. The route serves the major traffic generators of Sandton City, Rosebank and the busy Rivonia Road office park area. 7.3.2 Route 102 The starting point of route 102 is also Naledi Station. It serves the northern part of Soweto, Dobsonville, Meadowlands West and Orlando West and then joins the Soweto highway. The destination for passengers on route 102 is the southern part of the Johannesburg CBD. Page 182 Chapter 7 — Proposed Routes and Schedules 7.3.3 Route 103 Route 103A The starting point of route 103A is Kliptown Station. This caters for residents in the southern part of Soweto. It runs through Pimville, Klipspruit, Orlando East and Noordgesig. It then goes past New Canada Station to its destination, the northern part of the Johannesburg CBD and Hillbrow. Route 103B The starting point of route 103B is the Chris Hani Hospital. It passes through the eastern parts of Soweto going through Diepmeadow and Noordgesig. It then also passes New Canada station en route to its destinations, which include the Newlands/Greymont area, Linden, Randburg and Fourways Mall, where it links with route 104A. Route 103C The starting point of route 103C is Merafi Station. It passes through Orlando before passing New Canada Station on route to the RAU/SABC area and continues to Wynberg and Midrand via Louis Botha Avenue. Route 103D The starting point for route 103D is Naledi Station. It follows route 102 through Dobsonville, Meadowlands and Orlando West. Here it splits from route 102 and goes past New Canada Station towards the Johannesburg CBD. Different routes can be followed by individual trips to service either the lndustria, Brixton or SABC areas. Page 183 Chapter 7 — Proposed Routes and Schedules 7.3.4 Route 104 Route 104A The starting point of route 104A is the Chris Hani Hospital. It passes through Klipspruit, Mofolo and Dobsonville on its northbound route to the destinations, Constantia Kloof, the Northgate casino complex and Fourways. It forms a circular route with 103B. Individual trips can service Strydom Park and Randburg. Route 104B The starting point for route 104B is Midway Station. This is the southern- most of all the starting points and this route threads its way northwards through Soweto, passing through Jabulani, Mofolo and Dobsonville. The destination the Krugersdorp area, servicing Westgate shopping centre en route and the Chamdor industrial area on individual trips. 7.3.5 Route 105 Route 105A The starting point of route 105A is Inhlazane Station. It travels along a west-east line through Soweto. It passes through Mofolo South, Nancefield, Klipspruit and Diepkloof. The destination of route 105A is the Eastgate shopping centre, passing Southgate shopping centre, Rosettenville and the Denver industrial area en route. Route 105B The starting point of route 105B is Dobsonville. Route 105B passes Page 184 Chapter 7 — Proposed Routes and Schedules through Meadowlands East, Orlando West, Orlando East and passes the Chris Hani Hospital en route to Alberton, serving Alrode, Brackenhurst and the Wadeville industrial area on individual trips. It passes through Mondeor en route. 7.3.6 Route 106 The last of the proposed routes is route 106. The starting point of route 106 is Naledi Station in the west of Soweto. It runs through "central" Soweto, passing through Jabulani, Dube, Orlando East, Diepkloof West and Diepmeadow en route to the northern suburbs, including Cresta, Sandton, Midrand and on to Pretoria. This route links Soweto with Pretoria on a basic one-hour frequency. This study expresses the view that this route has major potential for development as a fully-fledged corridor. It links a number of areas which have experienced explosive growth in recent years, but which are almost completely unlinked by formal public transport. They include the Cresta, Waterfront, Sandton, Randburg, Midrand and Centurion areas and the rapidly developing corridors between them. The development potential of this route falls outside the scope of this study, but it can be regarded as a project which deserves deeper and urgent research in the national interest, as Soweto has an influence on national interest. The maps set out in Appendix B1 to B5 indicate the different routes that this system provides for most of the important business and commercial sectors in and around Johannesburg. From this map and short description of the routes it can also be seen that the bus routes are more integrated than previous routes together with rail stations. Page 185 Chapter 7 — Proposed Routes and Schedules This means that the two modes can feed each other and that passengers can transfer from one mode to the other. 7.4 Rationale behind the new schedules The schedules proposed in this chapter are based on existing schedules operated by Putco, copies of which are included in the appendix C as well as a census, which was taken at the different exit points from Soweto by the author. The proposed schedules allow for "peak hour" services as well as off-peak hours and thus provide a "spread" of service which is in conformity with the parameters set out in chapter 2. Up to now only limited attempts have been made to "time" transfers at stations or between bus routes. As stated, previously, transfers are possible at 42 places in Soweto itself. 7.5 Description of the new schedules This paragraph sets out the minimum level of service that will apply on each route. These schedules apply on every day of the week — Monday to Sunday as well as on public holidays. It will be noted that the minimum level of service consists of one trip every hour on all routes, commencing between approximately 04:10 to 04:30 and continuing until approximately 18:30 — in some cases an hour later. This is the "base service" which requires 44 buses to be in service at any given time. In addition to the "base service" a large number of commuter (approximately 380) trips operate during the "peak periods" on Mondays to Fridays — that is, outwards from Soweto between 04:30 and 08:00, and back to Soweto between the early afternoon and approximately 18:30. For space reasons, these trips are not shown on the schedules below — appendix A gives full details of the additional trips. Page 186 Chapter 7 — Proposed Routes and Schedules 7.5.1 Route 101 Naledi Chris Hani Rivonia Chris Hani Naledi Station Hospital Hospital Station , ' 04:40 05:20 06:40 08:00 08:40 Then approximately every 60 minutes until: 20:00 I 20:40 22:00 I 23:20 I 24:00 7.5.2 Route 102 Naledi Dobsonville CBD Dobsonville Naledi Station Station Station Station 04:30 05:00 06:00 07:00 07:30 Then every 60 minutes until: 18:30 I 19:00 20:00 I 21:00 I 21:30 7.5.3 Route 103 Route 103A Kliptown Orlando Hillbrow Orlando Kliptown Station Station 04:40 05:05 06:00 06:55 07:20 Then every 60 minutes until: 18:40 I 19:05 20:00 20:55 21:20 Route 103B Chris Hani New Fourways New Chris Hani Hospital Canada Canada Hospital Station Station 04:20 04:45 06:20 07:55 08:20 Then every 60 minutes until: 19:20 I 19:45 I 21:20 122:55 I 23:20 Page 187 Chapter 7 — Proposed Routes and Schedules Route 103C Merafi New Midrand New Merafi Station Canada Canada Station Station Station 04:10 04:45 06:10 07:35 08:10 Then approximately every 60 minutes until: 19:30 1 20:05 I 21:30 ( 22:55 23:30 Route 103D Naledi Dobsonville CBD Dobsonville Naledi Station Station Station Station 04:30 05:00 06:00 07:00 07:30 Then every 60 minutes until: 18:30 19:00 20:00 I 21:00 1 21:30 7.5.4 Route 104 Route 104A Chris Hani Dobsonville Fourways Dobsonville Chris Hani Hospital Station Station Hospital 04:20 1 05:00 06:20 07:40 08:20 Then every 60 minutes until: 19:20 I 20:00 21:20 1 22:40 I 23:20 Route 104B Midway Dobsonville Krugersdorp Dobsonville Midway Station Station Station Station 04:30 05:00 06:00 07:00 07:30 Then every 60 minutes until: 18:30 19:00 I 20:00 I 21:00 21:30 Page 188 Chapter 7 — Proposed Routes and Schedules 7.5.5 Route 105 Route 105A Inhlazane Chris Hani Eastgate Chris Hani Inhlazane station Hospital Hospital station 04:50 05:20 06:50 08:20 08:50 Then every 60 minutes until: 19:50 20:20 21:50 I 23:20 I 23:50 Route 105B Dobson- Orlando Chris Alberton Chris Orlando Dobson- ville Station Hani Hani Station ville Station Hospital Hospital Station 05:00 05:15 05:40 07:00 08:20 08:35 09:00 Then every 60 minutes until: 20:00 I 20:15 I 20:40 I 22:00 I 23:20 I 23:35 I 24:00 7.5.6 Route 106 Northbound: Naledi Orlando Randburg Rivonia Midrand Pretoria Station Station 04:30 05:05 06:15 06:55 07:15 08:30 Then every 60 minutes until: 18:30 19:05 I 20:15 I 20:55 21:15 22:30 Southbound: Pretoria Midrand Rivonia Randburg Orlando Naledi Station Station 05:30 06:45 07:05 07:45 08:55 09:30 Then every 60 minutes until: 20:30 I 21:45 1 22:05 I 22:45 I 23:55 1 00:30 Page 189 Chapter 7 — Proposed Routes and Schedules 7.6 Timed Transfer It will be noted that these base schedules allow for "timed transfer" to take place at certain key points between certain routes. The key points are as follows: Dobsonville Routes 103D, 104A, 104B and 105B meet in the outward direction every hour on the hour until noon, and in most cases on the inbound direction as well. Orlando Routes 103A and 106 meet at five minutes past each hour in the outward direction and at five minutes before each hour in the reverse direction. Chris Hani Hospital Routes 101, 103B, 104A and 105A meet at 20 minutes past each hour in the outbound direction until noon and at 20 minutes past each hour in the inbound direction after noon. New Canada Station Routes 103B and 103C meet in the outward direction before noon at 15 minutes before each hour and at five minutes before each hour in the reverse direction in the afternoon. These timed transfers increase the opportunities for passengers to travel to different destinations in Soweto without having to spend unnecessary time in Page 190 Chapter 7 — Proposed Routes and Schedules the transfer process, particularly during off peak periods. During the "peak" the headways are sufficiently close to make timed transfer unnecessary. As stated elsewhere in this chapter, there are over 40 places in Soweto where routes cross and to arrange for timed transfer at most points would be impossible. 7.7 Operational Implications This paragraph sets out the total kilometres operated on each route, as well as the number of vehicles required. Full details of the individual trips on which these figures are based, are given in the appendix A. a) Number of kilometres per annum Table 7.1 Expected kilometres per annum BASE PEAK TOTAL Route 101 559 104 1 397 760 1 956 864 Route 102 349 440 280 800 630 240 Route 103A 349 440 1 294 800 1 644 240 Route 103B 489 216 280 800 770 016 Route 103C 640 640 1 292 200 1 932 840 Route 103D 349 440 390 000 739 440 Route 104A 535 808 239 720 775 528 Route 104B 407 680 91 000 498 680 Route 105A 419 328 347 360 766 688 Route 105B 528 528 734 760 1 263 288 Route 106 1 106 560 826 280 1 932 840 TOTAL 5 735 184 7 175 480 12 910 664 Allowance for "depot trips" (see below) 2 089 336 15 000 000 The allowance for depot trips includes servicing kilometres and "dead" trips to parking areas. It is beyond the scope of this study to carry out a Page 191 Chapter 7 — Proposed Routes and Schedules detailed analysis of such additional kilometres, but if buses can be parked at stations overnight, instead of returning to holding areas outside Soweto, "dead" and "unproductive" kilometres can be kept to a minimum. Such parking facilities could be provided at modest cost, as substantial amounts of vacant ground exist at stations such as Naledi and Midway. The cost of security personnel to supervise these facilities will also be a comparatively modest sum, amounting to approximately R250 000 per parking area per year. b) Number of buses required The table below sets out the number of buses required to work each route (based on a seated capacity of 55 and, as stated previously, the existing schedules being operated from Soweto). As in the case of the paragraph above, fuller details of individual buses and trips are set out in the appendices. In addition to the 382 buses required to operate the schedules, an allowance of approximately 10 % is required to cover accidents, repairs, etc. This will increase the fleet requirement to approximately 422 vehicles. Page 192 Chapter 7 — Proposed Routes and Schedilles Table 7.2 Buses per route Route Number of Saturdays * Sundays Number of Base buses outbound trips — buses required Mondays to Friday 101 78 16 16 63 (4) 102 31 16 16 18 (3) 103A 100 16 16 75 (3) 103B 31 16 16 19 (4) 103C 71 16 16 58 (4) 1030 37 - - 23 (3) 104A 27 16 16 15 (4) 104B 21 16 16 9 (3) 105A 39 16 16 25 (4) 105B 50 16 16 34 (4) 106 57 16 16 43 (8) 542 160 160 382 (44) It is possible that additional trips may have to be operated on Saturdays. If this happens, this study assumes that additional revenue would be at least equal to additional costs — i.e. no significant change to the expected financial position. c) Number of drivers The previous table indicated that 382 drivers (one driver per bus) are needed to operate the morning weekday schedules. (This figure consists of 338 "peak" drivers and 44 "base" drivers) who continue to operate after the peak is over. Another 44 "base" drivers take over from these 44 drivers at approximately 13:00 each and every day of the year and continue to operate until approximately 22:00. On weekdays, the other 338 "peak" drivers return to Soweto during the afternoon peak. This gives the following driver requirement: Page 193 Chapter 7 — Proposed Routes and SchedUles 338 "peak" drivers 44 morning base drivers 44 evening base drivers 426 drivers This figure does not include an allowance for sickness or annual paid leave, for which a provision of approximately 15 % should be made. This will increase the driver requirement to approximately 490. The appendices give details of the actual shifts to be worked by the 426 drivers. Duty rosters have also been prepared to ensure that no driver works more than 9 hours a day or 45 hours a week. 7.8 Conclusion This chapter has set out details of a proposed set of road-based formal public transport routes for Soweto and the surrounding areas, based on the objectives of the White Paper and on the additional parameters described in chapter 2. These include adequate route coverage, minimum frequencies and a "spread" of services operating on every day of the year. Accessibility and mobility is thus significantly improved. Furthermore, the co-ordination of modes between road and rail will be assisted by the fact that road routes now call at rail stations to a far greater extent than before. One of the routes, route 106, has major potential for development in that it links Soweto with Pretoria and en route passes through one of the fastest-developing areas in South Africa. The full set of schedules are set out in the appendix A of this study. In chapter 8 of this study these proposed routes will be evaluated from an economic perspective in terms of anticipated costs and income. Page 194 Chapter 8 — Financial Implications of the Proposals CHAPTER 8 FINANCIAL IMPLICATIONS OF THE PROPOSALS 8.1 Introduction Chapter 7 of this study has described the operational aspects of the proposed improvements to formal road public transport in the Soweto area. This chapter will provide an estimate of the financial implications of the proposals. It must be emphasised that the figures are estimates and that more detailed research will be necessary to give accurate projections of expenditure and income. Nevertheless the figures shown are intended to give a reasonable idea of the anticipated financial results and to suggest areas which require deeper analysis. This chapter will be divided into the following sections: Fares policy The "zonal" approach Ticket types Fare structure Fare income Expenditure Financial result 8.2 Fares Policy Chapter 6 of this study has examined some of the research, which has been carried out into fare systems, fare structures and fare policy. Despite the large amount of research reviewed there, it is apparent that no firm guidelines exist as to the most appropriate course of action in the future. The "ideal" fare policy must satisfy so many different objectives that it is unlikely that the authorities can Page 195 Chapter 8 — Financial Implications of the PrOposals be absolutely sure that the policy they have chosen, is the correct one. For example, fare policy must simultaneously ensure that fares are affordable, that revenue is maximised, that passenger levels are maximised, that administrative requirements are minimised, and so on. This study suggests that it would be unnecessary to "reinvent the wheel" in the Soweto context and that a reasonably simple approach, based on the best features of current fare systems used by the different formal public transport operators in the region, be adopted. Johannesburg Metropolitan Bus Service for example offers a monthly ticket allowing unlimited rides to the holder. It can even be transferred from one person to another. This study suggests that a season ticket of this kind has strong marketing potential. PUTCO offers (among others) a "transfer ticket" allowing clipcard users to transfer from one route to another without additional payment. Metrorail offers inexpensive weekly and monthly tickets and adopts a coarsely graduated fare structure thereby avoiding a multitude of different fare values. All of these features could be combined into a unitary fare policy for formal operators in the region, bearing in mind the point made by RAU (1998:166) that "there is no academic, scientific or technical reason why different subsidised operators in the same area should have different fare policies and structures". 8.3 The Zonal Approach Chapter 6 of this study suggested a "zonal" approach in terms of which the region could be divided into "zones" of roughly 100 square kilometres each, fitting together in a grid pattern. This approach is preferable to a "concentric circle" approach since it allows for fares on "orbital" routes to be graduated more easily. The following diagrams illustrate the point: Page 196 Chapter 8 — Financial Implications of the Prbposals Diagram 8.1 Diagram 8.2 With the concentric circle approach (diagram 8.1), a passenger on route AB would pay a fare based on one "zone" while with the grid approach (diagram 8.2), the fare would be based on at least three "zones". The boundaries of zones could, if necessary, be adjusted to take local circumstances into account. 8.4 Ticket types It is suggested that three basic types of tickets be made available: Cash fares; Multi-ride coupons; and Season tickets allowing unlimited travel for a fixed period — say monthly. Within each of these fare types, additional factors must be taken into account, such as cheaper travel for scholars and pensioners, reduced fares for off-peak travel, etc. Obviously the larger the number of permutations, the more complicated the system becomes. 8.4.1 Cash fares Cash fares are undesirable for a number of reasons that fall outside the scope of this study. Nevertheless this study suggests that they should be made available, although they should be pitched at a level designed to discourage the use of Page 197 Chapter 8 — Financial Implications of the Proposals cash. They should be pitched at a level above that of the equivalent fare of an informal operator. 8.4.2 Multi-ride coupons (clipcards) These should be made available at a significant discount to the cash fare. The PUTCO-style "transfer ticker facility should continue to be offered, although it is cumbersome, until a more streamlined method is devised. 8.4.3 Season tickets This type of ticket should be encouraged since it eliminates a considerable amount of administrative red tape, both on and off the vehicle. It should be offered at a discount to the multi-ride coupon. 8.5 Fare Structure A suggested fare structure could be: Table 8.1 Distance Cash fare Multi-ride coupon Monthly season 1-10 km R6 R40 for 10 rides R150 11 — 20 km R8 R50 for 10 rides R180 21 — 30 km R10 R60 for 10 rides R210 31 — 40 km R11 R70 for 10 rides R240 41 — 50 km R12 R80 for 10 rides R270 It can be expected that a R6 cash fare will result in an outcry from certain groups, such as pensioners and scholars, and some relief may have to be granted. It should be firmly borne in mind however that formal public transport fare policy should encourage regular travel, for which the relatively inexpensive monthly season ticket is intended. Page 198 Chapter 8 — Financial Implications of the Proposals Although no research has been carried out into commuters' income levels, this study suggests that cost of the monthly season ticket is roughly equivalent to 10% of the average income of a worker. This is in keeping with the objectives of the White Paper. These tickets should be valid and interchangeable between all formal subsidised services operated in the local authority area. 8.6 Fare Income The purpose of this section is to provide an estimate of fare income, which will be earned on the proposed services. To do this, it is necessary to make a number of assumptions regarding, firstly revenue per passenger and secondly, number of passengers. Each is discussed below. 8.6.1 Revenue per passenger It is assumed that passengers use the different types of tickets in the following proportion: 50 % of passengers use season tickets 45 % of passengers use clipcards 5 % of passengers pay cash These are then divided into zones, as follows: 8.6.1.1 Season tickets It is assumed that season ticket passengers leaving Soweto, travel the following distances: Page 199 Chapter 8 — Financial Implications of the Proposals 1-10 km 10% 11 — 20 km 50 % 21 — 30 km 20 % 31 — 40 km 20 % This assumption is probably conservative, in that probably all passengers from Soweto travel at least 10 km, and a certain number travel more than 40 km but are included in the 31 — 40 km group. Distance Price Weighted Price R R 10% 1 — 10 150 15 50 % 11 — 20 180 90 50 % season 20 % 21 — 30 210 42 20 % 31 — 40 240 48 195 The average price for a season ticket then amounts to R195,00. 8.6.1.2 Clipcards It is assumed that clipcard passengers travel the following distances: 1-10 km 40 % 11 — 20 km 30 % 21 — 30 km 15% 31 — 40 km 15% The short distance fare has been "loaded" to reflect the use of possible "discount" clipcards by scholars and pensioners. Page 200 Chapter 8 — Financial Implications of the Proposals Distance Price Weighted Price R R 40 % 1 — 10 40 16 30% 11 —20 50 15 45 % clipcards -...... , 15 % 21 — 30 60 9 15% 31 — 40 70 10,50 50,50 The average price for a 10-ride clipcard then amounts to R50,50 (assume R50,00). 8.6.1.3 Cash The same distance split as for clipcards has been assumed for cash payers. Distance Price Weighted Price R R 1 — 10 6 2,40 11 — 20 8 2,40 5 % cash 21 — 30 10 1,50 31 —40 11 1,65 7,95 The average price for a cash ticket can be conservatively taken as R7,00. 8.6.2 Number of passengers To arrive at the figure for passenger numbers the following assumptions have been made: Page 201 Chapter 8 — Financial Implications of the PrOposals Monday — Friday All trips before 05:30 carry 40 passengers All trips between 05:30 and 08:00 carry 55 passengers All trips after 08:00 (outward from Soweto) carry 20 passengers All passengers return to Soweto on later trips (mainly the afternoon peak). All trips on Saturdays and Sundays carry 50 passengers each. Table 8.2 Number of passengers Monday — Friday Trips .,.._ Route Trips before Trips 05:30 Trips after Saturday Sunday 05:30 — 08:00 08:00 trips trips 101 3 64 10 16 16 102 2 17 10 16 16 103A 4 77 10 16 16 103B 3 16 10 16 16 103C 14 45 10 16 16 103D 6 18 10 16 16 104A 3 12 10 16 16 104B 2 7 10 16 16 105A 3 23 10 16 16 105B 7 39 10 16 16 106 9 35 10 16 16 56 x 40 344 x 55 110 x 20 160 x 50 160 x 50 2 240 18 920 2 200 8 000 8 000 TOTAL: 23 360 Mon — Fri 23 360 x 2 (return trips) = 46 720 Mon — Fri 46 720 x 5 (weekdays) = 233 600 Saturday 8 000 x 2 (return trips) = 16 000 Sunday 8 000 x 2 (return trips) = 16 000 265 600 passenger trips per week Page 202 Chapter 8 — Financial Implications of the PrOposals If the service is active for 50 weeks the following totals are obtained: 265 600 x 50 (weeks) = 13 280 000 passenger trips per year 13 280 000 4. 12 (months) = 1 106 666 passenger trips per month 50 % of passengers use season tickets. 50 % of 1 106 666 amounts to 553 333 trips made by season users. This must be divided by a factor of 50 trips per month to arrive at the total number of season tickets sold. :. 553 333 + 50 = 11 066. If 11 066 season tickets are sold at a weighted average of R195 each, the monthly income for season tickets sold, will amount to R2 157 870. 45 % of passengers use clipcards. This means 45 % of 1 106 666 and that amounts to 498 000 trips made on clipcards. 498 000 clipcards at R5,00 per trip amounts to R2 490 000. 5 % of passengers pay cash for trips. 5 % of 1 106 666 amounts to 55 333 cash travellers. 55 333 cash trips at R7,00 per trip generate an amount of R387 331. The total monthly fare income amounts to: Season tickets R 2 157 870 Clipcards R 2 490 000 Cash R 387 331 R 5 035 201 The total or R5 035 201 is the fare income per month. To arrive at a total per year, it has to be multiplied by 12. Page 203 Chapter 8 — Financial Implications of the Proposals R 5 035 201 x 12 R60 422 412 The total fare income for the year amounts to R60 422 412. This estimate is conservative, for a number of reasons: As stated previously, the short-distance fare has been "loaded" to allow for discounts. No allowance has been made for higher fares paid by passengers travelling more than 41 km. Route 106 to Pretoria, 101 to Rivonia, 103C to Midrand and 105B to Wadeville are all likely to have passengers in this category. No formal allowance has been made for passengers joining the buses outside Soweto en route to destinations such as Westgate, Cresta, Sandton, Midrand, Pretoria, Eastgate and Alberton. There could be a significant number in this category, sufficient to increase revenue by as much as 10 %. The use of a 50-trip factor for season tickets "waters down" the income from this source. Metrorail uses a 44-trip factor, based on its experience of season ticket users. 8.7 Expenditure It has not been the purpose of this study to provide a detailed analysis of the expenditure regarding the proposed routes. The main purpose of this study has been to propose routes and schedules that will give commuters and the general public a higher level of service. Against this background however, certain basic Page 204 Chapter 8 — Financial Implications of the Proposals calculations have been done to give an estimate of expenditure. In order to arrive at a "ball-park" figure, this study has used the figure of R8/km to arrive at a figure for expenditure. The figure of R8/km has also been confirmed verbally by the South African Bus Operators Association as a reasonable estimate of cost for transport operations similar to those operated in Soweto. In fact, it is considered that this figure might even be slightly conservative. Applying the R8/km rate to the anticipated kilometres to be operated, which comes to +15 million, gives a figure of R120 million. If an estimated fare income of R60 422 412 is taken into account the cost coverage of the proposed route network is about 50 %. This means that a subsidy of R60 million per year would be necessary for the implementation of the proposals. These figures can also be compared with estimated financial results of the rail operation in Soweto. In chapter 4 of this study, a summary was given for the expenditure in the Wits Metrorail region. This was stated as R573 million. The Soweto rail operation makes up 35 % of this region, giving an expenditure figure for Soweto of R200 million. If one furthermore assumes a 40 % cost recovery for Soweto, (see diagram 4.12 of this study) the income figure amounts to R80 million. This means that a shortfall of R120 million can be assumed for the Soweto rail operation. It is beyond the scope of this study to do a detailed analysis of the differences between bus and rail subsidy, although it is recommended that a proper investigation be carried out into these figures. 8.8 Conclusion This chapter has given an overview of the anticipated financial results of the proposals outlined in chapter 7. It suggested a fare structure based on a zonal "grid" system, which could be applied to the entire Witwatersrand area. All formal public transport modes would be included in this structure. It suggested three types Page 205 Chapter 8 — Financial Implications of the Proposals of ticket — namely cash, multi-ride coupon and unlimited monthly season. It estimated the monthly income to be earned by each kind of ticket, based on assumptions regarding ticket usage and distances travelled by passengers. This chapter also estimated the costs of the proposed network. Based on conservative estimates of revenue and cost, the study arrives at a cost coverage of 50 %, or an annual shortfall of R60 million. This chapter has suggested that this shortfall is modest when seen against the background of better frequencies, improved area coverage and vastly improved linkages with other modes, all of which will assist in achieving the Government's objectives of improved public transport. It has not been the purpose of this study to compare the proposed schedules with existing schedules in any detail or to compare anticipated costs and revenues with existing costs and revenues. Rough calculations by the author indicate that total kilometres with the proposed network are approximately 35 - 40 % higher than existing kilometres. This is due to the introduction of a minimum hourly off-peak service on all days of the year, something that does not exist at present. The costs, which are kilometre-related, can be expected to rise by a similar percentage. The study has also not set out to carry out a detailed analysis of anticipated revenue. As stated in chapter 7, it has assumed that there will be no increase in passengers originating in Soweto. This assumption is probably conservative but until operational experience is gained, it is probably "safer" not to be over-optimistic. Neither does the study take account of an increase in passengers originating outside Soweto although significant increases can be predicted. The proposed routes pass through areas that currently have no focussed public transport. It has also been beyond the scope of this study to carry out a detailed calculation of costs. This will obviously have to be done at some stage in order to determine the amount of funding — both capital and operational — required to launch the network and to operate the services thereafter. Page 206 Chapter 8 — Financial Implications of the PrOposals The maps will show that the proposed routes serve a wider area on a more formal basis than before. This means that much more places can be reached and that more people fall within the parameters stated in chapter 2 of this study. This chapter together with chapter 7 can be regarded as the focal point of this study because it is in these two chapters that the research by the author has come together in the form of practical suggestions for the future. While Chapters 2 to 6 focused on previous research into public transport and also quoted several sources, Chapters 7 and 8 have shifted the focus away from debating previous research, to formulating new ideas. Chapter 9 will give a brief overview of the previous chapters and will conclude this study. Page 207 Chapter 8 — Financial Implications of the Proposals REFERENCES Rand Afrikaans University. 1998. Guidelines for Passenger Transport in South Africa. Johannesburg: Rand Afrikaans University. South African Rail Commuter Corporation. 1994. Published timetables. Metrorail: Published timetables. 1998. PUTCO Limited: Unpublished internal working timetables for the Soweto area 1997. Page 208 Chapter 9 - Conclusion CHAPTER 9 CONCLUSION 9.1 Introduction The purpose of this chapter is to summarise the individual chapters of the study and to suggest the way forward. It is divided into the following sections: A review of the study The way forward 9.2 Review of study Chapter 1 commenced the study by describing some of the problems currently being experienced in public passenger transport, as identified by the MSA project report of 1998. It outlined the scope of the study, noting that it would be confined to formal road-based public transport in Soweto and the surrounding areas. It also provided some background to the study and noted that the MSA report of 1998 is the most recent study to be carried out into urban transport. It also quoted the South African Commuters Organisation (SACO) as calling for "vigorous delivery" in public transport as well as "vigorous debate". The methodology of the study was also described. Chapter 2 reviewed proposed legislation and quoted parts of the White Paper on transport. The new principle of "regulated competition" based on permissions, contracts and concessions was described. It stated that a number of additional guidelines might well be necessary to achieve the objectives of national transport policy. These include the principle that, no journey on public transport in an urban area should take more than three times longer than the same journey by private car. Supporting this principle are sub-parameters relating to route coverage, minimum levels of service and availability (or spread) of service throughout the day. It noted that minimum guaranteed levels of service can be achieved only Page 209 Chapter 9 - Conclusion through a formal network of laid-down routes and schedules. (This does not imply that the informal sector would be prejudiced in any way, however). Furthermore it was stated that additional safeguards might also be required to ensure that authorities show the necessary commitment to achieve the objectives of better public transport. It also examined certain aspects of the role of the proposed Transport Authorities (TAs). Chapter 3 briefly described some aspects of heavy rail operations, including its accessibility, availability and integration with other modes. It has concluded that a number of shortcomings exist, shich can be overcome only by integrating rail with supporting road services by offering co-ordinated routes, schedules and ticketing systems. Chapter 4 briefly described some of the research into public transport in the Johannesburg/Soweto area. This includes brief details of routes operated by both rail and road services, brief statistics relating to "corridor" movements and a review of some of the conclusions arrived at in some of the studies which have taken place over the years. Chapter 5 reviewed the rationale behind improved public transport. It referred to the Spencer commission report of 1934, noting that several of the commission's findings and recommendations remain valid to the present day. It quoted the NITRR investigation into the co-ordination of public transport, noting that the conditions for successful implementation of co-ordinated services are far more favourable today than they were in 1979 when the NITRR report was first published. It also referred to the MSA report of 1998 and noted that it touched on many of the problems facing public transport in South Africa. The MSA report also mentions certain ideas as to how some of these problems can be overcome. It should be noted that specifically one idea in the MSA report, the idea of 'corridorisation', can be linked with the author's own proposals made in Chapter 7. This is so because the routes proposed in Chapter 7 can easily serve as corridors, in the Soweto area itself, but also leading out to other areas, including Pretoria. Page 210 Chapter 9 - Conclusion Chapter 6 reviewed some of the voluminous research into fare structures and fare policy, both from a national and international perspective. It concluded that the time is ripe for a practical policy decision to integrate the fare system of all subsidised operators in the same area. Chapter 7 gave details of a new road-based route network for formal public transport in the Soweto and surrounding areas. These proposals are based on policy guidelines intended to provide minimum guaranteed levels of service, in terms of route coverage, minimum frequencies and availability of service during at least 15 hours of every day. It suggested that better connections between these services and those of other formal operators in the area will substantially improve the quality of formal public transport. It noted that the new, improved services have the potential to strongly promote the objectives of the government's White Paper on transport. Chapter 8 provided details of a proposed fare structure and a through- ticketing policy to underpin the co-ordination of, and improvements to formal routes and schedules. It provided estimates of income and expenditure and suggested that the anticipated shortfall is a modest one, when seen against the background of the broader objectives of the government's desire to move away from "commuter-only" formal public transport and to improve links between previously disadvantaged areas and the wider community. 9.3 The way forward The RAU Guidelines for Public Transport (1998:164) make a number of suggestions which are relevant to this study. Some of them are listed below: • Much of the current research into passenger transport appears to revolve around infrastructural matters and mere data gathering. There is an urgent need for hands-on demonstration projects involving the introduction of new routes and improved schedules to test public reaction. These projects should include rural and urban areas. Page 211 Chapter 9 - Conclusion Most major shopping centres and office parks throughout the country are poorly served by formal public transport. A much stronger focus on major generators of traffic is required. Minimum levels of service (hourly at least) should be introduced to serve them and from as many different directions as possible. This can be done at no extra capital cost, by using vehicles redeployed as a result of savings due to better scheduling and routing in other parts of the urban area. However, this will most probably lead to increased operating costs and therefore increased subsidy. Although the lack of adequate road and pedestrian facilities near most railway stations make them unsuitable as interchange points, more can be done to integrate road and rail services at key stations. Many bus routes can be rearranged to achieve this. A harmonised fare system is needed to facilitate the integration of rail and road operators. There is no academic, scientific or technical reason why different subsidised operators in the same area should have different fare policies and structures. The marketing of public transport will be greatly assisted by the existence of an integrated route pattern with reasonably good connections between bus/bus and bus/rail, and the harmonisation of fares. The level of cost coverage of the new service should improve as a result. The proposals made in this study will address the issues listed above to a substantial extent. In order to expedite the proposals, the following suggestions are made: 1. A "core team" consisting of people committed to the cause of improving public transport should be assembled to oversee the implementation of the new system. This team could be drawn from central, provincial and local government officials, staff of existing operators, co-opted advisers and members of the commuting public. As such, the "core team" could become the basis of an embryonic Transport Authority. Page 212 Chapter 9 - Conclusion This core team should work closely with all stakeholders, including the general public, in an open and transparent manner. This study notes that the general public is largely unaware of the interim contract process so far. It also concedes that stakeholders are understandably unwilling to divulge sensitive information. Nevertheless it is vital that an open, consultative process be followed. This will include a thorough financial assessment to arrive at the amount of additional funding, if any, that may be required. This study acknowledges that the successful implementation of these proposals will require a considerable amount of advance publicity, marketing and planning. It suggests that the public be introduced to the new network by operating the "base" schedules over a number of consecutive weekends. This will familiarise not only the public, but also the operating staff to the new system. The successful introduction of services in the area under consideration will serve as a strong model for similar initiatives elsewhere in the area as well as nation-wide. The study acknowledges the fact that many of the issues, which have been addressed, require more detailed research. It also recognises that many issues have not yet been addressed at all. Nevertheless, it is hoped that the proposals made in this study will significantly contribute towards providing higher levels of formal public passenger services in Soweto and surrounding areas, and in so doing, make a substantial contribution towards the upliftment of the area. Page 213 Bibliography BIBLIOGRAPHY A Fairer Fare System. 1994. OC Transport. Betril Sturesson. 1991. A single ticket revolution of travel in Sweden. Automated Ticketing and Revenue Collection. Bly, P.H. 1982. The effect of fares on bus patronage. Transport and Road Research Laboratory: Supplementary Report 733. Berkshire: Crowthome. Bly, P.H. & Oldfield, R.H. Relationships between public transport subsidies and fares service costs and productivity. Transport and Road Research Laboratory: Research Report 24. Berkshire: Crowthorne. Undated. Brattan, W.J. (Chief). 1991. Crime Prevention Through Environmental Design Prepared by the New York City Transit Police. APTA Security Workshop. New York. Browning, P. 1983. Advanced Marketing Techniques for Urban Transportation. National Institute for Transport and Road Research, CSIR. Browning, P. & Smith, R. 1983. Urban Transport in Conditions of Reduced Financial Support. National Institute for Transport and Road Research, CSIR. Bus Transit Fare Collection Equipment Overview. Transportation Systems Centre. US Department of Transport. Undated. Case, D.J. & Latchford, J.L.R. 1981. A comparison of public transport in cities in South East Asia. Transport and Road Research Laboratory: Supplementary Report 659. Berkshire: Crowthorne. Cervero, R. 1981. Flat versus differentiated transit pricing. What's a fair fare? Transportation, 10, 185 — 199. Page 215 Bibliography Cervero, R. 1990. Transit Pricing Research: A review and synthesis. Transportation, 17, 117 — 139. Cheung, Y.H.F. 1992. An International Study of Changing Fare Systems/Structures in Urban Public Transport. Ministry of Transport and Public Works, The Netherlands. Cloete, J.J. 1998. Planning for the implementation of interim and tendered contracts. Greater Pretoria Metropolitan Council. Pretoria. Co-ordination of Public Passenger Transport: Recommendations for Metropolitan Transport Areas of South Africa. 1979. National Institute for Transport and Road Research: Technical Report RT/45/79. Pretoria. Cruz, E.R. 1996. Capital Improvement Programme July 1996 — June 2005. San Francisco Municipal Railway. San Francisco: Municipal Railway Reproduction. Cruz, E.R. 1996. Short Range Transit Plan. San Francisco Municipal Railway. San Francisco: Municipal Railway Reproduction. Dimitriou, H.T. (Ed). 1990. Transport Planning for Third World Cities. London: Routledge. Fairhurst, M. 1991. The effects of Travelcards in London on transport operations and passenger demand. The Travelcard Balance Sheet. Fare Policy Statement. 1991. London Transport. Graham, D.A. 1990. Financial Implications for Local Governments of Alternative Fare Systems. Transportation,17, 32 - 41. Gutknecht, R. 1990. Alternative Fare Systems. Transportation, 17, 183 - 190. Page 216 Bibliography Haritos, Z.J. 1989. Public Transport Enterprises in Transition. Hughes, P. 1980. Fares elasticity of suburban rail travel. Transport and Road Research Laboratory: Supplementary Report 614. Berkshire: Crowthome. Johannesburg Metropolitan Bus Services. 1997. Financial Statement for the year ended March 1997. Johannesburg Metropolitan Land Use/Transportation Structure. 1989. The strategy revision and Jomet Lutsplan Exercise for 2005: Executive Memorandum. Johannesburg. Kennedy, T.L. 1986. Calculation of Railway Unit Costs in South Africa. NITTR Technical Report, RT/44. Kerin, P.D. 1992. Efficient Bus Fares. Transport reviews, Volume 1. London, UK. Lipman, V. & Van der Reis, P. 1987. Developing affordable and acceptable subsidy options. National Institute for Transport and Road Research: Technical Report, RR/495. Masstran feasibility study. 1979. Masstran Consortium. Metrorail: Corporate Report, 1996/97. Johannesburg. Metrorail: Chief Executive Officer's Overview, 1996/97. Johannesburg. Metrorail: Executive Directors Report, 1996/97. Johannesburg. Metrorail: Published timetables, 1998. Johannesburg. Mostert, C.W.V. 1995. Guidelines for Passenger Transport in South Africa : A multi- modal analysis. D.Com Thesis. Rand Afrikaans University: Johannesburg. Page 217 Bibliography Moving South Africa. 1998. Report and Strategic Recommendations. Department of Transport, Pretoria. National Institute for Transport and Road Research. 1979. Co-ordination of Public Passenger Transport: Recommendations for Metropolitan Transport Areas of South Africa. Technical Report RT/45/79. Pretoria. Oosthuizen, A.J.G., Swart, C.F. & Rodenwoldt, E.D. 1979. Developmental Management of Greater Soweto. Johannesburg: Rand Afrikaans University. Putco: Corporate Report, 1997/98. Johannesburg. Putco: Unpublished internal working timetables for the Soweto area, 1997. Johannesburg. Quarmby, D.A. 1993. Effect of Alternative Fares Policy in Operational Efficiency: British Experience. London, UK. Raby, A.J. & Zachary, S. 1977. The effect of free public transport on the journey to work. Transport and Road Research Laboratory: Supplementary Report 338. Berkshire: Crowthome. Rand Afrikaans University. 1998. Guidelines for Passenger Transport in South Africa. Johannesburg: Rand Afrikaans University. Republic of South Africa. 1974. Report of the Committee of Inquiry into Urban Transport Facilities in the Republic. Pretoria: Government Printer. Richards, M.G. 1991. Advanced Magnetic Ticketing in Singapore. Transportation, 18, 111 - 115. South African Rail Commuter Corporation. 1994. Published timetables. Page 218 Bibliography Spencer, C.J. 1934. Commission of Inquiry into Transport in the City of Johannesburg. City Council of Johannesburg. Sturesson, B. 1991. A single ticket revolution of travel in Sweden. Automated Ticketing and Revenue Collection. London, UK. Symposium a public transport fare structure : papers and discussion. Transport and Road Research Laboratory: Supplementary Report 37 UC. Berkshire: Crowthorne. Undated. Symposium on public transport fare structure : summary of proceedings. Transport and Road Research Laboratory: Supplementary Report 36 UC. Berkshire: Crowthorne. Undated. The National Land Transport Act. 1997. Pretoria: Government Printer. The White Paper on Transport Policy. 1996. Department of Transport, Pretoria. Tunbridge, R.J. 1980. A comparison of optional minibus, dial-a-bus and conventional services. Transport and Road Research Laboratory. Laboratory Report 928. Berkshire: Crowthorne. UITP. 1991. Bus Operators Volume 8. Public Transport. UITP. 1989. Revue Volume 38(2). Walters, J. 1998. The role of institutional structures at metropolitan level in SA in organising public bus transport. In Freeman, P. & Jamet, C. Urban Transport Policy: A Sustainable developmental tool. Proceedings of the international conference CODATU VIII. Rotterdam: A.A. Balkema. Page 219 Bibliography Webster, F.V. 1983. The importance of cost minimisation in public transport operations. Transport and Road Research Laboratory. Supplementary Report 766. Berkshire: Crowthome. Page 220 APPENDIX A Detail schedules for proposed routes Routes 101, 102, 103A, 103B, 103C, 103D, 104A, 104B, 105A, 105B and 106 ROUTE 101 BUS NO. r NAL CH STN RIV 1 STN CH NAL 1 0440 0520 0610 0640 0800 0840 P1 0530 0620 0620 0710 0750 P2 0500 0540 0630 0700 P3 0545 0635 0635 0725 0805 P4 0548 0638 0708 P5 0552 0642 0645 0735 P6 0520 0555 0645 0715 P7 0557 0647 0647 0737 P8 0559 0649 P9 0600 0651 0721 P10 0603 0653 P11 0605 0655 P12 0607 0657 P13 0609 0659 P14 0530 0611 0701 0731 P15 0613 0703 P16 0615 0705 P17 0617 0707 P18 0619 0709 3 0540 0620 0710 0740 0810 0900 0940 P19 0623 0715 0745 P20 0625 0715 P21 0628 0748 P22 0550 0630 0720 P23 0650 0750 P24 0635 0725 P25 0632 0752 P26 0600 0640 0730 P27 0634 0754 P28 0645 0735 P29 0636 0756 P30 0610 0650 0740 P31 0638 0758 P32 0655 0745 P33 0650 0800 P34 0615 0655 0750 P35 0642 0802 P36 0705 0755 P37 0645 0805 P38 0715 0800 P39 0647 0807 P40 0717 0807 P41 0649 0809 • P42 0719 0809 P43 0652 0812 P44 0722 0812 P45 0620 0700 0815 P46 0730 0815 P47 0700 0820 P48 0730 0820 P49 0625 0705 0825 P50 0730 0825 P51 0725 0830 P5 0740 0830 ROUTE 101 (CONT.) BUS NO. NAL CH STN RIV STN CH NAL 0635 0715 0835 P53 0740 0835 5 0640 0720 0840 1000 1040 P54 0645 0725 0845 P55 0730 0820 P56 0655 0735 0825 P7 0740 0830 P57 0710 0750 0910 P58 0720 0800 0920 P59 0730 0810 0930 7 0740 0820 0940 1100 1140 P1 0755 0835 0950 P3 0810 0850 0940 1 0840 0920 1040 1200 1240 3 0940 1020 1140 1300 1340 5 1040 1120 1240 1400 1440 7 1140 1220 1340 1500 1540 P1 1420 1540 1620 P2 1440 1600 1640 2 1300 1340 1500 1620 1700 P3 1535 1625 P4 1510 1630 1710 P5 1543 1633 P6 1516 1636 1716 P7 1549 1639 P8 1552 1642 P9 1525 1645 1725 P10 1558 1648 P11 1601 1651 1731 P12 1604 1654 P13 1607 1657 P14 1540 1700 1740 P15 1615 1705 P16 1620 1710 1750 P17 1625 1715 4 1400 1440 1600 1720 1800 P18 1632 1722 P19 1603 1723 P20 1635 1725 1805 P21 1607 1727 P22 1639 1729 1809 P23 1611 1731 P24 1643 1733 • P25 1615 1735 1815 P26 1647 1737 P27 1619 1739 P28 1651 1741 1821 P29 1623 1743 P30 1655 1745 1825 P31 1627 1747 P32 1659 1749 P33 1630 1751 1831 P34 1703 1753 P35 1635 1755 ROUTE 101 (CONT.) BUS NO. NAL CH STN RIV STN CH NAL P36 1707 1757 P37 1639 1759 P38 1710 1800 1840 P39 1641 1801 P40 1712 1802 P41 1643 1803 P42 1714 1804 P43 1646 1806 P44 1718 1808 P45 1650 1810 1850 P46 1722 1812 P47 1654 1814 P48 1726 1816 P49 1658 1818 6 1500 1540 1700 1820 1900 P52 1705 1.825 1905 P53 1740 1830 P54 1715 1835 1915 P56 1750 1840 P50 1755 1845 1925 P51 1730 1850 P55 1810 1900 1940 P57 1750 1910 1950 8 1600 1640 1800 1920 2000 P58 1820 1940 2020 P59 1840 2000 2040 2 1700 1740 1900 2020 2100 4 1800 1840 2000 2120 2200 6 1900 1940 2140 - 2220 2300 8 .- 2000 2040 2200 2320 2400 ROUTE 102 BUS NO. NAL DOBS CBD DOBS NAL 1 0430 0500 0600 0700 0730 P1 0500 0530 0630 0730 P2 0545 0645 2 0530 0600 0700 0800 0830 P3 0605 0705 P4 0540 0610 0710 P5 0615 0715 P6 0550 0620 0720 P7 0625 0725 P8 0600 0630 0730 P9 0635 0735 P10 0610 0640 0740 P11 0645 0745 P12 0620 0650 0750 3 0630 0700 0800 0900 0930 P13 0640 0710 0810 P14 0650 0720 0820 P1 0730 0830 P15 0715 0745 0845 1 0730 0800 0900 1000 1030 2 0830 0900 1000 1100 1130 3 0930 1000 1100 1200 1230 1/4 1030 1100 1200 1300 1330 2/5 1130 1200 1300 1400 1430 3/6 1230 1300 1400 1500 1530 4 1330 1400 1500 1600 1630 P1 1520 1620 1650 P2 1540 1640 1710 5 1430 1500 1600 1700 1730 P3 1607 1707 P4 1615 1715 1745 P5 1622 1722 P6 1630 1730 1800 P7 1635 1735 P8 1640 1740 1810 P9 1645 1745 P10 1650 1750 1820 P11 - 1655 1755 6 1530 1700 1800 1830 P12 1710 P13 1720 1810 1840 P14 1740 1820 1850 4 1630 1800 P15 1820 1840 1910 5 1730 1900 1900 1930 6 1830 2000 1920 1950 4 1930 2000 2000 2030 5 2030 2100 2100 2130 6 2130 2200 ROUTE 103A BUS NO. KLIPTOWN ORLANDO HI LLBROW ORLANDO KLIPTOWN P51 0656 0751 P52 0657 0752 P53 0658 0753 P54 0659 0754 P55 0635 0700 0755 P56 0701 0756 P57 0702 0757 P58 0703 0758 P59 0704 0759 5 0640 0705 0800 0855 0920 P1 0706 0801 P60 0707 0802 P61 0708 0803 P62 0709 0804 P63 0645 0710 0805 P64 0711 0806 P65 0712 0807 P66 0713 0808 P67 0714 0809 P68 0650 0715 0810 P2 0717 0812 P69 0655 0720 0815 P70 0700 0725 0820 P3 0730 0825 P71 0710 0735 0830 P4 0740 0835 P72 0720 0745 0840 P5 0750 0845 1 0740 0805 0900 0955 1020 P6 0820 0915 3 0840 0905 1000 1055 1120 5 0940 1005 1100 1155 1220 1 / 2 1040 1105 1200 1255 1320 3 / 4 1140 1205 1300 1355 1420 P1 1330 1425 1450 5 / 6 1240 1305 1400 1455 1520 P2 1430 1525 1550 2 1340 - 1405 1500 1555 1620 P1 1425 1520 1615 1640 P6 1535 1630 1655 P7 1550 1645 1710 P8 1555 1650 1715 4 1440 1505 1600 1655 1720 P9 1604 1659 P10 1606 1701 1726 P11 1608 1703 P12 1610 1705 1730 P13 1612 1707 ROUTE 103A (CONT.) BUS NO. KLIPTOWN ORLANDO HILLBROW ORLANDO KLIPTOWN P14 1613 1708 1733 P15 1614 1709 P16 1615 1710 1735 P17 1616 1711 P18 1617 1712 P19 1618 1713 1738 P20 1619 1714 P21 1620 1715 1740 P22 1621 1716 P23 1622 1717 P24 1623 1718 P25 1624 1719 1744 P71 1625 1720 P26 1626 1721 1746 P27 1627 1722 P28 , 1628 1723 P29 1629 1724 P30 1630 1725 1750 P31 1631 1726 P32 1632 1727 1752 P33 1633 1728 P34 1634 1729 P35 1635 1730 1755 P36 1636 1731 P37 1637 1732 1757 P38 1638 1733 P39 1639 1734 P72 1640 1735 1800 P40 1641 1736 P41 1642 1737 1802 P42 1643 1738 P43 1644 1739 P44 1645 1740 1805 P45 1646 1741 P46 1647 1742 P47 1648 1743 1808 P48 1649 1744 P49 1650 1745 1810 P50 1651 1746 P51 1652 1747 P52 1653 1748 1813 P53 1654 1749 P54 1655 1750 1815 P55 1656 1751 P56 1657 1752 P57 1658 1753 1818 P58 1659 1754 6 1540 1605 1700 1755 1820 ROUTE 103A (CONT.) BUS NO. 1 KLIPTOWN ORLANDO HILLBROW ORLANDO KLIPTOWN P59 1702 1757 P60 1704 1759 P61 1706 1801 1826 P62 1708 1803 P63 1710 1805 P64 1715 1810 1835 P65 1720 1815 P66 1725 1820 1845 P67 1730 1825 P68 1735 1830 1855 ' P69 1740 1835 P70 1750 1845 1905 2 1640 1705 1800 1855 1920 1 P71 1720 1815 1910 1935 P72 1735 1830 1925 1950 4 1740 1805 1900 1955 2020 6 1840 1905 2000 2055 2120 2 1940 2005 4 2040 2105 6 2140 2205 ROUTE 103B BUS CH NCAN GREY FOUR- NCAN CH NO. WAYS 1 0420 0445 0620 0755 0820 P1 0505 0640 P2 0500 0525 0700 P3 0535 0710 3 0520 0545 0720 0855 0920 P4 0555 0730 P5 0540 0605 0740 P6 0550 0615 0750 P7 0617 0752 P8 0555 0620 0755 P9 0600 0625 0800 P10 0628 0803 P11 0605 0630 0805 P12 0615 0640 0815 5 0620 0645 0820 0955 1020 P13 0630 0700 0835 P14 0650 0715 0850 P15 0705 0730 0905 7 0720 0745 0920 1055 1120 1 0820 0845 1020 1155 1220 3 0920 0945 1120 1255 1320 5 1020 1045 1220 1355 1420 7 1120 1145 1320 1455 1520 2 1220 1245 1420 1555 1620 4 1320 1345 1520 1655 1720 P1 1535 1735 P2 1600 1800 6 1420 1445 1620 1755 1820 P3 1625 1825 P4 1630 1830 P5 1635 1835 P6 1640 1840 P7 1645 1845 P8 1650 1850 P9 1655 1855 P10 1700 1900 P11 1705 1905 P12 1710 1910 P13 1715 1915 8 1520 1545 1720 1855 1920 P14 1735 1935 P15 1750 1950 2 1620 1645 1820 1955 2020 4 1720 1745 1920 2055 2120 6 1820 1845 2020 2155 2220 8 1920 1945 2120 2255 2320 ROUTE 103C BUS NO. MER NCAN KRAM MIDR KRAM NCAN MER 1 0410 0445 0550 0610 0630 0735 0810 P1 0420 0455 0600 0600 0705 0740 P2 0425 0500 0605 P3 0505 0610 0630 P4 0510 0615 P5 0440 0515 0620 0640 P6 0520 0625 P7 0525 0630 P8 0530 0635 P9 0500 0535 0640 0700 P10 0540 0545 P11 0542 0647 P12 0544 0649 2 0510 0545 0650 0710 0730 0835 0910 P13 0548 0653 P14 0550 0655 P15 0552 0657 P16 0554 0659 P17 0520 0555 0700 0720 P18 0558 0703 P19 0600 0705 P20 0602 0707 P21 0530 0605 0710 0730 P22 0606 0711 P23 0607 0712 . P24 0608 0713 P25 0609 0714 P26 0535 0610 0715 P27 0611 0716 P28 0612 0717 P29 0613 0718 P30 0614 0719 P31 0540 0615 0720 0740 P32 0616 0721 P33 0617 0722 . P34 0618 0723 P35 0619 0724 P36 0545 0620 0725 P37 0621 0726 P38 0622 0727 P39 0623 0728 P40 0624 0729 P41 0550 0625 0730 0750 ' P42 0626 0731 P43 0628 0733 P44 0630 0735 P45 0632 0737 P46 0600 0635 0740 0800 P47 0640 0745 3 0610 0645 0750 0810 0830 0935 1010 P48 0650 0755 P49 0620 0655 0800 0820 P50 0630 0705 0810 P51 0640 0715 0820 0840 ROUTE 103C (CONT.) BUS NO. MER NCAN KRAM MIDR KRAM NCAN MER P52 0650 0725 0830 P53 0700 0735 0840 4 0710 0745 0850 0910 0930 1035 1110 P54 0720 0755 0900 P1 0740 0815 0920 1 0810 0845 0950 1010 1030 1135 1210 2 0910 0945 1050 1110 1130 1235 1310 . 3 1010 1045 1150 1210 1230 1335 1410 4 1110 1145 1250 1310 1330 1435 1510 P2 1410 1515 1550 5 1230 1305 1410 1430 1450 1555 1630 P2 1510 1615 1650 P1 1530 1710 P3 1520 1540 1720 6 1330 1405 1510 1530 1550 1655 1730 P4 1600 1705 P5 1543 1603 1708 P6 1606 1711 1746 P7 1609 1714 P8 1613 1718 P9 1556 1616 1721 1756 P10 1619 1724 P11 1621 1726 P12 1623 1728 P13 1625 1730 1805 P14 1627 1732 P15 1629 1734 P16 1631 1736 P17 1613 1633 1738 P18 1635 1740 1815 P19 1636 1741 P20 1637 1742 P21 1618 1638 1743 P22 1639 1744 P23 1640 1745 1820 P24 1641 1746 P25 1642 1747 P26 1643 1748 P27 1644 1749 P28 1646 1751 1826 P29 1648 1753 7 1430 1505 1610 1630 1650 1755 1830 P30 1652 1757 P31 1634 1654 1759 P32 1656 1801 P33 1658 1803 P34 1700 1805 1840 P35 1702 1807 P36 1704 1809 P37 1706 1811 P38 1708 1813 P39 1710 1815 1850 P40 1712 1817 ROUTE 103C (CONT.) BUS NO. MER NCAN KRAM MIDR KRAM NCAN MER P41 1654 1714 1819 P42 1716 1821 P43 1718 1823 P44 1720 1825 1900 P45 1723 1828 P46 1706 1726 1831 P47 1729 1834 P48 1732 1837 P49 1715 1735 1840 1915 P50 1738 1843 P51 1721 1741 1846 P52 1744 1849 8 1530 1605 1710 1730 1750 1855 1930 P53 1805 1910 1945 P54 1820 1925 2000 5 1630 1705 1810 1830 1850 1955 2030 6 1730 1805 1910 1930 1950 2055 2130 7 1830 1905 2010 2030 2050 2155 2230 8 1930 2005 2110 2130 2150 2255 2330 ROUTE 103D BUS NO. NAL DOBS CBD DOBS NAL 1 0430 0500 0600 0700 0730 P1 0450 0620 0720 0750 P2 0500 0630 P3 0510 0640 P4 0520 0650 3 0530 0600 0700 0800 0830 P5 0605 0705 P6 0540 0710 P7 0545 0715 P8 0550 0720 P9 0555 0725 P10 0600 0730 P11 0605 0735 P12 0640 0740 P13 0615 0745 P14 0650 0750 P15 0625 0755 5 0630 0700 0800 0900 0930 P16 0635 0705 0805 P17 0645 0715 0815 P18 0700 0730 0830 P19 0715 0845 1 0730 0800 0900 1000 1030 P20 0745 0915 P1 0800 0930 3 0830 0900 1000 1100 1130 5 0930 1000 1100 1200 1230 1 / 2 1030 1100 1200 1300 1330 3 / 4 1130 1200 1300 1400 1430 5 / 6 1230 1300 1400 1500 1530 2 1330 1400 1500 1600 1630 P1 1520 1620 1650 P2 1530 1630 1700 P19 1545 1645 4 1430 1500 1600 1700 1730 P3 1605 1705 P4 1610 1710 1740 P5 1615 1715 P6 1620 1720 1750 P7 1625 1725 P20 1630 1730 P8 1635 1735 1805 P9 1640 1740 P10 1645 1745 1815 P11 1650 1750 1820 P12 1655 1755 6 1530 1600 1700 1800 1830 P13 1707 1807 P14 1715 1815 1845 P15 1725 1825 1855 P16 1735 1835 1905 P19 1645 1745 1845 1915 2 1630 1700 1800 1900 1930 P20 1730 1830 1930 2000 ROUTE 103D (CONT.) BUS NO. NAL DOBS _ CBD DOBS NAL 4 1730 1800 1900 2000 2030 6 1830 1900 2000 2100 2130 2 1930 2000 4 2030 2100 6 2130 2200 ROUTE 104A BUS CH DOBS HYP NGT 4W NGT HYP DOBS CH NO. 1 0420 - 0500 0620 0640 0740 0820 P1 0500 0540 0615 0640 3 0520 0600 0720 0740 0840 0920 P2 0530 0610 0645 P3 0540 0620 0740 P4 0625 0700 P5 0550 0630 0705 P6 0635 0710 P7 0600 0640 0800 P8 0645 0720 P9 0610 0650 0725 5 0620 0700 0820 0840 0940 1020 P10 0635 0715 0750 P11 0650 0730 0805 0850 7 0720 0800 0920 0940 1040 1120 1 0820 0900 1020 1040 1140 1220 3 0920 1000 1120 1140 1240 1320 5 1020 1100 1220 1240 1340 1420 7 1120 1200 1320 1340 1440 1520 2 1220 1300 1520 1440 1540 1620 4 1320 1400 1520 1540 1640 1720 1 1550 1615 1645 1725 2 1630 1650 1730 3 1550 1610 1635 1705 1745 4 1640 1710 1750 5 1645 1715 1755 6 1650 1720 1800 7 1610 1630 1655 1725 1805 8 1700 1730 1810 6 1420 1500 1715 1740 1820 P9 1730 1750 1830 P10 1745 1805 1845 P11 1700 1720 1820 1900 8 1520 1600 1720 1740 1840 1920 2 1620 1700 1820 1840 1940 2020 4 1720 1800 1920 1940 2040 2120 6 1820 1900 2020 2040 2140 2220 8 1920 2000 2120 2140 2240 2320 ROUTE 104B BUS NO. MID DOBS KRUG I DOBS MID 1 0430 0500 0600 I 0700 0730 P1 0510 0540 0640 2 0530 0600 0700 I 0800 0830 P2 0545 0615 0715 P3 0600 0630 0730 P4 0610 0640 0740 P5 0620 0650 0750 3 0630 0700 0800 I 0900 0930 P6 0650 0720 0820 1 0730 0800 0900 I 1000 1030 2 0830 0900 1000 I 1100 1130 3 0930 1000 1100 I 1200 1230 1 / 4 1030 1100 1200 I 1300 1330 2 / 5 1130 1200 1300 I 1400 1430 3 / 6 1230 1300 1400 I 1500 1530 4 1330 1400 1500 I 1600 1630 5 1430 1500 1600 I 1700 1730 P1 1610 I 1710 1740 P2 1620 1720 1750 P3 1630 1730 1800 P4 1640 1740 1810 6 1530 1600 1700 1800 1830 P5 1720 1820 1850 P6 1740 1840 1910 4 1630 1700 1800 1900 1930 5 1730 1800 1900 2000 2030 6 1830 1900 2000 2100 2130 4 1930 2000 5 2030 2100 2130 2200 ROUTE 105A BUS NO. INZ CH [ EAST GATE CH INZ El 0620 0750 1 0450 0520 0650 0820 0850 P1 0505 0535 0700 0730 P2 0520 0550 0720 0850 P3 0600 P4 0535 0605 0735 P5 0610 0740 3 0550 0620 0750 0920 0950 P7 0555 0625 0755 P8 0600 0630 0800 P9 0605 0635 0805 P10 0610 0640 0810 P11 0615 0645 0815 P12 0620 0650 0820 P13 0625 0655 0825 P14 0630 0700 0830 P15 0635 0705 0835 P16 0640 0710 0840 P17 0645 0715 0845 5 0650 0720 0850 1020 1050 P18 0700 0730 0900 P19 0710 0740 0910 P6 0715 0745 0915 P20 0720 0750 0920 El 0755 0950 P1 0730 0800 7 0750 0820 0950 1120 1150 1 0850 0920 1050 1220 1250 3 0950 1020 1150 1320 1350 5 1050 1120 1250 1420 1450 7 1150 1220 1350 1520 1550 El 1420 1550 1620 P3 1510 1605 1635 P18 1520 1615 2 1250 1320 1450 1620 1650 P4 1530 1625 P5 1500 1630 P1 1550 1635 1705 P7 1515 1645 1715 P2 1520 1650 1720 P8 1525 1655 1725 P10 1535 1705 1735 P11 1540 1710 1740 P17 1545 1715 1745 4 1350 1420 1550 1720 1750 P13 1555 1725 1755 P12 1605 1735 1805 P14 1615 1745 1815 P15 1625 1755 1825 P9 1630 1800 1830 P18 1635 1805 1835 P6 1640 1810 1840 6 1450 1520 1650 1820 1850 P19 1710 1840 1910 ROUTE 105A (CONT.) BUS NO. INZ CH EAST GATE CH INZ P20 1730 1900 1930 8 1550 1620 1750 1920 1950 El 1620 1650 1820 2 1650 1720 1850 2020 2050 4 1750 1820 1950 2120 2150 6 1850 1920 2050 2220 2250 8 1950 2020 2150 2320 2350 ROUTE 105B BUS DOBSO ORL CH WADE CH ORL DOBSONV NO. NVILLE ALB ILLE P1 0440 0520 0640 P2 0450 0530 0620 P3 0455 0535 0620 1 0500 0515 0540 0700 0820 0900 P4 0505 0545 0635 P5 0510 0550 P6 0515 0555 P7 0520 0600 P8 0525 0605 P9 0529 0609 P10 0533 0613 P11 0537 0617 P12 0540 0620 P13 0542 0622 P14 0544 0624 P15 0546 0626 P16 0548 0628 P17 0550 0630 P18 0552 0632 P19 0553 0633 P20 0555 0635 3 0600 0625 0640 0800 0920 1000 P21 0605 0645 P22 0610 0650 P23 0615 0655 P24 0620 0700 P3 0705 P25 0630 0710 P26 0635 0715 P27 0640 0720 P4 0725 P28 0650 0730 5 0700 0725 0740 0900 1020 1100 P2 0735 0750 P29 0720 0800 P30 0740 0820 7 0800 0825 0840 1000 1120 1200 1 0900 0940 1100 1220 1300 3 1000 1040 1200 1320 1400 5 1100 1140 1300 1420 1500 7 1200 1240 1400 1520 1600 P1 1440 1600 1640 2 1300 1340 1500 1620 1700 P2 1630 1710 P3 1635 1715 P4 1645 1725 P5 1655 1735 P6 1705 1745 ROUTE 105B (CONT.) BUS DOBSO ORL CH WADE CH ORL DOBSONV NO. NVILLE ALB I LLE P7 1715 1755 4 1400 1440 1600 1720 1800 P8 1725 1805 P9 1727 1807 P10 1729 1809 P11 1731 1811 P12 1733 1813 P13 1737 1817 P14 1739 1819 P15 1741 1821 P16 1743 1823 P17 1745 1825 P18 1747 1827 P19 1749 1829 P20 1750 1830 P21 1751 1831 P22 1752 1832 P23 1753 1833 P24 1754 1834 P25 1755 1835 P26 1757 1837 P27 1800 1840 P28 1810 1850 6 1500 1540 1700 1820 1900 P29 1840 1920 P30 1900 1940 8 1600 1640 1800 1920 2000 2 1700 1740 1900 2020 2100 4 1800 1840 2000 2120 2200 6 1900 1940 2100 2220 2300 8 2000 2040 2200 2320 0000 ROUTE 106 BUS NAL ORL RDB RIV MID PTA MID RIV RDB ORL NAL NO PR1 0530 0930 PR3 0630 1030 RD1 0515 0730 1130 01 0430 0505 0615 0655 0715 0830 1230 P1 0510 0620 P2 0515 0705 P3 0445 0520 0730 P4 0524 0714 P6 0532 0722 P8 0539 0749 P10 0510 0545 0735 P12 0552 0742 0802 P13 0555 0705 P15 0602 0712 2 0530 0605 0930 1330 P16 0607 0717 P5 0608 0718 P17 0609 0759 P20 0540 0615 0825 P7 0616 0726 P21 0617 0727 P23 0621 0731 P9 0622 0732 P24 0623 0733 0813 P25 0550 0625 0735 P26 0627 0737 P11 0628 0738 P27 0629 0819 P28 0600 0635 0745 P29 0639 0749 P14 0640 0750 P30 0610 0645 0825 0855 P31 0649 0759 P18 0651 0801 P32 0620 0655 0905 P22 0659 0809 P33 0700 0910 3 0630 0705 1030 1430 P1 0720 0830 P34 0730 0940 P35 0745 0935 4 0730 0805 1130 1530 5 0830 1115 1230 1345 1405 1445 1555 1630 P1 1505 1615 1650 P2 1445 1525 1635 1710 PR1/ 0930 1215 1330 1445 1505 1545 1655 1730 PR2 P3 1450 1510 1550 1700 1735 ROUTE 106 (CONT.) BUS NAL ORL RDB RIV MID PTA MID RIV RDB ORL NAL NO , P4 1515 1555 1705 1740 P6 1523 1603 1713 P8 1511 1531 1611 1721 1756 P10 1539 1619 1727 P12 1527 1547 1627 1737 P13 1630 1740 1815 P15 1635 1745 P16 1637 1747 P17 1558 1638 1748 1823 P5 1639 1749 P20 1541 1601 1641 1751 1826 P21 1642 1752 P22 1644 1754 1829 PR3/ 1030 1315 1430 1545 1605 1645 1755 1830 PR4 P23 1646 1756 1831 P7 1647 1757 P24 1608 1648 1758 1833 P25 1650 1800 1835 P26 1652 1802 1837 P27 1614 1654 1804 1839 P9 1655 1805 P28 1656 1806 1841 P29 1658 1808 1843 P30 1600 1620 1700 1810 1845 P11 1703 1813 P31 1705 1815 1850 P14 1713 1823 P32 1615 1635 1715 1825 1900 P18 1719 1829 P19 1720 1830 P33 1625 1645 1725 1835 1910 RD1/ 1130 1315 1415 1530 1645 1705 1745 1855 1930 RD2 P34 1705 1725 1805 1915 1950 P35 1745 1825 1935 2010 6 1230 1515 1630 1745 1805 1845 1955 2030 7 1330 1615 1730 1845 1905 1945 2055 2130 8 1430 1715 1830 1945 2005 2045 2155 2230 9 1530 1815 1930 2045 2105 2145 2255 2330 10 1630 1915 2030 2145 2205 2245 2355 0030 PR2 1730 2015 2130 PR4 1830 2115 2230 RD2 1930 APPENDIX Bi Routes internal to Soweto Routes 101,102,103A, 103B, 103C, 103D, 104A, 104B, 105A, 105B and 106 , 1,3 1.0 cv,c5).- Ai? ("••• V • • I C V • 7 c— xkL ...... .0 • t WC° ' St. - to . a • .• 61.1 O O a 1.1-1 E ce 3 u- co 0 c APPENDIX B2 Routes outside Soweto Routes 101, 103B, 103C, 104A and 106 si a •i•;•• ■•••••>-' ...1t, . • -• • . -• •t, ..,.•-•:::, „,i1;• ,::‘••••':: I. P„ `:, ; ' ' i• t .., t, .,.:.. :. t 1, •11 717 ,c,!' '7„.'.../:..1.:'-. ‘••• —.• • - a ' ."1,-. - I ..... ,;,..,....; . s....t '. f•.'. !i V• ,.. !i•-.. '' ',...„ \I'''..1., 't ...„ ••'1. ,1-3 '... `i , ., '''i..\- •.--.:01"i.::st.-.... ''"4:-.-‘,f • 11' . '..•-----.? ..c ..j,.. ..Z ..... ig :A.f, .!t A , , I , • ,•-=•I I .1 1. -y—r- • 4 —II APPENDIX B3 Routes outside Soweto Routes 102, 103A, 103B, 103C, and 103D t i .1 -1— ‘APPENDIX B4 Routes outside Soweto Routes 101, 105A and 105B APPENDIX B5 Routes outside Soweto Routes 104A and 104B 0;5 ea- A. 'Tr, 1 hi . , 7' r • 49°1 1 44 ,01.,91- .61 v•I IV gm, • 10.91 In lap • lin tut is Mon APPENDIX C PUTCO schedules for Soweto (September 1997) F.:(/1 31 11ECTI ON: PAC 0/Y ‘,0i3scvyvi ece .5,12,9s ■ ■• • • v ••••••••• -- • - - • • ,-....W1 ("V •••• V( Kjo-rx • - •••••• rIT:: TIME PASS i 511 NTS TIME PASS. I Sit TITS TIME PASS r.itrir; TI ME I'A:;s Q sll 1-57 ,15W7 )05.• 01-6/00 ..,•. --gWrir 13 hzdo I:7E a 7 17.775 072 -9.-lier" 7 b-77;E: - 31f - I7Ty/.5-c E.,"a•- 6717k5 17figa-t2..7-5. .91,01y. r:• • / c",v EC / - n• - - 34 t- 3" - - 6i7.1.7i 7)2•1i, 5f, -47.)9C76: .71;742,.. Arii i:77 5F:m31,1 05hie3 -17-.771r- 1136 -77 7)' — . r 0,7 -?.-MiiP 2)Zis•co I'ZI970- 5; N;m4 10 ' /I • 07-11/. pri is. ei3 327w 7.1 -I le- D1)6 '10 76-Wad 77 ..: / j/4 .- -157.44-3o 73. X- 45 1-/tv--o as V. Nt3 •711/5 _ 1_01 a &..0 A :rat --.- -- IQ -.------ — Z- PL.:, — 71-7M-Si.-if-n71, / o . -- ''..k-3--. igr/-5, ,__CS, =. 7/VJ6--iffc-iii ( - 0514 4-5 .• , _7012'5 .42 a 7__,.c,=, 0 , —/ 7d0O. .#. t(.6 r - fOS - 5 - ii7... rigriii '2 ,- : I elf JO ;;._71i7 gi7/...7 1.6111'fo _ 0LOS i yea!? Le-4----n-,'0 ' i • 4 . /lig(' 0.5y-4 o -A-a7 7T / c ---31. ?"/F•f....) (7/ero . .5(7.7 S.:_e:4-5----c- i ij f 4-ro Atefca7t _ — • Lc • - ..4.6:7e.W.5 70 6,"I- eel-Pl./ 22 _ - Form :.1 4. purco umyrn) (...--74e.976-7? So "v C-70 ( a /P17 *)• I.-.lII ITC SECTION : PAGE 42 of 31 'i-q'7= ....,/ s--Lr/fIA ' - - - - 1/77a , Vi-GV 1._./ahvernt-wri ewy • it Lifhil r"nt .c../e.43 ..31 fri/ '-'IT 511 NTS TINE PASS Q SII NTS TIME l'ASS 1) NTS—.-7---1D1E PASS Q SII wrn TIME PASS n 4-71A, V. Cite< aJ4.30 4.77 - 1-rlt-R a311376 IN ..4991- ON15,5 • ---0 / - J PR 0 Evicc, "b* ,•4.. . -"• c5-ei/3c, -0-717/5 • - . * • .5Avy 0 6,-vso 4M46 bvi,>/vAl/ /I -77f '7:3-2_,z) ___= ,1- ,c.. — 71,• 79 -- Ti..Ws - , 755 c,71,1/4,0 774. V. ci1R I bViAk 1•78-- -Pa-7/7R- c5g/74... _2(..7gAr 77ic5 ... .57 , -JAM c>7.414-5 - x,jmn jUlAW —7. 72_ 'I', 77; oscmco V.-RM. 7,P&.55 . r 50 7 ../ "X /4#5.5 - K-ZjAr,ZtrV,e-- w (i, AO 71/* -L./ E X 1. 10 __ ti AI-0 /ThLoo R-3__ 0_6taa 7-h-‘■ c-:-•wriolle-/Gle sew 4 / oft / • le C-AI • 5 101 • 4-2,4-rvr , E-wit IA /N -....1.'._gc,0 7 hi,20 41;4' vsoo a&-wfo - -F7A5T P7R-50 obrAis ba2 v.gg3- R0 f_ : V. 5,40 WENW.5 5 V. bert . -1771-7:6- .---11 X. &V ,06-1,145 1.4.7 V. go/ g..H..15 / • YA. 41)57 v. gp2 06ifao .7 v:--figz. 7571,5s ir5,?--s 1'- ,cri 0710 - 1 - :I fie? 0 -7-8.1AR f 7AL cc. if . ocs 5-61/30 -7 . 6.7 161760 713 1 i1- 63o 171/co • L-67 V. Ei'o f 0'1/3o __A-51.4 _ t-a ., • 5 7 v: too 17h/yo--. ---•------ ______. _ . ..1.-1W77-0-77. - '--e-2;■/- -- — • -E-.17--- --714001C- - L- .9..9n1=c+,v7-6-://y yc_rcirf1- -65-Icifs•sylign&: 747— 5I.-,3'5a . . 413 r•11755 ob1/12 77 k.,17,71' 7p.s.- AA& fr, • cer pip/aio , -77463- 7 It/..?,-- 2 -7:-Pac 06/1,30 •3.6/ 773/9N r Vag 1 ' 6709/9/17 ri) TT6-7mi -71 A rEA'RJ. fi .5 5 -176 74 V. 1170 7 •1sb I 6/t/O- 77 , . Bs ibt40v -4, /7// 0 or J??-7&f5 '4 R -6 e/ATi _ 71 e 7av ,te,3 — 5a red Ile Go -V? ' A /v3 g -6.-detf Z-76- 207."3---5 %.FArt--• —- r..,c.• ,c,744 00 51 10 /5ff oo 51' — zo_ ,t- 9 77.-,q/5 p7A-753. Viitr-4-E40.,6-7—ts- XL,/ -C.. 6--cA-c.- i V • T'ir( A • 7te-7ity 147? AeC-36 -7f? `ZSeiri o/y i?5` ..91,c, ..., --- -' .17140 . . — - PAGE 103 e1c3/ jigac-* • 'Q_4 , El 1 G- 4,7/4 e 111 NTS TIME PASS Sit NTS TIME PASS (... nall NTS PASS 1) Stt NTS TIME PASS 0 =i1OMMIIIIIrariaKi -A Lirea .áQ rirltwalimmu. ,cA,- , 7 0 ri/ Dri.VA4 . 111.1 11111 SIMI / &d.74111=MEIN- Ira .." 'iv VICZAMMIC■ waisec-- Jo:tan 117.73ir R,Er , A . , 04 • r,..%A. /71,445 Mill 0 / 'CO WO iKa es- -4 td r.s7-- 40 45 3 ef -, • 13 0 V/ # ima17#30 x5 0 r/5 Mie/5 zrAl II --, ;...... 011 II ...._,..., .• . ,.,.... / ,.,50 0 . b_ I/0 • T 05't o Q -17X-1: faa„ ,•: 0 0 EA:7F 0&,(90 C-11 ta 7//c bgtei Var6P • 171/30 • ISIiiS . . VIZ IlL.11111111M. FM GOMM MI le Illehwilw-T;/ di/EMI sIC111 /7 0 a. • d .M1. i rir.-•• Sei :•• riaT&S' to, . ri-r-A-rz• • - 73 i -e-e--- 1.7-R-e- z0 6 3 * 3 3 - /-7#•„., . . = • .-, • • fi,c2. rrm 'a . I.: PUTCO 1.111ITED 1 ■-c_01-Z/477-727..._ c.ch C 0 9-..g'7 PUTCO SECTI ON : (2,ALTA,02 PACE : 04-0F3 UILi CL..-..." . t/--I I Ci--- .., /L-i• (LW --Xi - Lfs11._1-r' (-,-- PASS 0 SII• MIS TIME PASS Slf MIS TIME PASS .9._ su uTs TIME l'ASS I) S1) 141•..1 ;71a. ___ 4-K3 L&H.3 CZ 4/ 0-7/1-3- 0: — — oz; --•- . 0 ____ 11,5.2 r . zeg_ . . , oee. ,es T. g,u1 Q 6211_4a Y-1L PI 1_7!PS_ . :s__ _. ___ ER-0T•1 - . "G Lani._ = _._ _ o0140 .....A.: .997 Oa...... ______. I_V.-10-S_,______kc81. ____. .. ooti.2o _Alta -02.9; i..i- . .i.g.1.1.35- _ ='-16.12_ Val- •____V.9 ' U CC-i../ ' T-74- ° SI 614i2=1/- -4#0 i ...._ ___46.vhpa _ ..._ - ITZiE i-e4a (2_7d0 • • _ 403 _. H.20 , lbkiv-a_ I Hat" . _P.oy.1C, . O1 L_ - a 1 n.:_ ki. A / ) ______4:3.is-41.4//=,•.,60 gr.,' poi/4c ws Ls- 00 - (mac) _ 1-1 ei, F-17-2-77-3= _L--- -_-,25-..-- _Z._ is-dv.op' 0,---r T_B!.(25 _ ,. . rAki,-./._. ..erre-W-Mq-- — - — ------lias_ti ___tbk_Lik_ _ ___ — tt . / a 61w------ )7 1„.,,,, L.-74-o tr s'...2 ki7:-7:2 07 A-A o Ca( eA d__68 'j /i.:3VL net Jr 1 yis..,-,.- ...sr ii1.3 0 , 1 ,A - fizStA - WY L f 0 .01.7:_c2..-t-_-_EZt- -.-Z • e IF.) C --Lasz 211. • s-LI_PQ e3Jj1a2 V " - : • • • — - ta,7 I-4 U I L.:LI TIMETABLE SECTION: PACE or pe _ _ S $II NTS TIME. PASS ' Ell SII NTS TIME l'ASS Q NTS TIME PASS Q 9 NT:1 TIME PASS ..- - .-3 rz=mg• ,_--- .. or- a",7 ,gle-fo, ar: 44,//c - .. ..1 on-) .4,-....4,y • N rog 49 .. UTITsZ..; Flvj .= ef3 / -4,.5._ -1-6/73-3 Coer, /7-f A-qi,-? WZOL111011 4 erni 1110ZALE 109 - >ir ' IK.L..4 P Oc, 4,171W, • . C> .t.") . 7. re.-rin j leNr.5 • .1 mermo? amegq V.i-C-7;7 TE•7/-31, if0.%F .14w2 ,, IMI Ii Illnli 0 =UAW W //C el /' tite",7? A.-4,1/0.4c.e46 IN A; ,_, je---.c_rc- ,7 , -77-A° o /.45 1.01Zo, 0 3c , 4.4 --IT 17,f- . /1,149S 1 7-R;i7"tz- Irrj 4. . Fir- 71;/733 ..=, . /".e.reem-./--,P6-- /c T p / .7e-i33?? _. cuse..), 4.(...(A . I ..fees,» /Y4 tta4 cce•-•• /Y 9 ..// ...- 1 Ti. ;•-;--4- 7.1:v - 11-7/-i5 --. 1, --g- - / 1- - - . - - F,• ,261 IT,47525- 71;77"?-5 iaj 14- 1..7&25 7L--7,1i5.. , _ Y- / 6 __Ka ..v.57;i7 _irey___ --e- - II -c`-/v 7. ' RA: ,-- OZ://476 / P') (747g7{ -4,4' .. oS 17.7.777- / ria v c.... -.,.//0 DS 7177.o3 .. -74-4z-v--x7ro Ad MINN willitsvS. . 44 on, y crii;c0r RAV..96 .,, C (77Pr42° ' / _ ..e ,y 764405 4iTt ,r/ fo - 4-7•7 al 10‘11111111 e 274L.G.67 fe l>/r/ tre.e*t$P/1/, al IIIIIIMP-7625 e.JG on? -4/M7414. -/A '&8 &la NW -Flo , ..5 .4,8e, ,1 Az 56.T7--1-75 -c.f., 1714c c. E MO - , .1(6.N / (.//5:.- -,.4a...... , 4,, '-esS /Lola_ MEM h .5 . c-v-r) MMS/,49. Mg . d., //C la = FM. 1, , Mif - 274. 11.1TCO LIMITED 171q tcc5,> S L 64) VT7 PUTCO SK(:TION: PA (W Orr 3/ I , , •7 ...■,,, f...J. ..•■•• SII NTS TIME PASS f SII NTS • TIME PASS Q SII MIS "rilill,. PASS Q NT:1 T1141'. PASS 0 r'. .. I • e -116,,,t. 4/c, j?d:E0 X-PRAI B3 i,t4.f; - 0 114_ - 1,P21.10 .10 ' • , .. , 7-6,7,W, r '.7 X. g/77 ogi/50 421 - . 1_7 I/ c›.5 I., . - / r 7 0L .16-1./.:30 • hi X. 1R-4 17 1#1,c) • 1 - z ./ &/t..3c. • , )<. "475- 0 /7/1.cy., i 2 04.3/37 _Bee"? .s e-=.37e, vA 61/ L29 / • XAT T1'//5o - . x ••-7VE- 7t..) - a P. 4..z.i, azil.4 Y.73-ii7- 05 C- • / --I / &11.3(1 1-m" y, a OL-We> gp_ ' 4ZY ' /7 N/ . - , / - NA.5 / ••1,130 . .7Y1W. M-Toc - 153 / • i , -. r/?'- o Z.-Hc.c _./ C.a7,7 ff-Rhe.) ' lii ? e4 FrirC> r ,,, i'v T• M '0 - 0 „ -17:) 1-3 c C.)&isen) 4474 7-&757- Q ie • 4/02c, ,w, --/-7-Pire- 77..7z3Ek • - '' . &")___ cdpit/0-• 4' 7 yro - CH /'//5C\ f'VZ*N. X • PR-6- (,)iwyrs_, - / - - A1/0 l 1...hec • 'ff, K)' -c•W) -.. ,..-(>21 /0 A /'V -S /c,-#3o 7 -I X - .134,y 1. 2 6.filg f .: I ori KID ;"ZZ: .--i 4 A:4/3c , cd,,k a h/tc _ ._,. > .- - m ., P, x - int-Y. .---& 9 He 4_2 I • PAj 7721/ 46 F • ,v4 X.Ø 6' -c3-1...5 . / 6. '0,77 G../V6./( /PAW E,I,..) -7/C• _ ?Yr/ 7:20-i-7 7,67#&) _ 1.7) ..5. _2( .277)31c7Ly/ / ..c., g r ____ 7 Z-,S1c., '.•. , • -1_ /2Hp.c., .1. ,, ")6_ . ,C...... _/0 CTL.//-/. 5 .___ 4. _ , . . _ ' . • • IV.4.. __ _ _ A in./V / IY•qcc? . ..C.e .upx 4 / j 6-ews,,v,74,‹ um 6Kii.x-vd-tes :;37 , 4 sig.g-ics eR/2 6alikairiza .• 71' c>5 6A714 6,' / ,g 0 I --.- • i. 0 , / -V/ 55 .7 .... . - I-1-1 .,./0 1. - el rn 274. r Li II La La SP.CTION : ,PAGE : 07 oc e.., 0 //L G-IC VI% 1 1 G , PVCrg / !NW, a... PASS i TIME PASS I) !HI NTS TIME PASS i') SII NT:, 71 MI: Sit NTS . 7114F. PASS I) SII NTS _21_s_c mp,, Lf57 t - 540 jl-ivez, fio 41,1,151',_____X. liticrbt•bio) 71-r- 6 -4O_ Vi, 1,7..:_-- . - 5 , • 4.44.7 11,.4.0-5 ,cit, 1157 0(..31...7 512&t.f_-_s 1 7.9/_e A7•72 1 • ../mr/ i bi,o..5 862 075'1 -K J A Ii-3 5-1'14"r .0 r - .5 L 1 ibis' as V.57 , • ...m/i- 1 611-36 • — - 1 ---,coif, eg,-0., Ave le:51-t5 /5 o l 0 bge.5 1 "7-&1 • . - 111111 vreaI . az ..._ rm 274 . • /12 jelITCO f.DITTF.0 Svpy6-70 cLsa 1 PUTCO Cri ON : pm1E: cteop-31 A I OS TIME PASS ri SII NTSTIME SII NTS T1 ME PASS I S11 !ITS TIME I'ASS Q SitNTS f131 1.1/-.3 faft'. t>c-,,Y/5 I.,, .1 161-1-5 lac& o tag.5c, VI 7 / 7hiko IZZ_b 0/N/5 1' -, 4:-.1/9F- ..)7',1- /oOr 77hric; A v • ,/, - • D If ...) / 7h`a 0 r, - ____M15_ _ /77 6... e- 7Y7 //9R/t•-0_ Alht- 6---)r • 4_2„g3..-77.E„s _2:21-' f4.0 0- /4•1-11. -75 f.- 7.. a hi -I ' C2.20. ' • 1-11-5-s- - ..04 ___, .._ .. ).9.4'.< - . C- - r ' X 1.-A9 0 tSlifc,17..) .----• /77 7 e::10 _ 411 7P- / ri G 6,4•/•• — YgL.- /414/ -5///. ...... — r5,14' / • 1,, &Ai . 1 . r— 0 /77 -77'-'717701..e; --707:/“. g 2 — e. r ; /e7A. ...e... , rY .1)6"-E P5/-/.3c 6-C — / :31e_,5 :, A, nc.05//c. .12P_1 ' I- Jiztf - _ 7 — • ______ . — — rAlar. ; I e>6SonVii.c. 105 •13VE-tc,Prn .69,41,4 6"6,./.49-,7w. TIME EDI NTS TIME PASS MN NTC, TIME :711i riawalmerotlermasom 7*,e=- • /.7=11111111111111111- . 7,1*:.;,--T. VIZ11111111.112111111111aLSS iTh29/EIVZIAWS=74 Fe6." 117.7)xn FM; • - rez EF/M1111111116 , MI MINN NM =mot MP =5121=11 WhiLZWa30Ye'llICE - rm7333..; P =MI MGM FMN 11111111•rz... arm 274 . PUTCO LIMITED SoA/F -CD (tv) //1"1" PUTCO TIMETARLE SECTION: PAGE: & oF 31 00,41/Y.A.— /", A06 5Asvo 5-/ TIME NTS &./ _1647 . 711.50 rill 274. PLITCD SECl/ON: PAGE: /1 AC CV YEe-t- .&SW ■ a.-.• a-...... -.. •• • J.-, L, C.....L.,1" WC. E.•• FA", II NTS TIME PASS $ Slf NTS TIME PASS • SII NTS TIME PASS Q 511 -NT:. TIME l'A S S CI Yr/ .777443.5- 1-7/4 - .• lefo, 07 / • v 4" a X- .4/6" 06943 3/' ; •bva' /74'co 11.g, ,••corpX"- / 7/./-4::k . -.7 9-elf 6 ;53-6'-f 77M- / Aloc> -f:-.10 .? ••• - - i • i y3- - -.0,744.- ("tya-i... ----21717- "72--- ,' =- o IL ' evo: * 13454 R6 -53,—, , .c :.- .76 ',At - A:Va1.4.-- ---n0-13.Y% 1 CC ...N5 MI - _ -051 116:-Cdat/-5 / .5"-Qc2 20 t • Aiir- 7t.rx,=:q 15-67/ —- iiii111iin14 6-./1-3c> r / ' iai tve45-4FLX ----A44. - . -17- - - MIX! -12,1 7(w/_a ja . .7-b--- a X357 °6/ -*NW -11 - - , - 3 0 5 On/ V C. C.C- .. 5 /1.,J6/5/7/6% /1-4001 I //vi, 0 7/// 5 AfL?4 V W/4:5 ,2-.1-.\ - -/-7/b2c, ..„— . c..70 /49/ a d 4 L.50 4-77 0-54/30 rg? -21--477 "- j 7e7e) 0 I,4 1-77 t"vc-0 1_45?"(70 r‘ftaz_. t,..e...3725/7 9 , (4/ -:/ 6 • 50 GAQ- .5,. zwit ,. .• at-- , • C, 1 blfoc V X -7-6,1 (3SS,...'• . .1.711401(2 IF A • 11") ..-C> I ' ve-t -- 7F,574:4- Oaf R------3U c767/ -- 5 Z-glit•42 i bif5 4-R5 ---,--,-- f MI X • XCS 75-4 CC- /7m,... .741,161, x.0E - 06/j5 .1 - *_35_g &1p /71/00 rio 4165 K-T 01ç'3 Th — - t VOL. C ° ____ )Z,1 7//o0 goz7 AAe(T--4 /O*-1, - .. 4 /'435 )*4 0 0 Fit7 14373 x. rY c-1751-r1.3- 12.51 3Q X ./ C-it) 0 -/r4.5 7.377<-747;k1- ,.,47(.> x • cm•f-- 07/,‘00 liffe, x. E.5-". 071,4 b 7.S6 t) &iv/ .C3.50 .4.<76311,69 ,y.‘x-1,ct. 0 1 / ..,5 /Z7, .LzLi. -____ 6,7/// '3 0741 05 rim 274. t'UTCO LIMITED e....--74.97&/,) alp //9 7 . PUTOCI INF.TAII LE SE CTICIN PACE: co- 3( 694 .v ______. — - , .. • „ -., — _ _ - Lz-:-.--z:---- -v SD NTS TIME PASS Q SII NTS TIME VASS tat urs Tim: PASS q 511 NT TIME PASS 0 9 , &hoc, Tpzil X. J (:.; , 04/#4 0 Th/l-S0 --an iX• TiZ6 #6 r0 ,g7: I • er,7 t-c..z- r-zo, f7ney6 9 __2(--afi ozhys ,. reit," /-77,o-- / d .012M' 0 ( . 63 05/1c,e..) I 711elo -daty X bv5 ater s ikak. 3- Mx OM .ao WOC x . 0.5o 0-S1/o0 4L-4-6, X . irt_ 0 7hicC• /L71_ -510- gc.s -1.77a.5c, 10/4 )i. 3a- 051 .o>c> 127)r,k)- 4b1.7 A • //7 07/fis7o lit.t A-ayp li_laisr Liu 4,71 X- Pilo ce-lerc, 410. 3&14_-_-..dS6, I 7e4.-C.,_ 4037 x - WA Ct5H5 -- Al. , : Err> 1145 4.1aL 71/4 - rho( i-73/e070 C.- - .3.c, -14 Le)- --/c -9 -4 / /OIL P- - /6v amts. 104E.. x • mes 0.- H-30 ?7,c ii-w phf,A, t&.-f rywhvf 06e/ 0:1/_y.Lk•vl r• G- sr, 17/fan 1/04 X . /41-5 1- . x.• .31--.7 0..5/5- ___I . ly74 i::,_?t<3 Le/ 4--,c, it-3gi- 71-17267- 1.5f7- 4 .35 t• ,t•rs 18// 0.5 • ta 41;1 6 MT.7-Ctlil /3.3il.--57.5 /, rj X • nt ELS 0 3S c.le.)..SorIVIc• c..6., (6.---6..0 c.111 -VP—. . / YC / .0 W/V. Si (-1(7-7/Td /T CI - / 65 ups. 024, x. Cyr? 0 16 _ Ott. icy, .0 c:4,74.0 c5-3-74,e5 7-36 77774 10,1.5 x • 17,Voa ' "fe 61 0 :57 - + r i • VA /'1//if 0 17 Hth • tr_,76. 05/Arc, 0 _ , - nu_ /--47/43c, 1152 7C7ei bqvcc> 3g it26-7, ? i L. Oedico ■ 17/1,30 go•., ; - _ova" . 05/1-46.; c. Z_C., fiNgit 5( _,ci ,____, /7 //5/.0 47:f l - 3 CS -A/ - . 75-L WO c' lad x C:f4 0 Z-7-0a, — _ 5-Lef- /7(Y4-,1, iii7p2 64,c-cm t.„)14,,e.?.., _ ,f,032. x 11c7_ 732://oc, /./ /7145o — ./..2o:.- X ..",y4_ . _____ /7 iiso i; %. 33 — ,iii4 r75_2 x • ryt... 0L-7,07s €0., 15ai. . 676 V 61/10 _ .i. -.9_4 reilac, 7 SAloc> 1 , yo,- igalL__A-ja D &Hr.° L- 140 lami 7( • 0113 7)berr0 3') f sklo ' I gl./Ro 4624, 3 41•5_ a.) X CL.S 0 INS Am, o 1 5 / gli3c) al.; A . PX 4 at, 6/1%5 SM4 7 -r3 41p I ArAlk ,4„m, A, . A-tEs 0/-"..5.- .. _ . ,ab_.71.,..5 WM - rY/49c) 84' X . 75-1-6- 0 1-1443c,■ 111 X 1)e.° C'/.4'3 li• x • 0-.4 —• • • :74 . SECTION: /...... s. - Tlf•tF. PASS sit N TS TI ME. PASS ' Sit NTs • TINE PASS Sit PLEA. T I 12 PASS Q Sit NTS 11-5:11.Y:g_i_41_aakt.a.- _cd_44.1e itV _t!..:.03 0 09r7INEI 4#571.4....112.ff L arin3 • Ektg_Ti :a.. ..E_ ..crig...t. elii:._04 A - gt.C_C--_1_11.MKT_ .0_11-1 -- D351_.L4 ... __IL_C-1.11.. .02 ,,, e.- 1:7-3305S/C--7-- 7375' .4.21...... 0 -s" ' Z.1 Lgielt2t2 .1:47.g _V_Lc0,1:..1_ _0_611 • 114-C- - ::• v• e__ - 1g:it-YIP - r Y-S..- • _...... _ 1_1 1_,TiVO_ t4.91.-ipnick..102/1069.01Bli ip_s" ___11.,K9S.1._$110_ r • ___ 4.9q_Paill,lh)apo :,4.11e- , #St3- _K.frti- ..f.:111,.12 itS .....__0.1 2242.. -.1 Ao_I-f_ • r --5. 5 Etiviz2_ • • ___ . woo__ Ea - g • — .1.3\ t, p. , -- BAr- -'73 P AI 4' .1 f _14/..a. ie V 3_12 W ga30-_ ° 'IJC- -_ ti_ezteill --0...nL WA= e:11—.4-=- 6 - igo. _o rearammgrai _w' I , hyv 7o3.72 ....y/._ - 24)/ . , . _, ZgL/ ___ ... . __ .1b5-__0 12t-1.9 ___ .1. - II I — ---- to-14'VA- 4-;--:----Crizi,r) • l0 • .c-... P 'Fitaiity)4n- 511 e 12 , . - , IT - eg2 ■ d — vim, . t3 trzklay _ MATH 'o-DID_____ -C1-1/..a - :.t -1_1, P • ILVI INIE. _.:---- ' -MN , - • Jilly.11 WRY! A a 1 hdvsita V77001 irlf OMNI 4.a.L... og. • -.0_0 • _820 I 1 re.s- -1 Form 274. PUTCO LIMITED _JR 6/97eizt 501A(C-1-111 131.1TC 0 TIMETABLE SECTION: PAGE: /4-OF 3/ J . , .. ,, • ., , ...,-.-- ,,,,,, ,r • . — ,- — „--. PASS 0 I SII NTS TIME PASS _IL SU NTS TIME PASS ,2 SI1 NIS TIME PASS Q SII NTS TIME t-W , --N.,.., _:x-,,, r. cc e.,surgo • R73, / 7m-rs '3 0 • o 47_ j_• . 31,'3t' 6.10/ 4.;71.=ive_s 4.7o2 PAr/c.r..) Sim, cZet._z_s- /7521W611.6t-f,- --TATA74,-(1/7 forbt.)---1- . ,. A a, 045 7-71,5 Z.-f, cc, -166 011,-/5 SP A 0 /0 I & eir..s _d. 07/15F 11la( 337 0 TItoo cpciXTyiii,- Ug#EZ. , by • Al MIL 1_____ Lzez. 4.57.7 clicw-, plot v./a 7 7/ /5 a___ -v. A 1 & P7830 17( a lc . 1 el i 7 11:;t.S kb 7/ 1_. •Ltit, /4/7t4..) i_j/k.:-•<, jrIloc., - 12-1144)1391 iRry26/ ---/eg...7-7161.,&-) Fe5V74/471. Orinc-, L70N 0,071 /Liras - 4.77) ire: GM-) 6-51144-5 0 - ir- 13A-•-) illyao Y. gan-7 -iii,IL-6,_ "rD2./ W4-0 kl/nc -(1771:8 .-0- ii 6- 74.101Y - - F yv3...... _._ ,0693c:7. i26-1 , .131;.?.:•Pl.k. v1 fausa :7. /W' y_ ....., 44P/i _ _ _ , _ _. - — /7/3 ii,vas - L. 1.4' co ?i,ozi feffoc, j. 170.5 1711'i $ ,Lo/ _-_- _ _. r Ai. 41-xl ivi, 5 r r cfc .r.1:291 Z C 63751YY I LI.,6 A:xi. 3. . 7 074 4 _ JLY/io rem _ /6/0(:?. rio ■ -- / I? L _ Li211.1). --7 14-1...e Z1 roe--/-,w@x1 Atig ,_ A , 4146 0511.4.1 1-701 737g15. r,q 727tilvii- .. t., . ,e---.4 ro will 1056. • __.50-_:(05 1 2 6.so,vv,,e, i 6-•?pil /ire 5 Iiiioo 'WI o /.wy-sc , oTrigQ_ - 77-A/XiVr22: — JC.,//4,5 7111 2/4 . ta UlLiU ------_SRCTION! )'AGE: /5 ik 5/ • • E. 1 IS h f. -, V • • , 'V f ,.. ....41(.4eLQ—Atri..:•-•V T-4,4,-" Ard9"1.3 V•t•onf L,•,) it.:- ee/ ..rftwAct- HT.5 TIME PAM _9_ SU NT.. TIMP. PASS s_ su .._ NTS •• TME PASS Q Su N711 TIME PASS o k_.., "Rpe4.5 7iir .-712;i7r. 6.7,R.----45 ... exA i'71744' 7Z/e0c., p P. /2A- 956.50 • 7 ci- e;oc, , A ol.w.f.k- _ r --7-170-7.-7 R.-/7i:.5 .7=e' — o Cyno- 7 Z.W.:7c is?Ic i7Ww,4 c/a0p 7Z:f7.33 - — /07 x- We-. ECr.:;;/:::-; '_'-a- it ! !N/3 '.*ef.fixe” ; ia.:7c, N... :V • 3 A7-A-- / 7/40 V. g ? X • .4;1( /7/1:30 /4 AfrAi C-1,77- c..6.3. c. .44,4/ VI L -7e= - 7; -fi-73 a /4/61-1 i• —7:-.M ' ,Eg" , it /511/ • (...:1 _c, 5 ,f/J.,; . - x. (7.- 'IL / -41-c7c: 7177 0 L-Vecol 7 x N g:// ex- 'Fla '1 LL 1 - .,44, 0=4,16S . .0.4, 76/10 ,24.2 A.• /floc 064,4'o q - - 7E.Zri: Z52:4:30 5(77;:ii — . ...... thiT6 viz: - r -A—A,--- OZ-7eic 7-- _ 1tr,4 *777-Ty_ 76;11 6 lilt 1.1-- - X A l __* -I 67/76 — • 1:55( Z5Z-ZZE<, . _..— _ 'lb!' 7.7.7.1:_Al 71;704 _ ijc; 13:3: _ Oyeoc., _ ___ ' II-114c) ._ 1.1.Zi - X. LAP / ///c.c. . • ** . * -. ------. -- .. _ Pr; X • t N !Vie? , -...... iwer._, _ ....__ /.. ______.______711 lis-11-57 -, :2/ - 'L., — AS, iii g .--- , • 7.7"..k7r - -A )1,..c.7=-,y---(./.z-v - aLiz 7 c4,7 .1 va , cbt 7 1747 =T-1;.2";.? oc,,,,.., A/6 —. ..7: -777NEtvzE I_.&' - /7/1,..5 1.3,7( +77-1-/Y 0 1--//rE • ..t.. r -7(734; Wr-WIS t Ng. -- b76, -P. /..-:.,.-07/ (777,*-5 .,g2a------Sig-421 07/P" "1211..V,V7L)- -14 T It C7 LA-0G% _l___ /-1/17,5 . ,1 _ TaS...., 11,6 ...... _ I.; • , _ 7_ z74. (..---IgE•97.E.? So /4/6^Z) 6-SO MO . //4:17 'OTC° LIMTTED PLITCD PACE: 16 or Bi TIMETABLE SECTION: ___ t./.5eb//-4-R6--.S ifihd A.'/4/V/)(f. 65; PRonwr/o/y. *:606-W/Ofatiy .6 OLLSDKY/LC_E /6•077mier.5 PASS 0 'NMI: PASS Q SIT N'1' TIME — Sit NTS TIME PASS I Sll NTS TIME PASS g) , I NTS ?OA, /5//ces, act 01101.30 7. -. TC.Ftd.0 11074 Ct. 1 it,,sor, ct:7 a6e/L5g.,_ /7,,,A5 '-1•1( / 7H/5 f ch -.- ■ • 1,-14( 5 - ,.(1 1 o , L.'? ce---- ■ .19 , ic1 - 1,4.45 ni;i3-77-/- -77/7tr•W .c, Bs cal VIZ- 7Z (Proie 07//o0 /045, )37/47- 0 EL° 23. 451•3c:, 3/4 /kq5 .-ii lel 1 rvilh /p223 Y. Plc- ntioc, — 1,223 1,7P11-6-7.60o , — ee. 7)900 r ■-)17c It 7:74 -,(1"),77 Q ffe ' CT ox TA7i9.6 CZZZ AkjA/&-Zi S 1,2fii__RTir.E. 0 /Ng V. 1Y U 17//.30 70754, 0 — — --, – ---, . ....--5- rox .4.9.06- ,„6-4 6.--- gArg -5-72Mr/Y i 6-- . 147 - /1_____11_ - F: N6 7 77F-Je, f • I 777zia ' olio • Oilmi • - — "i; of/ AT --ri Z74. II.. .0.. SECTION : PAGE :17 _ . - - ..„. __ I' ar" 14, ...1/ la, I I L., Sli NTS TIME PASS Ira Sit NTS 7915 . PASS ini SII NTS TIME PASS Sit NTS TIME PASS mi 0 .. witia...p---/wA ... - . aim .. mom MO MIN MIN NM M MIMI 111 MI MIMI= IIIIM pomem NM a MIN 11111111111111 MEM CA le MEIN MI ELM .11,1=7L —. illEaM11 IIII: MillIMPLaW WIll IIIIIIr IMR= ZIIIIIIIIIIIIIIIIIII v. MINI= L'IlIZIMUI e& III 7 IVIIMI.1111111111111:r7 511.14111012M.11111111111111 1111111•111111111LE.FTZ r zAy 05hc30 NM e - NM= prwsis moniii tpx,:,,, mammon' L. .5 slorme . saws -,m. No Krti; L4"- III :at D MIMI r, fax, . IIII Pir,X au ,,,,,L.t.tE: 0 0 ila "77P, .- • -- fill.M70 S c> M- .;:r471 & r.p.P.F. rivivm ti2 amv uzza, 007110 A er .5c4,1:34: Ls...c_ 6 is. r.we. ... Ilowurha:mm, • II- _.:mgma rfr-L I C) MR /rig' I CLE 114- e r IC lit tc-C- 7b77.4. I fa6 IN Hi 5 N. /4 044/0 - F'• frY C 0 "/ C . E - IIIIIMII ' I N i M " mm ,, MINN MMO a N 1 12=.03 M NMI IrArM 15lo5 = A-HcAs IMMI - '-K131 TR7m nr7IIMMIA MI f ,,, .X. sA4D4 /664,75 o 44,-ss ENE.VEM , . = i " --' *-7,1 • afkA. TEI 7,}77.:; e. ppr '- /NAJD / zth5 IW677 • , - MN WfdliOCUM1111.1111111 m = - - V Liacif1111111 Form 274. PlITCO LIMITED 6-4 54 (%11v/c? OLITCD PACE: 1$ OF31 TIMETABLE SECTION: ••"" . ... ,. , ...- .. - . --...- A,Q','-6 p.../., A-777./ =--•1 Tr L...... N.4-1.‘ /Pc ‘, .....3./ --- ...-, fri ...- f ''"'" PANS 0 711.111 PASS 511 MI:; TIME. Sit NTS TIME PASS Sit HIS TIME PASS . 9..., Sil NTS 0 i7/1/5 .bva 5B7)4-c, 477- 7:W(7' r /1>ii 4-1.-4-12 1167-., 16e*. i•NL /-,,tf. X 4Y 'A - ■ 47-Gtiest) X. .6vD ribi/cN. tao -7 Ar6T- /76.00 '.7 i r3 ,t,27,; 1.1:1•Ltre (1.6C ' - .01/3 .1- T42 ; .P.c -it, figly V. N61- ,07/tr5 _ L / en-) Ir., /4:- i.12Lii x • PIC 15-Cfloo 1.29A- _il:-/nrirb7 /7 moo E/ -' i 4-11: 2121 r it X • CO 3 Ci.y.Zce ef - r • ibt) IN .!..w!el:?...;.-fv€4 (1,3v / - Aft. /Z:vi...-, S._2(.. IR& 4,/loc,_ ... ./ • et") tv , - , 7c- Fin t, 607,0 )4- --7 D 19o/1413 . A c---C, Si-R ec-', ' ea / - ,67-3 le:H.Do F - x • q/3 1,6,04/2 176'00 /1075 : • G11.-3 /17At-3-c IN - X • b v 3 ENzezet. .., - . L5 1 • 4--.71*-7 /1„,.. ..i_.5 x - artot.... 10bfritta i C1,43 bil c, X , X P,r) . .0 btli.5 / IA X - 1, e 5 CV-WA-5 ' - - 41'3 -5 • - Zal&..SEra.,_ • , - t:;#-) L ri-d5 Mt ,414 'Y /19c. 06tA2c, X7 54ta.),5 Wi. ,c---aa//we ,><2c. — T7 gm Ths..4-$ V-77 17 41 74- 4,13 -.C.-)1,114& .- / - *1 a- b it -- / .71 -, X /IL 6161/070 - — . - ^.. rlif O . lat46,_ 4IP P X. g/r7 0 — ■■•i: r - / 4, /71.5c) . X • M -1420 11 • ...._,I,3 Prttso, -3Z X - by 3 191-vi.a., X.- tit_ 0 t-ir 3 c Y ______— 1- GAO 1.-7809 • (.-,y ilki‘X . - 3-ii;i5------Z-. 7s-10- ZS i - CH.?.! i 7/tr-kiii73:,r/ 4s1 lb3,=,-g-7.113 1.:,1,-,:// .ad 7a c.),S H6Ct pt. .x. 6,_ o., _ --jztit _ j T 5c, 612 '10j 'CX., ._...... t.gp - — L:r -v,,f: - /7/49,- , _in -,-5f-;1X. 46:43 (-)4-A7-. i c..,e.:2c .7771.&:. t we-eo- -F.E;r7# 62 v8 ;(_:,_ /Y 1_ 04> //4.0 1 ab,t - 61/ ‘71,tp tat je_3 Y • 1113 0-C7/4-a , '---:---)_ "-/ -77,sto g , ( - 273 -1 Zr67/4sa i 1 P/ 0 17 -, t...., 1 - C-t-F 3 /7 to fp - 7)7-----r- ,...w7y -3--- rt,;c:Z 4, txf.-iii,-, . - Wigan i /M-,20 x.wn ' . J / 744c,c fon -7:7-1--974 Kigij.- x _St: , 1 . - .5 4.2. ab' c>c) I 274. SHCTION: P 1.11t Ce_f_ed)S. ). -=irdezu1111M111611m1CMIGII /7#.0 1E111111161111 PACE : / 9 •Ckc", MUM 111M2111111 is/ scr) &":"' • 3 IMIMMEIIII TIME Nail 1111111111111111111111111111111.1111111 11111111111■ 11111111111111 11.11•••■ .1111.11111.111 11•11•111111111111111111111111 11111111111111111MMISII21 11111111111111111111111111 1111110111111111111 11111111•111111111 1111111111111.111= 11111.111111111111 11111111111111111 111111111111111111111 11111111■111 NM 11111111111•1111111111 111111111111 IIMIMSramt MN= F0E11111111111 NW= 111111.11110111111111w.o.--eammvan ....11111111111111111111111111111111111 monlI11111111111 11111111111111 Form 274. PUTCO LIMITEn TIAIF.TAUI.E SECTION: PUTCO L Za f SI BlinillEgal Sidi/ Z.16-- sli NTS S • IME PASS -T6I4-6= PASS I) 1111111111111111111111 lategigrag IF/S" a O 0 _ / 711`vc., D. I0 p7 0 274 . L-,- / .:241 CIA.') Fr PUTCO TIMETABLE SECTION: PACE: e2/ OF, A &A St7/ SD NTS TIME PASS . Sit NTS TIME PASS _.2._ s II NTS TIM? PASS Q sir - NT:: 'ME PASS i• IPP. , • 11 tL • cii c215ye. in '3. ThWe.c, '315: .s sz . E--1,r7) Ob. st..17o DTZIRIMIMILMA1 A•.41on ±•-.•-•.; 'not_ D //a7, nIfFAIre77.ni - . 4q/4- 51/7g, i • Eli" IMMZIM • .L1t, 3 _ / - l< I A .. II) Ali p. , I • ^/77 171.4o I= r PAA•••• \a-74-----iets L- / IA= - Z) • fffi 77.13-V9 I- /c0 sa111c 1c.ID4C- A • -se:YV I ...tor 17/I-It' JP. A-7. le ---CT/o0 r E = iffa rhIll .0 Fdlu I 7 /A/5 A r 0 RA 7813a- 41•1 /Oa i MEM r t _ V- Fife- 7 - - I/ --A4 ' r V. MUMMA 1711 A - ' Fil*- --6-1713. , 1:41 7644-5 - I -11../C I , IQ' ' $1//5 I c-IA6-•-:t ' , 0 A - IGL or ' 911 Te---/- Y E C6C/k..4 • 1- --f__ p..0 --- Ar . .. /10, a ei P5 ie-0 ) /5La 45 .... .S5 1,e, /71 food . il R ., • '%-v-w' liwc) 11 if W-4W.1116.1-e 11" ' orm ' - Dc. 'IW2 ,,elt Li.. 1,4165.1 7,FIE os•,.... 0 4 - I Alf 0 1 4:42121 Fnrin :'74. /,, -,,s\ PUTCO LIMITED A)E79:7 e154 04) .14 TIMETABLE PUTCO SECTIoN• PAGE : 0707 og31 I' 7/y c-rptV C..2_ 1-//lip CY& / ‘../ Y CM fir .9v../LO Sri NTS TIME PASS • EIM NTS TIME PASS ...2._ Nit NIS TIME PASS Q SIS NTS . TIME PASS Q 23111111111i jc 13 . Q6/213- T.1?-0 a i 5 I!.AMQ.,r2(21 111.111=1 • V- DXF 451,4 ,-, • 0 171-14 411 ,•*.lEir H AI 1 . : • , 0 / A Ilal.ftalr E.h.17" el 5 .9,47;zy5 VOIY/IY IWO -0111 —X I 0 , J.* igMAIM . ___.x.3„, s - s• 151-7— = / VD Ai/ A c.- f' - , 3 • l _bil-- 0 tr. 0, 0 RIO A 4-RY 40N zefo i . A r56-1/ 061 .e/1•67- ,, W:. - _ _ ..._. ______._____ 1 al/ - v7 ar,E 7,41.3 : il:_.(-_,(1: e2_4'41-xo ______/35 1 v*. ci•-.7 :31— 7715e1 pze cc, AR. x I 0 11/1Y4 .1 7 49-/-!..`1 - -Win 55-17 25 Jr. vx A -we) . ifikv 0 Hi • fird:2?_.4 P4-, AW14.27y4 W.--- V • ,..,/yin 6) -17-2c, 1 ''...' 197 /1275 0 104. ____Eatit'',6 . -._0& irk!: Ir.: . ..--- 4) 1 ,;16C- 49 41111dirrillillier? j V07•Vi i 4)._1eL-:ievI C -3-yri(4s- "- 727>4( 7 4) wwi v r, APP MN! 11-- I 7 6 iTt WI .. , A . it ,e 07110 cx . g . 0A I-- 0 / , 0 411.9 _,AfliZM. -111 --26 Ye.›/Vt/1 .. . -WA 01A4V IPV.,-:--.1.7. • 0 - i . . / _ . . In 274. " — — PUTCO TIMF.TRO LE SECTION: PACE : 43 (>4" 6Nworo,v Hoem R/Af NT TIME PASS SII NTS TINE PASS Ini SII NTS TIME PASS U NTS T IMF. PASS Q si I S • oX H 0 /MI - • X . , t1P ;531/50 7.-/mtg ' arc F I 4-AL/a fc-- y . E6 7 if- 7.- Ml ; -. Y.- -C4N.7 05146 - tin-7 1 4.&a, ; . X. la< 0 ...1_,50- V .o.7t A" 7-44/.3ci, ex M 1- • r A. z.,,--5- ca.-,... -1771317F 771705 r • ''' • .667 - r7c, an - IN r. L.,--mwasumi iF r -4 ii• ye_ TA4'00 on - # rscrw; ,. Fs, ribs. X • Lvd Dbiloo X. QX 1 , LiNalWAMairt "Pla /. M I:s-M )4 . • A' ° livcc' r•-• SW!! ' ,, oc. .. obrict, I-WE, ,r ;.. Lii-7-3c, VINEWIEMIr;L x Lx obrr05 0 ratY Ifer-1.0.91 krAf Ai eLlovIVI•41.-C- ApoNIIIEMIECoNi Y • 7g-CZ711-5 I 12 -Fin-15 , ,7 V. ox x J.:Fox) . - birt.3c• I= 7zzlIrdr. -561- - IIIIIIIIIIM P A . A, t, a -,/ti-5 1-5WZ / TPA A • LI 75ly•M6 iv MS a, x ISO 04_-11.70 ir.--IW Y 0 & le‘gbi 5 HAI a ne, ow) - '' • Al 1 LZ'J b/.150 • . P. Tige:70 • „ v • LX -abliao — (pp_ -OXg- G-7:1.50 1 7 Moo . PNL , s.. C/a. 06/a.t.) aw 3c-cuurt 7git,c, 17#10 / I/ x. .613 7,7.73sy 071 14 tiNst4 76,-/5" (LEt .: -J. ox rin- WIC' I 1 1 /ILO i • 7i - W3 Itt,20 130 - 7714T1- OP if-03%g- M/I-4t3 11r i 7_&io 1 4 -ieiTh- 5 -113o J X - 697 ri5TCr- ,iTireso- A • t..i 0/ - 1 7 Iti 5 i r -7, 7-61/3- MI:45 , 101,1/34 a Ax" LIM' 4:2 • / Niao i e X• /Y1- 1 7172c; • X • 1 0477C40 I AV.)._ . X • x.11.05' 0065E),____ r '7 1/.• / , t.,->40 )S AILOWit;•.,-,s p rs44/0 11 -7/17-- X . OH 07 R38( Lev , ox 7&v a aO 0 x , :- 07 /1-3 c 0 Gtere - -37.7it 5774-1-0 , , 11 6.11...177/#50 a. - if. oX 1-1441‘at 2. . ,, C : /f IPB17.:79 . -US$) Se. 60)77 I7figz6 r IrtOKF b_Sel., • i G.,,g2 c' , ezdy -4..49 Em ,,,441.-cv-ii • •1) t aN : -- "2", r zi 'c &■:57 /7 Hoc, V. ,__, ' V• OX .1.1_, _e45 , ..„ - ‘,9-R,.., r , •V, • 50 ' ez,...... F:7711 et. A- 4- cc, i: 6:6z _ &la (-1x c f -7 1.1-3Q t- 7.:,1:-//,;3 It - _ ... Form ?.74. ,•• PuT CO LIMITED (...... --r.Q6 9767? So bit L."10 ., PUTCO TIMETABLE SECTION : PACE : cv4-0r A A 70Ar /6 6, S-t) 19-, St I NTS TINE PASS • Sit NTS TIME PASS ___q__ SII NTS TIME PASS SII NTS TIME PASS 0 .71/eac› ki. X77/ 1- ' 4 txuarm ri 7 7 -• • 1761/ 35 4 - 1 4 lico ___ 4.iq - a - /143 ' 11.5' lb I/Y - 06/7..rzo 4. .7 'S •og J //35 f-Z._. ' 06H4L 0 6,6141 .s 1. rc 7 • -4 '7737L-3-- 77 / - E?2,0.06 ' o e -SO /4..4. I 86,5Mg.„5/64r.C__ I RZ- Cr0 A- .9.. 771 '2 .51/ ' - " L.4c.hice• ■ V•••11117/ ; r HI -.6 - 'RCM ' At hi-0 IIA - xri / 1,405 / E '44 / Lc- //X p• nor i C/.2 / a-le - LH 1$ ',HD : 'IP 0 e ' 17.6- L LL r..• 'A Ia° , (20 --fidy / HY 0 VII /-....-/kS (5174---,_ X. 1 / c' 3 4113b:ek"-.6,a- /,.,, et 5r 7; 4, L. L.3 hi.=-, PIM ). • .. L' . ....: ci30 /IS- ." • 7T/WO1 ?-748 01#5 - &to AV/ a . c'c' CS !a24-411-S-k/y 1 ,1-M/0 • la e22. •••-7/6- - fp o _ ...i-/1) 1"S_. .H--7-1 Ti X Alc.3 076'ra I . • x ..31-4- c:,717415 . , 04'7777-04 6 14-M3 E.0 5 o - X . 1- 6 53?---51.f.,' 2&) A- 6 ' Gy•e- i /V4 Yi•L ay/ W 4' iy ---S014./ 70 A's /41/..lo . X - /KS c).5_6c 10 7 75/e6 o7 lvtt.5 . 11 / - • fr7 Al . /44i D t I, X NC 0-51/50 13f-177 .5c-4 07/e/5 • X • A a 0 'b. 7- NI- 1#1,s, -. f .3-7 X • VI* a . 5 1 0.1 1 7-7,qa MT/73 'C-3 Mac, 1,263 7 -ric.. 8 lta 773,CP /4// .D.:- y.6.6 iPat." c':.3 X - Fi ' 0,4/-15 - -771/ a O ...1-/•/ DO -- f - 417.• 0 6# as p4-8 7 - 3 14- i 1:. 11 / .5 1 - P/?6' 151140 -1147 77.3/..4- Iq/H 5 ? 1 •c. g: ,513 / - XS / 1/ • . o , '1 a 7- 414c, I --, #d•r, nec = 4/C. . a ?.--: 1.__...k4a. ice, rt. — 46 C-z/v ZIO 4, 41- Is 1 - 6FP / 5 _4E2 &wry." 05/e50 -, ?&T---iip•D 15,440 reri fla 4,/•• LI Ned" for/( /4'4.:L6 /Ai- .9.1(.0 ye:XL-a -5Z cc,z..5 6?), zra t 07//e3a 2k• -1-NieBc2_ -74roa /.6/1.3a 20 /4,1_16 26 large4,5 a /4- ." iii 274. 1' LI 1 La la SECTION: npir. MULLS PUTCO LIMITED Sc, /Wei-0 // 5' 7 PUTCO TIMETABLE SECTION: STEEL4g .49R/71 kV/M4re7g1 SI I NTS TIME PASS U SII MPS TIME PASS U Sit pas TIME PASS n NT:1 T IME PASS n 7 4. Y. 7 Il c /8N-i0 4 5.:.12-1-W. -— 071,30 L 77:4—.c,c. .5/l¢5 ctv ✓•7/f"C USW° r7.58 K. 3/),. rgr/715 5145 137? ... 6PP 13#327 719 jc.S Pa Tgli... • r-O.47ce-- 1,115.5o/Yyrcce: f)i 64_6/74. j, .6/ , 4., • /1--M=.5 FAD rifeMt4, 4,74'46 a:7Zr 07//3o 0 a . fir yzA.AAla -7---7C- *0rz:-- , 0 .. •c.=, 75 71,44z.-, A-77.5Pp / Ha/ 5 VS' X- Se'P / 87//5 .37P— Tgi.#50 8/H5 8 Ici ',RD Mil _ i... 6 ,4-4..6 L /gRet.oc),=- Gal..., c- _Z -E A Retr A;woo 4 / 4,..., 4/3/ $C7Nc.. 0 61v.vo /745'5 / 7id> ACYSSCYY sitt I 6- /C;OY,/,,, 4.5 'C'e Agee ET4r- - Zi . 6=4_412.4 ,,__ - --- — _ //..-Igia ___ §50 • 7-fitirl- 76.7 /71/0•0 ------Z-ZZIA,c a ST -C-C. .6 Cc- — Z-A'40/v1 67 / 5 fic, '54756 051/.5c) c7.6 r. /YL.7 / 7W:5 l. ,...- 6 - 11-4. 4103 D51-15o -. x SPP 1 ffit15 y:j X SAP I gmst, Al.,. a, own( r.9 Fiory 0 --44/,' , Si (--Asiec- 0 aRoirra 14,- gct *gag, VE,Ccyysl 40 1.1Y00. r• 57 / 7.°430 • 76 g 369 / 811-45 o5 %YR° egfg. D., IN C -,1,245..5 SiAlwi 11 ,r- 4.1,c.41 5 .6Z-V...1_19e.c- . 1 7r.r/c> - /. 274. ine.TADLE tni SECTION: PUTCD .154.R.sta•vrvg/ PAGE : 157 Or .3j (.5;74/Doir IMO TIME /19/et 0,4* rims 4`7.9/Aled, EA-7: 05 315 Q 3 ®® TiAtti 7 zo Mni 4 Form 274 PUTCO UNITE D TIMF:TASLE Soktie--6 • SECTION 47so Cpv //GI ? SC,N,W'Y 61/4 PUTCD e- •5/,r7,69- irk') /6■ 92q 01./.•ane. iAt• IMERIIIIII Ea c5779,64- N m r y cram a Az.r.ses (11A.011:7 -.. a a u ■ 1am 1 um =111111111111 ma 1M11111I1M .1 ... 1.111I1 11.1111 1111=1 111 n. --.. . . .-...... ,.: ...m.. ., .. :13 IIIII 111 111111111111111I rm 274. rAttroi,” c hilYAI43c-44- - .ORA5 de (---1140-mieuxti.; fry Y/16c/&•,(C/ l-trzOla z /A7-01 NTC TIME PASS i Sit NTS TIME PASS Sit' NTS TIME PASS j..... Sit NTS TIME PASS Q Sit f656 L62/71; . = Vi;:, X. i(1 -- /An" g • I • • • I i .r..) v4 ---A37vil-,14 -2521;74e' --e-int.3Z-;tiv CL/ZO , Zair2Riti6c- /3.57 x • v.../cc; /7i//o 01-# .sTAIR0 A f347 ,var:, . . — — .._, • 4.1.-- ,....".vEzt ,oricAt 7-j7eria56 a7E-A.0 ---/r/yAre3,•76 . /74170 -• 27 -077/1,1•5 TeV74 I L 1• ____ , - Form 274. .. -?•• '-• ••••• , . . • • • • ." ;:••,•••••• .• ••. • • ; • • • 2 • • APPENDIX D Empirical research in the Soweto area BARAGWANATH STUDY (06:00 - 08:00) Buses: 92 Total number of buses are 46 per hour thus 0,77 per minute, viz. + 1 bus every 77 seconds Total number of buses divided into the following passenger categories: • Empty (0 - 10) 4 • Moderately full (± 25) 24 • Full (52) 61 • Overloaded (52 + standing) 3 (3 x 52) + (± 60 standing) Total number of passengers: ♦ Empty 20 ♦ Moderately full 600 o Full 3 172 ♦ Overloaded 216 + 4 008 Taxi's: 860 Total number of taxi's are 430 per hour thus 7,2 per minute, viz. ± 1 taxi every 8,3 seconds Total number is 860 Take average number of 16 passengers per taxi thus total is 860 x 16 = + 13 760 - Grand total is: Buses 4 008 Taxi's 13 760 +17768 This implies that buses provide transport 22,5 % of workers and taxi's supply 77, 5 % of workers...... „_. N.. . „...... 7.••• ,...... •••••••,„ ...... ••••••••• ...... , -.... s••••• ''•••••., •••••...... „, • ••••••■ •••••••• ...... ■ ••••... •••••••■• *a... •••••••■ •••••••• • \ \ . ‘ 44 \ 41 V- ■ ,■s\ --, --.... -..., ..r-N -4 3 4; -...... ------.--... ---- ."------__ ---, -....._ -- --... --,--.... --,- --... — --, .------s- ---. -... - tT3 -- ,---.- .--... ---. --.... 1.------, ---. ------.. ----.. -- ...... ---- .--. ::•"7-- --_ s:1 ...„...... $ tO Z z.-- • la) . "... '<- ...... _ • .1 ' " . •••••- ■ .... \ :113 _ , --, \-••• •. - --.1 '•• A \„., ,_ .__. •••••• ■ .... '•••• ----, s''' '', 3••••••-. -••• ■ G:t ZZ.' ..r.',4 . ./ .1 -... ■ •••• -„, --•• •.:... •••7••Z-• 4 --- '•3 ,,:... ..-' .t ' ItA ••• ‘• ss' ...„ s -•• '".. •••,„: ', -‘.. Z: Cn ••••• .....4 - '`. •••••., rn -..1, all Q_ --- .) r: ; '.'4 J -C) A.' "*.- PO " ..° Vt1 ..... ,q, N.,t..■ - 1"-- ?..Q . ■ ---- 1/4,-- ..... , .., ---r)-- ---,--, r"" Z., 'q Th/ ,k--4. c), _ -4 , . . -, --.. - -.4. • . - • ... - -- , - \ "-sz - ' - ' , , -..1- _ _ ^- • ‘. ------..1 • - ("7:5 "ON .° '4:=. -1=, • "r--, -r-1 -15:1 ';-■.) '-' , >.N >-,4, "' -0 . . -'"J . • '-' - - 4-- ' - e...t C. 0 0 c:::, `` C.::1 .... '4.3 '.- r."J ' t.:ZA S-g '-'•• 4:,. :-' S , .. , I' '.\.1' ...... , ...... 7.• ...... - ■ a- --, , • tr... . k"....• • L.. s••-%...' •••:.''-'"' '''..... s.''...' .,..._,-- 3 In ‹.- --,- -4.- ( \ CN .4-1 wa. --its-- .... r--- --4) ....,_„- r-- r-d) :-.., in __.e.....""L'-ci:zr- c:;•?, .;:-/". "..----‘ \...c:;, .k -- . , ....k , , _, ...., _ ----__ ,-../ ,,z-a- et-1 ii-y. A r. Nr-N-.--..rn —...„ -- --, Pe\ ...... k „., -...... • CI M -ei v.-is , r1 --1 ---- e-c -t --A. VI %.." rc., s' ' 1--('`. ;:-.A 1-C•3 4‘.-.3 k-r •••4 . -r '"•• •••■4. •■... ••••._ •••••.. ••••—• '"•• ••••■ -•••••• 1") ..-AnLe3\r ) ‘.11 \r1 ■•■■••••■ ••••••.. •••••••. ••••••.. Zs, •••••■ •••••.• •••••... ••••••.. I- '55 z a; cn cn cU 0 1/3 --10 0 en (nkr)r.1 (/) t•••3 4.. rr) = 4. • 1. • -czt .4:3 -0 a. • ••4Z) ‘-43 czN ■13 `43 tZt CZ:Z• 4..C1 V V 0 c:z cc 0) CPA Pr) X*.s. - \s.r1 \./" ■ss \c) (>•;) t - ca) 0 cf) k/3 in CU r`J v, O CO 1 TT N \e. \n‘) k•C)CAD. \c13 ksrAr3 Q■fl " --- ••• • ■ • *••• ‘ . ,_ 3 v, \n \‘D\r, Lobc,,, is \ .1 ,., k \ n \.e3 1,f) \ _ „,‘,.0 \rV) ..,...) \.n -..... -... ---- ..::::-...„ "------" ■ 4.3 's4 ---- -__ -,------_ '--,.. ' ,...---- ,------_.... --._ ------,--: .------`---. ,--- „„,...... ,_.„ ,. --._ ---- ,_--- ,---,--- .____-__ - -____ ---.-_ ....--..- -7,-.._ 2..... z-_----.... --__...... -- -,_...... ---- ...._,.._ —...... --...... ,....._...... ------, -__ ------.._ -.... -- --. ------.. ...-:.-. ---. ---.. ---, iers \ ' N . '. ■,/ --I 7_ as 1Pass ■ \I` CNI -...... ,--4, i) r-4 \." 6 -II rn \P D° - ..1- ... --. 0 ■ D7: d ITy I ing k: Ple Rigt I ' \ -) N % .. ,Z..------Fr".) ■ `11 ,...) I., %,0 N4 Q,/1 'e:1 r rk NI ,fl 3" ) '' E c --- Q ..,. Leo Oe" "rs:.5) S)r.. ----. c? 1---- 1.--. 1n --a cfl ■—es. f , 1 (pro C:::., .....,-.. 4 -II-. VI .i. S,? ... \ Ct -s.. T.." -.•.:1/4 L.r., ,-.--, 0---) v.N Is", - r- ro m *-1") rsf\ .1 1..) 0 in ,...J /b! I IC U) -•-.., ..._ --, , -. --.. ------.... -, :-- --- 1..._ ------,_ - -__ iers .-- - Z as Pass i------c--1 1---- ■ • % • - 1---- r-.: r., r., -6 -1:3 vz, o Q, ,, .K,, I- I- a c k: a Ple ..) ...1. A ) 'I.) n: nr .!:)-■ -- Bus I NEW CANADA STUDY (06:00 - 08:00) Buses: 134 Total number of buses are 67 per hour thus 1,1 per minute, viz. ± 1 bus every 54 seconds Total number of buses (134) divided into the following passenger categories: • Empty (0 - 10) 27 Moderately full (± 25) 39 Full (52) 54 Overloaded (52 + standing) 14 (14 x 52) + (± 285 standing) Total number of passengers: Empty 135 Moderately full 975 Full 2 808 Overloaded 1 013 +4913 Taxi's: 699 Total number of taxi's are 350 per hour thus 5,8 per minute, viz. ± 1 taxi every 10,3 seconds Total number is 699 Take average number of 16 passengers per taxi thus total is 899 x 16 = + 11 184 Grand total is: Buses 4 913 Taxi's 11 184 +16097 This implies that buses provide transport 30,5 % of workers and taxi's supply 69, 5 % of workers. • ‘).1 l ■ 102()\ \A/3 .■■• , ••.- ... ■ -nr.A.r V-) u-lv- i,\,/, ,r,An „ \ ,, \ .,_ "••■J .....r -_ — ----, — ------. — ...... ft.... - — .—__, *--- s------— — ."-- ■ ------—.- .---. -■- ,..... '.". s' ■ -•- .---..., '-'■ ---- ...... - ...... •••.... 1 -._, '-... —_,... —..,,, ...._ ---...... , iers -..„ \-k_ ',...._ -_ ■ as ...... tr■ k --. Va Pass il '44 I -, v N —,2 c•C) \A 0 rJ6 (3 r‘) v"\ rn 4 -- si. r>c, "../ i'r) -.... ■-____ c...1 r--) (-NI, "-1 i`,/ "r. , NI r,i. t-..- . . , 9 - • , ,. . , • +11 -0 --41 -.3 ... N.. .4.--) ••=, ., '4:3 ',I3 .0 ....0 ''.. '..".• .-4:: ss..) ,... ,o ■3 ,,,,, .Z. ■ 0 .. r "C:o , .-.. I- f-- ,zz, . ••:.• e3 g • a) - Rigtin I ... ,-.1„,>) • . r-11 - 0 ,..._ 1.--- --4, ,_.? rf') r0 '''-- r., sj) . . E 3 .4:::. I -Z— .-ci \ P = ,=.--- •n -- J 4,-. U) ‘r) r'■ /.1 ' --.--i ' ''''' kr ...... ■ ,.4-, ‘ f) 0— <3--- c:■, 03 V1 \ 1- --"" •••I'rt") r---;:j C.1 CO ■ - \I . ,'\`•fl \.e_1,/),.cw- \i'n 1" i' V-NVNrs' -, , 14-0 .r)k.r \ n 0 0\i \fl .• • An _ , -.. - - F._ ------. -- -.... --. .,_ -... -- ...... _ -... ------_,------....------,--- ...._-- . --- 4 --, ---, -**) —3 s sn LA .Y) "1--\ --, --.. • ___ -..... -4,1 ----- .c z--- ,z, ...' z, .--- 'k. - ... - iers Ai Ai • 4-1 %--,._ ".,'1 .1:-..L. t, -.° saA Up Pas I I 7 r--- „ z.,— \,, , ....1 ,,,,, o :0Voo .....3--v - 4-N • Pr. rn r rsi r.,r‘ fs e, ...../-• 4 .11 -. sj- 0 . -.. Vl V .... . , . . . „ • '4 o ' ' --. --- 3 s.... rif ,cz...... , o ,`.0 `--- .., ,,,,, ...... 6 s•c ---- ..— -;-9. - d: 'Z' -- d 'C..1 '...... ° ...C' %...... 0 --- ••cz). '...), C....1 C.:, 0 Ty Ty I 1 x. t , . Mi k: • Ple :..ta . ‘1 . Th R ..... ;., t 3:3 --...... _ r..1) ---*•- , ...... , \O NI) .-..._ qt.*. "' ....., .., sr\ — - V ) ---3-• VN 0 --4 — b--- t`" ,., %3 al E 0 It . \ V-) v) Lel \-. \,r.i ...... -.) \,..- \e3 0 \v) ,0V/11../1) ...... -,i _\ r, \,r, u) ...... '------;•---• --....„..— --.._ *--.. ------_-....„. ----• --..„ -_ --- --.... Al '.--- I--...... , --- -.....„ ...... , ^ 1 l_n 1 e_ . iers le ------'4. -o .2..'•.._. t-) 'N, .... -\> Le '-- ki Z Lea I Passas MUM 2 7 -s--. -4 ,-,-, \..p - - : , o — -.....i-..., kr-- 2 c., ---....-t ...)--.. - - . ... . % 1....., " - ' 7 • - • -, .C..) - - r---- y-.,, ...... --•-- t-.... C.. ,■:1 ,--2... t. ,.---, ts--- \----. t---.., N. t....., -- -b v 1--- r— 3-- -.) 300 ----, 0 .... ,_>-■ >-, r.) ° I-- 00, 7 la/ , A N ing k: t Ple 20 9 , Rig C ,.:.,,, --z--- _ ■ 0 --, ---1.&"\ -0 (o <_$,'1 , OY L 9 3 -_-1-• •••-• V) -...- nr --..• (-3 eC) QJ ...6- -..._ Li) r8. -5;8 ■ tum: _ )--- S).0 f-''''e1 .. ', • - Z".' .....1.''''" .3--- ■ *Q C) .:".. '0. N J 'tzr. ," La 9 3/ 1■•- ■ ' " ' \1\ R '--= t'vs N-1..i--, —.1- --- ■ ,.. ,,- ua , i Bus n "s---, Nr) 3- T I -■ --...., -..... -., ...... ---. ---,-, --- -__-- __----.. -- --.....---. ..._ ...-,- --- ...,.--... -...... _ -....__ ----...„ I- --.., • r '-...._ -P- o N.:I....---- r -,...... 0 'J ._. '..2.- -....-••"..)- c.6 \/., -;.'.t•—• s v, r--.. .P•-• vi v .- ... 0 c: 0 >4 >4 I— F- . 4. (6 te le ..ka) 0- i ic g 0 2 ---- ,--.„ r n tum: • Bus Da DOBSONVILLE ROAD STUDY (06:00 - 08:00) Buses: 16 Total number of buses are 8 per hour thus 0,13 per minute, viz. ± 1 bus every 7,7 minutes Total number of buses (16) divided into the following passenger categories: • Empty (0 - 10) 1 • Moderately full (± 25) 2 • Full (52) 11 • Overloaded (52 + standing) 2 (2 x 52) + (± 20 standing) Total number of passengers: ♦ Empty 5 ♦ Moderately full 50 ♦ Full 572 ♦ Overloaded 124 + 751 Taxi's: 435 Total number of taxi's are 218 per hour thus 3,6 per minute, viz. ± 1 taxi every 16,6 seconds Total number is 435 Take average number of 16 passengers per taxi thus total is 435 x 16 = + 6 960 Grand total is: Buses 751 Taxi's 6 980 +7711 This implies that buses provide transport 9,7 % of workers and taxi's supply 90,35 % of workers. , \nk \.,(A --- • - - ...- .., ...... _ ...-_- '',.., t _ t I I \n ""ss•-• 1 . ._. ...., ___ ...„...... --...... , -.. ,,...... te„, -....--., 1-- __.-.... _. -.... , ,.----, ,.,--- ff...... „ ...._ to U) U) cu a. .-- 1-... ti: ....._ r---...... 0.-. 4'' '-i ■ r-i ry) eY3 .,.y.,. \1Th c.. r-,...) ,--•••1 CZ, . • •••... , • ' ■ -.4.....--,t- P ''' . -...0 :••.-- - ■ , ' \-___ r..... e---, - ` • , ) .3 %;) , gz,) N • ...,, . V 1:1 ■....) • >4k >4 I— I- _ : 40.... . ■.....1...).... .4, . "'Is...... ■-. C.:.- .....-5 ...‹.4, '...., ting CD c..-) Rig a. I M - e-- 00 I4c c- • v.) cr, -':.. ■ g, .•- 3 ...s4.,. 3... , F.t. c...<:. . ..\„1-..i.. 1,..„. .""-..41_)._ .....s."...-.N „..,r1 ,„-:.?: -.... -....• tum: --...— --- - -.... r,-. ■N.,•, -3 ,:..i ----• 7- ,•-'-' c_7:-,<.1 s ' 6...„,-•,- <., . Da --"-2:- ! 1 :7 ...... k^..., -... , ,...... 0 F- a. N \ ...] „ ..; f3 G:1 c.: .z.. al ■ ...,A CI •• ... • • • • I- 47: cc Taxi's ...... _,....,_ F-iL i7-w --...... r1 I ---... t...., r, n --4...... ■ 41 s .". "Z:.' -,... '-.. 1. -.... -- - Fa " C..7,. le-v o Z 0 ---I. ..1 . -c. ... ■ i . . ...... , `-' ■ -..... --•-, .... ."..--. r-- :)' -., ----. .%.., ....k. -...... ,:',.. ;.,.. A .. -...... "`... k-D .- .*.• ■ ... V.) -...::: ....._ ,-.... "...... - --- ...... -..... ■ ... ■ • ...... -...... -',.. s... ' ...... -..... .- ...... --.. . L-1 ---... -...., ...... """... kn 0...., ...., ,...... --'.- ' Le) I -•• ...... -...... ■ - .. f\,, ...... ■ ...... , -". .: ...... -... -"*--- \n "*. , ...... ■ ■ . ., .., \e) -...... 7 ...... ----... . -+ -...... '''•• -...... ■ \.(--).) ...... "".... ,...... , -....., ...,.. '....., .,.... • \e> t°'3 -...... ''..... ••••• ----.... ■ .._ ...... -.... _.... . ___,.. ..-, . ■ ••• ...... •••••• ...... , ...---...... ,