Mangaung Metropolitan Municipality IPTN Portfolio Committee on Transport

Implementation of The Bus Rapid Transport Systems 12-13 September 2017

Executive Mayor Cllr SM Mlamleli 2 Outline • Project Overview • Financial Status • Master Programme and Progress Status Update • Risk Management • Aspects of Project well executed/improved in future phases • Challenges faced • Contribution of the project towards: – A single public transport ticketing system, – Implementation of universal access, and, – Smooth inter-operability with other modes. • The Future of BRT 3

Project Overview and Financial Status 4 Project Overview • Project Status - Not operational yet, • “Go Live” during 2019/20 financial year 5

SYSTEM OVERVIEW 6 Mangaung Metropolitan Municipality

• Total Population(2015) - 833,141 (MMM Land Use Model 2015); • Total Number of Person Trips in the morning peak period in Metro (2013) – 190 000 (National Household Travel Survey 2013); • Know as walking city – 17% of work related trips, walk all the way to work. (National Household Travel Survey 2013) 7 Full Network Implementation Phasing Phasing - 25 Years BloemfonteinBloemfontein Botshabelo/Thaba Nchu

Thaba Nchu Langenhoven 5 5 Park 4 4 3 1 3

Waaihoek 8 6

7 2 • Existing subsidised 4 services Heidedal • NMT implementation 1 Botshabelo part of Phase 1 Lourierpark Implementation

Rocklands

• Total number of passengers in system and km routes to be finalised with adoption of final IPTN document end 2017 • Subjected to completion of HTS and PT on-board surveys 8 Phase 1 and 2 Patronage and Fleet

Dr Belcher

Harvey Phase 1 Phase

Maphisa –

Phase 2 Phase –

M10

July 2021 2021 July “Go Live” July 2019 2019 July Live” “Go

Maroko Cresent Trunk Routes- Trunk Routes- 10.8 km 9.9 km Complementary Complementary Phase 1 and 2 routes-42.2km routes-32.1km Phase1 Phase 2 CBD Trunk/ Complementary Routes Trunk/ Complementary Routes CBD 2 Complementary CBD 2 Complementary CBD 1 Trunk, 3 Complementary Routes 1 Trunk, 3 Complementary Routes Distribution Routes Distribution Routes Total Daily Pax 11 191 14 591 22 259 3 777 Total Bus 11 32 46 4 9 Coverage of City – 500m(radius) walking distance 10 Phase 1 and 2 Coverage

Phase CBD Phase 1 Phase 2 MMM Within 500m from routes Nr dwelling Units 6 557 42 110 25 209 261 242 Population 17 885 126 493 85 698 833 141 % dwelling units 3% 16% 10% % Population 2% 15% 10% (Source: MMM Land Use Model 2015) 11 System Overview • Option analysis to determine optimum mode and infrastructure for MMM, adapted to fit context and traffic and transport needs of city • Enhance operational and capital efficiency - Mangaung specific system design: – Mixed traffic operations, – Kerbside mix of manned controlled access stations and unmanned uncontrolled stations, stops, – Optimised ITS solutions that can be modular scaled when system patronage increase and network extent widen, – High Quality public transport system – total population and passenger demand, congestion levels and bottleneck in transport network. • System design to fit context and character of the city: • Mangaung the “walking city” 12 System Overview - ITS

Intelligent Transport Systems Information Communication (ITS) - Overview Technologies (ICT)

For MMM, the following ITS • Use of wireless communications technologies will be grouped into a between stations and Control single Request for Tender (RFT): Centre; 1. Information Communication • No integration to other systems, no Technologies (ICT); Enterprise Resource Planning 2. Advanced Public Transport system; Management Systems (APTMS): • Rely on virtualisation to optimise • Automated Fare Collection server usage; (AFC), and • No redundant backbone; • Vehicle Technologies (VT); • Initially no Disaster Recovery Site, 3. Safety, Security, Surveillance, and Only off-site backups; Monitoring (SSSM); • Initially no Backup Control Centre; 4. Urban Traffic Control (UTC) – not • Downloading of vehicle data at needed for initial operations. It will depots done through 3G, as and be re-evaluated for future phases when needed; System Overview - ITS Automated Fare Collection (AFC) - Fare system framework • AFC banking partner required • Access to controlled access stations are for system to issued Fare regulated by fare gates while access is not Media; controlled at all other stations • Clearing and settlement of • Fare control at uncontrolled access stations payment transactions take and stops take place when boarding a bus place through the National • No TOM (Ticket Office Machine) and TVM Payment System in accordance (Ticket Vending Machine) at stations initially with the National Payment • Flat fare at entry and exit points based on System Act; pre-calculated matrix; • The payment system complies • Remove cash handling from stations. Card with the banking and payment selling/reloading via vendors on commission basis, MMM pay points & Customer Care regulatory framework; and Centre; • The NDoT’s AFC Data • Vendor facilities provided in station precincts Structure is loaded onto all • Fare card validators only at the left front Door Fare Media. of the bus; and • Passengers will access the fare • Hosted Central Fare Management System system with a compliant card. Components • Fare system management • Control enhanced by passenger counters in undertaken in-house buses 13 14 System Overview - ITS

Advanced Public Transport Management System (APTMS) • Hosted Back-office Software Solutions and Services; • Full vehicle tracking from Control Centre and bus scheduling capability • CCTV feed to Control centre and selected MMM monitoring points • Communication between Control Centre, buses and access controlled stations • No Automated audio announcements and no induction loops within stations; • No CAN(Controller Area Network) interface on the vehicles, APTMS will monitor driver & vehicle behaviour; • Call centre is manual information relay only; • Estimated Time of Arrival (ETA) of busses based on GTFS; • On Board Unit (OBU) and Antenna – ITT • Safety, Security, Surveillance, and Monitoring (SSSM) / CCTV Coverage: • In Bus – Initially no CCTV coverage • At Stations – Limited CCTV coverage for security only; • On Route – Limited CCTV coverage for vehicle behaviour only; NATIONAL DEVELOPMENT PLAN AND MTSF 16 NDP 2030 • National Development Plan (NDP) as part of the Strategic Integrated Projects (SIP) group 7 – N8 activity corridor linking the Airport Node, Botshabelo and Thaba Nchu – Focused on integrating these secondary nodes through several development initiatives. – National Route N8 and rail infrastructure and is earmarked as a strategic corridor initiative in the NDP. 17 MTSF • Several mixed income and mixed housing typology project areas were also identified – the so-called “7 Land Parcels” initiative: – Brandkop 702 north of Lourierpark, – Brandkop Race Track to the north thereof adjacent to the south of route N8 west, – Cecilia directly to the north of N8 west, – Pellissier infill development, – Vista Park Phase 2, – Vista Park Phase 3 which are located to the west of Church Street, and – Hillside View located to the east of Church Street 18 MTSF • Five “urban hub” areas earmarked to consolidate mixed economic activities. – Western parts of the City areas surrounding route N8 in Schoemanpark immediately west of the N1-N8 intersection, – area around route R64 north of Langenhovenpark and – area west of the Nelson Mandela Road/R64-N1 interchange. – Mangaung Township to the east of the Hamilton-Vista economic activity area, and – Schoemanpark (Ooseinde-Transwerk Industrial cluster) located to the east of the CBD along N8 East. 19 Urban Network - MANGAUNG Restructuring Interventions 20 Integration between BEPP Catalyst projects and IPTN Phase 1

Waaihoek Precinct Dark and Silver City

Vista Park

Hillside View 21

PROJECT FINANCIAL STATUS 22 Historic Spend PTNG

23 Comments on Graph • Since 2009/10 until 2016/17, expenditure constantly exceeded 100% of its budget, except for the 2012/13 and 2014/15 financial years. • A roll over application of R22 million was applied for the 2016/17 financial year. • The unspent amount was caused by a strike action that delayed the contractors on site as well as the removal/shifting of engineering infrastructure/services where NMT facilities were being constructed. • The PTNG allocation for MMM was significantly increased from 2008/09 – 2010/11 financial years, – Drastically reduced from 2011/12 – 2014/15. – Increased from 2015/16 until 2016/17. – Over a number of years, the MMM has had to fund the shortfall of funds, as expenditure has far exceeded the PTNG provided. • In order to enhance operational and capital efficiency due to the limited budget allocations to Mangaung for the IPTN, civil works and IPTN related infrastructure were optimised to suite Mangaung specific passenger demand for the proposed for Phase 1 and 2. 24 Comments on Graph • This infrastructure mainly includes: – IPTN services to operate in mixed traffic operations resulting in limited roadway and busway improvements – Kerbside stations with a mix of: – manned controlled access station, – unmanned uncontrolled stations, and stops (feeder- and complementary routes); – activation of intermodal facility as main trip co-ordination point in the system incorporating taxi’s and IPTN buses, and optimising existing office space in the facility for the control centre and customer care centre or the system, • industry compensation has been phased over three years to ensure affordability • the VOC(vehicle operating company) will be financing its own busses • Extensive NMT infrastructure plans (walkways and cycle paths), • Resurfacing of existing roads (trunk and complementaries) and providing road furniture 25 Planned Budget

Allocation of Funds to Key Cost Drivers R300.0

R250.0

R200.0

R150.0

R100.0

R50.0

R- 2016/17 2017/18 2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 2028/29 2029/30 2030/31 2031/32

PTNG for Infrastructure PTNG for Vehicles PTNG for Compensation PTNG for Operations 26

Master Programme and Progress Status to Date 27 High Level Program

June 2015 Appointment of PMU contractor July 2019 July 2021 GO LIVE Phase 2 October 2014 Maphisa Rd design Establishment of Registration of Phase 1 Construction change Steerco VOC/SPV Phase 1a Median to kerbside September 2017 December 2017

EMT approval June 2016

June 2017June 2018June 2019June Draft Fisrt Order Operational Plan 2014

8 Phase identified October 2016 Phase 1 selected for MOA - Taxi October 2017 May 2018 April 2019 implementation Industry Phase 1 Ops Maphisa Road Bus Order Bus Delivery Plan to supplier All infrastructure November 2016 Complete Phase 1 ready Draft Ops Plan VOC in place 28

CURRENT PROGRESS 29 Progress to date • Operational Plan: – Approved by council • Industry – MOA singed 2016 • Governance protocol approved • Steering committee consisting of HODs to manage IPTN activities approved by Council 32 Progress to date -Roadways and stations

HarveyRd HarveyRd

2017/18

Maphisa Rd Complete

2018/19

Legend: Infrastructure • Current Construction Projects (2016-17) – NMT Facilities along: • Park Road • Victoria Street • King Edward Road • Ella Street, – Harvey Road NMT is affected by upgrading of asbestos water pipeline project which is located along the NMT Facilities in Harvey Street, – Maphisa NMT & street lighting is on-going, • 2017/18 Projects – Phase 1B Fort Hare Trunk Route is at Detailed Design Stage, – Draft Tender document to be considered by Mangaung for BEC, – Phase 1C Moshoeshoe Trunk is at Preliminary Design Stage, – Botshabelo NMT construction to commence October 2017/ – Thaba Nchu NMT infrastructure construction to commence October 2017, – Phase 1A Maphisa Trunk Stations, preferred prototype in finalisation stage, – Phase 1B Fort Hare Trunk Stations, preferred prototype in finalisation stage, – Bus Depot, Site selection report complete to be approved by council September 2017, Industry Transition

• Industry advisors appointed on 22 December 2016 and functioning – Industry Advisor Appointment based on set milestones. • The Joint Steering Meetings (Monthly), Joint Technical Meetings (Bi-weekly), and Data Committee Meetings (as required) have commenced and is progressing positively. • Memorandum of Agreement (MOA) signed between MMM and the minibus-taxi industry (12 October 2016) • Draft MOA for affected bus operators finalised but not signed as yet (approved in principle) • Draft Vehicle Operating Company Agreement (VOCA) completed, including all schedules. Elements of VOCA to be agreed subsequent to completion of study tours • Compensation model is developed and has been updated with existing survey data for Purposes of starting formal negotiation 33 Progress to date - Related studies • Approval of UDAP for the city not only for IPTN network is underway and in draft format. • Re-activation of the intermodal facility as main integration point for IPTN system, • Intermodal facility is integration point for bus, taxi and long distance rail, 34

Risk Management 35 Financial Management of Opex • MMM is committed to operation as efficient as possible due to its financial constraints, some of its fundamentals are illustrated below: – Service delivery: The VoC will deliver a public transport service at the required standard, which implies that adequate managerial expertise and operating capacity must be built into the business model. – Empowerment: Adequate broad-based black economic empowerment (BBBEE) is enabled (and sustained) through the model, in terms of HDI and gender participation in shareholding, management and staffing, with adherence to BEE charters and employment equity targets. – Capital financing: Either adequate capital is available to adhere to contractual requirements and provide for working capital, through equity or debt, with local financing being preferred over international investment and/or debt financing. – Mini-bus Taxi Incorporation: Effective participation of the mini-bus taxi industry (and bus operator) affected by Phase 1 and 2 at all levels is enabled through the business structure. – Institutional simplicity: A simple model arrangement is preferred in terms of transparency, functioning, legal establishment and contract performance management. – Future implications: The model achieves long-term objectives of public transport transformation particularly around the creation of local capacitated operator entities that will be competitive in future contracts in the area and beyond. – All these principles are encapsulated in the development of the business structure and operational planning of the System and the approach by MMM. 36 Financial Management of Capex/Ptng Funds • MMM is committed to managing fund effectively and efficiently. • PTNG funding is managed through the same governance structures of the municipality which underpins efficient and effective management of the funds. Engagement with the NDoT is held on quarterly, annual and ad-hoc basis to ensure effective management and spending of grant money via informed decision making.

Plans to Ensure Revenue Increase to limit Reliance on Grant Funding and Subsidies • The approach of MMM is to target sustainable and lucrative routes only, this underpins the approach to the phasing and the roll-out of the service, the system will only be rolled out once the minimum requirements are met with regards to patronage and so forth. • This in turn makes the probability of earning funds from axillary income streams more prudent due to the exposure on the service and the patronage volumes. In turn, annual increase in fares are envisaged and the approach to the system is that of achieving a financial efficient service informed by a business approach. 37

Aspects of Project well executed/improved in future phases 38 Achievements • Notable achievements during the 2016/17 years are as follows: • Infrastructure – Maphisa Road Trunk Route upgrade (95% complete) – NMT routes preliminary design (complete) – NMT procurement of panel of contractors (April 2017) – Depot and stations concept design (current) – Trunk Route (Fort Hare, Harvey Road) upgrade (2017) – NMT Construction (2017) – Park Road, Ella Road, Victoria Road, King Edward Road, • Transport Surveys – Finalise survey report (2016 surveys) – Finalise HHTS design and procure service provider (To be completed October 2017) – Finalise NMT survey locations, and execute survey (March 2017) – Complete taxi on-board survey end September – Universal Design Access Plan – UDAP in draft to be approved by council. 39 Achievements • Phase 1 Operational Plan 2016 Finalisation: – Validate Phase 1 Operational Plan through surveys – Transport Demand Modelling to finalise patronage – Update IPTN and Operational Plan • Memorandum of Agreement signed with taxi industry (October 2016) • Appointment of Taxi Industry Technical Advisor (December 2016) • Joint Technical Committee and Joint Steering Committee established • Industry Transition sub-committees established • Draft MOA with IBL • Cordon Counts, Vehicle Occupancy Survey, Facility Surveys, etc. (completed) and results endorsed by Taxi Industry • Taxi on-board survey in progress (with the participation of the taxi industry leadership and officials) • Collated IBL Bus Operations data (vehicle registrations, operating licenses, and validation of routes) 40

Challenges Faced 41 Challenges Faced • Structuring of a practical and beneficial planned phased implementation of the IPTN against a background of very limited funding, decreasing over time, and high performance and quality expectations. • No fixed programme aligned to funding availability from inception. 42

Contribution towards: Integrated ticketing system, Implementation of universal access, integration between modes. 43 Contributions • Approval of Universal Design Access Plan for the city not only for IPTN network, • Re-activation of the intermodal facility as main integration point for IPTN system, • Intermodal facility is integration point for bus, taxi and long distance rail. 44

The Future of BRT 45 Mangaung Future of BRT • MMM focus on providing an integrated public transport system that accommodate variety of public transport modes, • These modes form part of the total system and need to comply to the minimum standards set for the system as a whole irrespective of the mode(bus, taxi, metered taxi, rail), • System still overtime will provide integrated ticketing between modes, passenger information, and other system requirements that set the standards for quality public transport services that is regulated and comply with road safety and other regulations • BRT is one of the modes that is considered when selecting optimum mode per transport corridor, depended on total number of passengers, distance and congestion on the road network, – Each mode is optimal for a specific range of distance travelled and number of person trips per day, • Important, all modes need to be integrated and provide scheduled services, comply, overtime, with universal access specifications, • MMM will in future need to implement dedicated roadways along specific roads where congestion will become a problem for Public Transport vehicles to progress, this needs to be evaluated year on year with change in projection of ridership. 46

Thank you!