DEPARTMENT OF TRANSPORT

NATIONALNATIONAL TRANSPORTTRANSPORT MASTERMASTER PLANPLAN 20502050

Presentation to Portfolio Committee on Transport: 4 May 2010

NATMAPNATMAP –– TransportTransport forfor 20502050 Table of Contents

1. Introduction – what is NATMAP? 2. Vision 2050 3. Transport – status quo 4. South Africa – future scenarios 5. Transport operations • Passenger operations • Freight operations 6. Infrastructure 7. Key financial, legal and institutional actions 8. Critical projects 9. Actions required from Portfolio Committee 1. Introduction – what is NATMAP?

NATMAP 2050 Project goal

• National Transport Master Plan (NATMAP) 2050 “…to develop a dynamic, long term, sustainable land use / multi-modal transportation systems framework for the development of networks infrastructure facilities, interchange termini facilities and service delivery”

• NATMAP to be: – Demand responsive to • Socio-economic growth strategies, or • Any sectoral integrated spatial development plan – An action agenda for the whole country until 2050 Project approach 2050

PhasePhase 3: 3: Forward Forward Planning Planning ••DemandDemand projection projection 9 Road

2005 9 Road Phase 2: Analysis 99RailRail Phase 2: Analysis •Future Model 99AirAir •Future Model 9Land-use 99PortPort 9Land-use 9Economic Activity ••EvaluateEvaluate alternatives alternatives 9Economic Activity 99PopulationPopulation 9Infrastructure capacity PhasePhase 1: 1: Status Status Quo Quo 9Infrastructure capacity Phase 1: Status Quo •Analyse issues & problems •Transport•Transport Infrastructure Infrastructure •Analyse issues & problems 99RoadRoad 99RailRail 99AirAir 99PortPort •Land-use•Land-use PhasePhase 4: 4: Action Action Agenda Agenda •Economic•Economic activity activity ••Programmes,Programmes, projects, projects, costs costs •Population•Population ••PoliciesPolicies ••StructuresStructures DELIVERABLES •Round Table Ph1 •Round Table Ph3 •Round Table Ph4 •Round Table Ph2 •Report 1 •Report 3 •Report 4 •Report 2 2. Vision 2050 Vision 2050

“By 2050, transport in South Africa will meet the needs of freight and passenger customers for accessible, affordable, safe, frequent, high quality, reliable, efficient and seamless transport operations and infrastructure. “It will do so by continuously upgrading infrastructure and services ahead of demand, as well as in an innovative, flexible and economically and environmentally sustainable manner. “Transport will support and enable government strategies, particularly those for growth development, redistribution, employment creation and social integration, both in South Africa and in the Southern African Region.” Goals to support vision

1) To provide integrated land use and transport solutions 2) To promote economic development 3) To promote rural development giving priority to presidential nodes 4) To maximize the utilization of existing infrastructure facilities 5) To maximize the economic return on investment in transport 6) To promote integration of transport infrastructure and services 7) To minimize the impact on the environment and reduce the carbon-footprint of transport 8) To provide energy-efficient transport, using energy sources that are sustainable in the long term 9) To provide affordable transport to end users, operators and government Goals to support vision

10) To provide transport that is equitable to all stakeholders 11) To develop transport infrastructure that are meeting international standards and are technologically sustainable 3. Transport – status quo Road infrastructure

• Road infrastructure condition – SANRAL network generally good to fair – Provincial paved roads generally fair to poor – Huge maintenance backlog in some areas, e.g. coal haulage area in Mpumalanga • Traffic usage – Growth of traffic outstripped extension of paved network – Significant amounts of heavy traffic on roads • Heavy vehicle overloading • Road safety issues, exacerbated by poor road condition, absence of clear road marking etc. Rail infrastructure

• Rail infrastructure condition – Heavy haul lines well maintained, good condition – Rest of network in fair condition; some lines however not maintained • Rail network generally underutilised • Rolling stock is old • Rail gauge – SA use narrow gauge (outdated) • Institutional setup – PRASA providing passenger services – Transnet providing infrastructure and freight services Other infrastructure

• ACSA airports – 10 airports (including the 3 major international airports) – Generally good condition and service – Some airports are (or will be in near future) approaching saturation, e.g. ORTIA and Cape Town • Ports & pipelines – Port throughput is approaching capacity in some cases – Poor road access to some ports (e.g. roads to Durban and Cape Town are severely congested) – Pipeline network at capacity; freight diverted to road. Busy with NMPP Some major challenges

• Infrastructure – Lack of expenditure on road maintenance – Overloading on roads – Condition of rail infrastructure (non-heavy haul lines) – Rail infrastructure management systems are ineffectual (isolated systems, old or incomplete data) – Need to cater for growth in demand • Road – high traffic growth • Rail – underutilisation • Ports – high growth in containers (Durban), Some major challenges

• Operations – Monopoly control of rail transport (distorts charges) – Unsatisfied demand for rail taken up by road (less efficient) – Technical regulation of freight transport – Standard of public transport is declining – Customers are dissatisfied 4. South Africa – future scenarios Demography and Economy

• Study performed by Global Insight and BMR on behalf of NATMAP 2050 • 3 scenarios investigated – Demographic scenarios • High (centralised population, low HIV/Aids, higher international in-migration) • Medium (migration levels similar to current trends, HIV/Aids assumptions of greatest likelihood) • Low (decentralised population, high HIV/Aids) – Economic scenarios • Also High (positive), Medium and Low (negative) variants Demography and Economy

• Major findings – Population will grow from 47 million (2005) to about 60 million people by 2050 • Significant migration to Gauteng and Western Cape, from other provinces • EAP to increase from 19 million (2005) to 26 million (2050) • Unemployment to decrease from 38% (2005) to 8.5% (2050) – GDP expected to grow between 5% and 6% per year Land use Energy

Oil scarcity is inevitable, the only question is when and by how much. All indications are that the time horizon is about 20 years, at which point the available fuel will have reduced to about 50% of what it is today.

Well planned journey scenario gap between fuelsupply Bumpy road scenario gap between fuel supply & 1 and demand 4 demand 200 200

150 150

100 100

50 50 Index: 2008 = 100 = 2008 Index: Index: 2008 -Index: 100

0 0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030

Liquid fuel supply BAU demand Liquid fuel supply BAU demand Energy

TRANSPORT INTERVENTIONS Peak oil Road, rail and Mode specific Road based Move to new projections air based measures and measures only technologies measures mode shifts

Well planned Entirely Not required Not required Not required journey sufficient

Taking the Insufficient Barely sufficient Not required Not required back roads

Riding the Insufficient Insufficient Sufficient Not required wave

Entirely Bumpy road Insufficient Insufficient Insufficient sufficient 5. Transport operations Passenger transport: SPTN

• Development of integrated, high quality public transport – Linking all cities and towns of national significance – Consists of integrated PT network of primary and secondary routes – Providing mobility and accessibility – Using optimal modal mix – mode appropriate to each link/corridor – Accessed via high-quality modal transfer facilities – It is only a framework for further refinement – Extension of IRPTN’s of 12 cities – Phased development over time Passenger transport: 2050 PT potential Passenger transport: appropriate mode Freight transport: selected strategies

• Road freight – Operator registration – RTQS implementation • Loads (weighbridge network and enforcement strategy) • Vehicles (COR – roadside inspection) • Drivers (training and driver hours regulation) etc • Rail and port freight – Reorganisation (see FILM proposals) – Open market, industry involvement – Develop customised rolling stock – Skills training (technical, operational and managerial) – Develop intermodal interfaces and facilities Freight transport: rail demand Freight transport: road demand 6. Infrastructure Road infrastructure Road: selected recommendations

• Road maintenance – Focus on strategic network (“roads of national importance”) – Elimination of backlog – about R50 billion – Periodic and routine maintenance – about R12 billion/year – (See proposals on funding) • Promote public transport investment – Regional passenger rail network (take pax off road) – Develop public transport services on SPTN (increase vehicle occupancy) • Priority bus or normal bus services – (See passenger operations proposals) Road: selected recommendations

• Capacity upgrades – Add lanes when roads reach LOS E (reported per province) • New constructions / major upgrades – When feasible, in high economic centres (e.g. PWV routes in Gauteng) – In isolated cases, in line with land use directives (e.g. Makhado-Giyani-Phalaborwa-Mbombela-Richards Bay) Rail: access to infrastructure

• NATMAP goal: maximise utilisation of existing infrastructure • Current network only accessible to TFR & PRASA • Recommendation is that network is made accessible to other operators to attract private initiative in service delivery and investment in rolling stock and infrastructure • Recommend phased approach starting with ringfencing of rail operations • Transnet branch line strategy first step in this direction Rail infrastructure

• Vertical separation of infrastructure and operations – Recommend the immediate institution of rail infrastructure owning entity (RIA) (similar to e.g. the road and airport modes) • Will immediately take over branch lines and be responsible for concessioning third party operators on it • Will immediately acquire concessioning experience to manage further rollout of modern rolling stock • Will eventually absorb the entire lane network in the country and allow existing freight and passenger agencies, and third party operators, to operate on the network Rail: standard gauge strategy

• Corridor analysis, formulated strategy to phase in standard gauge rail on 1435mm as an ultimate extension of Gautrain rail project • Priority corridors for high speed rail – Moloto corridor – Durban Johannesburg corridor – Johannesburg Polokwane corridor – Johannesburg Cape Town corridor Rail: 2050 plans Rail: selected recommendations

• Need to introduce rail gauge strategy in phased approach (all new rail developments) • Implementation of passenger rail initiatives – Funding for Moloto rail line – Feasibility studies for Durban Johannesburg, and Pretoria Polokwane rail lines • Operations – provide access to private operators • Monitor, update plans in view of future developments: – Green House Gasses – Supply of fuel and electricity – New coal projects in other countries – New ore development in other countries Airports: ORTIA

• Current capacity of 24-28 mill p/a reached by 2015 • At ultimate phase of master plan, ORTIA will have: – 4 runways, with adequate taxiways and aprons – Midfield and existing passenger terminals – Improved road access and additional parking

– Gautrain access Passenger ORTIA Future Demand and Capacity Demand

140 Consolidated

– Cargo facilities, etc. Millions Airport Capacity 2029 - Demand = Ultimate 120 Capacity (at least 60 MPA) Optimised Ultimate Airport • Ultimate capacity of 100 Cap ac i t y Completion of 80 Ultimate Phase

about 60 mill p/a Completion of 60 Phase 2 Annual Passenegrs Annual

40 Phase 2 - Runway 3 complete

20 Completion of Phase 1 0 Interim Development 2007 2010 2012 2015 2017 2020 2022 2025 2027 2030 2032 2035 2037 2040 2042 2045 2047 2050 Year Airports: Cape Town and King Shaka

• Cape Town International Airport – Current capacity 15 mill p/a, reached by 2018 – Master plan being implemented (including replacement of main runway, and construction of second runway) – Ultimate capacity of about 45 mill p/a, reached by 2038 • King Shaka International Airport – Opened on 1 May 2010 – Single runway system, initial capacity of about 7.5 mill p/a – Master plan for further development (including second runway and terminal building) – Ultimate capacity of 45 mill p/a reached by 2050 Airports: selected recommendations

• Capacity upgrades at airports – All airports evaluated for demand and capacity – Specified future developments (airside, landside) required to cater for demand • New airport requirements – Gauteng, at least one other major airport before 2050 – Cape Town, estimated from 2040 – Durban, estimated from 2050 Ports: capacity enhancement

Cape Town Ngqura

11 Ports: capacity enhancement

Durban Richards Bay Bay of Natal

Durban South

39 Ports: Selected Projects

• Joint study by KZN DOT, National Ports Authority and ETA to choose location of container terminals – Durban Bayhead / Durban South / Richards Bay – Cape Town / Saldanha • Container terminal expansion at priority sites • Detailed planning and implementation of ports expansion need to be integrated with ITPs/IDPs of cities and PLTF of provinces to ensure that – Road and rail access is provided in time – Land is reserved – City development and land use opportunities are maximised Pipelines

• Major current developments – NMPP (to be completed December 2012) – Kendal Matola pipeline (expected completion within next year) 7. Key financial, legal and institutional actions FILM Issue Analyses Outcomes

• Whilst NATMAP 2050 identified and analysed a number of ‘original’ issues, these were frequently an exacerbation of FILM issues already identified as meriting resolution and reform in the White Paper of 1996 and MSA of 1999 – Institutional fragmentation hinders coherence and focus by DoT on policy formulation and strategic planning – Application of a fair and equitable user-pay principle w.r.t “economic” infrastructure where economically justified and financially viable – Inter-modality, multi-modal integrated economic regulation and system- wide mechanism to deliver large infrastructure investments – Comprehensive and multi-tiered benchmark to link funding allocations to agreed national objectives and timelines – Customer/user centricity, sustainable, stable and consistent funding – Unwinding of the unequal delivery legacy w.r.t access to passenger transportation and cost recovery (MSA’s “Urban Passenger Vision for 2020 – Public Transport First”) – Crowding-in the private sector – Firm-level efficiencies and systemic cross subsidization which perpetuate poor operating practices NATMAP 2050 FILM Strategies

• SA is a developing economy responding both to socio-economic and basic needs demand imperatives as well as economic global-village nations’ competition for finite transportation funding resources • SA’s economy relies on competitively priced freight and passenger mobility to be globally competitive • Fundamental to SA’s ethos in the funding of provision of transportation are equity, efficiency, adequacy and ease of administration & compliance • Fiscal equivalence and scale is important, but when internalization of externalities require central provision, but diseconomies of large-scale operation call for local provision, the necessary condition for Pareto optimality is then of a size that minimizes unit costs • Efficient pricing is mandatory, i.e., pricing should fully reflect all individual and long-term marginal social costs, with all external costs being internalized. • Maximize utility of available and foreseeable availability of funding, institutional and management capacity • Optimize “yield” i.t.o equitable provision of multi-modal transportation infrastructure and services, efficiently, adequately and within a productive taxation and user charge regime • Homogenous and iterative economic regulation of all modes NATMAP 2050 FILM Strategies

• Raise financing efficiency through economic and multi-modal evaluation of projects or/and programmes irrespective of the sphere of government that promotes/sponsoring or owns or in whose sphere of influence the investment may fall • Rank all investment proposals against expressed policy and declared priority imperatives as articulated by national, provincial and local authority governments as well as “neutral” technical financial viability values – such as IRR or NPV and productivity gains. The evaluation must pay particular attention to any inter-, intra-modal cannibalistic effects of investments as well as resultant transfer of economic activity from one location to another – key is the resultant net gains to society as a whole • Recoupment of “real costs” of infrastructure provision, whilst ensuring fair representation of user requirements, and raising the effectiveness and co- ordination of institutional interventions at all levels/spheres • W.r.t capacity, the centralized Transportation Investment Clearing House (TICH) to provide multi-skilled professional services to evaluate all major investments envisaged, irrespective of sphere of government sponsoring any project/programme, mode or functional demand (freight or passenger) • Institutional & Legislative follow-through Proposed new institutions / legal reviews

• Multimodal Policy Forum in DOT • National Planning and • Transport Investment Clearing Implementation Act House (TICH) • Enabling legislation for some • Provincial Transport Investment new entities Funds (PTIF’s) • Changes to existing legislation • Transport Economic Regulator (with • Review/alignment of Provincial modal divisions) legislation • Road Weight Distance Charging Entity • Rail Infrastructure Agency Changes to existing institutions

• Allow for more competition between operators (Transnet, PRASA and National Ports Authority) • “Client” representation on agency boards (SANRAL & PRASA) • Expand portfolios and capitalise on successes of entities (i.e. SANRAL & ACSA) • Improve effectiveness of entities (i.e Provincial Roads Departments/Agencies) • Expand responsibilities for strategic policy provision of DOT (for Rail, Aviation & Marine divisions) • Review responsibilities (i.e SA Maritime Safety Authority) • Re-organise DOT for Regulated Competition Funding mechanism

• Infrastructure creation, expansion and rehabilitation capital investments – Public / fiscal appropriation – Access and user charges – Long-term PSP instruments – BOT, securitisation – Economic evaluation and lifecycle costing – Multi-modal integration – Institutional and management capacity provisions – Policy goal achievement prescription – Economic regulation Funding mechanism

• Infrastructure operating expenditure – Right of access • License fees that discriminate between commercial and private use, freight and passenger conveyance • Environmental externalities recoupment according to degradation caused

“When you get your permit, you get to sit over here – in the driver’s seat”

Right of access: licensing fees

Proposed Externalities Surcharge(R million)

Year GP KZN WC EC FS MP NW LP NC RSA

2010 26329 12028 11269 6648 5007 6116 5278 5577 2416 80668 2011 28440 12992 12172 7181 5408 6607 5702 6024 2609 87136 2012 30720 14034 13148 7757 5842 7136 6159 6507 2818 94122 2013 33183 15159 14203 8379 6310 7709 6653 7029 3044 101669 2014 35844 16375 15341 9051 6816 8327 7186 7593 3289 109821

Proposed Externalities Surcharge(R billion)

2015- 1184 541 507 299 225 273 237 251 108 3628 2030

2031- 6115 2793 2617 1544 1163 1420 1226 1295 561 18738 2050 Externalities surcharge

Proposed Externalities Surcharge(R million) Year GP KZN WC EC FS MP NW LP NC RSA

2010 2182 958 962 527 392 471 419 429 200 6539 2011 2356 1035 1039 570 423 509 453 463 216 7064 2012 2545 1118 1123 615 457 549 489 501 233 7630 2013 2749 1207 1213 665 494 593 529 541 252 8242 2014 2970 1304 1310 718 533 641 571 584 272 8903

Proposed Externalities Surcharge(R billion)

2015- 98 43 43 23 17 21 18 19 8 294 2030

2031- 506 222 223 122 90 109 97 99 46 1519 2050 User charge Proposed User Charges (R million)

Year GP KZN WC EC FS MP NW LP NC RSA

2010 68685 16998 14732 4242 2682 4724 2859 2550 558 118030 2011 74192 18361 15913 4582 2897 5102 3089 2755 602 127493 2012 80141 19833 17189 4949 3130 5511 3336 2975 651 137716 2013 86567 21423 18567 5346 3380 5953 3604 3214 703 148758 2014 93508 23141 20056 5774 3652 6431 3893 3472 759 160685 Proposed User Charges (R billion)

2015- 3091 765 663 190 120 212 128 114 25 5311 2030 2031- 15954 3948 3422 985 623 1097 664 557 129 27382 2050 NATMAP 2050 funding mix

• Right of access – Formula – basic/commercial-private/freight-passenger and outcome – Formula – externalities and outcome – Application schedule • User charge – Formula – basic/commercial-private/freight-passenger and outcome – Formula – externalities and outcome – Application schedule Funding requirement: national projects

Total Funding Requirement (Capital) of National Projects - All Modes (R million): 261,869 Funding requirements: prov projects

Total Funding Requirement of All Provincial Projects – Modes (R million): 515,756 Comparison of revenue & expenditure

Roads – SANRAL

Additional Sources of Agency Action (in NATMAP Total Deficit Category Funding /Govnm Case of Projects Projects /Surplus (R mill) projects Deficit) (R mill) 2010 16,453 16,453 0 16,453 0 2011 10,962 10,962 0 10,962 0 Treasury/ 2012 7,644 7,644 8,486 16,130 -8,486 Share of 2013 8,409 8,409 5,157 13,566 -5,157 Access and 2014 9,250 9,250 5,826 15,076 -5,826 User 2015-2030 61,407 61,407 -61,407 charges 2031-2050 45,278 45,278 -45,278 Comparison of revenue & expenditure

Roads – Provincial (of national importance)

Additional Sources of Agency Action (in NATMAP Total Deficit Category Funding /Govnm Case of Projects Projects /Surplus (R mill) projects Deficit) (R mill) 2010 13,219 13,219 0 13,219 0 2011 13,999 13,999 0 13,999 0 2012 14,825 14,825 6,770 21,595 -6,770 Utilise share of Access 2013 15,700 15,700 4,718 20,418 -4,718 and User 2014 16,626 16,626 4,964 21,590 -4,964 Charges 2015-2030 24,106 24,106 -24,106 2031-2050 30,319 30,319 -30,319 Comparison of revenue & expenditure

Facilities

Additional Sources of Agency Action (in NATMAP Total Deficit Category Funding /Govnm Case of Projects Projects /Surplus (R mill) projects Deficit) (R mill) 2010 0 528 0 528 0 2011 0 278 0 278 0 2012 0 654 654 -654 NDOT + 2013 0 703 703 -703 Provincial 2014 0 692 692 -692 DOT 2015-2030 3,366 3,366 -3,366 2031-2050 15 15 -15 Comparison of revenue & expenditure

Rail freight

Additional Sources of Agency Action (in NATMAP Total Deficit Category Funding /Govnm Case of Projects Projects /Surplus (R mill) projects Deficit) (R mill) 2010 10,874 10,874 0 10,874 0 Deficit if any, 2011 11,130 11,130 0 11,130 0 Group 2012 8,812 8,812 3,431 12,243 -3,431 Balance Sheet , 2013 8,313 8,313 2,697 11,010 -2,697 Bond, Debt 2014 7,335 7,335 2,803 10,138 -2,803 Funding, 2015-2030 45,275 45,275 -45,275 PSP for 2031-2050 67,308 67,308 -67,308 Operations Comparison of revenue & expenditure

Rail passenger

Additional Sources of Agency Action (in NATMAP Total Deficit Category Funding /Govnm Case of Projects Projects /Surplus (R mill) projects Deficit) (R mill) 2010 7,688 7,688 0 7,688 0 2011 8,608 8,608 0 8,608 0 2012 8,608 8,608 41 8,649 -41 Government 2013 8,608 8,608 55 8,663 -55 Guarantee, 2014 8,608 8,608 216 8,824 -216 Treasury 2015-2030 97,892 97,892 -97,892 2031-2050 117,126 117,126 -117,126 Comparison of revenue & expenditure

Ports

Additional Sources of Agency Action (in NATMAP Total Deficit Category Funding /Govnm Case of Projects Projects /Surplus (R mill) projects Deficit) (R mill) 2010 6,717 6,717 0 6,717 0 Deficit if any, 2011 4,670 4,670 0 4,670 0 Group 2012 5,113 5,113 2,533 7,646 -2,533 Balance Sheet , 2013 4,305 4,305 3,150 7,455 -3,150 Bond, Debt 2014 1,720 1,720 3,001 4,721 -3,001 Funding, 2015-2030 40,742 40,742 -40,742 PSP for 2031-2050 21,864 21,864 -21,864 Operations Comparison of revenue & expenditure

Pipelines

Additional Sources of Agency Action (in NATMAP Total Deficit Category Funding /Govnm Case of Projects Projects /Surplus (R mill) projects Deficit) (R mill) 2010 6,556 6,556 0 6,556 0 Deficit if any, 2011 3,722 3,722 0 3,722 0 Group 2012 2,368 2,368 0 2,368 0 Balance Sheet , 2013 491 491 0 491 0 Bond, Debt 2014 189 189 0 189 0 Funding, 2015-2030 0 PSP for 2031-2050 0 Operations Comparison of revenue & expenditure

Airports

Additional Sources of Agency Action (in NATMAP Total Deficit Category Funding /Govnm Case of Projects Projects /Surplus (R mill) projects Deficit) (R mill) 2010 304 304 0 304 0 2011 574 574 0 574 0 2012 2,099 2,099 1,134 3,233 -1,134 Bond, Debt Funding, 2013 5,090 5,090 1,405 6,495 -1,405 PSP for 2014 5,057 5,057 2,493 7,550 -2,493 Operations 2015-2030 58,195 58,195 -58,195 2031-2050 19,739 19,739 -19,739 Comparison of revenue & expenditure

All planning, legal, institutional, passenger transport projects

Additional Sources of Agency Action (in NATMAP Total Deficit Category Funding /Govnm Case of Projects Projects /Surplus (R mill) projects Deficit) (R mill) 2010 7048 7,048 0 2011 8966 8,966 0 Deficit if any 2012 9752 352 10,104 0 to be complemen- 2013 178 178 0 ted by 2014 98 98 0 Treasury and 2015-2030 183 183 0 PSP 2031-2050 159 159 0 8. Critical projects Critical projects

• Gauteng – Upgrading of road infrastructure for better connectivity to ORTIA – PWV15, K86 link, K88 link – Johannesburg Durban high speed passenger rail link – Primary modal transfer facilities at ORTIA, Joh CBD, Pretoria CBD and Pretoria Station – Study for upgrading / expansion of K29 – Mabilongwe road route / Johannesburg – Brits interprovincial road – Study for determining need for second major airport for Gauteng – Construction and maintenance of class 2 routes in all municipalities Critical projects

• Limpopo – Pretoria Polokwane rail passenger link – Feasibility and project management for development of a multi-modal logistics hub in Polokwane and OSBP in Musina – Pre-feasibility: determination of aero-city concept, ICC and reposition of PIA – Conceptual planning of a commuter service between Mokopane and Polokwane – Construction of R33 between N1 intersection through Modimolle to Lephalale to improve development of east- west corridor – Upgrade of R37 linking Burgersfort via Lydenburg to N4 corridor and Maputo Critical projects

• Western Cape – Expand and upgrade the port of Saldanha – Doubling of Huguenot tunnel – Expansion of Cape Town port and upgrade road and rail access to port – Feasibility study for a second airport near Cape Town • Eastern Cape – Improved railing (standard gauge rail) between Port Elizabeth (PE) and East London (EL) – Relocate some facilities from Port of PE to Port of Ngqura – Implementation of Wild Coast Meander route – EL freight bypass (R72) with Gonubie bridge Critical projects • Mpumalanga – Moloto rail passenger development – Upgrade of coal haulage network – Doubling of Overvaal tunnel – Rapid transit system along R40 corridor (pax rail) – Rapid transit system along N4 corridor (pax rail) • Free State – Develop and Implement a Dry Grain/Maize Silo Strategic Gravel Roads Upgrade Programme in order to Upgrade strategic Gravel roads that link dry grain producing farmers with dry Grain silos / elevators (all 5 Districts). – Provincial Primary Intermodal Public Transport Facilities (Priority Bus) Harrismith & Bloemfontein) – Road Safety audits and Remedial Measures Reports (N1, N6, N5, N3, R74, R711, R34, Tourist Routes: Xhariep Route, Diamond & wine Route, Maloti Route – Bloemfontein – Thaba Nchu Rail Line Upgrade Critical projects

• KwaZulu Natal – New Airport at King Shaka – Richards Bay Airport Upgrade – Upgrade and Expand Richards Bay Port – Upgrade and Expand Durban Port – Improve capacity of the coal line between Richards Bay - Piet Retief – Feasibility study: Johannesburg - Durban High Speed Rail Line – New Multi-Modal Pipeline (NMPP) between Durban and Gauteng Critical projects

• Northern Cape – Upgrade Rail Line Between Hotazel – Kamfersdam (Kimberley) – Parking and Road improvements at – Terminal Upgrade – Develop primary modal transfer facilities at Upington, Britstown and Kimberley Critical projects

• North West – Upgrade N12 between Warrenton and Klerksdorp – Add capacity on N12: 1 lane per direction, Between Potchefstroom and Klerksdorp – Develop primary modal passenger transfer facilities at Mafikeng and Rustenburg – Develop secondary modal transfer facilities at Vryburg, Ventersdorp, Klerksdorp, Brits and Potchefstroom – Develop a regional passenger rail system:N4 corridor (Rustenburg, Brits, Gauteng province) – Develop a regional passenger rail system:N12 corridor (Klerksdorp, Potchefstroom, Gauteng province) – Add capacity on N18: 1 lane per direction, between Setlagole and Vryburg 9. Actions required from Portfolio Committee Portfolio committee actions

• Concurrence and approval of NATMAP 2050 as planning tool for the country • Note & approval for proposed high-speed rail projects – Johannesburg Durban – Johannesburg Polokwane – Johannesburg Cape Town – Moloto corridor • Approval of vertical separation proposals – Immediate institution of Rail Infrastructure Agency (RIA) • Approval for priority projects per province • Approval of proposed institutional changes