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PTIS SUBMISSION 2014/15 – 2016/17

City of Johannesburg . PTIS SUBMISSION 2014/15 – 2016/17. 12 September 2013 . Agenda. Context and introduction 2012/13 Progress Progress (financial/non financial) Roll overs 2013/14 Key milestones Summary of budget Progress to date. Plans for 2014/15 MTEF Key milestones

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PTIS SUBMISSION 2014/15 – 2016/17

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  1. City of Johannesburg PTIS SUBMISSION2014/15 – 2016/17 12 September 2013

  2. Agenda • Context and introduction • 2012/13 Progress • Progress (financial/non financial) • Roll overs • 2013/14 • Key milestones • Summary of budget • Progress to date • Plans for 2014/15 MTEF • Key milestones • Proposed budget • Plans for integration • Land use (TOD) • Rail (Gautrain/PRASA) • NLTA implementation • Other issues for consideration

  3. Context: We are moving! • ON 2 May 2013, Mayoral Committee approved improved BRT with strong focus on integration with walking, cycling and other modes for Phase 1C between the Inner City, Alexandra and Sandton • On 9th May 2013, Executive Mayor announced strong focus on Transit Orientated Development in his State of the City address • On 21st June, the Mayoral Committee approved a turn around business plan for Metrobus and that the Metrobuses to be refleeted should be dual fuel (biogas and diesel). A tender for the new buses has been issued and the restructuring of Metrobus is proceeding. • On 1 July ,we moved from paper tickets to a bank based smart card – first distance based bank card system in world • On 10 Sept 2013, the Mayoral Committee approved our Strategic Integrated Transport Plan Framework which includes a high level public transport network and identifies the key corridors for public transport development going forward • Last month, Province launched their Gauteng 25 year master plan which includes an intention to set up a Transport Authority – on 10 September, the Mayoral Committee agreed to be represented on a Gauteng Transport Commission but to further engage so that any future institutional form does not jeopardise the integration of land use and transport functions which are critical to remain a competitive City • On 14th October, we are launching our Phase 1B services….

  4. Context: However we continue to face constraints… • Passengers numbers have dropped since introduction of AFC system • Reasons include unfamiliarity and technical glitches, increased prices relative to taxis, opposition to the ABSA loading fee • Leading to political pressure for flat fare – not to discriminate • Phase 1B to be operated by an Interim service provider due to slow progress of negotiations • Obstacles include inability to make progress with both PUTCO and province on how PUTCO will participate, unrealistic expectations on fee per km, how to address “Chinese vehicles” • Uncertainty on bus procurement and funding • AG qualification on BRT model has impacted negatively on City • Decision to no longer fund fleet directly will impact on future cost of BRT model to operators and the City • Lack of responsiveness from DOE, NT, SARS on specific issues facing BRT - Restraint of Trade vs. dividend, VAT on BRT, future AG qualifications, regulation of alternative fuels

  5. Part 1 2012/13 Progress

  6. Progress to end June 2013: Infrastructure

  7. Progress to date: ITS

  8. 2012/13 passenger numbers and revenue Phase 1A passenger numbers and revenue

  9. AFC ridership stats per route (July/August 2013)

  10. AFC Impact on Ridership • Passenger trips for July 2013 is 49% less than passenger trips in June 2013 • Passenger trips in August 2013 is 6% more than the passenger trips in July 2013 • AFC implementation • Implemented in May 2013. • Uptake very slow as passengers preferred paper tickets. • July was the real implementation date as there were no paper tickets – implemented with annual fare increase • High levels of passenger dissatisfaction due to increased costs, bank loading fee and minimum amount • The distance based fare system is perceived to be expensive as most people are paying more than they used to. • Some technical problems but not major factor in passenger dissatisfaction • Card loading: • 76% of passengers ‘ loadings are under R61 and are charged a load fee of R1.50 per loading. • This makes the system expensive for the majority of current passengers and for the POOREST • 246 188 station tap-in’s and 114 630 feeder entries • Penalties • Decreased by 41% from previous month; and • Only 3.3% of total ridership got penalties • This shows that passengers are learning how the system works

  11. Progress to date: Phase 1B Rea Vaya Phase 1B to start operations in October

  12. 2012/13 Financial Performance

  13. 2012/13 Financial Performance - Capex

  14. 2012/13 Financial Performance - Opex

  15. PTIS rollover request

  16. Roll over request cont…

  17. Part 2 2013/14 MILESTONES AND PROGESS TO DATE

  18. Recap on key 2013/14 deliverables • Phase 1A: Increased patronage and quality service • Phase1B: • Ridership to 30 000 by June 2013 • Phase 1B operating company established • Phase 1C • Construction to start on key projects (see next slide) • Business plan approved • Engagements with affected operators in place • Other • AFC stabilised at policy, operation and technical level • Metrobus becoming a scheduled services • Increased institutional stability and certainty • Increased integration with walking, PRASA and other modes • Integrated Transport Network (public transport, walking, freight – detailed allocation of modes to appropriate demand)

  19. Phase 1C Infrastructure • Roads – Approx. 18km of median trunks (Including 2 new bridges - M1, Katherine) • Stations – 10 median stations • Interchanges– 3 - Westgate, - Alex/Wynberg, Sandton/Gautrain • Dedicated cycle and walking lanes – approx 10 km within Alexandra and 5.2km from Alexandra to Sandton (including a new ped/cycle bridge over M1 Motorway) • Depots (1) –Alex/WynbergDaytime layovers – 3 • Control Centre's – One new Central facility (Selby/City) • Park and Rides (PPP Partnerships) – various locations on network • Public transport priority on feeder and complementary routes Estimated cost: R 2,9 billion (Subject to Tender prices received)

  20. 2013/14: Infrastructure progress to date and milestones Progress 13/14 tO DATE MILESTONES 13/14 Construction of Phase 1C roadways to start in November 2013 Construction programme aims for end 2015 completion date for Phase 1C 1C Business plan to be completed between April and June 2014 • Integration with City’s Strategic Area Framework for TOD in Phase 1C area • Three new stations added on Phase 1C (Yeoville, Corlett Drive, Dolls House) • Public square at Alex interchange prelim design completed. Geotech drilling completed • Iconic ‘great cycle and walk’ from Alex to Sandton planning completed • 1C Councillor consultation and planning for public meetings completed. Public meetings arranged for 17,18 & 28 Sep 2013. • Detailed design of 1C roadways nearing completion, tender documents being prepared • Detail design of Selby Depot and New Control Centre in progress. Prelim design of Alex Wynberg Depot commenced • Ndingiliza Intermodal Terminus – construction 90% complete • NMT upgrades along route in Soweto in progress

  21. Summary of the 2013/14 budget by expenditure item

  22. 2013/14 cash flow, allocation of funds and milestones

  23. Part 3 Plans for 2014/15 MTEF

  24. Infrastructure

  25. Operations

  26. Summary of the 2014/15 budget by expenditure item

  27. Summary of the 2015/16 budget by expenditure item

  28. Summary of the 2016/17 budget by expenditure item

  29. PTI allocation over MTEF period

  30. PTNO allocation over MTEF period

  31. PTOG grant • In terms of an agreed seat allocation of Phase 1B, 18 PUTCO buses need to removed. • We have been in discussion with Province to remove them in terms of contract provisions in respect of ‘operational efficiency’ • In terms of NTLA regulations, PTOG funding for these buses needs to come to the City from 14/15 financial year • We will continue to discuss with Province whether they will give us for remainder of 12/13 financial year • We have provided a budget based on our best estimates. This amount is not agreed with Province.

  32. Part 4 Strategic and operational integrationOther issues for consideration

  33. High level integrated public transport network What can we expect in 2040? What will this mean for Transport demand If we assume: Density and TOD reduces average trip length to 19km. 65% public transport due to huge new developments on Rea Vaya corridors (1A, B and C) Then the public transport morning peak hour demand is predicted to double from 298 000 trips in 2010 to 617 000 trips in 2040 And if these trips are assigned to the transport network, the next page sets out proposed new services for 2040 • The city population is expected to increase from 4.43 million in 2011 to 6.57 million in 2040. • Density per km2 will increase from 2 698 (2011) to 3 996. • Significant increases in employment by 2040 especially in • Lanseria (160 000) • Modderfontein(132 000) • Lion Park (65 000) • Athol, Rosebank& Parktown North, Sandton (60 000 each) • Midrand Strip (46 000) • Buccleuch (45 000) • Parkmore, Houghton Estate, Jhb CBD, Limbro park, Islamic Institute (30 000 – 45 000 each) • Halfway Gardens, Randburg CBD, Austin View, Troyeville, Cosmo, Roodepoort, Benrose, Midrand-Noordwyk, Fordsburg (15 000 – 30 000 each)

  34. High level public transport network: Potential major routes (to 2040)

  35. High level public transport network: Potential major routes (to 2040)

  36. Restructure and integrate the city: Potential major routes (to 2040)

  37. High level public transport network: Potential major routes (to 2040)

  38. High level public transport network: Conventional bus and taxi routes (to 2040)

  39. Achieving integration: Rea Vayaas a catalyst LAND USE • City’s Growth Management Strategy has always followed public transport corridors • Going forward there is a greater focus on planning, development control and public investment along public transport corridors – TOD and “Corridors of Freedom” • City’s development planning Department have done strategic area frameworks for Phase 1b and 1C corridors and intend putting in place concrete measure at identified station modes including – changing land use conditions, extra CAPEX for precincts and public amenities, improved urban management, development partnerships with private sector and academic institutions (Wits/UJ) OPERATIONAL/MODAL INTEGRATION • Integration between BRTs, rail and conventional bus is being planned and implemented at: • Transfer points (e.g. Park Station) • Route alignment/modifications – Metrobus operational plan • Ivory Park/Tembisa – working with Ekurhuleni Metro • Considering integrating mini bus taxis as feeders/last mile service for Rea Vaya and attracting a subsidy linked to agreed performance standards in 1C • Working with PRASA on NMT and public transport integration at nodes on flagship corridor (e.g. Roodepoort, Naledi, Dube, Jabulani) INTERGRATED TICKETING • While fare harmonisation is more important than the fare medium, our system being bank based can work on other modes and we are putting out tender to extend Rea Vaya AFC system for Metrobus

  40. Issues that require attention • VAT –progress? • NLTA amendments – progress? • Bank transaction costs and AFC – see earlier • High/low floor – see next slide • AG qualification – see next slide • Capacitation - the lack of BRT skills in the public and private sector is increasingly impacting on quality of delivery - a problem which needs to be collectively addressed by all spheres of government by improved co-ordination and attention to capacity building, knowledge sharing, development of formal qualifications and accreditation etc.

  41. Low/High floor feeders • The City of Joburg has a high floor legacy system as was advised by international best practice at the time and for universal access considerations • The NDOT position stated in its memorandum dated 2 August 2013 is that buses with lifts are not supported under any circumstances. • We are already facing serious threats to the viability of the Rea Vaya and a return to taxis and so we are reluctant to implement even low floor feeders and risk: • Reducing the operational efficiency of the system and no longer be able to make use of complementary buses which are very effective and popular and appropriate for long distance commuter travel due to our apartheid legacy • Force passengers to transfer to get to their destination of their choice in the inner city – we know passengers do not like to transfer • Further reducing road space along the constrained Louis Botha corridor that could be used for NMT and a public environment conducive for TOD • Increasing operational costs to the system which the City will have to bear – we are working on the details of this

  42. Low/High floor feeders cont… • We have recently received our 1B buses and the lifts are improved from 1A buses, do not require the driver to exit the bus and mean that there can be completely level boarding • The 1C Sustainability Study approved by the Mayoral Committee recommended a continuation with the high floor legacy system. We will however consider a low/high transfer station as part of our work on integration with Ekurhuleni • Further we are continuing to invest significantly in universal access and side walk improvements as part of completing our streets across the entire BRT system and City.

  43. AG qualification • AG qualified City on BRT for two main reasons: • City retains control over the buses for duration of BOCA: The BOC contract states that the vehicles should not be use for any purposes than to fulfil its obligations iro the BOC services • A finance lease exist, risks and rewards thereof remain with City despite legal ownership having transferred: The lifespan of the buses in relation to the term of the BOCA is approximately 70% or more of the life of the buses that will be enjoyed exclusively by the City • City has tried many avenues but has now accepting the qualification and an ‘accounting solution’ • However there are unintended consequences of such and there will be continue to be unintended consequences of a model that has not been properly interrogated and aligned in respect of all financial, legal and accounting requirements. City proposes: Current model should be seen as ‘incubation model’ and we must move in 12 years to negotiated contract and buses being bought by operators with no guarantee by Cities • Cities and NDOT to work together to: • Review risks sharing in BOCA agreements including considering whether ‘exclusive use’ can be changed • Look at ways of better balancing local content and ‘cheap’ financing from ECA issues • Develop guidelines for accounting practice for all cities • Improve predictability for Cities (what is NDOT and NT saying re bus ownership?

  44. Conclusion • The City of Joburg continues to lead in innovation and delivery of the Rea Vaya BRT and increasing an integrated and transformed public transport, walking and cycling • From a year of consolidation (12/13), we are moving to a year and MTEF period of heightened delivery and well as on going innovation and transformation • We thank the NDOT and NT for their on going support.

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