CHAPTER 16 CONCLUSION AND THE WAY FORWARD

1. CHAPTER 16CONCLUSION AND THE WAY FORWARD GUIDELINES FOR PASSENGER TRANSPORT IN SOUTH AFRICA A MULTI MODAL ANALYSIS

2. 16.3 The Way Forward Use will be made of the three functional levels of transport provision as identified by Walters (1998:903) namely: • strategic level • tactical level • operational level

3. 16.3.1 Strategic Level Decisions • Strategic level decisions as those “to be followed in the planning and design of the transport system (and) the goals and objectives for the system. • They include objectives such as: • affordability, • accessibility • competitiveness and • efficiency”.

4. 16.3.1 Strategic Level Decisions cont’ • The recommendation of the Government’s 3WIN strategy should be introduced urgently. • The composition of Transport Authorities should not be confined to political appointments and officials only. • Public transport impact assessments should be carried out whenever property developments take place

5. 16.3.1 Strategic Level Decisions cont’ • Transport consultants, planners, managers and others involved at senior level in the passenger transport industry should be encouraged to improve their qualifications in operational matters, including a stronger focus on routing and scheduling.

6. 16.3.2 Tactical level decisions • Tactical level decisions are about identifying the product that can help the authority achieve its aims and objectives • This includes: • the network, • timetables, • vehicle types, • co-ordination and • integration of modes

7. 16.3.2 Tactical level decisions cont’ • An integrated multi-modal route pattern is essential, with reasonably good connections between bus/bus and bus/rail. • A harmonised fare system is needed to facilitate the integration of rail and road operators.

8. 16.3.2 Tactical level decisions cont’ • A harmonised route network wil go a long way to market public transport • Formal public transport must start to serve major generators (like big shopping centres and office parks) of traffic.

9. 16.3.2 Tactical level decisions cont’ • 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. • Some heavy rail services could be considered for conversion to light rail.

10. 16.3.2 Tactical level decisions cont’ • The use of duo-buses in several areas should receive urgent and proper attention. • Too much attention on infrastructural matters and mere data- gathering and too little hands-on demonstration projects involving the introduction of new routes and improved schedules to test public reaction.

11. 16.3.2 Tactical level decisions cont’ • A better design of minibus-taxi is required, incorporating more leg and elbow room and proper doors.

12. 16.3.3 Operational level decisions • “These are concerned with the delivering of the required product or service. • This function is left to the service providers who provide public transport services based on the specification of the TA”. (Walters 1998:903)

13. 16.3.3 Operational level decisions cont’ They include - • Many rush hour trips on scheduled services regularly carry a load of only 50% on the outward trip (and virtually empty on the return trip). Such practices are obviously uneconomic and should be addressed by changes to schedules and routes.

14. 16.3.3 Operational level decisions cont’ • Double-deck buses are used in situations where single-deckers would be more suitable - and vice versa. • Midibusesare used when larger vehicles would be more suitable - and vice versa.

15. 16.3.3 Operational level decisions cont’ • In some areas, buses stand idle during the peak period waiting to start their next trip. In some cases this cannot be avoided, but in others this practice ties up vehicles and contributes to inefficiency. • Other, purely operational matters include such obvious aspects as cleanliness of vehicles, courtesy of drivers, adherence to published timetables and routes, and so on. • The END