CHAPTER 3 URBAN TRANSPORT PROBLEMS

1. CHAPTER 3URBAN TRANSPORT PROBLEMS GUIDELINES FOR PASSENGER TRANSPORT IN SOUTH AFRICA A MULTI MODAL ANALYSIS [Transportation 3B – CBTL302]

2. 3.1 Introduction • efficient cities are vital for economic progress • problems of urban transport have far-reaching national implications

3. 3.2 Manifestations of the Problems The problems discussed in this chapter are: • low perception of car costs • vested interests • transport planning and transport consultants • rapid traffic growth • undersupply (and oversupply) of transport facilities

4. 3.2 Manifestations of the Problems cont’ The problems cont’ • skewed focus on subsidy • ineffective traffic management and enforcement • high road collision rates • weak institutional support • ineffective transport management. • resistance to change

5. 3.2.1 Low perception of car costs • Mistake - Car users take only petrol and maintenance costs into account when comparing transport costs. • This phenomenon is exacerbated by direct and indirect subsidies to car users, such as: • car allowances, • “free” parking, • a low rate of tax fuel • It has also contributed to the growth of private motor car usage

6. 3.2.1 Low perception of car costs cont’ • The low perception of costs is one of the reasons why so: • little real research is taking place into the high cost of motoring and • the lack of consideration of public transport

7. 3.2.1 Low perception of car costs cont’ • Private cars have been subsidised in the same sense that buses and trains are subsidised: • Through under-taxation on fuel and various other allowances • Calls to reduce public transport subsidies only have therefore been somewhat one-sided and inconsistent.

8. 3.2.2 Vested interests • The desire of the public to own and use cars as described above has led to the development of powerful industrial interests. • They include the following sectors: • motor car manufacturers • component manufacturers • oil companies • tyre makers • insurance companies • parking companies • vehicle finance companies (including banks) • collision repair companies • road construction companies

9. 3.2.2 Vested interests cont’ • the ultimate effect of their activities, whether direct or indirect, has been to: • strengthen the position of the motor and related industries and to • weaken the position of public transport. • Does government have a vested interest?

10. 3.2.3 Transport planning and transport consultants • Most urban transport planning is carried out by transportation consultants - serve the interests of the motor car user and not the public transport user. WHY? • Lack of expertise of transport officials at all levels of government — central, provincial and municipal, has led to the continued employment of consultants

11. 3.2.4 Rapid traffic growth • low perception of car costs • vested interests • transport planning and transport consultants • have resulted in sharp increases in motor car owner ship and use throughout the world. • Rapid traffic growth has been largely stimulated both by increased incomes and an overall expansion in related urban economic activities.

12. 3.2.4 Rapid traffic growth cont’ • Even though the overall rate of car ownership in South Africa is still comparatively low by world standards, research carried out by the “Moving South Africa’ project indicates that vehicle ownership per capita (person) in South Africa is more than double the level of countries with similar incomes.

13. 3.2.4 Rapid traffic growth cont’ • South African situation is that car ownership rates among the higher income groups match that of the richest countries in the world. • This results in high levels of congestion in many urban areas and a low rate of public transport use.

14. 3.2.5 Undersupply (and oversupply) of transport facilities • car sales (and usage) in South Africa has been growing at a pace far in excess of the rate of investment in suitably constructed and maintained urban transport infrastructure. • high number of cars on good road networks has contributed to both widespread and location-specific congestion problems.

15. 3.2.6 Skewed focus on subsidy • Approximately R270 billion is spent on motor cars in South Africa • The total amount spent on public transport (rail, bus and taxi) is in the vicinity of R30 billion (roughly R18 billion on taxis and R6 billion each on trains and buses). • About R25 billion of this amount is recovered from passenger fares, leaving about R5 billion to be subsidised by various levels of government.

16. 3.2.6 Skewed focus on subsidy cont’ • Subsidy forms only about 2% of the R270 billion that is being spent on private cars. • This study guide suggests that any country which can afford to spend 100 units of its currency on moving 30% of its population, can well afford to spend 2 to 3% of that amount (and possibly even more) on subsidising public transport for the remaining 70% of its population.

17. 3.2.6 Skewed focus on subsidy cont’ • South Africa taxes petrol at a comparatively low rate - an “indirect subsidy” to car users. • taxation on fuel in South Africa is lower than that of most developed countries, • licence fees applicable to motor cars is also far lower than international averages

18. 3.2.7 Ineffective traffic management and enforcement • The rapid growth of traffic has been aggravated by factors such as: • widespread poor driver behaviour, • inadequately maintained vehicles and infrastructure, • the general lack of regard for traffic regulations

19. 3.2.7 Ineffective traffic management and enforcement cont’ • This manifests itself in speeding, no number plates, dark windows, going through red lights, drunk driving, talking on cell phones, following too closely, etc. • This has placed a greater burden on enforcement agencies today, sometimes in excess of the resources they have at their disposal.

20. 3.2.8 High road collision rates • Factors that contributes to the high collisions rates in developing countries: • Ineffective traffic management and enforcement • increased numbers of pedestrians, • mixed traffic conditions, • inadequate vehicle maintenance, • poor road conditions and • insufficient road markings

21. 3.2.8 High road collision rates cont’ • Pedestrians are known to be especially vulnerable to collisions, constituting approximately 50% of road deaths in South Africa. • over 30 people are killed every day on South Africa’s roads

22. 3.2.8 High road collision rates cont’ • Collisions, crime and violence on the various modes of public transportundermine the cause of public transport in general by placing pressure on commuters to turn to private cars, which are perceived by many as a “safer” form of transport. • Not only does this result in lower passenger levels on public transport but also contributes to congestion on the roads.

23. 3.2.9 Inadequate co-ordination • Public transport services are operated by a number of: • different organisations, • with uncoordinated routes, • fare systems, • timetables and • management practices, • That leads to fragmentation and lower levels of efficiency

24. 3.2.9 Inadequate co-ordination cont’ • Deficiencies of urban public transport in developing countries caused by • the pace of urbanisation outstripping that of public sector investment in passenger transport services, • and the poor co-ordination among constituent parts of the public transport system. • This in turn has contributed to poor maintenance, insufficient supply of vehicles, and inadequate provision of public transport routes and frequencies.

25. 3.2.10 Ineffective transport management • “formal” operators (i.e. mainly train and bus) • “informal operators (i.e. mainly minibus taxis). • (For a definition of the terms “formal” and “informal” see chapter 6).

26. 3.2.10 Ineffective transport management cont’ (a) Formal transport • Few meaningful initiatives have been taken to: • co-ordinate services, • to integrate timetables or • to adapt route patterns to meet the changing needs of decentralisation.

27. 3.2.10 Ineffective transport management cont’ (b) Informal transport Not “managed” with the result: • lack of planning, financial control, budgeting and marketing. • The negative consequences of these shortcomings in terms of condition of vehicles, accidents, public relations and so on is fairly obvious.

28. 3.2.10 Ineffective transport management cont’ (c) Transport Qualifications • There are few who possess transport economic qualifications and even fewer who have pursued formal studies in passenger transport.

29. 3.2.11 Resistance to change • Shaw identifies six groups of stakeholders namely: • users of public transport, • operators of public transport, • car users, • property developers, • central government and local government • and points out that not one of these groups is likely to promote change. • Quantum leap approach

30. 3.3 Consequences of Problems • Two groups – those problems affecting the ‘poor” and those affecting the “rich”.

31. 3.3 Consequences of Problems cont’ 3.3.1 Transport problems of the poor • Transport problems among low income groups are exacerbated by: • rising transport costs and • the subsequent growing need for the poor to travel longer distances in search of employment (often due to their residential distance from the centre). • Such circumstances hamper their opportunities to engage in and contribute to economic activities of the city.

32. 3.3.1 Transport problems of the poor cont’ • Five principal kinds of problems which require a policy and management response are experienced in developing cities. These include – • problems of physical proximity to transport facilities (i.e. distance from the nearest taxi stop, bus stop or rail station); • problems of city-wide access provided by the transport system (i.e. the lack of adequate routes between major generators of traffic).

33. 3.3.1 Transport problems of the poor cont’ • problems with the frequency of service on public transport • problems of economic accessibility (i.e., affordability) of public transport services • problems relating to security and safety on public transport. This includes unsafe vehicles, overloading, reckless driving, assault, pick pocketing, etc.

34. 3.3.2 Transport problems of the “rich” • Although the “richer” group in society might not regard themselves as experiencing problems to the same extent that the poor do, they are affected either directly or indirectly, by the shortcomings of transport systems.

35. 3.3.2 Transport problems of the “rich” cont’ • These include • long journey distances, leading to • long journey times and • high transport costs (particularly motor car costs) • heavy congestion at certain peak times and on certain roads. • collisions resulting from high traffic levels, careless driving and I or excessive speed • safety and security problems (i.e. hijacking) • lack of public transport, forcing people to use private transport.

36. 3.3.2 Transport problems of the “rich” cont’ • It should be remembered that many “rich” people would also prefer public transport, due to health problems, advancing age, or preference, but cannot do so simply because adequate public transport does not exist. • THE END