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Responsible Transport Practices Presented by: Mathetha Mokonyama Venue: Sandton Convention Centre...
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![Page 1: Responsible Transport Practices Presented by: Mathetha Mokonyama Venue: Sandton Convention Centre Date: 18 May 2010.](https://reader035.fdocuments.net/reader035/viewer/2022070412/56649e585503460f94b51d72/html5/thumbnails/1.jpg)
Responsible Transport Practices
Presented by: Mathetha MokonyamaVenue: Sandton Convention Centre
Date: 18 May 2010
![Page 2: Responsible Transport Practices Presented by: Mathetha Mokonyama Venue: Sandton Convention Centre Date: 18 May 2010.](https://reader035.fdocuments.net/reader035/viewer/2022070412/56649e585503460f94b51d72/html5/thumbnails/2.jpg)
Presentation Outline• Introduction• Transport system gaps and opportunities• Concluding remarks• Recommendations
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Objectives of the presentation• Identify some of the critical South African
transport system gaps and opportunities related to building the “Green Economy”.
• Identify some actions that need to be taken to address the gaps and exploit the opportunities.
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Household expenditure trends in the US
Source: Liman(2010)
• Transport costs have forever been on the increase.
• Low income household bear the brunt.
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Household expenditure trends in South Africa
Source: StatsSA (2008)
• Transport costs rising rapidly than all the other items.
• We need to monitor changes (where, how much, what contributes, etc.)
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Car emission rates in South Africa - JohannesburgParameter Unit Petrol Diesel
Fuel
consumption
l/100km 12.02 11.61
CO2 g/km 269 306
CO g/km 6.82 0.08
HC g/km 0.75 0.04
NOx g/km 1.69 1.44
HC + NOx g/km 2.44 1.48
Parameter Unit Petrol Diesel
EU regulation Euro-1 Euro-2 Euro-3 Euro-4 Euro-2 Euro-3
Year of introduction 1992 1996 2001 2005 1997 2000
CO g/km 2.72 2.2 2.3 1.0 1.0 0.6
HC g/km - - 0.2 0.1 - -
NOx g/km - - 0.15 0.08 - 0.5
HC + NOx g/km 0.97 0.5 - - 0.9 0.6
Source: Goyns (2008)
• Our car emission rates are much higher than the Euro standards. We have no equivalent standards or guidelines.
• Treasury proposes R75 per gram above 120g/km of CO2 for
new cars, but needs to be more comprehensive.
V/S
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Changes in South African car age profile 2000-2009
Source: Calculations form Natis (2000) and eNatis (2009)
( mid 2009)
• South African car fleet is getting older.
• We fleet management guidelines.
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Cars less that 5 years at municipal level
Source: Calculations eNatis (2003)
• Distribution indicative of the demand for new cars.
• Let’s take transport planning seriously even in traditionally smaller towns.
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How South African access their nearest shop
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
Average number of cars per household
Perc
en
tag
e m
od
al
sp
lit
at
ho
us
eh
old
lev
el
betw
ee
n c
ar
an
d n
on
-mo
tori
se
d t
ran
sp
ort
Car NonMotorized
Source: Calculations based on NHTS (2003)
• The more cars a household have the more likely the use of car for purchasing basic household items as opposed to non-motorised transport.
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South African road network design standards• Our road network design standards and “corridors” are defined in
terms of the mobility of cars (vehicles/hour) instead of person mobility (people/hour). Let’s reverse this.
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Example of the severe cause of congestion – spatial planning
Roadway congestion tends to be concentrated.
Example: Scattered Origin and destinations making use of road section between Allandale and Buccleuch Interchange
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Contrasting BRT performancesCity of Johannesburg• Length = 25km• 12 000 – 16 000 passenger
trips per day (to slightly improve with feeder and distributors.
Lagos, Nigeria• Length = 22km• 200 000 passenger trips per
day.
Mexico City, Mexico• Length = 20km• 350 000 passenger trips per
day.
Technology e.g. BRT alone, not the solution – land use restructuring and infrastructure design practice have a major role.
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Other observations• Isolated road tolling, for example Gauteng Freeway Improvement Scheme,
is likely to create more problems than it solves e.g. secondary network congestion, accidents, etc.
• The use of South African space is expensive compared to other countries:
– Compared to many countries, South Africa’s per vehicle fuel consumption is high.
– In cities where human population is considerably higher than e.g. Johannesburg, public transport patronage is substantially more than in Johannesburg.
– Even at lower population sizes than Johannesburg, many cities in high income countries have public transport patronage higher than Johannesburg.
– In many cities, higher levels of car ownership do not necessarily translate into lower public transport patronage.
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Concluding remarks• Indications are that in South Africa we are losing the battle for sustainable
transport.
• Let’s measure the right things to assess transport policy effectiveness.
• Vehicle kilometres per capita measures the efficiency of the transport system. Let’s aim to minimise it, and lets plan settlements to minimise it.
• We are still using old transport infrastructure and system design guidelines, founded on primitive planning frameworks, let’s update them.
• Without a sound built environment, the adoption of newer technology (e.g. electric cars, alternative fuels, BRT) will only have a marginal improvement, if any.
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Recommendations for the way forward• Promote network design and network systems management as opposed to isolated
routes or “corridors” [Responsibility DoT and its Agencies]
• Monitor transport costs continuously and consistently [Responsibility StatsSA]
• Monitor vehicle kilometres (e.g. odometer readings and panel surveys) [Responsibility eNatis and DoT]
• Monitor passenger numbers (this is our system’s asset). [Responsibility StatsSA]
• Update old transport infrastructure and systems design standards [Responsibility DoT]
• Introduce new transport infrastructure and systems design standards [Responsibility DoT]
• Pilot and implement the design standards [Responsibility DoT]