Conventional Bus Services and Bus Rapid Transit. Philip van Ryneveld SABOA National Conference 5 th March 2015

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1 Conventional Bus Services and Bus Rapid Transit Philip van Ryneveld SABOA National Conference 5 th March 2015

2 Composition of spending on public transport capital and operating subsidies by national government (including Gautrain) KEY NATIONAL SUBSIDIES (R billion) 2014/ /13 to 2016/17 % split over 5 years Public Transport Operating Grant (PTOG) % Public Transport Infrastructure & Systems Grant (PTISG) % Public Transport National Operating Grant (PTNOG) % Taxi recapitalisation % Total PRASA subsidy % Current subsidy % Capital subsidy % Gautrain ridership guarantee paid to operator % TOTALS %

3 Main modes of daily travel for work & educational purposes in 2003 and 2013 (for all 6 metros) Mode Public transport Private transport Total daily trips 2003 Total daily trips 2013 Change in number of daily trips Change (%) Train % Bus % Taxi % TOTAL % Car % Walk % Other % TOTAL % Total daily trips % Estimated city population % Trips as % of city population 59.0% 62.6% 3.6% 6.2%

4 Mode Overall modal split: daily travel for work & educational purposes in 2003 and 2013 (for all 6 metros) Modal share 2003 Modal share 2013 Change Train 7.1% 6.6% -0.5% Public transport Bus 7.5% 6.2% -1.3% Taxi 22.5% 25.1% 2.6% TOTAL 37.1% 37.9% 0.8% Car 28.5% 34.2% 5.8% Private transport Walk 32.3% 25.8% -6.5% Other 2.2% 2.0% -0.1% TOTAL 62.9% 62.1% -0.8% Total daily trips 100.0% 100.0% 100%

5 Changes in shares of transport modes Public vs private transport % 62% Share of public transport % 66% 37% 38% 19% 20% 18% 16% Public Private Train Bus Taxi

6 Conventional Bus in six largest metros Operating expenditure (R m) Operating subsidy (R m) Fare revenue (R m) Fare revenue/operating costs (%) Passengers carried per year (m) Operating cost/passenger carried (R) Fare revenue/passenger carried (R) Subsidy/passenger carried (R) %

7 Conventional bus demand patterns Long distances Tidal flow Peaked demand Low passenger numbers per bus Almost no seat renewal

8 Example: passenger demand profile for a municipal bus service PUTCO: Sandton - Dobsonville Depot (15h30 departure) 80 Passengers boarding Passengers alighting Passengers on bus

9 Indicators JHB TSH EKU CCT ETH NMB TOTAL Cost (R) per seat km supplied Load factor (%) 102% 100% 77% 58% 80% 64% 78% Average trip length (km)

10 Bus Rapid Transit Operational design features Dedicated roadways in the median Enclosed stations in the median with wide doors for entering the vehicles Level boarding Business design features Aimed primarily at enhancing competitive practices and avoid monopolisation Publicly controlled network management via control centre Independent fare and station management Gross contacting Depots owned by public authority

11 Origin Destination

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13 Paarden Eiland Trunk R27

14 Cape Town s main trunk MyCiTi BRT route

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16 MyCiTi Phase 1 Operating expenditure (R m) Vehicle operations Capital cost (20% of operations) 75.4 Fare system and control centre 35.1 Station services 91.5 Fare and advertising revenue Passengers per year 1.95m

17 Comparison conventional bus and MyCiTi Phase 1 Conventional MyCiTi bus Phase 1 Operating expenditure (R m) Operating subsidy (R m) Fare revenue (R m) Fare revenue/operating costs (%) 39% 42% Passengers carried per year (m) Operating cost/passenger carried (R) Fare revenue/passenger carried (R) Subsidy/passenger carried (R)

18 Waterfront Breakwater Boulevard Granger Bay Stadium Thibault Square Civic Centre Woodstock Paarden Eiland Neptune Section Vrystaat Zoarvlei Lagoon Beach Woodbridge Milnerton Racecourse Sunset Beach Table View Grey Janssens Wood Circle East Potssdam Killarney Dunoon Usasaza Weekday - Tuesday - 17 June 2014 Cape Town: Waterfront Civic Centre Table View Dunoon/Usaza Both Directions Daily Boarding and Alighting Passengers Passenger Boardings Time (Hours)

19 03:30 04:30 05:30 06:30 07:30 08:30 09:30 10:30 11:30 12:30 13:30 14:30 15:30 16:30 17:30 18:30 19:30 20:30 21:30 22: Time (30min) TV to Civic Existing Capacity Proposed Capacity Time (30min)

20 Concluding remarks We must try to shift from Conventional Bus VERSUS Bus Rapid Transit to understanding the strengths and weaknesses of each BRT could have positive spin-offs for the conventional bus industry Direct business opportunities Increased resources and understanding Institutional change is difficult but a rationalisation of public authority is required in the transport sector Integration of modes Integration of land use and transport Clear locus of accountability NLTA a major advance but integration across Gauteng metros need to be addressed The gross contracting model is appropriate in principle, but requires capacity within the public authority