1 / 21

CHAPTER 7 ADMINISTRATION OF PUBLIC TRANSPORT

CHAPTER 7 ADMINISTRATION OF PUBLIC TRANSPORT. GUIDELINES FOR PASSENGER TRANSPORT IN SOUTH AFRICA A MULTI MODAL ANALYSIS. 7.1 Introduction. Different levels of government responsible for the planning, routing, scheduling and financing of public transport.

aisha
Download Presentation

CHAPTER 7 ADMINISTRATION OF PUBLIC TRANSPORT

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. CHAPTER 7ADMINISTRATION OF PUBLIC TRANSPORT GUIDELINES FOR PASSENGER TRANSPORT IN SOUTH AFRICA A MULTI MODAL ANALYSIS

  2. 7.1 Introduction • Different levels of government responsible for the planning, routing, scheduling and financing of public transport. • Sub-optimal role for public transport due to: • neglect of marketing and image building, • a failure to ensure that the most suitable mode is employed in any given situation, and • an inconsistent fare and tariff policy

  3. 7.1 Introduction cont’ • Solutions: “Transport Authorities” (now referred to as “planning authorities”) • which would consolidate a number of planning and co-ordination functions of public transport. • TA – Transport Authority • PA – Planning Authority

  4. 7.2 The Functions of the PA/TA • Planning authority functions: • Prepare and implement integrated transport plans for the transport area • Perform certain constitutional transport functions • Perform functions relating to operating licences in the area under its control • Perform any other functions assigned to it

  5. 7.2 The Functions of the PA/TA cont’ • Provincial legislation is more detailed than the national legislation setting out • Integrated, comprehensive planning must occur; • Transport plans must identify modal options; • Rail aspects must be fully integrated into integrated transport plans; • Through-ticketing must be used to reduce travel times and enhance convenience for passengers; • Appropriate transport plans indicating special measures for special needs (disabilities)

  6. 7.2 The Functions of the PA/TA cont’ • Section 26: Transport plans must be based on the following: • Routes shown in detail as following specified roads or streets, as opposed to point-to-point routes; • Timetables for scheduled services; • Existing capacity determined on such routes; • Passenger demand on such routes.

  7. 7.2.1 The PA/TA and Formal Transport • PA/TA’s responsibilities in regard to formal public transport as follows: • to determine which routes and schedules should be operated • to grant concessions and contracts to operators of rail, bus and minibus-taxi services to operate these routes and schedules. • to determine fares and to offer special discounts, monthly passes etc. • to determine fares and to offer special discounts, monthly passes

  8. 7.2.2 The PA/TA and Informal Transport • The responsibilities of the PA/TA towards the informal sector include: • granting of operating licences to informal operators • ensure that standards are raised and that satisfactory operating practices are maintained. • Note that the informal network will continue to serve the large number of passengers who prefer a quicker and more frequent service on such routes and at certain times.

  9. 7.3 “Gross” and “net” contracts (a) “Gross” contracts • operator receives full payment, no matter how many passengers are carried • This places the responsibility on the PA/TA to ensure that all trips are reasonably full, particularly during the peak period, and • that proper marketing is carried out by the PA/TA itself.

  10. 7.3 “Gross” and “net” contracts cont’ • (b) “Net” contracts • Operator keeps the fares and is merely paid a ‘top up” amount by the PA/TA which is either fixed, or based on ticket sales. • transfers some (if not all) of the risk to the operator, • Operator must ensure that income is as high as possible and that costs are as low as possible • Also known as the “tender-for-contract” system

  11. 7.3.1 Advantages of “gross” contracts • Desirable in large urban areas where there are many contractors Advantages: (a) Joint planning, scheduling and marketing • regional network of formal services can be planned without restrictions imposed by municipal boundaries • Timetables can be coordinated by the PA/TA to link with each other.

  12. 7.3.1 Advantages of “gross” contracts cont’ (b) Through - ticketing and special discounts • single ticket, or coupon can be used to travel on any route forming part of the formal network. • single financing mechanism under the control of the PA/TA, which will determine fare levels on a regional basis.

  13. 7.3.1 Advantages of “gross” contracts cont’ (c) Simplified procedures for fare increases • individual operators no longer have to negotiate fare increases with local municipalities/provincial/ central governments on the existing fragmented basis • a process which demands much managerial time and effort

  14. 7.3.2 Advantages of “net” contracts • Suitable in rural areas and smaller centres where the route pattern is simpler and where there may be only one or two formal operators in a particular area • contract with the local (informal) taxi association to operate any formal services which may be necessary.

  15. 7.3.2 Advantages of “net” contracts cont’ • Can guaranteed services to places such as the local clinic, or schools, or some early-morning or late-night trips where insufficient passengers travel to make the trip an economic proposition to an informal operator • No real need for ticketing systems and record-keeping.

  16. 7.4 Issues not provided for in the NLTA • This section refers to three aspects which have been identified by the SA Commuters Organisation (SACO) as shortcomings in the legislation. • They are listed below: • membership of PA/TAs • the need for statutory passenger committees • the need for “public transport impact assessments”

  17. 7.4.1 Membership of TAs • SACO has pointed out that the municipalities have in general, failed to play a meaningful role in improving public transport. • should include members of the public who should undergo a public selection process

  18. 7.4.2 Statutory passenger committees • The function of these committees in a South African context should be to monitor public passenger transport and to formally bring the concerns of passengers to the attention of the PNTA’s. • established to ensure that commuters interests receive proper consideration

  19. 7.4.3 Public transport impact assessments • SACO has deplored the widespread practice of many municipalities to allow low density developments (such as shopping centres, office parks and industrial parks) to take place without proper consideration for the provision of adequate public transport. • “public transport impact assessments” should be carried out when property developments take place.

  20. 7.5 Lessons from World Bank experience • Political commitment to the reform is essential • A strong local institutional foundation is required. • co-ordinating function should be controlled by a city • Administrative agency must be expert and trust worthy • independent procurement and regulatory agency

  21. 7.5 Lessons from World Bank experience cont’ • Industry restructuring must be provided for • Providing for consolidation on the industry • Good monitoring and enforcement is essential • ensure that conditions of contracts are being observed by operators • curve illicit or unlicensed operations which • END

More Related