Public transport models that work

Integrated transport systems are the future of smart mobility, with public transport central to current and future spatial planning. Yusry Frizlar, technical executive: Business Development at GIBB, shares his views with reference to past and current projects that include bus rapid transit (BRT) networks. By Alastair Currie

GIBB has a well-established track record for the design and construction management of complex transportation engineering projects across South Africa and in Africa, with a strong focus on rail, roads and transport engineering.

A milestone project includes GIBB’s involvement on the Gautrain Rapid Rail Link (GRRL) Project from inception in 2000 (until 2016) as a member of the Province Support Team. At the time, the GRRL was part of the Gauteng Provincial Government’s Blue IQ initiative.

Within the Tshwane and Ekurhuleni regions, GIBB was also responsible for delivering a range of services for the GRRL. The company actively participated in the preparation of preliminary and feasibility studies, passenger and revenue forecasting, preparation of bid documents, adjudication of bids, as well as negotiations with the preferred bidder, leading to the appointment of a concessionaire. GIBB (and its consortium partners) reviewed the concessionaire’s designs and monitored construction of the GRRL.

Another core aspect of the GRRL development was GIBB’s responsibility for the design and construction supervision of the approximately 15 km tunnel sections along the route, including three underground stations.

“Our involvement on the Gautrain project enabled us to apply our full suite of skills to facilitate a highly successful commuter system for Gauteng,” says Frizlar. “The key to these projects is getting the commercial model right so that there’s a realistic payback for the concessionaires and an affordable transport solution for the public segment serviced.”

Provincial and national rail plans

During 2006/07, GIBB assisted the Passenger Rail Agency of South Africa (Prasa) with the development of the regional rail plan for the Eastern and Western Cape, and was part of a consortium that produced the national rail plan. These were high-level plans looking at future scenarios based on ongoing investment and the expectation of increasing demand.

“The dramatic collapse of passenger rail in recent years, with a drop in passengers of up to 90% (for a variety of reasons) is quite tragic. GIBB will continue to be available to assist Prasa in restoring and enhancing the passenger rail system,” Frizlar continues. From around 2014, public sector investment in rail – as well as infrastructure in general – started to decline sharply, with operational challenges forcing many businesses to switch to truck haulage to meet their logistics requirements. In addition to rising transportation costs, this has also led to increased wear and tear on South Africa’s roads.

“From a socio-economic standpoint, a renewed focus on enhancing the full value chain of freight rail makes financial sense, as does the revitalisation of passenger rail services,” says Frizlar.

Transnet’s recent initiative in offering branch lines to private operators is a step in the right direction. However, it does take time for private industry to develop the capacity to fully commercialise these opportunities.

Yusry Frizlar, technical executive: Business Development at GIBB

Urban commuter rail systems within municipalities

South Africa’s National Land Transport Act (No. 5 of 2009) makes provision for metropolitan municipalities – with the skills and capacity – to progressively assume responsibility for the management and operation of commuter rail networks. Clearly, there are capex, opex and maintenance cost

implications. At present, these are Prasa’s responsibility. Metros like the City of Cape Town are tentatively exploring the opportunity and financial viability of taking on commuter rail as part of an integrated transportation solution with the other modes operating in the metro. Cape Town’s feasibility study commenced in July 2022 and will consider the risks and opportunities.

“Within the suburban environment, rail is still viewed as the backbone of public transport systems. For example, when Cape Town embarked on its MyCiti BRT plan, this was intended from inception to complement rather than compete with rail. In Cape Town, current and future BRT lines have also been mapped out in areas where rail is not present or dominant,” Frizlar continues.

GIBB has the distinction of designing the first BRT system in South Africa, which was constructed ahead of the 2010 FIFA World Cup. This route connects Soweto with Johannesburg’s CBD, with BRT stations along the way serving the Nasrec showground and FNB Stadium.

BRT benchmarks

In the run-up to the 2010 FIFA event, Frizlar gained first-hand experience of high-performing BRT systems in South America, including in Ecuador (Quito), Colombia (Bogotá and Perreira) and Brazil (Curitiba and São Paulo).

South Africa’s National Department of Transport had decided to fund BRT projects in South African metros from around 2007. By 2018, South Africa’s public sector had invested some R14 billion on BRT networks nationally.

“An immediate observation is that South Africa’s urban environments have far lower population densification levels, which impact on the viability of public transport systems, and dramatically increase the operational subsidies required by public transport. Our historical apartheid spatial planning has resulted in residential zones and dormitory townships being spread out over extended distances from commercial nodes,” Frizlar explains.

Johannesburg, for example, has an estimated population density of 2 700 people/km2. Bogotá, Colombia’s capital city, has at least five times that density, which assists in shorter travelling distances, lower operating subsidies, and

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efficient utilisation of the bus fleet.

Average BRT trip lengths in Bogotá are around 12 km, which means faster turnaround times. In comparison, the average trip length in Johannesburg on the current BRT network (1A, 1B and 1C routes) is approximately 27 km.

“Distance is important but not the only factor. The key to any public transport mode is optimum utilisation – i.e. the maximum number of passengers on any trip during peak and off-peak periods,” says Frizlar.

Cape Town BRT

At the start of Cape Town’s BRT implementation, GIBB was appointed as lead consultant and project coordinator for the Inner City Integrated Rapid Transit infrastructure project forming part of the MyCiti bus network.

GIBB’s responsibilities included the planning, design, procurement and implementation of inner-city routes, bus depots, plus open and closed stations.

Over the past five years, GIBB has been involved on Cape Town’s Phase IIA BRT route, which runs from Khayelitsha and Mitchells Plain towards the Southern Suburbs. GIBB’s contract was recently renewed for a further seven years, with responsibility for detail design, tender documentation and construction monitoring on five construction contracts that will be advertised in due course.

GIBB has also assisted the City with BRT operational support, as well as input on business planning as a subconsultant. “While it’s common worldwide for public transport systems to be subsidised, sustainable revenue streams still need to be achieved. Business planning therefore has a direct bearing on the most optimal transportation design,” Frizlar explains.

A case in point is Cape Town’s decision to adopt a hybrid model on Phase II, where the metro’s costs will be contained by promoting the use of minibus taxis on feeder routes tying in with BRT trunk lines.

Traffic management

The advent of the Fourth Industrial Revolution and the internet of things has helped to revolutionise intelligent public transport systems internationally. Examples include the use of smart city debit cards that residents can use for all municipal transactions ranging from public transport (across modes) and parking to utility payments. The cloud-based data generated from these card activities then provides invaluable statistical information on travel behaviour patterns that help to refine transport models. Examples would include updated timetables, and more buses at set times on specific routes. City planners will also have to factor in new entrants to the public transport market, including the growth of the e-hailing segment in estimating future bus demand. “There are no quick fixes for public transport in South Africa, but we continue to learn and benchmark our systems against leading countries globally. In the short to medium term, we need multifunctional transport corridors serving mixed-use developments that enable more effective land-use and reduced travelling times and distances for commuters,” adds Frizlar.

Densification projects around existing rail nodes are among the ways to achieve quicker wins. Past examples include mixeduse developments in Rosebank tying in to the underground Gautrain station. A current example is the major revamp under way at Cape Town railway station. This R1 billion plus mixed-use development includes a 20-storey student accommodation hub and retail space.

“We need to speed up these multipurpose projects around large rail stations to make public transport more viable, densify our cities, aid economic developments and improve the quality of life for all,” Frizlar concludes.