by Frank Beeton
M
oving
atters
Frank Beeton scans the transport world for news pertinent to the Logistics Sector.
Low BRT Patronage Raises Questions about
Metropolitan Transport
In this column, we have frequently called for improved public passenger transport services in South Africa.
We have also applauded the efforts being made by Gautrain and some metropolitan integrated bus networks to
provide South African commuters with world-class services, often against considerable odds. The alternative, with
unbridled continuing use of personal and low-capacity motor vehicles, is increased urban gridlock, which will not
be to anyone’s advantage.
moving matters
W
e must admit, however, to having been quite
surprised by the South African Government’s
embracing of Bus Rapid Transit as its preferred
mode for improving public transport at street level. Much
of this surprise came from the same government’s lack of
commitment to safeguarding the interests of “ordinary”
bus operators, in both the private and public sector, who
have faced multiple obstacles in maintaining their share of
the public transport “cake”. These include a long period of
legislative uncertainty, and route predation from the Minibus
Taxi industry, which, very frequently, seems to operate to
its own set of rules. The BRT concept combines elements
of bus and rail operation, putting large capacity buses and
bus trains on reserved right-of-ways, and, by segregating
them from normal traffic, allows them to operate at higher
average speeds, and at more frequent headways. In the South
African context, BRT buses also operate under a relaxed
regulatory environment which permits greater axle massloads
and increased lengths than those allowed for normal public
service vehicles.
Cynics may have come to the conclusion that the
government was following its now well-established pattern
of inventing something new, rather than fixing existing
problems. By establishing a business model where
Minibus Taxi owners were given some degree of ownership
participation in the BRT systems, it sought to avoid the
sort of interference and downright intimidation that has
characterised taxi interaction with other transport modes
in the past. BRT contracts based on compensation for
distance-related operating costs, rather than passenger
subsidies, also leave the choice of modes to the user, and
insulate the authorities from any accusations of partiality.
The first BRT system, Rea Vaya, started operating in
Johannesburg in 2009, and has grown to 277 buses and two
| logistics in action
80
routes at time of writing. However, in July, it was reported
that average daily ridership, at 35 000 passengers, was well
below the 102 000 daily passenger planning forecast for the
existing network. The reasons suggested for the shortfall
include fare evasion, passenger resistance to bank-based
card fare payment, and disruption by driver strikes which
have taken some passengers off the system for up to three
months. Despite these setbacks, however, Johannesburg,
has decided to push ahead with Phase 1C of the system,
which will extend service coverage to Alexandra, Sandton,
Ivory Park, Midrand, Sunninghill and possibly Randburg.
These extensions are expected to add a further 200 000 daily
riders to the system.
Anecdotal evidence suggests that other South African
cities are also having second thoughts on the BRT concept,
and, in particular, its financial sustainability. While central
government will continue to subsidise the construction of
supporting infrastructure, the purchasing of rolling stock
will, reportedly, be up to the metropolitan authorities in
future. But the real problem is the sustainability of the
systems if ridership is not up to expectation, as has been
the Johannesburg experience. Specialised BRT buses are
expensive to buy, and to operate, and the service levels
which have been established will be difficult to maintain if
revenue does not meet expectations.
There have also been issues with the effective policing of the
dedicated BRT bus lanes, which form an important element
of the service level promised by the BRT concept. Minibus
taxis reportedly dip in and out of these lanes at will, and there
have been reports that certain politicians have been using
them as convenient parking areas! Clearly, this will remain
a major obstacle while the BRT lanes are not effectively
sealed off from other traffic modes. Police officers cannot be
expected to be present throughout the network at all times,
september 2014