National Transport Master Plan 2050 and Railway Infrastructure

Meeting report

The Chairperson commented on the coordination of the country’s transport network, saying that a recent household survey had shown that public transport was not well coordinated in terms of the linkages between road, rail and air travel. The National Transport Master Plan (NATMAP), a plan for infrastructure development, would create an integrated and coordinated transport network to ensure that rail, road and air transport were linked. It would also reduce traveling time and improve safety.

Department of Transport: Presentation of the National Transport Master Plan 2050
Mr Lanfrac Situma Deputy Director General: Department of Transport said the NATMAP project’s goal was to develop a dynamic, long term, sustainable land use/multi-modal transportation systems framework for the development of network infrastructure facilities, interchange termini facilities and service delivery.  The project approach in Phase 1 entailed an understanding of the status quo of South Africa’s transport infrastructure, land use, economic activity and population. In Phase 2 analysis would be undertaken of the issues and problems to create a future model which would lead to forward planning in Phase 3 and the development of an action agenda in Phase 4, consisting of programmes, projects, costs, policies and structures.

The status quo analysis with respect to road infrastructure revealed problems such as potholes in many of the nation’s roads and huge backlogs in maintenance in some areas. Traffic usage outstripped extension of paved network as there were significant amounts of heavy traffic on roads.  The poor condition of some of South Africa’s road exacerbated road safety problems and this was made worse by heavy vehicle overloading. The country’s rail infrastructure was generally underutilized and South Africa still relied on an outdated narrow gauge which did not support high speed rail services that were now a common trend globally.  The situation regarding airports was a particular concern as had been revealed with the experience of the new King Shaka airport in Durban which was located at a great distance away from public transport and could only be accessed by car. This was a mistake in planning that had failed to take into account the fact that not all South Africans owned a motor vehicle and could not therefore access an airport located 30km away from the city.

Mr Paul Lombard, NATMAP consultant, spoke on how NATMAP’s goals and its vision could result in a transport system that was equitable to all stakeholders, met international standards and was technologically sustainable. Scenario planning was important in this regard and information was provided to the Committee on population projections on a national and provincial basis to give a comparison of various population scenarios. NATMAP’s vision would reach its threshold at a projected population increase of up to 55 million by 2050.

Dr Hugo Groenewald, NATMAP consultant, and Mr Lombard also presented on the topic of transport operations. They advised the Committee on the feasibility of the NATMAP’s rail standard gauge strategy, a corridor analysis formulated to phase in a standard gauge rail on 1435mm as an extension of the Gautrain rail project. The priority corridors for high speed rail included the Durban-Johannesburg corridor; the Johannesburg-Polokwane corridor; and the Johannesburg-Cape Town corridor.

Mr Themba September, Ingerop SA Project Manager, presented on NATMAP’s key financial, legal and institutional actions. He identified institutional fragmentation that hindered coherence and focus by the DoT on policy formulation and strategic planning.  There was also a need for a comprehensive and multi-tiered benchmark to link funding allocations to agreed national objectives and timelines.  Another issue was the need to unwind the unequal delivery legacy with respect to passenger transportation and cost recovery. NATMAP had strategies in place for addressing these. South Africa was a developing economy and it relied on competitively priced freight and passenger mobility to be globally competitive.

This presentation also outlined the details of proposed new institutions, changes to existing institutions and NATMAP’s funding mechanism. Information was provided on the funding requirements of NATMAP’s national and provincial projects estimated at R261 million and R515 million respectively.

Mr Situma presented on the critical projects that had to be addressed and implemented by all provinces. The presentation concluded with actions required from the Portfolio Committee, including concurrence and approval of NATMAP 2050 as a planning tool for the country and taking note and approving proposed high speed rail projects.

PRASA presentation on Transport and Railway Infrastructure
Mr Dries van der Walt, General Manager: Strategic Network Planning (PRASA), spoke about the current state of passenger rail infrastructure noting that it was in a good and safe condition generally and that it contributed only 3% to train delays. There were issues however such as ageing and vandalism, maintenance cost and the need for modernisation and network improvements, especially with the signaling systems. Eighty per cent of infrastructure related delays were attributable to signaling as a result of age related conditions and the capacity to maintain infrastructure.  PRASA had thus embarked on a ten-year signal programme commencing in 2010 at a cost of R6 billion. R600 million would be spent on the project in the current financial year.  The project targeted railway safety and would use contemporary technology for traffic management and automated train protection in the event of driver error, amongst other things. There were also problems with overhead electrical equipment as a result of ageing and environmental factors such as poor drainage and corrosion.

The presentation also provided information on the completion of various 2010 projects such as the construction of new railway stations at the Moses Mabidla stadium in Durban and the upgrade of the Cape Town station.  Another important aspect of the modernisation of infrastructure was increasing passenger volumes, and journey time by increasing train speed and rail gauge width. Information was also provided on planning projects for integrated public transport networks.  The biggest challenge facing PRASA for capital investment was to obtain the correct balance between sustaining the current system, whilst at the same time starting to build new capacity to meet future demand as well as modernise the system through migration to more contemporary technologies.

Mr Sifiso Ngesi Parliamentary Researcher gave input to the Committee on the presentation and recommended broader based consultation with intended beneficiaries in the development of NATMAP and a tracking mechanism to evaluate its implementation.

Discussion
The Chairperson agreed that when beneficiaries were involved right at the beginning it would prevent conflicts from happening as had been the case with the Bus Rapid Transit system which had been thrust on people without prior consultation.

The Chairperson commented that there was very little that spoke about poverty reduction in NATMAP. It did not indicate how people who did not participate in the mainstream economy could be promoted in the plan or how high transport costs would be reduced in relation to poverty reduction for instance.  She appealed for the inclusion of considerations of poverty.

Mr September responded that they had tried very much to incorporate poverty alleviation in NATMAP by balancing socio-economic demands and global competitiveness. The cost of developing infrastructure would filter down to the people of South Africa and a lot depended on available funding mechanisms.

Mr Situma added that European funding was currently available for rail infrastructure development as a result of South Africa’s commitment to reducing emissions. The use of rail infrastructure would reduce heavy reliance on road transport especially for freight services.

Mr M S Freitas (DA) commented that the over-arching, big question related to the infrastructure that fell under Transnet.  He asked if there where any obstacles being faced in the negotiations with Transnet on the use of their infrastructure for NATMAP 2050. He was concerned that there was an exorbitant amount of money that the Department of Transport was going to pay another department.

Mr van der Walt responded that they were committed to these costs and they were fixed for 3 years according to their agreement. The only issue was to decide on a penalty provision for any unwarranted changes in the cost.

Mr Freitas asked if sustainability and feasibility studies had been done regarding NATMAP projects such as extending the rail gauge. He also asked about the veracity of rumours that the Shosholoza Meyl service would be suspended during the World Cup to provide transport to FIFA officials.

Mr van der Walt responded that these rumours might have been fueled by current rationalisation of the Shosholoza Meyl service but it was simply not true to suggest that the service was going to be suspended during the 2010 World Cup. 

Mr S Farrow (DA) asked rail gauge would be coordinated with other countries if South Africa used one type of rail gauge and other countries used a different rail gauge.

Mr van der Walt responded that the migration of the rail gauge was not an urgent priority at the moment because current train speeds were suited to the current rail gauge. There were huge costs involved in the migration of rail gauge including platform changes and the acquisition of high speed trains amongst other costs.

Mr Situma responded that technology change was no simple matter. South Africa’s rail infrastructure had been established in 1918 and it was now more expensive to maintain old equipment than it was to replace it with new technology. The civil engineering costs that went into maintaining an old line were very expensive. However to make wholesale changes was also very expensive and the solution was to employ gradual measures to phase out old equipment and phase in new technologies.

Ms P Ngwenya-Mabila (ANC) asked regarding the issue of planning how they would align NATMAP to the Department’s strategic plan. She asked if the Provinces had their own Transport Master Plan and whether the Department would ensure that there was an adequate budget available.

Mr S Farrow (DA) asked how the issue of the rail gauge would be coordinated with other countries if South Africa used one type of rail gauge and other countries used a different rail gauge.

Mr van der Walt responded that the migration of the rail gauge was not an urgent priority at the moment because current train speeds were suited to the current rail gauge. There were huge costs involved in the migration of rail gauge including platform changes and the acquisition of high speed trains amongst other costs.

Mr Situma responded that technology change was no simple matter. South Africa’s rail infrastructure had been established in 1918 and it was now more expensive to maintain old equipment than it was to replace it with new technology. The civil engineering costs that went into maintaining an old line were very expensive. However to make wholesale changes was also very expensive and the solution was to employ gradual measures to phase out old equipment and phase in new technologies.

Ms P Ngwenya-Mabila (ANC) asked how they would align NATMAP to the Department’s strategic plan. She asked if the provinces had their own Transport Master Plan and if the Department would ensure that there was an adequate budget available.

Mr Farrow expressed concern that a tollgate had been set up near Durban before an alternative route had been developed. He commented that he was happy that there was an initiative to try and solve problems that had existed for a long time in the rail system.

The Chairperson echoed Mr Freitas’ sentiment about whether Transnet was on board and the issue of the provinces and municipalities in NATMAP.

Mr Situma responded that Transnet had been a part of NATMAP. Transnet had commented that it had given them a light map on infrastructure development. The provinces and municipalities had been consulted as part of the Integrated Development Plan (IDP) process. Each of the various consultants had been required to establish forums with all the provinces to contribute to NATMAP through such forums and structures.

The Chairperson asked whether the National Planning Commission had been informed of the plan and what role they were expected to play. She also asked if this plan had been discussed at NEDLAC and within the inter-governmental relations framework headed by the Minister of Co-operative Governance and Traditional Affairs.

Mr Situma responded that the Minister of Transport was the Chairman of the Infrastructure Cluster in Cabinet and the NATMAP had been lodged officially as a draft document. The consultative process within government structures and Cabinet was ongoing and the Department welcomed any comments and suggestions from the Committee as the document was still in a draft form.

The Chairperson commented that she was passionate in terms of economic transformation with reference to the taxi industry. She asked how NATMAP incorporated the taxi industry and if they were part of the transport industry. It was not ideal for the taxi industry to operate at the periphery but in the economic mainstream

Mr Situma responded that NATMAP 2050 had been the first project that had gone to the taxi industry and consultation had been conducted through a study tour exploring the role of the taxi industry. NATMAP was also very clear about certain corridors where the taxi industry would operate without competition from other modes of transport.

The Chairperson concluded the proceedings with a final note on the taxi industry and stressed that NATMAP had to be decisive about where the taxi industry was headed and what opportunities would be opened for them to move from where they were currently. The Department had to consider the contribution of the taxi industry to the sustainability of the economy. This was a multi-million rand industry with unorganised financial resources and it was time that it was recognised seriously as a player in the transport industry.

The meeting was adjourned.