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How to cite this thesis

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'LVVHUWDWLRQ -RKDQQHVEXUJ8QLYHUVLW\RI-RKDQQHVEXUJ$YDLODEOHIURP
KWWSKGOKDQGOHQHW $FFHVVHG$XJXVW 
COMPARATIVE ASSESSMENT OF EFFECTIVENESS OF BUS RAPID TRANSIT
(BRT) SYSTEMS OF JOHANNESBURG AND TSHWANE

A dissertation presented

By

THANDEKILE N. KHUMALO 201313724

To

ACULTY OF ENGINEERING AND THE BUILT ENVIRON

THE FACULTY ENVIRONMENT

Submitted in fulfilment of the requirements for the degree

R OF SUSTAINABLE URBAN
MASTER A PLANNING AND DEVELOPMENT
AN DEVELO

In the
In th subject
s b
bjectt o
off

TOWN
OWN AND REGIONAL PLANNIN
PLANNING

At the
the

UNIVERSITY
RSITY OF JOHANNESBURG,
JOHANNESB

JOHANNESBURG,
OHANNESBURG
RG
G SOUTH AFRIC
AFRICA

SUPERVISOR: MR. A. OGRA

CO-SUPERVISOR: MR. E. MAKONI

2019
 COMPARATIVE ASSESSMENT OF EFFECTIVENESS OF BUS RAPID TRANSIT
SYSTEMS OF JOHANNESBURG AND TSHWANE

THANDEKILE KHUMALO

A dissertation submitted in the fulfillment of the requirements for the award of the
Master of Sustainable Urban Planning and Development at the Faculty of Engineering
Planning University of
and the Built Environment, Department of Town and Regional Planning,
Johannesburg, Republic of South Africa.

URG, JANUARY
JOHANNESBURG, NU 2019
019

i
 DECLARATION

I, THANDEKILE KHUMALO, do hereby declare that this dissertation is a result of my

own investigation and research, except the extent indicated in the references and by
comments included in the body of the report and that it has not been presented to any
academic institution. The study was carried under the supervision of Mr. A. Ogra and
Mr. E. Makoni. It is submitted to the University of Johannesburg (Department of Town
and Regional Planning), as a requirement to obtain a Master degree in Sustainable
g and Development.
Urban Planning

...................... ........................
Signature Janu
January 2019
ohannesburg
urg
urg
University of Johannesburg
ampus
Doornfontein Campus

ii
 ACKNOWLEDGEMENTS

It is a humbling experience to acknowledge those who have helped along the journey of
my Masters. I would like to acknowledge with much appreciation the crucial role of my
supervisors, Mr. Aurobindo Ogra who has the attitude and the substance of a genius: he
continually and convincingly conveyed a spirit of adventure in regard to research.
Without his guidance and persistent help this dissertation would not have been possible.
I would also like to thank myy co-supervisor,
p , Mr. Eric Makoni,, for his guidance in
his work.
completion of this

I would also like to thank all my respondents,

o stakeholders from the Planning
RT Management and
Department, BRT nd Taxi
Tax association,
as
a ssso
oc ation, for their time to par
participate. Thank
g the time
you to you all for taking e to accommodate
acco
ccommodat
mmodate me.
me Due to
o confidentiality
confident reasons I
ach one of you
cannot name each y individually.
individu Your remarkable
le effo
remarkable efforts and ccomprehensions
ed.
are greatly valued.

ast, to the Mbhele family, a special

Last but not least, a thanks for the continuo
continuous support you
e throughout this journey.
have given me jjourney.
ney. Yo
Y urr su
Your pp rt and encouragement
support encouragem was worth
n express on
more than I can n paper.
paper

Best Wishes.

Thandekile Khumalo
January 2019

iii
 COMPARATIVE ASSESSMENT OF EFFECTIVENESS OF BUS RAPID TRANSIT
SYSTEMS OF JOHANNESBURG AND TSHWANE

ABSTRACT
Transport remains connected to our indigenous habitat, wellbeing and monetary thriving
which rely upon good transport frameworks that provides effectiveness, comfort,
fairness as well as affordability. Public transport is often framed as key component of
building sustainable cities. Nonetheless, present estimations recommend that transport
j
development is unjustifiable. p
Transport intimidates the social,, economic, and our
environmental future. Modifying as well as overseeing patterns of transport
tran shows a
critical issue which necessitates collaboration from participants at al
all governmental
spheres. The study
tudy presents the critical review
ev e of literature of the relatio
relationship between
public transport
rt and sustainability
bility with
with the
th
hee purpose to comparatively
comparative assess the
effectiveness off BRT systems
ystems of Joh
ys
ystem Johannesburg
h sburg and Tshwane
sb ane metropolitan
metropol cities. The
study identifies the impacts,
ts, status
t t ququo, and benefits
efits
fit off this
thi bus system,
system as well as its
integration to other modes of transport.
nsport The study contributes
c to transp
transport domain by
identifying the key problems associated
ted
ed with
w h su
ssustainability of transport based on the
perceptions and
d discussions of significant
g literature
a on transport. The attention is on
connection amongst
ongst sustainable
e transport
ransportt d
division
visio and
n the sustainabl
sustainable development
within South African setting.
g. T
The
he re
research
r search
s arch
se r h o
onn the
the
e subject
subjec
ssub
ubje
ec topic was done through
desktop research,
ch, surveys, geographic
i iinformation
f ti systems as well as interviews with
the public transport
sport users and transportation management to gain differe
different perspectives
regarding the users of the Bus Rapid Transit systems in the city of Johannesburg
Joh and
City of Tshwane. BRT commuters and BRT stakeholders were the main participants in
the research survey in order to cover important aspects of public transportation which
includes increasing mobility and access; providing safety; financial benefits for
commuter; and reducing traffic congestion, travel times and air pollution. Outcomes
demonstrate that the concept of sustainable transportation has received recognition
from the globe and improvement of sustainable transport is evident around the city. The
study concludes that sustainable transportation is still a long process for developing
countries, as it provides a progression of proposals that are intended to upgrade the

iv
execution of the Johannesburg and Tshwane transport development and design
method, with suggested changes for moving transportation improvement to a
sustainable motivation.

Keywords:

Public Transport, Sustainable Transport, Bus Rapid Transit System (BRTS),

Sustainability Analysis, Sustainable development.

v
 TABLE OF CONTENTS
DECLARATION .......................................................................................................................... ii
ACKNOWLEDGEMENTS .......................................................................................................... iii
ABSTRACT................................................................................................................................ iv
LIST OF ABBREVIATIONS.........................................................................................................x
LIST OF TABLES...................................................................................................................... xii
LIST OF FIGURES .................................................................................................................. xiii
LIST OF MAPS ........................................................................................................................ xiv
CONFERENCE PAPER............................................................................................................ xv
CHAPTER 1: INTRODUCTION ................................................................................................. 1
1.1Background (BRT in Johannesburg and Tshwane) ............................................................... 2
1.2 Problem Statement .............................................................................................................. 6
1.3 Research Scope .................................................................................................................. 8
1.4. Preliminary Literature Review.............................................................................................. 8
ation and transportation
1.4.1 Urbanization transportation......................................................................
............................................................................................... 10
on and Sustainability ..........................................................................
1.4.2 Integration ................................................................................................... 11
ness in transportation ........................................................................
1.4.3 Effectiveness ................................................................................................. 11
1.4.4 Elements s of effectiveness in transportation io ..................................................
........................................................................... 13
1.4.5 Bus Rapid id Transit System (BRT)....................................................................
(BRT).............................................................................................
. . . 14
n of BRT in developed
1.4.5.1 Origin ped coun
countriestrie
es s .....................................................
.. ..............
.............................................................................. 15
n of BRT iin Developing
1.4.6.2 Origin oping
ping Co C
Cou
Countries...................................................
nttrie
Countries es
e s ............................................................................
........
. . 17
cture of the
1.4.6.3 Structure e BRT...............
BR
BRT ...........................................................................................................
....................................................................
.......................... 20
damentals off an Effective BRT ................................
1.4.6.4 Fundamentals ............................................
.................................................................................. 24
an Density and BRT
1.4.6.5 Urban T Usag
U
Usage ...............................................................
.........
........................................................................................ 25
uestions.....................................................................................
........ .........
1.5. Research Questions...........................................................................................................26
jectives.............................. ..........................................................
....... ........
.......
1.6 Research objectives............................................................................................................26
1.7 Purpose and significance of the study ...........................................................
.................................................................................27
1.8 Study Area a ...............................................................................................
.....................................................................................................................27
ohannesburg and C
1.8.1 City of Johannesburg City off Tshwan
T
Tshwane
shw wa e ..................................................
.... . .
........................................................................... 28
1.8.1.1City of Johannesburg g Regiong F ................................................................
. ..
......................................................................................... 29
1.8.1.2 City of Tshwane Region egion 2.........................................................................
2..................................................................................................
. . . . . . .... .. ... . . ..... ... 35
ethodology and
1.9. Research methodology d design
deesign
sig ..............................................................
. . .. . .. ......... .... .... . .. ....
....................................................................................38
logy.......................................................................................................
1.9.1 Methodology ................................................................................................................................ 38
itative ...................................................................................................
1.9.1.1 Qualitative ............................................................................................................................ 38
ntitative.................................................................................................
1.9.1.2 Quantitative .......................................................................................................................... 39
1.9.2 Research h Design ........................................................................................................................ 39
1.9.2.1 Descriptive research ........................................................................................................... 39
1.9.2.2 Correlational research ........................................................................................................ 39
1.9.2.3 Sampling design .................................................................................................................. 40
1.9.3 Data Collection Methods ........................................................................................................... 40
1.9.3.1 Qualitative assessment methods...................................................................................... 40
1.9.3.2 Quantitative assessment methods ................................................................................... 41
1.9.4 Data Analysis & Presentation ................................................................................................... 41
1.10. Ethical Considerations......................................................................................................42
1.11. The research framework ..................................................................................................45
1.12. Indicative Chapter Outline ................................................................................................45
1.13 Conclusion ........................................................................................................................46

vi
CHAPTER 2: LITERATURE REVIEW ......................................................................................47
2.1 PUBLIC TRANSPORTATION .............................................................................................47
2.1.1 Urbanization and transportation .......................................................................................49
2.1.2 Sustainable transport: the challenging realities ................................................................50
2.1.3 Revised Mobility Policy Framework in South African Cities ..............................................53
2.1.4 Spatial dynamics and transportation systems...................................................................55
2.1.4.1 Spatial dynamics and Accessible transportation................................................................ 56
2.1.4.2 Land use and transport integration ...................................................................................... 57
2.1.5 Approaches in transportation and their limitations ............................................................58
2.1.5.1 Systems approach .................................................................................................................. 58
2.1.5.2 The Cyclic Approach .............................................................................................................. 59
2.1.5.3 Integrated Transport Planning Approach ............................................................................ 59
2.1.6 Integration ........................................................................................................................61
2.1.6.1 Integration and Sustainability y ................................................................................................ 61
2.1.6.2 Integrating ating different modes of transport ..............................................................................
..................................................... 62
2.1.6.3 Achieving ing successfully integrated transport networks..............................
networks....................................................... 62
2.1.7 Common public challenges........................................................................63
ublic transportation challenges..................................................
2.1.8 Effectiveness ess in Transportation ..................................................................
........................................................................................65
2.1.8.1 Efficiency ncy and Effectiveness in Transport spor Sector...............................................................
Sector...................................... 67
2.1.8.2 Efficiency ncy and Effectiveness ss in Bus R Rapid
ap d Transit Systems S ...................
............................................ 68
2.1.8.3 Approaches aches to measuring g effectiveness
effective
effectiv ne e ss b
ess
es y previous
by previo scholars scholars...............
........................................ 69
2.1.8.4 Measuring ring effectiveness
tiiven
iveness in BRT by va various
rrious scholars
scholars...............................
scho
cholars........................................................
..........
...... 70
2.1.8.5 Components onents of effectiveness
ffectiveness
ectiveness in BRT and measurable asurable fac factors under each
facto ea component
......................................
...................................................................................
.......
................................................................................................................................................................ 71
2.1.8.6 Issues around effectivenesss in BRT B ...........................................................
.....
.................................................................................... 74
2.2 BUS RAPID TRANSIT (BRT) ........................................................................
......... .........
..............................................................................................75
2.2.1 Origin of BRT RT systems in developed an and
nd developing
velo o countries ..................
........................................75
2.2.1.1 Developed oped countries
countries......................................................................................
............................................................................................................... 75
United Kingdom dom ................................................................................................................................
...............................
..... ................................
... .. ... .... ... .. .. ........................................
. 75
Canada...............................................................................................................................................
...............................................................................................................
.... ... 76
Australasia .........................................................................................................................................
............................................................................................................... 76
India ....................................................................................................................................................
....................................................
... .. .. . . ..... . ... ...........................................................
.. . . . . .... .... ..... 77
Tanzania ............................................................................................................................................
............................................................................................................... 78
2.2.1.2 Developing oping countries ..............................................................................................................
..................................................................................... 78
Curitiba ...............................................................................................................................................
............................................................................................................... 78
China .................................................................................................................................................. 80
South Africa ....................................................................................................................................... 81
2.2.2 Significance of BRT..........................................................................................................84
2.2.2.1 Affordability of Rea-Vaya and A ReYeng ............................................................................ 84
2.2.2.2 Travel Time Impacts ............................................................................................................... 85
2.2.2.3 Environmental Impacts........................................................................................................... 85
2.2.2.4 Public Health Impacts............................................................................................................. 86
2.2.2.5 Road Safety Impacts .............................................................................................................. 86
2.2.2.6 Employment Impacts .............................................................................................................. 87
2.2.2.7 Impacts of Crime ..................................................................................................................... 87
2.2.3 Elements of the BRT ........................................................................................................88
2.2.4 BRT Challenges ...............................................................................................................91
2.2.4.1 Challenges associated with the global introduction of the BRT....................................... 91
2.2.4.2 Challenges associated with the introduction of BRT in South Africa .............................. 91

vii
2.3 Discussion & Conclusions ...................................................................................................92
CHAPTER 3 – DATA COLLECTION........................................................................................94
3.1 Introduction .........................................................................................................................94
3.2 Motivation for the Adoption of the Qualitative Research Design ..........................................94
3.3 Gaining Access to Research Sites ......................................................................................95
3.4 Sampling design .................................................................................................................97
3.5 Data Collection Procedures and Processes ........................................................................98
3.6 Data Analysis Procedures ...................................................................................................99
3.6.1 Open Coding ............................................................................................................................. 100
3.6.2 Axial Coding .............................................................................................................................. 100
3.6.3 Selective Coding....................................................................................................................... 100
3.7 Statistical methods used ...................................................................................................100
3.8 Variables used for comparative analysis ...........................................................................101
3.9 Results and Findings.........................................................................................................102
CHAPTER 4: DATA ATA ANALYSIS AND RESULTS...............................................
RESULTS...................................................................103
TION...........................................................................................
4.1 INTRODUCTION...............................................................................................................103
graphic information ...................................................................
Section 1: Demographic .......................................................................................103
Section 2: BRT Status Quo in Johannesburg and d Tshwane ....................................................106
................................
Type of transportort available where you live..............................................................
live .....................................................................................
. . 108
The frequency y of the BRT BRT..........................................................................................
.......... . .. . .. . ..........
................................................................................................................. 108
es to catch BRT buses
The time it takes uses .........
...........................
.... ... .................
....................................
............................................................................................. 111
racteristicss of BRT service
Important characteristics service.................................................................
rvicec ........................................................................................
...... . ................ .... 113
nce on BRT...............................................
Transport finance BRT T....................... .......................
......................
................................................................................................................. 113
A major problemem faced by BRT ........................................................................................................
.............
.............................................................................
................. 115
bility..............................................................................................
.....
Section 3: Reliability................................................................................................................115
Access to tickets timetables ......................................................................................................
ets and timetables............................
..................................................................... 117
Satisfactory of customer requests ............................................................................
...................................................................................................
. .. .... 121
Section 4- Responsiveness.....................................................................................................122
onsiveness.................................................................................
Section 5: BRT Safety and security.........................................................................................123
security .... ....................................................................
... . . ... . . . .. . .. ...
Section 6: Integration ..............................................................................................................126
ation ..........................................................................................
Impact of using g more than one mode.......................................................................
mode..............................................................................................
mode ... . 129
Section 7.1: Additional
itional questions nss (I .........................................................................129
(Interviews)) .....................................................
.. . ........ .... . . ..... ..
Section 7.2: Stakeholders
keholders BRT RT M Management..........................................................................130
Management......................................................
annageme e t
Mr. Makgoga - City of Johannesburg Metropolitan Municipality .......................... ................................................. 130
Access to BRTRT .........................................................................................................
................................................................................................................................ 130
egrating different modes....................................................................
Plans on integrating modes........................................................................................... 132
Provision of easy access to the city ............................................................................................ 132
Social and economic development .............................................................................................. 133
Increased use of public transport................................................................................................. 133
Reduced traffic congestion ........................................................................................................... 133
Rea Vaya Status Quo .................................................................................................................... 134
Mr. Mahlangu – City of Tshwane Metropolitan Municipality ........................................................ 136
Access to transport ........................................................................................................................ 136
Integration........................................................................................................................................ 136
Providing easy access ................................................................................................................... 139
Social and economic development .............................................................................................. 139
Increased use of public transport................................................................................................. 140
A Re Yeng Status quo ................................................................................................................... 140
Section 7.3: Taxi Association ..................................................................................................141

viii
 General perception............................................................................................................................. 142
Relationship between BRT and Taxi Industry................................................................................ 142
Affected serviced transport routes ................................................................................................... 143
Operational agreement...................................................................................................................... 143
Section 7.4: Development planning and urban management ..................................................143
Mr. Ratone - COJ ............................................................................................................................... 144
Mr. Nkoane - COT .............................................................................................................................. 145
4.2 Summary ..........................................................................................................................145
CHAPTER 5: Discussion and conclusion............................................................................148
5.1 Introduction .......................................................................................................................148
5.1.1 BRT Status Quo ....................................................................................................................... 148
5.1.2 The Social and Economic Effect of the Rea Vaya and A Re Yeng BRT System ........... 148
5.1.3 Integration of BRT to other mode of transport ..................................................................... 150
bility of the BRT system......................................................................
5.1.4 Accessibility system ............................................................................................. 151
..................................................................................................
5.2 Conclusion ........................................................................................................................152
ations of the Study ....................................................................
5.3 Recommendations ........................................................................................152
..................................................................................................
References .............................................................................................................................154
estionnaire .................................................................................
Appendix A: Questionnaire .....................................................................................................162

ix
 LIST OF ABBREVIATIONS

ANC African National Congress

BEE Black Economic Empowerment
BHSL Buses with High Level of Service
BRT Bus Rapid Transit
BRTOD Bus Rapid Transit-Oriented Development.
C1 Complementary routes
CBD Central Business District
CO2 Carbon
arbon dioxide
COJ ity of Johannesburg
City
COT ity of Tshwane
City
CTMM ity of Tshwane Metropolitan
City etropolita
annM
Municipality
unicipality
DBSA evelopment
e B
ent
Development Bank off So
Southern
S rn Africa
a
DEA ata Envelopment
Data pment Analysis
Analy
A l
EMM kurhuleni Metropolitan
Ekurhuleni tan Municipality
Mun ality
F1 eeder route
Feeder
GIS eographic Information System
Geographic y
IPPUC stituto de Pesquisa
Instituto sa e Planejamento
Pl nejjam
j e ento Urbano
Ub de Curitiba
IRPTN tegrated Rapid
Integrated p d Public
pid Pub c Tr
Transport
ra
an
nsspo NNetwork
e wo
w rk
ITDP stitute of Transportation and Development Policy
Institute P
ITS telligent Transport System
Intelligent
KPI ey Performance Indicators
Key
LA Latin American
LBS Location Based Service
LDV Light Delivery Vehicles
LRT Light Rail Transit
MEC Member of the Executive Council
MMC Member of the Mayoral Committee
MSA Moving South Africa (1998)
NDP National Development Plan

x
PPM Partial Productivity Measures
SA South Africa
SFA Stochastic Frontier Analysis
SITPF Strategic Integrated Transport Plan Framework
SPSS Statistical Package for the Social Sciences
T1 Trunk routes
TEOR Transport Est-Ouest Rouennais
TFP Total Factor Productivity
TOD Transport Orientated Development
TRT shwane Rapid Transit
Tshwane
UDA-RT safiri salama Dar es Salaam Rapid Transit
Usafiri
UK nited Kingdom
United
UNFCCC nited Nations Framework
United mework Co
C on
nvvention on Climate Change's
Convention Change'
US nited States
United ates
VKT ehicle Kilometers
Vehicle meters Trave
Travelled

xi
 LIST OF TABLES
Table 1: Structure of the research ......................................................................................................... 44
Table 2: Demographic Statistics .......................................................................................................... 103
Table 3: Demographic Frequencies .................................................................................................... 103
Table 4: Age group statistics ................................................................................................................ 103
Table 5: Race statistics ......................................................................................................................... 104
Table 6: Gender statistics ..................................................................................................................... 104
Table 7: Education statistics ................................................................................................................. 105
Table 8: Income statistics ..................................................................................................................... 106
Table 9: Public transport usage statistics ........................................................................................... 107
Table 10: Type of transport used statistics ........................................................................................ 108
ency of BRT ................................................................................................................
Table 11: Frequency ......................................................................................... 109
ency of BRT COT statistics ......................................................................................
Table 12: Frequency ............................................................... 109
ency of BRT COJ statistics................................................................
Table 13: Frequency statistics ....................................................................................... 109
Table 14: Time inn catching the bus......................................................................................................
bus...............................................................................
. 110
Table 15: Time inn catching the bus statistics ..............................................................
. . .
..................................................................................... 110
Table 16: Time itt takes to catch the bus bus........
..............................
. . . . .. ..............
......................................
............................................................................................. 111
ant Characteristics
Table 17: Important act s of BRT RT service
sserrvice
viicce ..................................................
.........
. ..
......................................................................... 113
port
Table 18: Transport r Financece on BRT........
BRT ..................................................................................................
.................................................
............................ 113
aya transportt fare prices
Table 19: Rea Vaya prices..............................
p .................
....................................
........................................................................................... 114
Table 20: A Re Yeng transport fare prices prices..................................................................
.....
......................................................................................... 114
unctuality...............................
Table 21: Bus punctuality ...................................................................
...........
...................................................................................................................... 116
unctuality statistics ..............................................................................
Table 22: Bus punctuality ..................................................................................................... 116
Table 23: Easy access to tickets COJ O ................................
.. . .... . .... .... ... .............................................
.. ..
................................................................................................ 118
Table 24: Easy access to tickets COT OT .........................................................................
................................................................................................ 119
ree timetables
Table 25: Error free timetables......................................................................................
s .............................................................................................................
.. . 120
ree timetables statistics
Table 26: Error free stt ttis cs .. .....................................................................
. . ..... . ..
.... . .. . . . . ... ..... .......
............................................................................................ 120
actory of customer requests by staff.................................................
Table 27: Satisfactory staff........................................................................ 121
actory of customer request by staff COT .........................................
Table 28: Satisfactory ................................................................ 121
ptive statistics
Table 29: Descriptive statistics......................................................................................
............................................................................................................. 122
Table 30: BRT customer service.......................................................................................................... 123
Table 31: Descriptive statistics............................................................................................................. 123
Table 32: Polite staff statistics COJ..................................................................................................... 124
Table 33: Polite staff statistics COT .................................................................................................... 124
Table 34: Safety in transaction with staff statistics ........................................................................... 125
Table 35: Descriptive statistics integration ......................................................................................... 126
Table 36: Number of passenger trips Rea Vaya ............................................................................... 134
Table 37: Number of passenger trips A Re Yeng ............................................................................. 140

xii
 LIST OF FIGURES
Figure 1: Ellis park station………………………………………………………………………………………………………………….34
Figure 2: Old Synagogue Station West ............................................................................................... 33
Figure 3: Johannesburg Art Gallery………………………………………………………………………………………………….35
Figure 4: Fashion Square Northbound station ..................................................................................... 34
Figure 5: Employment ........................................................................................................................... 105
Figure 6: Public transport usage .......................................................................................................... 107
Figure 7: Travelling time........................................................................................................................ 110
Figure 8: Time it takes to catch the bus .............................................................................................. 112
Figure 9: Bus punctuality…………………………………………………………………………………………………………………..116
Figure 10: No bus breakdowns ............................................................................................................. 116
Figure 11: Easy access to tickets ........................................................................................................
................................................................................. 118
Figure 12: Error free timetables ...........................................................................................................
.................................................................................... 119
onsiveness of the system .........................................................................................
Figure 13: Responsiveness .................................................................. 123
Figure 14: Polite staff members ...........................................................................................................
....................................................................................
. 125
n transaction with staff ................................................................................................
Figure 15: Safety in .........................................................................
. . . 125
Figure 16: BRT connections with other her mode
moded………………………………………………………
d………………………
moded…………………………………………………………………..………..128
Figure 17: Using more than n one mode ode
de off tratran
trans
transport
spport
p orrt ..........................................................................
o ...................................................
.........
. .. 127
Figure 18: Modes s of transport
port feeding
f B
to BRT ...........................................................
........................
.................................................................................. 128
Figure 19: BRT bus service ..................................................................................................................
...........................................................................................
................. ................. 130
andra-on site picture:
Figure 20: (Alexandra-on e: 01 December
D 2018)......................................
18)............................................................. 131
2018)
Figure 21: Rea Vaya integrations ........................................................................................................
...........................
.......... ...........
............................................... 131
Figure 22: A Re Yeng integrations ......................................................................................................
............................................................................... 137
Figure 23: Hatfieldld interchange (onsite site p picture, 20 2018) 8) .....................................................................
....
.............................................
....... .. 137
Figure 24: Nana taxi rank (onsite picture, cture 2 2018)1 ) ...............................................................................
........................................................ 138
Figure 25: Bosman an station (onsite
nsite e picture
picture, e 202018) 8)) .............................................................................
8 ....................................................... 138

xiii
 LIST OF MAPS
Map 1: A Re Yeng BRT ........................................................................................................................... 22
Map 2: Rea Vaya BRT............................................................................................................................. 23
Map 3: COJ Region F .............................................................................................................................. 29
Map 4: Existing transport routes in COJ ............................................................................................... 31
Map 5: Johannesburg stations (T1 route) ............................................................................................ 32
Map 6: Johannesburg stations ............................................................................................................... 33
Map 7: City of Tshwane Region 2............................................................. Error! Bookmark not defined.
Map 8: COT transport network .................................................................. Error! Bookmark not defined.
Map 9: T2 route - Hector Pieterson station and Molefe Makinta Station ......................................... 37
Map 10: F4 route - Mahatma Gandhi Station to TUKS Groenkloof bus stop.................................. 38
eng BRT................................................................................................
Map 11: A Re Yeng BRT......................................................................................................................... 89
Map 12: Rea Vayaya BRT .................................................................................................
.......................................................................................................................... 90
Map 13: Rea Vayaya BRT Stations..................................................................................
Stations ........................................................................................................... 96
eng BRT................................................................................................
Map 14: A Re Yeng BRT.........................................................................................................................
. 97
ort interchanges ..........................................................................................................
Map 15: Transport ...................................................................................
. . . 128
Map 16: Rea Vayaya routes ..............................................................................................
.............. . . . . .. ..............
..................................................................................................................... 135
eng routes
Map 17: A Re Yeng s ............................................................................................
.........
. ..... .......... ..
................................................................................................................... 141

xiv
 CONFERENCE PAPER

Khumalo, T.N. and Ogra, A. 2018. Effectiveness of Rea Vaya Bus Rapid Transit
System (BRTS) in the City of Johannesburg. International Conference on Industrial
Engineering and Operations Management (29 Oct. – 1 Nov. 2018), Pretoria, South
Africa.

xv
 CHAPTER 1: INTRODUCTION

Public transport thought is being advertised as an important catalyst for an economic

future, particularly in extensive metropolitan regions with developing populaces.
Whether such venture will dismiss the tide from auto mobility is an unavoidable issue;
nevertheless, paying little mind to the possible result, any responsibility regarding
enhanced public transport has a developing number of opinions to seek after
(Crambeck & Qu,, 2015).
) In spite
p of the fact that rail varietals ordinarily
y appear to be
leading in numerous
erous strategic proclamations on urban change, going from
f heavy rail
through to metro
tro rail and light rail, interest is developing worldwide in methods for
zation of the bus as an essential
improving utilization es e mode of public tran
transport, and not
restricted as a mode that feeds a rail netw
network
wo
ork
k (M
(McHugh,
McHugh, 2013)

There is recharged
arged enthusiasm
nthusiasm for
fo some developing
veloping
p g and develop
developed nations in
discovering methods
thods for providing
viding
din
ng
g pro
proficient and powerful
powe
erf
rful public transpo
transport that does not
accompany a high price. An expanding
ding number
num
mber of countries are inquiring
inquirin what kind of
public transport
rt framework can conveyy value for money. Even though
thoug light rail has
frequently been
n encouraged as a good
goo
odd mode
m d
mode
e of transport,
tran
an
nssp bus rapid tr
transit has been
developing as a powerful mode
mod
de of transport.
trans
t por
po
ort Bus Rapid
Rapid Transit
Tr is a high-quality
h bus
system that is designed to improve
mprove
p ove capacity
ca
apac ty and
a d reliability
an reliability,
reliabil
relia
a il ty
y op
operating on d
dedicated lanes
to deliver fast, comfortable and cost-effective service (Waldeck & Van H
Heerden, 2017).
The thought that
at buses basically operate in an obliged advantage conditio
condition under mixed
traffic and that trains have favored devoted right-of-way is never once more the most
economic and considerable suggestion (Diaz, 2009).

BRT frameworks have picked up prevalence worldwide as a cost-effective option too

much more costly city rail funding. Transport based systems with great values moreover
incredibly provide to the low-density ranges of various rustic markets and small-to-
medium size urban regions because of the characteristic flexibility likings of rubber tire
systems – a comparative car which gives fast service advantages on a dedicated lane
can change into a feeder car, collecting and dispersing commuters on adjacent paths.

1
This minor research dissertation comparatively assesses the effectiveness of BRT
systems in the City of Johannesburg area and the City of Tshwane. It assesses the
effectiveness of BRT with regards to accessibility of the system; providing improved
service; being a reliable mode of transport; providing affordability to the customers;
decreasing time spent commuting compared to other modes of transport; increasing
capacity; providing speedier boarding; and its integration with other modes of transport.
Transportation with the capacity to transport a huge quantity of travelers, utilizing
substructure whose fares are to an extraordinary degree appealing, stay the foremost
best transport mode. Whereas advancing lifecycle costs are considered, the costs of
giving high limitt incorporated BRT systems are an alluring alternative in various unique
situations.

1.1 Background
nd (BRT in Johannesburg
nnesburg
gaand
nd Tshwan
nd Tshwane)
There are many
ny ways in
n which
w public
pub
b transport
tra
ansportt can
a
an ca be improved
imp
p as an integrated
framework, characterized
aracterized by
b the
th excellent
exc BRT systems
t iin South America
Am such as,
Colombia, Curitiba
tiba in Brazil, and TransMilenio
TransMi in Bogota
Bogo (Hidalgo & Yep
Yepes, 2005). BRT
is a superb standard
ndard transport-based travel
tra
trave
rave framework
fram
frame
m that conveys quick,
qui comfortable
an transport through
and savvy urban g the deliveryy of
o isolated right-of-
f way ffoundation, fast
right-of-way
d magnificence
and incessant operations, and magn fice
e ce in
enc in advertising
d and cus
customer service
T basically
(Hetherington, 2011). BRT ba
asicallly imitates
m at s the
mi the p
performance
erform
erfor and enhancement
i b d travel framework h
qualities of an advanced rail-based however at a smal
small amount of the
amework will normally cost 4 to 20 times not as much as light rail travel
cost. A BRT framework
ork and 10 to100 times not as much as a metro framework
(LRT) framework frame (Hidalgo,
2005).

With an emphasis on conveying a cost proficient as well as benefit compelling

transportation framework, there’s availability of chances this century to assess blends of
rail and bus frameworks that can benefit the full range of capacity prerequisites and
support requests.

Bus Rapid Transit (BRT) frameworks are being advanced all over the world as a
possibly viable method for conveying significantly enhanced public transport

2
administrations to marginalized urban communities and in this manner diminishing
exclusion-related poverty (Hidalgo & Yepes, 2005). The Johannesburg and Tshwane
municipalities implemented its new long-haul transportation framework, propelled amid
October 2013 in the Johannesburg municipality, and April 2014 in the Tshwane
municipality (Adewumi & Dhiren, 2013). According to Hetherington, (2011) the
"Strategic Integrated Transport Plan Framework " (SITPF) sets out the Cities transport
vision and strategic thrusts that will empower a formative acknowledgment of the Cities
long term vision set out in the 2040 Growth and Development Strategy.

According to Kane (2010), transport sector is an important component of the City of

s economy and a common tool used for development, and
Johannesburg’s an as well plays
n connecting the divided spatial
a critical part in t form of the city. When transport
tra systems
ey provide economic and social
are efficient, they soci opportunities
pp benefi that result in
and benefits
iers effects such
positive multipliers h as better
better accessibility
accessibility to markets, em
ac employment and
stments. The
additional investments. Th City off T
Tshw
Tshwane,
h on the other
th hand, was
w faced with
lic
c transport
challenges to improve public transpo
anspo
ort within the
e city.
city AAlt im
Although the image of public
transport in the City was poor, a number
mber of events provided a window o
of opportunity to
uation such as Soccer World
address the situation W
Wo Cu 2010, the decision to go ahead with
Cup
n of Gautrain, with tthree
the construction hree sstations
tat
ations
tions with
within
with the Tshwane area, the taxi
e, which
recapitalization programme, w exp
p d to go
was expected g ahead
a soon after years of
ed congestion,
delays, increased on
on,
n, the
th
he city
cittty densification
densification
d nsii iic ti
tio
on and corridor
and ccorr
orr develop
development land use
as been approved by Council (Hidalgo & Yepes, 2005).
strategy that has 2005 The City of
Tshwane identified
ified BRT as one of the possible methodologies to improve
impro the image,
quality, and utilization of public transport within the city.

The municipality of Johannesburg has progressed with the idea of linking spatial
planning to infrastructure by the BRT since 2006 (Litman, 2011). The idea has been
convenient for the community of Johannesburg as it has limited traffic congestion and
being the reliable mode of transport. Planning for the BRT has included intensive
negotiations with various parts of the taxi industry (Mabena, 2010). This has been a
long, often conflictual, process. The municipality has attempted to incorporate taxi
operators as partners in running the BRT and as shareholders in the company.

3
Feasibility studies showed that involvement in the BRT in these ways would replace
jobs and incomes lost through the displacement of taxis on key routes (Todes, 2012).
While some taxi associations came on board early on, others were resistant, claiming
that the BRT would undermine their livelihoods. Resistance to the BRT led to delays in
construction but propelled by the need to have in place an operational system to
support the 2009 Soccer Confederation Cup games, and especially the FIFA World Cup
in June 2010, the municipality moved ahead with its plans (Rea Vaya, 2014). Some
BRT buses experienced violent attacks, and intervention was required by South Africa's
president Zuma to move negotiations forward (Venter, 2011). Agreement on the first
phase (beyond the limited development for the World Cup) was finally reached in late
2010, but otherr phases have still to be negotiated. The BRT system was
wa introduced in
annesburg and it took less than
the City of Johannesburg h three years for the city to get Rea Vaya
up and running,, from the early planning
lanning and
an
ndd design
d sign phase
de pha to the daily operation
op with 64
oad.
buses on the road.

ort
rt the
In the field of public transport, the City
City of Tshwane
ne Metropolitan
Metr
M
Me
Metrop Munic
Municipality (CTMM)
was faced with challenges, however,
r, there are
a exciting
exciti new developments
developmen impacting on
public transportt within the city, and which
ch
hnneeds
dss to be accommodated.

wane (CoT) wanted

The City of Tshwane ted to
obbuild
uild an
andd activate
ac
ct v te a Tshwane Rapid
Rapi Transit (TRT)
p
framework to enhance public transport n tthe city.
in y The Inception Pha
Phase of the task
connected the city centre are
area
a to
o Hatfield
Hattfie d and was p
and anned to be working by April 2014,
planned
and the next phase of the framework connected Akasia to the CBD a
and Hatfield to
ck & Van Heerden, 2017).
Menlyn (Waldeck

The TRT System has lined up with the CoTs Integrated Rapid Public Transport Network
(IRPTN) Strategy description of the course and means to give an effective and
accessible transport framework similar to private transport. The TRT foundation targets
are to maximize the facilities for non-mechanized activity (like cycling and walking)
along the whole route and is intended to fit in with the current streetscape (Crambeck &
Qu, 2015). The TRT framework incorporates various diverse lines, including Line 1A
which interfaces the CBD with Rainbow Junction. Line 1A runs along Rachel De Beer
Street, R101, Mansfield Avenue and Paul Kruger Street (Crambeck & Qu, 2015).

4
The buses for the BRT system’s inception services started coming off the production
line on April 14, explained MMC for Transport George Matjila at the unveiling of the new
bus at the A Re Yeng bus station, in Hatfield (McHugh, 2013). Volvo Southern Africa, in
partnership with Marcopolo South Africa, was contracted to produce 131 buses to the
City of Tshwane by 2016. Bus organization Tshwane Rapid Transit (TRT) an acting
body representing influenced bus and taxi administrators, purchased the buses while
the City of Tshwane provided the bus details to coordinate the A Re Yeng service and
stations (Waldeck & Van Heerden, 2017). The Tshwane Bus Services warehouse was
being repaired for use as an interval stop, where the buses would be housed and all
ng, and administration would occur. According to (McHug
repairs, refueling, (McHugh, 2013) the A
ol centre, which controls all interchanges connected to the
Re Yeng control t A Re Yeng
s set up at the Tshwane
trunk line, was e Metropolitan Police Depa
Department central
rk unde
command. The buses, which work underr a h
high-tech
igh-tech framework depend
depends heavily on a
nsport framework
knowledge transport ram and
nd accommodates
acc
cco
ommodate
d 33 seated
se trav
travelers and 35
ers.
standing travelers.

o ensure the inclusion

Negotiations to sion of the taxi
tax industry and the prevention of
displacement were still underway, with the
t recruitment
th ecrru and training of taxi
ta drivers who
park and
operated the Menlyn, Elarduspark and Pretoria
an P eto
e oria stations'
stati
s at taxis, kicki
kicking off in May
3). The taxi drivers, who were sourced from a database
(McHugh, 2013). databas of operators
e impacted by
expected to be by the
the introduction
ntttrod
duction off A R
Ree Y
Yen
Yeng in the inception
in phase,
completed theirr training by the end of June 2014, explained A Re Y
Yeng executive
er Lungile Madlala (Waldeck & Van Heerden, 2017). The training of the
project manager
drivers included an induction regarding the TRT system, working conditions of bus
drivers, procedures and policies of the TRT, customer care, BRT operations and
compliance with contractual obligations,” she said. More drivers were recruited and
trained as the next phases of the BRT project progressed.

Speaking to the media at the launch, executive mayor Kgosientso Ramokgopa said the
delivery of the first A Re Yeng bus was the start of Tshwane’s long-term ambition of
placing 85% of its population within 500 m of the BRT trunk or feeder corridor (McHugh,
2013).

5
Buses keep operating on specific streets to guarantee standards of service delivery in a
speedy way, while the bounded stations are intended to be extensive and inviting
(Adewumi & Dhiren, 2013). Wright and Hook (2011) highlight on the safety and
standard of these stations, he says that the administration room screens the transports
and stations, guaranteeing that BRT is at the same level as world-class qualities. The
administration area has a very good communication system which allows the staff to
interact with the drivers to guarantee that transports keep running on time, it also has
real-time tracking of bus movements (Todes, 2012). A vital component of the A Re
Yeng & Rea Vaya venture is the lessening cities open transport carbon impression; the
gua
Armada is the most current accessible, with advanced designing to guarantee carbon
outflows are as low as could be expected under the circumstances (Vente
(Venter, 2011).

According to Seftel and Peterson (2014),

0 4) the standard of these stations, the
administration room screens the
e transpo
transports
portts
s a
and
nd stations,
station ensuring that BRT is at the
ss qualities. The
same level as world-class Th administration
adm
d i i tration
ti area h
ha
has great ccorrespondence
framework which
ch enables the
he staff to interact with th
the drivers to guarantee
g that
p running on time, it likewise
transports keep likewis
se has a continuous followin
following of transport
developments (Todes, 2012). An essential
tia part
rt of
o the A Re Yeng and Rea
Re Vaya venture
g of urban areas open
is the lessening ope
en transport
tr
traansport
nsport
po
ort carbon
ccarbon impression; the Armada is the
ccessible, with
most current accessible, ith advanced designing to guaran
guarantee carbon o
outflows are as
e expected under
low as could be un
nder
der the
d the circumstances
c cum
cir mstta cess (Vente
(Venter,
(V
Venterr, 2
V 2011).

Nonetheless, BRT (Rea Vaya & A Re Yeng) does not work in a vacuum;
vacuum it is a critical
part of a vast arrangement to give the general population of these metropolitan
metro cities a
consistent public transport framework coordinating consistent rail, buses, private
mobiles and taxis (Walters, 2012).

1.2 Problem Statement

Research Problem (World 1): Incorporation of accessibility in transport planning.

Based on previous literature on BRT within these metropolitan cities, it is evident that
there is a lack of accessibility to the BRT (Deng & Nelson, 2011). This is because, in
view of other studies, the routes of this system operate in specific streets within their

6
cities which basically means that the other streets where they do not operate or have a
station, those routes are served by other informal transport modes (Deng & Nelson,
2011). They basically feed passengers to the BRT from these other streets where they
do not operate.

Accessibility alludes to the individual's capacity to reach goods, administrations, and

activities, which is a definitive objective of most transport activity. According to Bocarejo
and Oviedo (2012), numerous elements influence, the quality, accessibility, affordability,
the movement of transport choices, transport framework network, mobility substitutes,
and land use designs. Accessibility can be assessed from diverse p
points of view,
counting a particular
icular group, area, mode or movement. Since accessibility
accessibilit is a definitive
ost transportation action, transport
objective of most a planning ought to b
be founded on
accessibility. Nevertheless, traditional p anni
panning tends to neglect and underestimate
some of these elements and points
ints of view.
view
w. More
More exten
extensive examination of accessibility
ends the extent
in planning extends t ibl resolutions
of possible re l tions for transport
transpo issues.
issues

ment (World 2): What

Problem Statement hat are
a the factorss affecting
affe accessibility
accessibility?

Accessibility to stations and bus stops is an es

essential
s factor with regards
regar to transport
mon
monstrated
nsstrated that
development. Writing has demonstrated ha
att e
en
enhanc
hanc
enhanced t
access to transport gives
s to poor people
various chances eople
e (Tiawoun,
(Tiaw
woun 200
2000). Taxis
T are
a for
f the most part accessible
ute stroll from
within a 5-minute m home.
home Adewumi
Adew
wumi
m and
and Dhiren
D ire
en (2013)
(
(2 th additionally,
say that
omparable accessibility as the ordinary transport (Metrob
the BRT has comparable (Metrobus and Putco),
ty of families arranged inside a 15-minute stroll from either
with the majority eithe a BRT station
or a feeder course. Given the officially large amounts of public transport access in the
cities, evidently, Rea Vaya and A Re Yeng do not, all in all, provide any preferable
accessibility within the areas of these cities over existing public transport services.
Access to transport gives various opportunities to the poor. The absence of access to
transport will constrain access to opportunities for poor people (Waldeck & Van
Heerden, 2017).

7
As per Bocarejo and Oviedo (2012), the following are a few general factors that can
influence availability:
x Motor vehicle travel conditions, car travel velocities, safety as well as
affordability.
x Quality of different modes, cycling, telework, walking, public transit, speed,
comfort and service delivery.
x Transport integration- the level of incorporation among transport framework
connections and modes.
x The densityy of ways
y and roadwayy associations,, and along
g these lines the
ess of movement between areas, in addition to the nature
explicitness natur of integration
between transport, for example, the simplicity of strolling and ccycling to open
transportt stations.
x se proximity, improvement
Land use provementt of
o compac
compactness, and alon
along these lines,
distancess between
n nodes.
nod
no

1.3 Research Scope

x tual scope: this research
Conceptual ch
h sscope
pe
e is mainly based on the development
d of
ya BRT in the Metropolitan
Rea Vaya tropol ta
tropolitan
an C
City
yoof Johann
ohann
Johannesburg, and A Re
R Yeng BRT in
opolitan Cityy of Tshwane in th
the Metropolitan tthe
e Gauteng
g province.
p
x al scope: this
Temporal iss rresearch
esearc
ch is
s ffocusing
occusing mainly
ma nlyy fro
from 2010 to 2018, which is
od of 8 years where the municipalities decided to go ahead
the period ahea with the idea
g spatial planning with transportation and adopted on B
of linking BRT and things
h i since
have been changing i th
the d l t off the
development th BRT.
BRT
x Spatial scope: this research focuses on specific BRT routes within these
Metropolitan cities. The routes are specified on the study area section.

1.4. Preliminary Literature Review

This composition offers a dialog on urban public transport and highlights the utilization
of the Bus Rapid Transit framework universally and locally (South Africa). The
motivation behind this writing is to encourage a significant investigation relating to

8
information gathered on the encounters and sentiments of travelers who utilize the Rea
Vaya and A Re Yeng with the goal of understanding the research results.

The numerous economic, social and environmental issues globally are moreover
essentially urban issues: urban communities are where the common populace is. This
stimulates a logical prescription: urban communities ought to oversee these issues in an
integrated logic, with integration crosswise over topography, issues, controls, and
organisations. The expressions "quality of life" and "livability" are currently generally
utilized in ecological and land-use planning, as well as in planning economic
improvement and sub-infrastructure (Deng & Nelson, 2013). As per Mulenga
M (2013)
masterpiece of that foundation is the urban surface transport framework
framework. Regardless of
n and private speculations, the urban clog is compounding,
enormous open compoun and the
sportation isn't pulling
majority of transportation ulling in p le
en
ntty of customers
plenty custo to pay 33% of its working
ntly less its capital
cost, significantly ital cost (Gasennelwe,
(Gasenne
(G n 2011 Incorporating
2011). Incor more
oth
th roadway and travel doesn't
transportation restrain, both oesn t generally
oesn't gene decre
decrease traffic, and
creas travel trips
the benefits of methods that decrease s (an
(and, consequently, pollution which
contributes to environmental problems
ms
ms)
s) are
problems) are
e politically
po
p worrying and actually talked
about.

ation frameworks,, urban areas could

With the lack of transportation co h
never have developed
(Banister, 2008).
8). Cervero ((2014),
2014 , ffurther
20 furtther sstat
states
t t s that
th
hatt as
h as soon
s as they
the are created,
transport frameworks
eworks remain forever part of the city and they help a perplexing
economic and social growth. Transportation innovation enabled individuals
individu to travel to
areas with normal favorable circumstances for populace coordination. It enables
present-day urban areas to abuse the benefits of integration to all the more productively
give better service, as well as to exchange those benefits with different places, which
allows for economic effectiveness (Hitge & Gqaji, 2011).

Economically and socially dynamic urban zones depend on a framework for transporting
individuals, merchandise and enterprises. The wellbeing of urban areas and their
capacity to create income and riches for community members is enhanced if the
transport framework is productive and if its development and procedure takes into

9
account its effects on nationals, ecological, land use and financial development
(Mulenga, 2013).

According to Deng and Nelson (2013), making any framework productive and
reasonable (as such, influencing it to function admirably) begins with comprehension of
circumstances and end results of the key attributes of the current urban transportation
framework and components that are probably going to make it change later on.

For the purpose of this research, the first section of the literature section highlights on
urbanization and transportation, transport integration and sustainability, as well as
n transportation. The second section broadly focuses on the
effectiveness in th BRT system,
ferent countries (Brazil, China, UK, Canada Australia, India,
its origin in different In Tanzania,
ca).
and South Africa).

tion and transportation

1.4.1 Urbanization ortation
For as long ass twenty years,
y
year h the extent
both exte
ent and
nd the
t numbe
number
mbe of indiv
individuals living in
xpanding
and
din
ng quickly
urban regions have been expanding quickly in developing
velop
pin
ng nations
na (Mulen
(Mulenga, 2013). This
kewise set apart by centraliz
expansion is likewise centralization
zation of the populace in substantial
su urban
communities. The connection between
n urban
ur n and
a transportation is may
maybe a standout
amongst the most vital partss of
of iimprovement
mpro
mprovement
ovement
ve
emmen in
n a city. The a
arrangement of
adva
transportation assumes a noteworthy part in supporting advancement in a city, while in
the meantime, improvementt straightforwardly
stra g tf
t orward y influences
nf ue
u ncess tra
transportation need (Rode &
Floater, 2014). Gasennelwe (2011) further states without a sufficient transportation
re would be a breaking point to development.
framework, there
Most urban transportation issues happen when the need for transport surpasses the
provided arrangements. As per Rode and Floater (2014), the need for transport is a
determined request, which means it relies upon where individuals live and work, and on
the area of creation, administration and recreation exercises. Any adjustment in the
structure of the general public will change the need for transportation (Mees, 2009).

10
1.4.2 Integration and Sustainability
Transport Integration implies that whatever modes of transport are included they all
work as one 'consistent' substance for the advantage of the paying customers
(Dibakwene, 2011). Private transport, as a rule, gives door to door service (Yusuf &
Allopi, 2010) and while this isn't generally a practical probability for public transport the
idea of transport integration is to give a 'consistent' trip that is a door to door as could be
expected under the circumstances (Walters, 2012)
As indicated by Hitge and Gqaji (2011) this is accomplished by arranging
administrations with the goal that where a difference in the vehicle is required travelers
can appreciate simple to use, charming and protected trade offices in a
addition to short
or the next bus. Moreover, Rode and Floater (2014),
waiting time for (2014) highlight that
customers got to have the ability to benefitt through 'one buy' cards for the whole trip
eover allow them to
which can moreover o easily a
access
cces
e s other ttransport modes.

ness in transportation
1.4.3 Effectiveness ransportation
ti
g significance
The expanding ce of transport
tran
nsport in social
ocial and
an financial life
lif requires its
ot as it were from a specia
assessment not specialized
alized and
an organisational point
po of view but
erms of macroeconomicc effectiveness
moreover in terms e tivve of the complete framework, i.e.
ffective application
guaranteeing effective on of
o the
th
hee need
nee
e d to
to ttransport
ra
ranspo
anspo both products and individuals
3). Due to the
(Mulenga, 2013). e complexity of the relationship between
be d
this division and the
socio-economicc framework, th
ther 's a ne
there's ed ffor a
need ann all-encompassing
all -e
enco
enco v
view that takes
w
consideration of the usefulness of the whole framework and not as it were its isolated
components (Carvalho,
arvalho, Syguiy & Silva, 2015).
Expecting that the transport framework may be a framework of organisational, practical
and human needs related to each other in such a way as to effectively transport
products and people in time and space and taking into consideration the desires with
respect to the optimization and sustainability of transport advancement, it is vital to
reflect on the issues of proficiency in its development (Lee & Vuchic, 2005).
Effectiveness is a vague term utilized in different disciplines of science derived from
Latin effectīvus „practi-cal", comparable to effect (us) “productive, effective," from
effect-, stem of efficere (Pina & Torres, 2001).

11
Microeconomic effectiveness centres on the operations of a business unit, counting
investments (Rode & Floater, 2014). As per the rule of rational administration, they
ought to be satisfactory to the uses brought about, understood as the degree of
consumption of generation components within the process of implementing an
economic undertaking (Carvalho, Syguiy & Silva, 2015). The increment in efficiency can
be executed in two ways (Carvalho, Syguiy & Silva, 2015): 1) expansion of impacts, i.e.
getting the next level of impacts at a consistent level of consumption, 2) reducing
consumptions, i.e. accomplishing certain financial impacts whereas lessening
consumptions.

ansport is regarded as the common connection between the

Efficiency in transport t utilization of
s and the costs created on the one hand, as well as the advantages
common assets ad from
e other (Lee & Vuchic,, 2005).
their use on the 5) Transport
T p costs are most freq
frequently thought
aused by clients and carriers.
on as those caused carrie
errs
s.. Itt now and
an then happene
happened that external
ced by the
costs experienced he common public,
h bli for
f example,
xample, costs
t of accid
accidents or natural
erlooked within
effect were overlooked in the
e ass
sessment of transport
assessment rans effectiveness
e (Hitge & Gqaji,
eded to give considerations
2011). It is needed ations to
to outside costs in cost-benefit
cost-benef examinations
ment of transport sustainability
in the advancement na
ab co
o
concept.

d Torres (2001), effectiveness

As per Pina and effe
eccttivvenesss iss well
we
e d described
es in terms of environmental
orporation and in differentiating
and social incorporation ttiatt g to economic, productio
production and money
veness, directed
related effectiveness, rec
cte
ed by
b tthe
he ""invisible
n isi e h
nvisibl hand
and of the ma
market" requires
lteration of the market component through sectoral policy action
organization alteration
h environmental policy. Effectiveness in public transport is dependent on
coordinates with
various components, which include transport means capacity and framework capacity,
the level of occupancy in vehicles as well as operating conditions (Mulenga, 2013).

Effectiveness may be a degree of how well the yields of a system accomplishes the
expressed outcomes of that specific system (Lee & Vuchic, 2005). Effectiveness speaks
to the benefit utilization by commuters, like the quantity of commuters benefit inputs
(Deng & Nelson, 2011). The proportion of benefit utilization to benefit yields is
characterized as service-effectiveness, with the difference between productivity and

12
viability stressing the diverse perspectives of execution assessment from the
administrator and commuter point of view, separately (Lee & Vuchic, 2005).

1.4.4 Elements of effectiveness in transportation

Accessibility to stations is an essential element with regards to transportation
development. Studies have demonstrated that enhanced access to transport gives
various chances to poor people (Tiawoun, 2000). A maintainable transport framework
gives access to fundamental administrations, for example, medicinal services and
training (Tiawoun, 2000). The absence of transport accessibility will constrain access to
open doors for underprivileged people (Sibiya, 2009).

Reliability is a vital perspective that most investigations featured and re

remarked on the
dependability and timeliness of the Rea Va
Vaya
y and A Re Yeng. Howev
However, there were
various investigations
gations that don't concur as
as they
they feature that the buses do
he don't hold fast to
the timetable at some point which
hich
hi h postures
postu
posture
res issues
i s for travelers
av wh
who need to be
transported to their work places
place and be on time. A framework
framewor like the R
Rea Vaya ought
to be one on which
hich workers can depen
depend.

Affordability - one
ne of the primary purposes
s of the
ses th moderate method for
he BRT is to give a moder
open transport (Sibiya 2009), with
with smart
smar card
arrd
d systems
system
sys em which allow fo
for loading of a
reasonable amount
mount and enable
nab
ble commuters
commute
errs to have
h several
ssev rides with
w the loaded
amount.

Time Spent Commuting

mmuting and Assigned Bus Lanes - Designated paths iso
isolate the buses
from the movement
ment congestion, allowing them a selective right of way which
w empowers
the bus to achieve more noteworthy (Jennings & Covary, 2008). Deng et al. (2013:109),
highlight that “the exclusive busway and use of transit signal priority in the heavily
congested areas provides a dramatic increase of bus speeds”.

Speedier boarding: According to Litman (2011) onboard gathering of charges slows the
boarding process, mainly when a number of passageways is used for numerous
destinations. He furthermore emphasizes the alternative to this which would be the
collecting of fares later on entering an enclosed bus station before the bus arrives. This
framework allows commuters to enter and exit through all bus entrances.

13
Improved service - BRT frameworks, for the most part, incorporate quick travel features
throughout the day service ranges, greater spacing between stations, and more
continuous administration than other transport modes. The adaptability and low charges
of BRT enable it to give a more prominent system scope.

Integration of transit development with land use policy- BRT can be sustainable when
incorporated within a broad planning structure including land use strategies, zoning
directions, and monetary and group improvement says (Todes, 2012).

State-of-the-art technologies - BRT joins ITS applications, for example, Transit Signal
Priority, propelled
ed correspondence frameworks, computerized schedulin
scheduling and dispatch
frameworks, and
nd continuous travelling data on buses as well as at stations
statio for speedier
and helpful rides.
es.

Increased capacity
acity - Because off the alternative
alternat
ativve
e of bigger
bigge
gg vehicles and m
more noteworthy
frequency, BRT
T frameworks
orks
o rks can offer
ffer bulks identical
i cal to
t otherr fast
fa
fas travel m
modes.

id Transit System
1.4.5 Bus Rapid m (BRT)
(BR
A lot of explanations
ations have been given on
o th
the term
m BRT and all of them highlight
h BRT as
rk that mirrors the high limit, superior qualities of urban rail
a bus framework rai frameworks at
a lower cost. Curitiba and Brazill a re cr
are ed tted w
credited with spearheading
with s e BRT a
and its leader at
e Lerner former Curitiba
the time, Jaime i ib
b mayor
ayo
yo referred
f d to the city's BRT framework
f as a
"surface metro"" an excellent
ent b u tr
bus ransport servic
transport sservice
erv ce with
with co
comparative execution of a
subway yet at a small amount of the cost (Wilkinson, 2006). As far as administration
sts, at that point, BRT is regularly thought of as involving
quality and costs, involv the centre
ground between traditional bus and urban rail frameworks. In ways, it offers the better of
the two universes: the quickness and dependability of rail, and the working adaptability
and lower cost of an ordinary transport (Walters, 2012).
New York-based Institute of Transportation and Development Policy (ITDP), which has
risen as one of the innovation's most grounded proponents, characterizes BRT as “a
high-quality bus-based transit system that delivers fast, comfortable and cost-effective
urban mobility through the provision of segregated right-of-way infrastructure, rapid and

14
frequent operations, and excellence in marketing and customer service” (Wright &
Hook, 2007).

According to Diaz (2009), it is the component of a devoted right-of-way that

differentiates "high end" BRT from lower quality administrations, which is regarded as
"BRT Lite”.

1.4.5.1 Origin of BRT in developed countries

Taking after a number of spearheading usage within the late twentieth century, BRT has
developed as a primary mode of transportation beginning the 21st century. This is
because of the proof of the capacity to execute mass transportation capa
capacity rapidly at a
ost, whereas tackling current assets and partners, with improved
reasonable cost,
comprehension of its potential by national governments
o advancemen accomplices,
and advancement
e World Bank (Rode
for example the ode & F oate
err, 2014). The BRT framewo
Floater, frameworks have been
hrough North
actualized all through Nort America
erica
i a and Latin,
La
L atin, Australia,
Austr
A China, South
Chin Southeast Asia, and
essively in India
presently progressively Indi and A
Africa. In Europe,
ope, the num
ope number of BRT frameworks is
panding, particularly
relentlessly expanding, ly in tthe UK and France.
Franc

merican nations, remarkable

Other Latin American ab
ble Mexico
ex
xic and Colombia yet, in addition, Peru,
Ecuador, and Chile have since
e taken
ta
akken after
afte Brazil's
Braz s le
lead. Latin Americ
America is today the
epicenter of worldwide BRT development (Jiron, 2011). A third o
of BRT course
-tthird
h rds of
kilometers and almost two-thirds of ridership
iders
ship
h p are
are in
n Latin
Lat n America (Pourbaix,
La (Po 2011).
Bogotá's 110km
m TransMilenio is perceived as the Gold Standard of BR
BRT (Mobereola,
2009). Appointments
ments of authorities and dignitaries from around the globe visit Bogotá to
wonder about the framework (Deng & Nelson, 2011). Working on a two-path devoted
carriageway, TransMilenio conveys up to 40,000 travelers for every 60 minutes per
bearing, which coordinates the traveler throughputs of general metros (Ewing &
Cervero, 2010). The framework likewise brags improved stations (reachable by systems
of airways), smart card-based toll gathering, progressed administration frameworks,
unmistakable pictures, and moderate charges. TransMilenio's support is developing at
10% yearly, from 800,000 day by day customers when it started operating in 2001 to
around 1.7 million today, representing 74% of transportation drives in the urban area
(Boncompte & Galilea, 2013). Finance strategy has assumed a part in TransMilenio's

15
prosperity. In 2000, a 20 percent extra charge was attached to all fuel deals in Bogotá,
with a large portion of the incomes reserved for TransMilenio framework (Pourbaix,
2011). As a cross-sponsorship from the 19% of Bogotá's populace which had their own
cars, the arrangement advanced social and also ecological sustainability (Mobereola,
2009).

Rouen, France, also has three BRT lines, called TEOR (Transport Est-Ouest
Rouennais). Optical direction enables TEOR vehicles to keep running along firmly
limited halls, providing customers solid, agreeable and available administrations (Deng,
and Nelson, 2011).
011). Other French urban areas, similar to Nantes, work ccomparably top-
notch transport-based
rt-based frameworks however utilizing more customar
customary innovations.
Nantes' 6.9km busway associates a ring street
r to the downtown area with
wit a recurrence
grees of progress amid the
of 3-minute degrees e pe
peak time. The transport-ba
transport-based framework
ty's settled cable car lines focus,
looks like the city's fo
occu
uss, the devoted
dev path for the vast majority of
prepared stations,
the tasks, ITS-prepared t and
d necessary
nece ttreatmentt att convergences,
converge different
marking and stop
op at the stations
ions
ns (Finn
(F et al., 2011).
2011)).

The developed nations, such as France

nce
ce
e and
and the
e UK
U – rank next as far as
a quantities of
h BRT frameworks. Except for restrictive busways like the Orange line in
urban cities with
nd Eugene, Oregon's
Los Angeles and on s EmX,
EmX
m most
mo
ost US
U frameworks
a fall in th
the classification
ing & Cervero, 2010). The purveyors
of BRT lite (Ewing pur y of BRT in Europe we
were Runcon UK,
ed a busway
which introduced yaas
s a ccomponent
omp
m one
ent off a m
master-planned
aster plan new tow
town, and Essen,
Germany, the primary urban area to develop a monitored busway
buswa (Hildalgo &
08). Today, European BRT frameworks, especially the o
Graftieaux, 2008). ones in France,
appear to be more of a rail-like structure somewhere else, for example, in Caen, Paris,
and Rouen. BRT frameworks in these spots work on their own lanes, bolstered by
numerous regulating technologies, and have cars that an excessive number of are
outwardly unclear from current tramways.

The UK likewise gloats a few top of the line controlled BRT benefits in Cambridgeshire,
Ipswich, Crawley, Leeds, and Luton-Dunstable, demonstrated after the O-Bahn track-
guided busways fabricated first in Adelaide and Essen (Duarte & Rojas, 2012). At 19km
long, Cambridgeshire busway is supposedly the longest framework (Cervero, 2006).

16
Constructed busways without direction have likewise been constructed in the UK, for
example, in Swansea and Kent. Kent ordinary Thameside Fastrak framework has
gained recognition from travelers, 95% have appraised general Fastrack encounter as
'phenomenal' or 'great' (Jiron, 2011).

1.4.5.2 Origin of BRT in Developing Countries

To date, in excess of 150 urban communities have executed some sort of BRT system
around the globe, caring 28 million customers each workaday. Currently, BRT
structures general included 280 corridors, 4,300km of courses, 6,700 stations and
rts (Ewing & Cervero, 2010).
30,000 transports

ns for the systems ventures have expanded with time.

The justifications tim Early BRT
developers, forr example, Ottawa and Curitiba,
r predom
built busways predominantly on the
hey were more reasonable
grounds that they easonab
ble
e than
th
han Light Rail Transit (LRT)
(LRT (Khumalo &
Ogra, 2018). As of late,
e, urban areass like
l Seoul,
S
Seoull Mexico
M
Mex City,
ity, and Ban
Bangkok have put
resources into BRT as a vigorous supplement
su to previous urban
urb
ur rail fra
frameworks. To a
umber of cities that
considerable number at didn't
did have a suitable
uitab public travel framework,
fra rather
he constellation of for the
depending on the he
e most
m
most part
pa
p
par clumsy private transp
transport and casual
trations, BRT is a piece of a noteworthy change, filling
transit administrations, fil in as the
he new public framework.
foundation of the amew
woork. This
T s po
Th r rays urban communities
portrays communit like Lagos,
Jakarta, and Ahmedabad. In quite
q a bit off Europe,
p , especially
p in medi
medium size urban
cal ed BHSL
communities, BRT also called HSL
HS L ((Buses
Buse
es wit
w th H
with ig
gh
Highh L Se
Level of Service) is being
presented as a more affordable other option to tramways in built up zones, with an
emphasis on upgrading service reliability, promptness and comfort along existing
roadways (Gilbert, 2008).

Brazil has risen as the worldwide pioneer by developing the Bus Rapid Transit
frameworks, expanding the accomplishment of Curitiba's spearheading framework to 30
different urban areas. At the point when Curitiba propelled its 'Surface Metro' in 1976, it
tried to impersonate numerous highlights of close-by São Paulo's Metrorail framework –
dedicated right-of-way, appealing stations, off-board toll gathering and regular, quick
administrations (Vuchic, 2007). Bi-articulated buses and very much composed boarding
tubes altogether extended conveying limit. Curitiba is now well best recognized for

17
utilizing BRT to control city development along dense, mixed-use corridors that draw in
transit riders (Boncompte & Galilea, 2013).

The strategy used by Curitiba

The choice to depend on buses was seen as a more adaptable and reasonable public
transport arrangement than rail travel for a medium-sized advancing city. Both the
advancement of the city and the transport fast travel framework are the consequence of
approaches for this development for the most recent 30 years on land use, expressway,
travel administration and tasks, and public participation (Delmelle & Casas, 2012).

According to Duarte et al. (2016), Curitiba has a master plan and, im

imperatively, an
organization Instituto
stituto de Pesquisa e Planejamento Urbano de Curitiba
Curitib (IPPUC), to
screen, execute,
te, and refresh the plan. IPPUC
P is a to a great exten
extent autonomous
foundation and therefore is less at risk to p
po
political
o itical press
pressures and changes than a region-
based division (Delmelle
e & Casas,
s, 2012
2012).
012 A Ass per Santos
Sant
S ntos et al. (2017),
( the
th achievement
of IPPUC is amazing
mazing in Latin
atin America
America, and the organization
ganization presents
pr
p courses,
cou in light of
its encounters, to an extensive variety of focal and
nd local
loc government organization
org from
different nations.
s. The main highlights identif
identified
d
dent
dentified
ed wi
w
with land use and travel in the plan are
the following:

x Land use
se and transport
nspo
ort are
e coordinated; the structural
stru axes idea of high
development
ment has made
made passageways
passageways
a sagewa s with
as wiith a m
movement request
re that is
ate to be met by transit
appropriate

x Land inside
side two pieces of the busway has been zoned for blend
blended commercial
residential employment. Past these two pieces, zoned private densities decrease
with distance from the busways

x In particular, the zoning recommended by the structural axes has been

acknowledged by a mix of control and motivators. This mix incorporates different
rewards to develop as arranged; motivations to exchange improvement rights;
firm control over large scale advancement); arrangement of motivators to
designers to increment residential compactness near the corridors as well as
advancement of travel terminals with an extensive variety of offices – both open

18
 and private area. • The busway framework has been active in controlling land use
improvement and has been utilized to animate advancement along the basic
axes.

China has as well taken after Latin America's in forcefully assembling the system, with
in excess of ten urban communities, including Hangzhou, Xiamen, Beijing, Guangzhou,
and Jinan, with their own BRT lanes launched 2005. In the course of recent years,
China has included BRT path km's at a speedier pace compared to other countries
(Kishore, 2009).

Africa's ten BRT Johannesburg, Cape Town,

T frameworks, Lagos, Marrakech, Tshwane, Johannesbur
Nelson Mandela Kampala are part of
a Bay, George, Rustenburg, Dar-es-Salaam, and Kamp
the BRT Lite end
nd of the range. Lagos' framework,
e which operated in 200
2008, cost US$1.7
million for every
ry kilometer to construct, which
nstruct, wh
w h ch is one of the least expensive
expe anyplace
(Crambeck & Qu, 2015).. All thingss considered,
consider
onsidered
ed,
d it cco
conveys
conve right
ht a
around 200,000
20 travelers
every day or a fourth of open
pen transport
transpo trips along its hallway, the fact that BRT
hallway despite th
vehicles make up only 4% of vehic
vehicles
s on the course
hicles urse (Crambeck
( & Qu, 2015). Despite
the increased pace of BRT venturess of
o the
t e previous
th pr
prev
re remains a lot of
decade, there re
elopment. During the year 2011, the about 28 million traveler trips
space for development.
RT frameworks around
delivered by BRT round
d the
he globe
gllobe were
we e ye
yet 2.2% of all open transport trips
e 0.3% of all mechanized individual
and a negligible iind
d outings
g made that year
y (McCaul &
Ntuli, 2011).

Johannesburg turned out to be the main city to deliver South Africa's BRT
B framework,
introducing another period of top-notch transport in the nation. The Rea Vaya (meaning
"we are moving") in Johannesburg initial stage 1A was launched to the general
population on 30 August 2009 (Khumalo & Ogra, 2018). The framework was launched
for the 2010 World Cup with the framework connecting the dominant part of
Johannesburg from Soweto to past Sandton in the northern side (Khumalo & Ogra,
2018). The bus station enables the usage of boarding on both sides of the station and
general stops, others are enunciated and can utilize only the stations.

19
The Cape Town's MyCiTi framework began working May 2010 (South Africa, 2011). Its
initial administration was traveling from the Airport to the city centre. The underlying
Phase 1A trunk and feeder administrations began working in May 2011 (South Africa,
2011).

The Tshwane A Re Yeng meaning let’s go in began with its developments in July 2012
and began working in April 2014. The system in Tshwane comprises a sum of
approximately 80 kilometers of transport lines, containing 62 stations and operates from
Mabopane through Pretoria city centre, past Menlyn and on to Mamelodi. This
framework has around 340 buses, and some of them are operating by gas (Van der
Westhuizen, 2007).
007).

humalo and Ogra (2018), taxis

According to Khumalo ax were and still are a most used mode of
n the Johannesburg
transport within urg city however
ho
h owever with its rapidly grow
growing issues like
d unreliability,
inefficiency and bility, the framework
ramework
mework
k was d
de
develo
l
developed n Johannesburg
in Jo
Johannesb all together
to lessen the difficulties
s in the city of Johannesburg.
esburg. With
esburg W
Wit the sta
start of the BRT
009, the National Depa
framework in 2009, Department of Transport
ransp and the City of Johannesburg
rious advantages for the
guaranteed various he
e city.
city The
e point
p f
of delivering this framework was
to change the city into a 'World class African city' while giving a sheltered and
n transport framework
productive open work (Khumalo
(Khumalo
m o & Ogra,
Og a 2018). Moreover
Moreover, the Rea Vaya
p
was composed with the goal to expand acc
access p
to work openings, and in addition to
instructive and social exercises
cisess ((Khumalo
Khum
ma o & Og
O
Ogra,
gra
ra 20
2
2018).
18)

em is intended to give a world class open transport framework

The BRT system fram which is
proficient, dependable, protected and shabby. The venture is a piece of the urban
community’s renewal design, keeping in mind the end goal to convey business back into
the downtown area (Weinstock, 2009).

1.4.5.3 Structure of the BRT

Passengers travel through an entrance-controlled space when arriving or exiting the
station. Gilbert (2008), further states that depending upon commuters’ request, a station
may serve in excess of one bus in the same direction at the same time; along these
lines, a flexible design is the most suited to provide for viable interest at various

20
stations. To enhance the simplicity of boarding and lessen postponements at stations,
buses stop at specific position onboarding platform. The outline of the stations varies
from each other in its size, its length, and its inter alia, usefulness requirements and the
environment inside which they are found (Pai & Hidalgo, 2009).
A BRT station is an encased bus shelter that incorporates different facilities and by and
large, situated in the centre of the streets, contingent upon the particular street type
classification, accessible space (Gilbert, 2008). Passenger access the stations through
one end of the station and the two sides are used for landing and exiting of the BRT
buses inversely. Travelers travel through an entrance-controlled zone when accessing
the station.

Feeder routes - The trunk routes are served

d by feeder routes, and the feeder
fe rotes are
served by otherr informal modes of transport
or (Pai
P & Hidalgo, 2009).
x In Johannesburg,
nnesburg, there are presently
prese
p nttly 5 feeder ccourses. F1 keeps
keep running from
Naledi though
hough Thokoza
okoza
k to the
h city
it centre,
ce F2 from
f Prote
Protea
t Glen th
through Thokoza
to Ellis Park, F3 keeps
pss ru
running
unn
nning from Jabavu
vu though
tho
hou
oug Lakeview to the city centre,
F4 keepss running from Mofolo
o by me
means
ans of Boomtown
B to the CBD and F5 keeps
running from Eldorado Park through
ugh Lakeview
ke
e to Ellis Park (Rea V
Vaya, 2014).
x ane, buses run on mixed-traffic
In Tshwane, mixed
mixed-ttraffic
r fic lan
ra lanes
lane br
b
bringing passengers
passenge to the trunk
rom Steve Biko Termi
route. From Terminus,
nus, Tuks
Tuk Gro
Groenkloof
enkloo
of to CBD Central
Centr Station (City
ane, 2018)
of Tshwane,

ve dedicated buses which function only on trunk routes.

Trunk route have
x unction on devoted paths, with stations situated in the focal
Buses function fo area of the
street from CBD to Hatfield. Beginning from Central Station in the CBD to
General M. Soyothula Station in Hatfield.
The following is the Tshwane A Re Yeng BRT outline of feeder and trunk routes:

21
Map 1: A Re Yeng
eng BRT
Source: (City off Tshwane, 2018)
0 8)
018)
01
Complementaryy routes- this system has three complementary course;
course C1 operating
from Dobsonville
le and the CBD, C2 between Dobsonville and Maponya Mall and C3 is
around inward city course
course. These routes run in blended traffic roads and on trunk
courses (South Africa, 2011).

The Rea Vaya was propelled in stages because of the broad cost and development
required with the BRT framework (Hetherington, 2011). The primary stage of the
venture comprised of 25.5 km of trunk course, with 70, 000 outings, 10 courses made
up of 1 trunk course and 5 feeder routes, 20 stations from Soweto to the Ellis Park
Stadium, 143 buses, BRT administration centre and the utilization of smart card
innovation (Dibakwane, 2011).

22
Map 2: Rea Vaya
ya BRT

Map 2 above demonstrates the

e total course
ou
urse of stage
t 1. The finished stage 1 was
intended to be finished in 2013
013
013 (Mabena,
13 (Mabena
(Ma b na
be na 2010).
010). In
2010) n any
y case,
any case
case
a the city has
ha neglected to
meet this due date and to date stage 1 b has been finished. Stage 1a: was finished in
2010. It comprises
ses of the first trunk course from Bertrams in the inward ccity to Thokoza
Park in Soweto,
o a few feeder courses around Soweto and around the course in the
internal city through Joubert Park and Braamfontein (Schmid & McKenzie, 2012).

Stage 1b: This stage was anticipated to be finished in January 2012, but because of
various difficulties Phase 1b was finished in 2013. It comprises of 18km trunk course
from Noordgesig through the University of Johannesburg to the downtown area. This
stage will comprise an extra 650 buses and will cover 122 km's (Rea Vaya, 2014)

Stage 1c. This includes the third trunk course amongst Parktown and Sandton, along
with Oxford and Rivonia streets (Rea Vaya, 2014). The finished Phase 1 of the

23
undertaking was intended to be finished in 2013 and involves 7 courses of 123 km and
150 stations (Rea Vaya, 2014). These courses are essentially overhauled by the local
Taxi Industry that was at first contrary to the Rea Vaya.

1.4.5.4 Fundamentals of an Effective BRT

Accessibility to stations is an essential element with regards to transport planning.
Studies have demonstrated that enhanced access to transport gives various chances to
poor people (Tiawoun, 2000). A maintainable transport framework gives access to
fundamental administrations, for example, medicinal services and training. Inability to
access transport
ort can constrain access to opportunities for poor communities
comm (Mees,
2009).
Reliability is a vital perspective that most investigations
n featured and re
remarked on the
dependability and timeliness of the BRT ((Liao
L a & Davis, 2011). Howeve
However, according to
(Mees, 2009), there were various
us invest
investigations
gations that don't
ga do concur as they
th feature that
the buses don't't hold fast
astt to
t the timetable
ti t bl att some
ome pointt which
wh
h postures
postu issues for
travelers who need to travel
el to their
tthe
heir work places and
nd
d arrive
arr
a on time. A framework like
the BRT ought to be one on which workers can
an depe
depend.

Affordability in BRT refers to the ability of commuters to purchase transportation

services in order
er to access basicc g
goods
oo
ods and
and services
se
errvicces without
w compromisi
compromising the ability to
maintain school,
ol, work, shopping,
pp
p g, social activities
ac and healthcare (Tirachini,
(Ti 2013).
Tirachini (2013),
3), further highlights
ighliigh s tthat
ha
a af
a
affordability
ford
dabilit
abi ty in transport
trans refers to commuters’
ability to save money, ability to respond to financial cost such as reduc
reduced income and
increased total transport cost. As per Litman (2017), affordability can be assessed
based on customers’ capacity to save money if wanted, which is sometimes called
option value. In this regard, BRT offers smart card systems which allows for loading of a
reasonable amount and enable commuters to have several rides with the loaded
amount

Assigned Bus Lanes and Time Spent Commuting- Designated lanes isolate BRT buses
from the movement congestion, giving them the selective right of way, which empowers
the buses to achieve more noteworthy velocities (Wright & Hook, 2007). Tiawoun (2000)

24
highlight that "the exclusive busway and use of transit signal priority in the heavily
congested areas provides a dramatic increase in bus speeds".

Speedier boarding: According to Litman (2011), fast and easy access to the buses from
enclosed bus stations and bus stops through a number of entrances promotes speedier
boarding. The BRT bus structure allows commuters to board through a number of
entrances on each side of the bus and station structure. With this kind of entrance doors
in the station, passengers are given freedom and space in entering and exiting the
buses which results in lesser time boarding and less congestion on the entrances as
opposed to have
ve one door.

Improved service
ce - BRT frameworks, for the most part, incorporate quick travel features
throughout the
e day service ranges, greater
a spacing between stations,
statio and more
continuous administration
ministration than other
ther tra
transport
ns
sp
poorrt modes (Tirachini, 2013) T
The adaptability
and low charges
es of BRT
T enable
en itit to give
i a more
m a prominent
pr nt system
s scope
sc (Tirachini,
2013).

Integration of transit
ransit development with land
d use po
policy- BRT can be su
sustainable when
incorporated within a broad planning structure
s
str ure
e including land use stra
strategies, zoning
directions, and monetary and group
oup
p improvement
im
mprov
vement ssays
ays (T
((Todes, 2012).

j i ITS
State-of-the-art technologies - BRT joins TS applications,
pp
pli i , for example, Transit Signal
Priority, propelled
ed correspondence
onde
ence frameworks,
frrameworkks computerized
co
c m
mputerize schedulin
scheduling and dispatch
frameworks, and
d continuous traveler information on vehicles and at statio
stations for speedier
and helpful rides
es (Sun et al., 2014).

Increased capacity - Because of the alternative of bigger vehicles and more noteworthy
frequency, BRT frameworks can offer bulks identical to other fast transport modes.

1.4.5.5 Urban Density and BRT Usage

This system delivers ecological and transport benefits only if it draws in riders,
particularly previous private car drivers instead of the individuals who already utilized a
traditional transport or relied on train systems. One investigation in the US evaluated
that 24% to 33% of travelers catered by the BRT frameworks are new travel clients,

25
most having changed from private cars (McCaul & Ntuli, 2011). In Adelaide, 40% of
those traveling track-guided bused were previous car drivers (McCaul & Ntuli, 2011).

The connection between BRT ridership and elements such as vehicle ownership and
family income, it is safe to state, is, for the most part, an inverse one (Estupinan &
Rodriguez, 2008). Notwithstanding factors like wage and privately-owned cars, urban
compactness additionally impacts travel ridership, regardless of whether for bus-based
or rail frameworks (McHugh, 2013). Mass transit needs mass or density.

There's a solid relationship between urban compactness and ridership. Muñoz-Raskin

(2010) states that
hat Latin American BRT urban communities, in any ca
case, normal low
densities than their Asian counterparts yet they tend to pull in im
impressively an
increasing number
mber of commuters, by and
d large, and on a per kilometer
kilom premise.
Basically, in Latin
tin America, BRT afforda
affordability
bility
yaand
nd delivery
delive quality, have a
assumed a part
velers and
in pulling in travelers nd increasing
i sing
i profitability
profitab
bility
i (W
((Wald
ld
(Waldeck & Van
Va Heerd
Heerden, 2017). The
quantity of travelers
elers per BRT
RT kilomete
kilometer tends to change
hange more as urban mass
m increases.
he positive relationship
Nonetheless, the nship between ridership
dersh and urban den
densities efficiency
D – Bus Rapid Transit-Oriented
favor of BRTOD Orriented
Oriente
rien d Development.
De
D
Dev

1.5. Research Questions

x ettin
ng of th
What is the spatial setting the
he BRT
RT system in Jo
Johannesburg
ohan and Tshwane?
x e the determinants
What are min
nants
antts of
of the
t e effectiveness
th effect eness of
of BRT
BRT system?
x e the social & economic impacts and map the perception of
What are o users?
x e the levels of accessibility to transportation?
What are

1.6 Research objectives

x To determine the status quo of BRT in Johannesburg and Tshwane.
¾ What is the spread of BRT framework in the urban areas?
¾ What are the determinants of BRT (routes, ridership, affordability,
infrastructure, carrying capacity, safety and security, surveillance, under-
utilized routes, high volume routes)?

26
 x To determine the cross-sector benefits of accessible transport
planning/development.
¾ Is BRT serving the disadvantaged zones?
¾ What is the level of accessibility of BRT compared to other modes of
transport?
¾ Has it achieved its goal of meeting the needs of commuters in the city?
x To determine its integration (BRT) to other public transport.
¾ How is the BRTs integration with other informal public transport modes?
¾ What measures are required for integrating other modes of transport with
RT?
BRT?
x stigate the perception, social and economic effect of the Rea Vaya
To investigate
and A Re Yeng on commuters who
ho u
use the system.
¾ To
o what extent is Rea Vaya
Vaya a
and
nd A Re Ye
Yeng meeting the socio-economic
s
eeds of the
needs h commuters?
he c ers?
¾ Has
as the system
em improved
iimprove travel conditions?
diti
ditions?
?
¾ What are the challenges
allenge and
d opportunities
oppo for an inclusive and
omprehensive mobility system?
comprehensive syystem?
system
yste ?

nd significance off the

1.7 Purpose and h study
dy
was
s to
The purpose of the study was to comparatively
co
ommparatively
pa a velyy assess
asse
ess the effectiveness
effectiv of BRT
hannesburg and Tshwane metropolitan cities. The study
systems of Johannesburg stu specifically
tify the impacts, status quo, and benefits of this newly iintroduced fast-
sought to identify
m as well as its integration to other modes of transports.
growing system, transports In view, thereof
the study elaborated on the importance of integration in planning, transportation
integration as well as integration in policy as an enhanced approach to the effectiveness
of BRT in these cities.

1.8 Study Area

The study area in Johannesburg and Tshwane was determined based on the initial
assessment of the existing routes of BRTS and spatial dynamics. For the purpose of
this study, particular BRT framework courses were chosen from both cities as study

27
areas. In order to get consent to enter the stations and conduct the study, it was
fundamental to forward a letter from the University, where the researcher is enlisted to
clarify the reason of the researcher's visits to the BRT stations.
The following is an indicative detail of the locations of BRTS as part of the study area:

1.8.1 City of Johannesburg and City of Tshwane

The City of Johannesburg is one of the chosen study areas located in Gauteng
province. The city has an area of 1,648km2 with a total population of 4,4 million people
as per Census Community Survey (2016) and is one of the 40 largest metropolitan
areas in the world
orld (City of Johannesburg, 2018). The cities spatial dis
distribution starts
from Orange Farm
arm in the south to Midrand in the north.
The City of Tshwane
hwane is one of the country'ss three capital cities, serving as the national
he biggest district, as measured
capital and is the ure
ed by land mass. Tshwane is among the six
olitan regions in South Africa
biggest metropolitan Afrricca
a and the second biggest in Gauteng, as
mestic Product
measured by Gross Domestic d t (GDP)
(GD
DP) (City
(Citity of Tshwan 2018) The Tshwane
Tshwane, 2018).
locale covers 6,368km²
,368km² of Gauteng’s
uteng
ng s 19
19,055km
19,055km²
055km² and
nd houses
ho
hous around 2,9million
2,9m residents
ne, 2018).
(City of Tshwane,

tudy areas are the major metropolitan cities in Gauteng,

The chosen study Gauten the City of
d o
Johannesburg (presented in red onn tthe
he map
m
map)) and
and the
e City of Tshwane (presented in
p
green on the map). These metropolitan t
ties
cities g g each other
are neighboring othe with Tshwane
d Johannesburg
in the north and burg in
in the
h south.
he south Nonetheless,
None heless the study focuses
Noneth focu specifically
constra
on the central business district of these metropolitans due to time constraints.

28
1.8.1.1City of Johannesburg Region F

Map 3: COJ Region

egion F

Region F which
h has a population
pulattion of 433
433,054
054
054 individuals
indiv area coverage of
s and a CBD are
1.09km2 (City of Johannesburg,
sburg
bu g 2018
2
2018)
01
188)). R
Region
egio
onn F iss bound
b
bou
o n by Killarney
ou Killarne Ridge in the
north, Regions E (Houghton and Orange Grove) and B (Parktown), the Ekurhuleni
Metropolitan Municipality
unicipality to the east, the Klip River to the south, and to the west by
Regions D (Soweto) and G (Joburg South) (City of Johannesburg, 2018). It combines
Johannesburg's inner city and its lower density, predominantly residential areas to the
east of the City Centre. The higher density suburbs of Berea and Hillbrow are to the
northeast, and the zones of Vrededorp, Newtown, Pageview, and Fordsburg are to the
west (City of Johannesburg, 2018). The southern boundary of Region F includes the
southeastern corner of the metro and is commonly known as Johannesburg South (City
of Johannesburg, 2018). To the north, it meets the inner city along the mining belt and
the M2 freeway.

29
Region F is a zone of differences; it varies from tainted residential areas such as
Bertrams and the steadier commercial suburb of Braamfontein to the rich center- and
upper-income rural areas of Mulbarton, Bassonia, and Glenvista along the region's
southern border (City of Johannesburg, 2018). The CBD includes a dynamic street life,
with an expected over a million customers moving around the internal city day by day. It
operates as a territorial shopping hub for Johannesburg inhabitants and guests from
other African nations. Since of great sustained infrastructure, Region F is well
coordinated with the encompassing urban zones. All major roads begin from the inner
city spreading out to other surrounding urban and rural areas of the city. The main
railroad station,, taxi ranks as well as bus terminuses are moreover arran
arranged within the
city centre.

30
Existing transport network of City of Johannesburg

Map 4: Existing
g transport routes
utes
tes in COJ
CO
OJ

Ellis Park Station

tion to Old Synagogue Station West with Saratoga A
Avenue in the
middle
The chosen routes for this study in Johannesburg are located in Doornfontein (Ellis Park
East Station to Old Synagogue Station West with Doornfontein Campus station in the
middle) as well as the central area of the city (Johannesburg Art Gallery to Fashion
Square Northbound station).

31
Map 5: Johannesburg
esburg stations (T1 route)
e)

These two stations

tions in Doornfontein
nte are chosen
chosen because
b they service the T1 (Trunk
route), which transports
ransports individuals
ividu
ividuals
v duals ffrom
from Thokoza
Thoko
o a Park
P rk to
Pa to Ellis
E The stations are
Park. T
also situated closer to student accommodation and the University of Johannesburg
which will allow
w for a number of interviews from the regular commuters a
and a number of
students. The Ellis Park station is situated on Charlton Terrace Street
Street, op
opposite the Ellis
Park stadium centrally situated in the road with traffic lanes on both sides, and the Old
Synagogue station is located on Wolmarans street in Doornfontein.

32
On site pictures:

Figure 1: Ellis park station Figure 2: Old Synagogue Station West

Source: Khumalo alo (2018) Source: Khumalo (2018)

g Art Gallery Station

Johannesburg on and
an Fashion
Fa
assh
hion Square
Squ Northbound s
station

Map 6: City of Johannesburg stations

33
These stations are chosen because they are located on the busiest Twist Street which
gives access to the Noord taxi rank. The Noord taxi rank is located in between the
stations and the street has a high volume of people and taxis transporting people from
and to the taxi rank. The stations are arranged in a portion of Johannesburg that is
encountering urban rot, with waste pollution on the roads, and large amounts of noise
pollution and unmaintained structures. The Johannesburg Art Gallery station is situated
inverse the Johannesburg Art Gallery in the city centre on Twist Street.

The Johannesburg Art Gallery station is fundamental since it has the foundation to help
travelers with questions in regard to movement and the smart card as it has a client
so, it consists of a different client help section. The station has entrances
care centre. Also,
on either side of the station with specific gates
e for entering and exit.

nnesburg Art Gallery

Figure 3: Johannesburg Figure 4: Fashion Square Northb
Northbound station
alo (2018)
Source: Khumalo Source: Khumalo (2018)

34
1.8.1.2 City of Tshwane Region 2

Map 7: City of Tshwane Region 2

unded by the
Region 2 is bounded e Magaliesberg
g Mountain range to the south a
and the PWV 9
freeway to the West. The N1
N1 ru
runs
ns th
through
hroug
h gh the
th middle
m id
dddle of
d of the
th
h region (City
(Ci of Tshwane,
2018). The city
ty consists of the N1 highway in the East, the Gaut
Gauteng Provincial
Boundary, including
uding Hammanskraal, Temba and twelve other areas up to the Tswaing
Nature Reserve in the North and Eastern boundaries of Winterveld, Soshanguve and
Pretoria North in the West, all of which has a total area coverage of 1,062 km2 (City of
Tshwane, 2018).

The region has an expected populace of 33,975 individuals and 115,882 households
(City of Tshwane, 2018). It has a differing character and different zones can be
distinguished; the urban North, counting the urban centre range of Hammanskraal
(Kudube x4) accommodating low-income people; the central and eastern Agriculture
and Preservation Zones (west and east of the N1 highway) essentially undeveloped; the

35
Southern Zone counting the urban centre zone nearby Kolonnade centre and the Zone
of Choice, a low density formally developed rural zone (City of Tshwane, 2018).

The northern ranges of the region incorporate Suurman, Stinkwater, Babelegi, Kudube,
and Hammanskraal and are found on the northern outskirts of the city (City of Tshwane,
2018). The area is consisting of low-density settlements, with concentrations of
subsidized lodging and informal settlements.

Existing transport network of City of Tshwane

Map 8: COT transport network

The chosen routes for this study in Tshwane are in Pretoria central to Pretoria North
(Hector Pieterson station to Molefe Makinta Station with 4 other stations in between)
and in Sunnyside (Mahatma Gandhi station to TUKS Groenkloof station with 5 other
stations in between)

36
Hector Pieterson station to Molefe Makinta Station
Hector Pieterson station (in Pretoria North) to Molefe Makinta Station (in Pretoria
central) is one of the routes chosen for the purpose of this research. The rationale
behind choosing this station is because of its good location. The Hector Pieterson
station is adjacent to the Wonderboom Rail Station, therefore catering for bus, taxi and
rail interchange. This route connects the Tshwane CDB to Pretoria North through Paul
Kruger Street.

Map 7: T2 route - Hector Pieterson station and Molefe Makinta Station

Mahatma Gandhi station to TUKS Groenkloof bus stop
The rationale behind choosing this route as the study area is that Sunnyside comprises
for the most part of high-density residential zones, which within the 21st century ranges
from the upmarket to run-down. The Esselen Street is bordered by a belt of retail
businesses, clubs, and restaurant. The day time road scene is exceptionally active, with
overwhelming pedestrian activities and sellers hawking nourishment or products on

37
road corners. Student accommodations and residential houses are located within the
eastern portion of the city that is not busy. Like much of the city centre, this suburb's
retail, amusement, and nightlife area have gotten to be less attractive since the 1980s,
and messy in places (City of Tshwane, 2018). The stations are on feeder route. The
map of the research sites appears below:

Map 8: F4 route
e - Mahatma Gandhi Station to TUKS Groenkloof bus stop

1.9. Research methodology and design

1.9.1 Methodology

1.9.1.1 Qualitative
Qualitative research is flexible and produces rich and descriptive data from peoples’
own experiences (Babbie & Mouton, 2001). In this research enlightening explanations
are made about the subject in view of observations and interviews.

38
1.9.1.2 Quantitative
The input, surveys, and reviews uncover measurable numbers which were analyzed.
This approach pulled participants in different ways and matched real and truthful
numbers to the inquiries asked. This strategy indicated real number outcomes which are
displayed in diagrams at a later phase of the research.

1.9.2 Research Design

1.9.2.1 Descriptive research

The research describes the characteristics of a phenomenon being studied. The
his study was to comparatively assess the effectiveness of
aim of this o BRT systems
nnesburg and Tshwane metropolitan cities. Therefore,
of Johannesburg Therefo descriptive
h was consequently used to describe
research d tr
who utilizes public transport (BRT),
acts and benefits of utilizin
the impacts ng
utilizinggR
Rea
Reea Vaya a
and A Re Yeng, and
a the systems
on to other
integration her modes
es off transport.
transpo
trans
t port.
t Th
T
The study further
fur elab
elaborates on the
nce of integration
importance egration
gration in planning, transportation
ransportation
ansportatio integratio
integration as well as
on in policy as an
integration n enh roach to the effectiveness
enhanced approach effectiven of BRT in
ies. Detailed elaborations
these cities. ons
nss are
a provi
pro
provided
ov on effectiveness a
and approaches
uring effectiveness. It as well provides detailed benefi
in measuring benefits of transport
ness, specifically of BRT
effectiveness, BRT system.
syysstem
st m.

ational research
1.9.2.2 Correlational arch
h
earch used a non-experimental research method where variables were
The research
ed, understood and assessed the statistical relationship between the
measured,
variables. The purpose of adopting this method was to figure out which variables
are connected. The research identified the preferred transport modes by looking
at what type of public transport is more frequently used by passengers in the
cities.
Variables used
Interval variables were used in this study for data collection. The interval variable
is similar to an ordinal variable, but the intervals between the values are equally
spaced. The units of measurement are equal throughout the full range of the

39
 scale. In this research, for example, the interval variable used was time it takes to
catch the bus e.g. 5-10minutes, 10-15 minutes, 15-20 minutes.
Categorical or nominal variables which are have no order. In this study data was
classified into categories with no particular order. Examples of categorical
variables in this study are gender, marital status, race, etc.
Ratio scales are comparable to interval scales, in that equal differences between
scale values have equal quantitative meaning. Nonetheless, ratio scales have a
true zero point, for example distance and money.
1.9.2.3 Sampling design
00 people was used in this research. Distribution of 100 participants
A sample of 200 pa from
annesburg and 100 participants from City of Tshwane. Most
the City of Johannesburg M part of the
sample size is for answering questionnaires.
s The interviews were cond
conducted with only
10 participants (5 participants from
om each city)
c ty) o
off the total
tota sample, answering
answer 7 Additional
Questions (Interviews)
rviews) on a different
ent questionnaire
questio
tion
onnaire section.
sec A large
la sample
samp size is used
because more representative
ative
tive of the population, adequately expansive
e sample size is
additionally fundamental
ndamental to deliver
liver outcomes among
amo factors that are
a essentially
distinctive.

ection Methods
1.9.3 Data Collection

tive assessment methods

1.9.3.1 Qualitative s
ons in
Observations – observations n the
the
e stations,
stat ons along
a
alo
ong th
he route
the ro bu stops while
and bus
collecting data was also useful in affirming some of the perceptions surro
surrounding the use
of BRT. It involved
ved the observation of the arrivals and departure of the b
buses, the state
of the amenities within the stations and bus stops, the behavior of the commuters while
they wait for the buses as well as the interactions between the BRT staff and the
commuters.

Interviews – collecting data for this study also involved meeting a number of people face
to face to ask relevant short questions. Face-to-face interview grants straight questions
and follow-ups, which allows a questioner to better gauge the exactness of answers. It
may be an adaptable procedure in the sense that ensuing questions can be tailored to

40
clarify prior answers. Additionally, it removes with any conceivable twisting by having
third parties present.

1.9.3.2 Quantitative assessment methods

Questionnaires – a number of questions were distributed to different people.
GIS- the research also involved the use of GIS tool, specifically the ArcGIS tool in order
to map the cities current transport routes, taxi routes within the cities, the BRT routes of
the initial stages, the current status quo as well as the chosen case study routes. The
ArcGIS tool also assisted in mapping the integration interchanges within the cities.
ords - gathering information from pre-existing records ordi
Preexisting records ordinarily takes the
shape of insights
hts that were already collected for other purposes. Usually
Usuall simple to get
and compare, with the current status quo.

alysis & Presentation

1.9.4 Data Analysis ation
ollected data
Coding: the collected data
t was reorganized
reorganize
i d systematically
tematically
t int
iinto
t subthe
subthemes which can
be analysed byy software. It was
as then entered into a sp
spreads
sprea
spreadsheet and cleaned,
cle checked
d accuracy.
consistency and

The analysis of data in this study was done through the use of the SPSS
S statistics
atistical analysis.. It iss a “Statistical
software for statistical “St
S isstica Package
Stat a for the So
Social Sciences”
68 and it's formallyy known as IBM
launched in 1968 I SPSS Statistics (Bailey, 1938).

lysis:
Statistical analysis:

Descriptive statistics-
atistics- the research used statistics to describe the dist
distribution of and
relationship amongst variables. It allows for a simple interpretation of data and is shown
in meaningful ways.

Inferential statistics – the research studied the relationship between variables within a
sample and conclusions are made through generalizing or predictions about a bigger
population. It allows us to infer trends about a larger population based on samples of
the subject taken from it. Sample accurately represent the population.

41
Data presentation- statistical graphs:

Tubular representation – organized postings of codes and demonstration of occasions

of code samples, together with samples of corresponding discourse text data
(Freedman, 1960).
Textual information – used to compliment table data. Data which is not part of the
current study can
an be used for comparative purposes.
Likert scale, Graphs
raphs and other diagrams – representation of data trends,
tren frequency,
distribution and
d comparison of data during analysis. Various format; bar,
ba line, scatter
m and pie chart. Other illustrations,
plots, histogram i us such as the rep
representation of
meworks used in guiding
theoretical frameworks g the
the research
re
es
se
earch process.
p
proc
he representations
Context – all the entations contextualized
e
enta contextualized the
he findings
f s in terms of linking findings
back to the raw
w data.
Word – the final
nal results were presented
sented in a wor
word document stating all the current
conditions and reasons to the findings of
o the re
relevant
el research question
questions and possible
ercome stated problems.
strategies to overcome ob ems.
oblems

onsiderations
ns
1.10. Ethical Considerations

nvolves consultation and interviews and therefore ethical permission

The research involves p was
approved from the University of Johannesburg. The study is based on a human subject;
therefore, harms and risks were minimized; respect for privacy, human dignity, and
autonomy. Special precautions with vulnerable population were taken and strived to
distribute the benefits and burdens of research fairly. With regard to external institutions
like BRTS operators, they were approached for further permissions for the successful
conduct of case studies.

42
43
 Table 1: Structure of the research

Research Data Collecting Instruments

Research Objectives Sampling Target Group
Questions Primary Secondary

To determine the status What is the spatial Municipality Simple random BRT Co
Commuters
Questionnaire
e
quo of BRT in setting of BRT documents. sample
Observation BRT Ma
Managers
Johannesburg and system in Journals. Books.
GIS Stratified sampling
Tshwane. Johannesburg and Internet.
Tshwane?

To determine the cross- What are the levels Questionnaire e M

Municipality
y S mple
Simple
p random BRT Co
Commuters
sector benefits of of accessibility to Observation documents.
ocuments.
o
ocum sample
le
accessible transport transportation? Journals.
rnals.
rnals Books. Managers
BRT Ma
planning/development. Internet.
t Stratified
fied ssamplin
sampling
am
amp
Planners
Town P

To determine its What are the Questionnaire

e Journals. Books.
oo
oks Simple
Sim
m random BRT Co
Commuters
integration (BRT) to determinants of the Internet. sample
other public transport. effectiveness of BRT BRT Ma
Managers
system? St t fi d sampling
Stratified
Taxi Managers
Ma

Town P
Planners

To investigate the What are the social Questionnaire

e Journals. Books. Simple random BRT Co
Commuters
perception, social and & economic impacts Internet. sample
economic effect of the and map the BRT M
Managers
Rea Vaya and A Re perception of users?
Yeng on commuters who Taxi Managers
use the system

44
1.11. The research framework

Defining the research

problem and objectives

Literature review and

questionnaire design

Data collection

Data presentation and

analysis

Final dissertation
ssertation

1.12. Indicative
e Chapter Outline
Chapter-1: Introduction
roduction - Provides details
tai on t research outline, wha
n the what is covered as
part of the research,
earch, research problem,
em, significance,
problem,
problem significance
sig aims and objectives,
signiffican e a objectiv study area,
research approach
ach and methodology,
thod
dology, limitations, conclusions, scope etc.
conclusions further sco

Chapter-2: Literature
terature Review - Th chapter
This h t unpacks aspects around
k several a
effectiveness of the BRTS, its factors, drivers, case studies from d
developed and
developing world, Johannesburg and
rld South African context and perspectives from Joha
Tshwane.

Chapter 3: Data Collection – This chapter provides details on the case study data
collection and elaborates more on the BRTS data from Johannesburg and Tshwane.

Chapter 4: Data Analysis and Interpretation – This chapter details out the analysis
emanating from the data collected and the case studies analysed from Johannesburg
and Tshwane. The interpretation of the analysis of the comparative analysis of BRTS
would be further elaborated.

Chapter 5: Discussion and Conclusion – This section provides discussion on the

findings and analysis and elaborates more on the linkages with objectives and the
findings.

45
Chapter 6: Recommendations – This section largely provides the conclusions based
on the findings, discussions, and conclusions of the research completed.

1.13 Conclusion
There has been an increasing global research on transportation, particularly the Bus
Rapid Transit research studies. The focus of this study was to investigate how BRT has
been effective in Johannesburg and Tshwane. The findings on this study highlight the
different status quo, perceptions, experiences, and challenges from the different
sources of data collected. As per the results, the BRT framework in both the City of
Johannesburg and the City of Tshwane is perceived in a positive light by a number of
commuters, however, there are some challenges with regards to the system that require
the adoption of different approaches which are highlighted by the BRT management
and the cities representatives from the Town Planning Department. Transport
integration has been an ongoing process for both cities, and it is a possible
poss solution to
ransport problems including the conflicts between the BRT and Taxi
some of the transport
perienced in both the City of Johannesburg and City of Tshwane.
Association experienced Tsh

46
 CHAPTER 2: LITERATURE REVIEW

2.1 PUBLIC TRANSPORTATION

The numerous financial, social and natural issues around the world are moreover
basically urban issues: cities are where the individuals are. This leads to a consistent
prescription: cities ought to deal with these issues in a coordinate’s way, with
coordination over topography, issues, disciplines, and agencies. The terms “quality of
life” and “livability” are presently commonly used not only in environmental and land-use
planning but moreover in planning for infrastructure as well as economic development
(Muñoz-Raskin, 2010).

Urban congestion is still worsening even after massive private and public investments,
and most transit isn't pulling in sufficient commuters to pay even a third of its operational
cost, much less its cost (Rode & Floater, 2014). Franklin (2014) further states that
ransportation capacity either transit or highway does not
adding more transportation no continuously
diminish clog, and the advantages of guidelines that diminish motor-vehicle
motor- trips is
politically troublesome
esome and theoretically argued.

ers of public transport

Informal suppliers nsport are
are
e a critical
critical p
portion of the tran
transport scene in
numerous informal
mal nations.
ons. Informal
mall transit
t it iss ord
ordin
ordinarily
ordinaril
di il characterized
acte as services given
te administrators
by small private strators
trators con utside of th
considerably outside the sphere of government
sma vehicles (Polis,
guidelines, and ordinarily utilizing small Polis, 2015).
2

h public and private transports

Nowadays, both ns
sp s all
al over the world are confronting
a con issues
n automobile possession
due to growth in ssesssion a
ssession n th
and he ssuburbanization
the suburb
u ur of both organisations
ulenga, 2013).
and homes (Mulenga, ) Within the pa
past,
asst public
p transport
p centred b
basically on the
here high populace
city centre where popu and business
ss com
compactness
ccompa
mpa
p em
empowered high
s, regular services, and numerous courses. As developme
occupancy rates, development is coming to
the rural areas from the metropolitan areas, the challenge emerges to extend public
transport services tto serve commuters
t b tt
better, d to
and t coordinated
di t d rurall administrations
with metropolitan administrations (Preston, 2012).

Whereas informal administrators have been contended to offer points of interest to

clients, outstandingly in terms of high accessibility and low fares (Gwee & Currie, 2013),
numerous investigators too point to their negative effects counting high fares, low
commuters comfort measures, destitute street security records, and critical
commitments to ecological and blockage externalities (Litman, 2014) as avocations for
more noteworthy government association in and control of their operations. As a result,
informal public transport has verifiably been viewed as “a problem to be solved” by the
government, official states of mind towards informal administrators extending from
inactive toleration to by and large antagonistic vibe. At the same time confinements
associated with the informal business model have avoided noteworthy advancement to
rise from inside the industry itself. Accounts of the assortment of strategies that have

47
been formulated to bring administrators inside the overlap of government’s authoritative,
financial and planning administrative components extending from the redoing of
authorizing and administrative regimes (Gwee & Currie, 2013) to commercial
contracting (Makhura, 2015) to constrained fleet renewal (DOT, 2006) highlight the
trouble of accomplishing victory, due to a combination of constrained usage capacity,
and dynamic resistance from the informal industry itself (Rode & Floater, 2014).

The degree to which a transport framework is considered to be cost incompetent is of

concern to public transport specialists, transport administrators, and managers as public
transport frameworks play a noteworthy part within the urban regions all through the
world (Gwee & Currie, 2013). Rapidly increasing blockage has encouraged decision-
makers to pursue for high-quality transport modes and high-capacity to moderate
activity issues. For a long time, rail-based transport frameworks, such as Metro, have
been the favoured transport change choices. Be that as it may, the high capital cost and
subsequently high operating cost related with these modes have restricted their
n numerous budget-constrained cities (Gwee & Currie, 201
advancement in 2013).

With the lack of transportation frameworks,, urban areas could never ha

have developed.
y created, transport
As soon as they rt frameworks
framework
ks remai th city and they
remain forever part of the
xing economic
help a perplexing n and
nd socia
social
ociall g
gr
growth
growth.
ro
owth.
wth Tr
Tra
Transportation
at innov
innovation enabled
individuals to travel to areas with normal favorable
vorable circumstances
circu for populace
coordination. It enables present-day
tdday u
da urban areas tto abuse
ab
abu
b o integration to
the benefits of
oductively give better service,
all the more productively service
rvice, as well
we as to exchange thos
those benefits with
different places,, which allows for economic
m effectiveness
c (Maunganidze, 2011).

nd socially dynamic
Economically and mic urban
b zozones
ones d
depend
d on a framework for transporting
individuals, merchandise
rchandise and
d enterprises
enterpr ses (Cervero,
(Cervero
Cerv
ve o, 2014).
2
2014
014). As
A per Mulenga
Mulen (2013), the
wellbeing of urban
ban areas, and their capacity to create income and riches for community
hanced if the transport framework is productive and if its
members is enhanced it development
and procedure takes into account its effects on nationals,
nationals ecological,
ecological land use and
financial development.

Making any framework productive and reasonable (as such, influencing it to function
admirably) begins with comprehension of circumstances and end results of the key
attributes of the current urban transportation framework and components that are
probably going to make it change later on (Seftel & Peterson, 2014).

For the purpose of this research, the first section highlights on the origin of the BRT
system within other countries (Curitiba, China, Rouen, France, Brazil, China, US,
France, UK, India, Tanzania, and Africa).

The second part of the literature broadly focuses on transport in Gauteng,

Johannesburg, and Tshwane to be specific and the implementation of the BRT system
in these cities.

48
2.1.1 Urbanization and transportation
For as long as twenty years, both the extent and the number of individuals living in
urban regions have been expanding quickly in developing countries (Ang & Marchal,
2013). This expansion is likewise set apart by centralization of the population in
substantial urban communities. The connection between urban and transportation is
maybe a standout amongst the most vital parts of improvement in a city. The
arrangement of transportation assumes a noteworthy part in supporting advancement in
a city, while in the meantime, improvement straightforwardly influences transportation
need (Banister, 2011). Ang and Marchal, 2013) further states that without a sufficient
transportation framework, there would be a breaking point to development.
At the point when there are a couple of assets accessible for the administration of
development, the circumstance regularly prompts overpopulated urban communities
having framework arrangements of low quality (Cervero, 2014). Such circumstances are
highly obvious as soon as the city transportation system comes to a standstill due to
on.
traffic congestion.

These days, the agglomeration transport is

e need to illuminate issues linked to urban and agglomerat
getting to be increasingly
ncreasingly critical. Cities creating
re t critical advantages for the economies
improvement off the districts while
ile confr
confronting
on
nting
n issues o
of high populace densities, clog
and intemperate
e pollution.
n. As
n A of now, o all kilometres
ow 64% of kilom travelled
trav
v relate to every day
rela
persons travel within the urban
rban areas
areas, and it is anticipated
ticipated
p that their length
th leng will triple by
hat by 2050,
2050 (Rode & Floater, 2014). It is expected that 20 the time went th
through in traffic
congestion by an individual will multiple
tip
iple
l to 10
106
0 hours (Mulenga, 201
2013). Expanding
torrential slide bility
y
mobility co
cconcerns
on
ncerns cities to a more
ee than rural regions. Individuals
prominent degree I i iddu
d ua iin E
European cities as of now constitute
% of Europeans
more than 70% eans
eans
a s a
and
nd
d as
and, as per
per the fforecast,
foreca
o ecast
s , the quantit
quantity of tenants of
urban ranges byy 2030 will surpass 80% of the European populace, worsening
wo related
ers & Vanheukelom, 2014). Traffic blockage, whose cos
the issues (Byiers cost in European
urban ranges iss esteemed at EUR 100 trillion
trillion, in a specific negati
negative way within
the range of cities influences the working of society and the economy (Rode & Floater,
2014). As per Mulenga (2013), about 70% of road accidents happen and the
foremost discernible is the effect of transport on environmental contamination: 70%
of pollutants transmitted in transport are created in them and 40% of the total CO2
emitted by street transport. Mindfulness of the negative effect of transport on the
environment, counting wellbeing and quality of life, but moreover, change in climate and
the related danger to biodiversity is reflected within the concept of economical transport
and impacts the rise of neighborhood local interested in transport policy. The
development of transport movement in line with sustainable development principles is a
critical challenge in building sustainable cities.

During the year 2001 within the South African country, South Africa urbanization was
estimated at 56% which is 4.3% expansion in the vicinity of 1996 and 2001
(Gasennelwe, 2011). Conditions tend to be distinct in South Africa contrasted with the

49
example normal for whatever is left of sub-Saharan Africa (Deng & Nelson, 2013). The
arrival of refugees into urban communities could to a limited extent be a reaction to the
consummation of many years of prohibitive politically-sanctioned racial segregation
enactment which misleadingly held down the level of urbanization (Gasennelwe, 2011).
In view of the expansion in mechanized transportation in urban communities, individuals
are less on cycling and walking. This has brought about decreased accessibility to
transportation for underprivileged communities. Expanded utilization of private vehicles,
particularly motorbikes, has diminished the interest for and the general effectiveness of
open transport in a few urban areas in South Africa (Hitge & Gqaji, 2011). In numerous
different urban areas, the fast increment in populace brought about an increase and
regularly neglected interest in public transport (Maunganidze, 2011). These urban
communities confronted challenges in taking care of this expanded demand, coming
about to a diminishing in the nature of transportation administrations delivered.

As per (Sibiya, 2009), the urban transport issue, be that as it ought not tto be thought of
wding, however:
just as overcrowding,
x ges of mobility where problems remain experienced in fulfilling the
Challenges
tability need.
transportability
x ges of non-development,
Challenges lopment, w
where
her
e e problem experienc
problems are experienced in making,
travel as a result of
o lack
la of amenities.
amenities
ame
x ges of location,
Challenges on, where
ere problems
problems are
e experie
exp
experienced
experienc
xpe because of nearness or
sibility
inaccessibility of the ansport
transport framewo
framework arrangements as well as
rations.
administrations.
x ges of progress, where
Challenges where problems
pro le
em
ms are
a e made
m because o
of changing or
ng existing amenities.
enhancing es
nsportation issues
Most urban transportation ssues
su
ues happen
pp when the need
need for
fo transport surpasses the
provided arrangements
gements (Badami, 2005). The need for transport is a determined
deter request.
s, it relies upon where individuals live and work, and o
In other words, on the area of
creation, administration
i t ti andd recreation
ti exercises.
i Any
A adjustment
dj t t in
i the
th structure of the
general public will change the need for transportation (Banister, 2011).

2.1.2 Sustainable transport: the challenging realities

The idea of maintainability is prominent in transport vision statements for regions. Be
that as it may, as Vaz and Venter (2012) debate that what sustainable transport implies
is frequently an issue because its meaning is of wide and undistinguishable ideas which
regularly gets abused. According to Badami (2005), transportation systems are a
noteworthy element that contributes towards the financial, environmental as well as the
social sustainability of urban areas. Manageability as an idea which incorporates all of
the zones, it is basic that the financial, environmental as well as social challenges are
tended to in the transportation field of research for the future (Muñoz-Raskin, 2010).

50
It is reasonable to start a volume on supportability with a few definitions of supportability
and sustainable transport that have shown up within the writing over the past 15 years
or so. Sustainability can allude to something that can be kept up or something that
perseveres (Ang & Marchal, 2013). As per (Ang and Marchal (2013), sustainable
transport is transport that fulfills the present transport and mobility needs without
compromising the capacity of the end of the era to meet their needs. Pojani and Stead
(2015) state that sustainable transport is transport where the recipients pay their full
social costs, counting those that would be paid by the future generation. It is noted that
changes in transport are related with a number of potential externalities counting
pollution, car accidents, traffic, harm to the species’ living space, an increase in carbon
dioxide generation, and the bringing in of oil. It is these externalities, not transport or
travel per individual that undermine the sustainability of the system.

As per Rode and Floater (2014), the Centre for Sustainable Transport in Canada states
that a sustainable
ble transportation framework: (1) permits the essential ac
access needs of
personal and social orders to be met strongly and steady with biologic
biological and human
system wellbeing,
ng, and which equity amongst generations; (2) is affordable,
aff works
effectively, gives
es a choice of mode of transport,
spor and bolsters a dynamic community;
c and
llution in the environmental
(3) restricts pollution ironmental cca
capacity
appacity to retain them, redu
reduces the use of
nonrenewable assets, recycles
ecycles and
e
ecyc d reuses
re its compo
its
it components,
components
mponents, and reduces the exhaustion
of resources and
nd noise generation.
neration.

Litman (2013) characterizes sustainable

able
le transportation
tra
transporta
p pro
as "one that provides transport
th renewable fuels while
and mobility with e minimizing emissions harmful to the local and
vironment and avoiding
worldwide environment avo d
ding
ing unnecessary
unn
un ec
e essa y fatalities, injuries
injuries, as well as
re's no question
blockage”. There's stion that we are
e d
distant from accomplishing
ac this objective.
We proceed to depend intensely
ensely
ns lyy on
on fossil
fosss l fuels,
fuel a limited
mited as
asset, and ind
indeed in spite of
ur vehicles are 90% cleaner than they were during the 1960s,
the fact that our 1 they still
amination and contribute to worldwide climate change (Bo
cause air contamination (Bocarejo & Tafur,
2013). Also, our streets and highways stay congested, and numerous individuals still die
in car crashes each year in spite of colossal forces in safety.

In a critique of transport operations centred exclusively on financial supportability, Rode

and Floater (2014) clarify that sustainable transport is that which, at the side budgetary
viewpoints, starts to consider bigger social as well as ecological issues. The centre on
guaranteeing the financial sustainability of transport frameworks in confinement of the
social and environmental impacts on wider society is notified.

Within the process of encouraging local economic advancement, the local government
is confronting sequence of issues where environment issue is the key one (McCaul &
Ntuli, 2011). (Vaz and Venter (2012), highlight that since the most cause of environment
issue is the transportation issue, earlier to creating a sustainable transportation
framework, finding out reasons for transport issue is the vital step. Muñoz-Raskin (2010)
is of the opinion that poor connection in transit framework is one of the foremost

51
important reason to cause transport issue and that adequate transit network
connections can incredibly diminish travel time.

Unclear road use work is another awful impression for drivers. Mismanagement can be
dealt with by valuable strategies connected by city planning. Within the past, “regularly
road amending” is the phenomenon of local government’s corruption. Presently,
Chinese central government has carried out an arrangement of activities to anti-corrupt,
“regularly road amending” isn't planning to happen anymore, as it were only the
constructing transportation project causes inconvenience for road use due to old narrow
road and construction ventures, then urban central congestion becomes a daily norm
(Venter, 2011). Additionally, poor connection of transit framework increases the use of
private cars in urban areas.

Dibakwene (2011) is precarious of the capacity of SA’s metropolitan regions to develop

transport arrangements that are sustainable in addition contends that not even the
administrative concentration or necessary ability is apparent for these reg
regions to be able
to do all thingss considered. Hitge and Gqaji, (2011) in their paper the
they examine the
m that situated a manageable
Transit program b transportation master ins
inside one of the
tan municipality, the
SA’s metropolitan e Cape Town
Cape Tow
w within
withi development during
dur the Soccer
cC
World Cup in 2010. McCaul nd
d Ntuli
and tuli
uli (2011)
(20
011) as they
the examined
n the T
Transit program
mparative decisions to those of (Yusuf
insinuate at comparative usuf & Allopi,
p 2010) wh
who highlight the
mit shortage as wellll a
unmistakable limit as need
d clashes
l hhes in
i the
th
t endeavor to give practical
transportation resolutions. Yusuf and
d Allopi
p (2010)
(2010) as well as Dibakwene
Dibakwen (2011), their
s that despite the fact that sustainability is a talk n
work highlights need, a similar
n't put on the practicality
accentuation isn't cticcality
litity off sustainability.
ssustta
ain
i abi tty It is credited generally
gen on these
he absence
components: the e of technical ass well
w as politica
political management
managem vigorously
planning and working on sustainable
us inablee pla
p
plans;
ans; and
a d the
th
he
e absenc
a
absence
bs
se s
of civic staffs who have
nsion as well as the skills in the conveyance of sustain
the comprehension sustainable transport
arrangements.

The idea of sustainable transport is widely inclusive and thus having numerous
viewpoints which it accommodates. The South African urban areas, culturally and
socioeconomically isolated spatial landscape to a great extent acquired from politically-
sanctioned racial segregation planning demands focus on the transformation of broke
spatially spreading urban frames, and additionally the path where individuals reside and
work within these urban areas. The customary methods towards transport planning
embraced in South Africa are driven by Mother Nature encouraging the atmospheres
that try to fundamentally inspire effective travelling of means of transportation (Seftel &
Peterson, 2014). Therefore, the field of sustainable transport planning has had a
number of writings which cover the movements in the direction of more sustainable
practice and planning of transportation in South African urban areas (Seftel & Peterson,
2014).

52
2.1.3 Revised Mobility Policy Framework in South African Cities
South Africa is coming up short on choices and for it to overcome the current transport
challenges, it needs to adopt sustainable transport arrangements. Strategies that
concentrate on developing extra streets framework and costly transportation
frameworks, for example, metro rails as well as Gautrain. It has firmly influenced the city
personal satisfaction, in addition, it has gone ahead to the detriment of all the more
ecologically reasonable transportation frameworks comparable to non-motorized
transportation as well as affordable BRT frameworks (South Africa, 2011). Urban areas
in South Africa desperately require a strategy system that emphasizes the conveyance
of people as well goods rather than just automobiles. A successful and practical
transportation framework for individuals and merchandise that can manage the normal
fast evolving need, is essential for maintainable monetary development (Bocarejo,
2012). Enhanced accessibility to all individuals particularly the underprivileged, to their
work environments, wellbeing and institutional administrations, will assist in improving
e for these people.
the quality of life

A noteworthy strategy reorientation necessitates working on different official

of limits and
administrative systems, a land-use planning
lann idea that incorpora
incorporates moderate,
sponsible open transport
ecologically responsible transportation
atio
on
n as well as recognize no
non-mechanized
sport (South
means of transport u Africa,
uth A 2011).
2011)
011). Alterations
A
Al ons of such
ch g
greatness don't originate
anaged political
effortlessly. Managed itical will iis
s essential in order tto achieve the necessary
ing institutional
modifications. Isolated and clashing inst ional obligations
ob regarding transportation
ngst the city and national
strategies amongst all stages should
s Reex
be handled. Reexamined as well
rs should be monitored by a thorough limit building
as enhanced institutional orders
program for allll associations included.
l d South
South African
A i
Af commun
urban communities frantically
ed interests in
require extended n ttransportation
anspor
o at
a on and
an its
its infrastructure.
infrastruct
infrastruc
in
nf astr
s ru The ca
capacity of urban
areas to take care of the expanding need for transportation and the monetary
necessities for the upkeep of transport resources is a noteworthy issue that should be
blic transportation is inadequately financed in numerous South African
tended to. Public
urban areas, accordingly adding to the weakening of open transportation all-in-all in
addition restricting the potential outcomes for government to finance transportation
networks in rural-urban areas in need (South Africa, 2011)

South African public transport policy

White Paper on National Transport Policy (1996)

As per the Department of Transport (1996), the White Paper of National Transport
Policy is a crucial transport policy document in South Africa (Department of Transport,
1996) which guides all other legislations in transport and planning. Transport aims for
‘well-organized interaction which permit the people and the economy to take up their
favoured form’ (Department of Transport, 1996). White Paper sees the delivery of public
transport as crucial to enhancing accessibility and mobility also that it ought to be
delivered affordably, effectively, and efficiently. The policy is separated into

53
infrastructure, as well as operations and control. Land passenger transport is a heading
where public transport is situated in the extensive part of control and operations
(Department of Transport, 1996.

The following are the highlighted duty of department of transport with regards to land
transport;
Advancement of an efficient, reliable, safe, co-ordinated, integrated, effective, as well as
ecologically responsive transport framework in South African urban and rural areas, as
well as the southern African region, coordinated in a responsible method to safeguard
people’s encounters enhancing access ability as well as flexibility (Department of
Transport, 1996). The policy states that, in terms of infrastructure for public transport,
there ought to be effectiveness in the delivery, upkeep as well as the functioning of the
main economic road infrastructure system and more consideration will focus on the
delivery and the upkeep of the lowest order roads, in all areas with the city.

Moving South Africa (1998)

The Moving South
outh Africa project (MSA) was intended to deliver a data-driven
data-d database
for strategic action
ction that expands the short
r to
o medium-term strategy rec
recognised within
the Transport White Paper into a long-term
long-term
m strategic
s rategic detailing
str de symbolizin
symbolizing the bunches
of trade-offs and
d choices
s fundamental
fun ntal to figu
figure
ure outt th
the vision
n ass set out within
w the White
Paper (Department
ment of Transport
Transport,
nsport, 1998).
1998
tment of Transportt (1998)
As per Department (1998), the
e overall
over vision in the W
White Paper is
he vision for urban transport
supported by the nsport tha
hat this document creates.
that creates It provides a
d effective urban transpor
sustainable and p framework,
transport framewor
ramework, arr
arranged and direc
directed through the
ble level of government, based
least conceivable ba
b assed on competition and to a great extent
nt operation, which
private segment w ch d
wh diminishes
im
m ni
n shes
hes framework
f am
me
eww rk co
ccos enha
costs and enhances customer
et client and national objectives for travel times, safety, user cost and
service to meet
choice.

National Development Plan (2012)

The National Development Plan (NDP), is intended to address and eliminate poverty as
well as to lessen inequity within the South African cities. The plan had presented a long-
term approach that takes into consideration a number of aspects effecting the society
and economy in South African cities which includes transportation.

The enhancement of public transport as well as investing in transport infrastructure are

regarded as crucial growth areas that are vital in attaining the 2030 objectives. The
recognised objectives by the NDP in order to eliminate poverty and improve public
transport are:
• To benefit the low-income households, invest in public transport in order to enable
mobility (National Planning Commission 2012:18).
• Development of affordable, effective and safe public transport that will empower
numerous policy objectives (National Planning Commission, 2012:24).

54
• Enhancing access to socio-economic opportunities and improved mobility will alleviate
poverty. As per National Planning Commission (2012) the delivery of effective and safe
public transport is important in order to achieve these objectives.

The NDP further recognises the need to attend to problems associated with BRT
frameworks and make it a sustainable mode of transport: this is crucial given the
considerable spatial and financial investments contributed as well as the envisioned
enhancements to public transport presented by the system (Seftel & Peterson, 2014).

The above strategy initiatives show that the main pushes are (Deng & Nelson, 2011); a
reliable, affordable, and safe mode of transport; decentralisation to the
x Minimise system costs
x Travel time
x Affordability
x Comfort
x Safety
x Travel time
e
x Access for all
x Funding
x nnovation
Flexibility/innovation
x ce, choice, etc.
Convenience, c

2.1.4 Spatial dynamics

ynamics and transportation systems
Transport geology
logy underlines the
the significance
sign fiican
signific ncce of particular
p spatial highlights, for
example, hubs, areas, courses,
rses and systems.
systems
ms
m s Accordingly,
Accordingly system
s analysis
analy turns into a
customary method
thod to investigate
estigate
t t frameworks
f k in
i this
h subj
subject,
bj and sp
space language
structure has turned into a mainstream procedure in geospatial ex
examination also
(Gasennelwe, 2011).

Numerous measures, for example, network, cyclomatic number, and distance across
are produced to evaluate spatial qualities of transport frameworks (Deng & Nelson,
2013). With the advancement of computer innovations, Geography Information Science
(GIS) gives a proficient method to speak to and explore transportation organizes in a
computer domain, and it additionally advances transportation as an interdisciplinary
theme (Deng & Nelson, 2013).

As a fundamental piece of substructure frameworks, the examples and advancement

procedures of transport frameworks can, to an expansive degree, mirror the monetary
as well as social improvement of an urban area or a nation. Particularly with the
globalization, proficiency and comfort are winding up more basic than any time in recent
memory, which drives urban planners and policymakers to give careful consideration to
enhancing public transportation frameworks. Under these conditions, investigating the
attributes and components of transportation frameworks has turned into a functioning
55
examination theme in numerous subjects. Without a doubt, much advance has been
picked up in different viewpoints, including execution assessment, stream
demonstrating, location-based service (LBS), and structure streamlining (Carvero,
2013a).

Rodriguez & Targa (2004), highlights that with regards to spatial type of city
development, scholars have concocted models clarifying the manner in which urban
areas develop, yet in straightforward terms, one might say that development can take
two structures, exhaustively, by making the city denser, without changing the essential
outline of the city; or considerably, by scattering the development to the city
surroundings forming new rural areas; or by a blend of the two. At the point when
development is just exhaustive, the amount of transport network interest increases and,
in this way, the limit of the current system turns into the principal centre for
disappointment. At the point when there is a component of broad development the
tionally incorporates the travel distance, in which case, a
expansion additionally an expansion of
lf is required (Waldeck & Van Heerden, 2017). The connection
the system itself conn between
spatial growth and the transport framework is collaborative. Any adjustment
adjustm in transport
uding changed speeds, new
framework, including w courses,
co or expenses will im
impact the spatial
y modifying the urban
development by rban eco
economic
no
omic equilibriu Ye
equilibrium (Hidalgo & Yepes, 2005). As
per Estupinan and Rodriguez
driguez (2008),
d
drigu (2008
008) additionally,
additionally
ditionally
d lly, the blend
lend of spatial
spat growth and
improved land use likewise
e prompts
p m modifications p need.
odifications in transport

ssible
ible transportation
2.1.4.1 Spatial dynamics and Accessible ttranspo
o transport is anticipated
Accessibility to d to be a primary driver of urbanization.
urb The
ors, rate, the spatial
greatness, factors, titiall d
di
dispersion
ispersion o
off u
urban
r an d
development are major concerns
tors. Accessibility,
for policy creators. sibiliity neighborhood
orho
hoo relations
relations,
s aand spatial a
approaches are
most
mo
o co
contended to be the foremost mpell ng co
compelling mponents
ents o
components on modern land
lan use change
(Rosenberg & Weiste, 2007). Transport framework is thought to direct an
and inspire urban
development byy accessibility enhancement (Polis, 2015).

This supposition is illustrated in a long convention of policies and strategies trying to

channel urban development by contributing in transport framework. It is additionally
known that urbanization is more likely to happen close to already existing urban regions,
cases being the concentric improvement of cities or the appearance of rural areas
adjacent to major cities (Muñoz-Raskin, 2010). Besides, where urbanization happens or
not, is related to spatial arranging and approaches which assign regions for or protect
areas from advancement (Cervero, 2014).

According to Delmelle and Casas, (2012), spatial conveyance of urban regions is

collected of urbanization which may be a procedure incompletely driven by access in
transport, somewhat by the attraction of existing urban regions, and mostly by policies
pointed at affecting independent processes.

56
Change in population, as well as changes of the spatial dissemination of the populace,
mirrors a land use component of accessibility (Rosenberg & Weiste, 2007). The spatial
difference of the dominance of the transport or populace components may be a result of
interaction between them. The transport component within the accessibility of transport
may be demonstrated by the advancement of the framework, congestion or travel
pricing.

2.1.4.2 Land use and transport integration

Integration of land-use and transport choices to accomplish travel conduct that is
sustainable, has been considered a vital factor for economical urban progression
(Albalate & Bel, 2009). It can be stated that some time recently the notoriety of urban
sustainability concept, transport interaction, and land-use had been examined as
entirely partitioned substances in planning (Bocarejo & Tafur, 2013). Nonetheless, it had
been explained within the setting of spatial interaction and as a key figure of
neighbourhood financial improvement and community enhancement (Cervero,
(C 2001).
on had not been expounded in a way that completely covers
Their interaction c a set of
interconnected subjects, such as travel conduct and designs, transport-related
tr
environmental externalities, residential choice,
c o built environment and wellbeing
relationships.

e of the fact that mo

Indeed, in spite modern land-use
se and transport
trans mod
models have been
ong time, classical
existing for a long ssical
i all ‘pr
‘‘predict
di t and
d provide
rovid
id approach’
a has won within the
ce because of high costs
planning practice sts in making
makin these models functional
funct (Cervero,
corporation of integration
2001). After incorporation n as a critical
c policy objective in accomplishing
the economicall urban environment
ment o
objectiv
b ecti e, transport
objective, ttrans or and land-use in
interaction point
re
egional and neighbourhood
has ended up unavoidable in regional ne
eig d plans
pla (Albalate & Bel, 2009).

Land-use and transport integration is normally referenced by state or loc

local government
izations and has been incorporated in territorial plans aro
planning organizations around the world.
nt of Infrastructure
The Department Infrastructure, for example
example, states that transport busi
transport, business as well as
land-use integration all play an important part in accomplishing environmental, social, as
well as economical sustainability.

By forming the development pattern and impacting the location, density, scale, plan and
blended land-uses, integrated planning can develop broad neighbourhoods (Cervero,
2001). Besides, the advantages of integrating transport and land-use can be clarified as
‘it decreases the necessity for commuters; encouraging well-organized land and existing
infrastructure use; improved easy access to services, jobs, and schools; results in
shorter journeys; and supports environmentally sustainable developments (Bocarejo &
Tafur, 2013).

57
2.1.5 Approaches in transportation and their limitations
If the land-use pattern of a town or city could be defined for some future date, then the
associated traffic pattern could also be determined, and suitable transport system
designed to fit in.

2.1.5.1 Systems approach

The approach considers the simple interaction between transportation and land use
(Hull, 2011). Transport facilities fulfill a market role in determining the amount of land
that is available for development at different levels of accessibility. A transport system
should not be chosen exclusively on its ability to meet travel demand (Knowles, 2012).
Hull (2011) further states that the design of a transport system should be achieved by a
process of successively constrained choices.

The sequence of constrained choices for the systems approach (Knowles, 2012):

x long run developmental objectives for the region. e.g.

Specify the long-run e. Have strong
central area and avoid low-density peripheral (outside) areas
x Identify the location and investment decisions which together move in the
direction of the first level objectives.
s ee.g. Housing investment wo
would have to be
diverted from peripheral areas into the
the existing
existing built-up
bu area;
x Specify the levels
s of accessibility
sibility ne
needed
eeded to induce
e (create)
(cr
(cre the locational and
ent changes required
investment q to
t achieve the
th
he long-run
g developme
developmental objectives.
sure poor accessibility
e.g. ensure lity to the peripheral
periphe goo accessibility
areas, and good
e built-up area
within the
x te the levels of service
Designate ervice implied
ervice implied by
b the
the accessibility
ac condit
conditions. e.g. high-
ublic transport
speed public p buil p area,, with low-speed motor vehicle
bu
within the built-up
access on dual-purpose
ose streets from peripheral
p p (outsid
(
(outside) areas.

As per Marshallll (2013), a systems approach is described by the need to classify and
describe the objectives
bjectives of the general urban system, counting transport system
s as well.
This procedure is based on the use of criteria and standards which are related to the
original objectives (Marshall, 2013).

Advantages:
x It allows for the implementation of transport plans to be used positively as a
determinant of urban form.
x It can be applied to assess the transport plans impacts on short-term mobility
habits.
x It can be useful in evaluating transport proposals effect on the long-term
locational behavior of individuals as well as companies.
x It likewise enables modifications to be made to the preferred urban structure in
light of the impact of the implementation of transport proposals.

58
Disadvantages:
x It is very challenging to develop true alternative structures and policies if the
starting point of the exercise is one set of common objectives.
x The complex interrelationships involved in its application could well be self-
defeating unless handled by experienced professionals.
x This approach fails to recognise that traffic movements change in response to
varying land-use patterns and vice versa. A city should be seen as a system
which evolves, where land uses and traffic flows are interdependent.

2.1.5.2 The Cyclic Approach

The cyclic approach is concerned primarily with the development of true alternative sets
of plans or policies (Knowles, 2012). Rather than having a traditional and basically
linear progression from a common set of objectives there should be alternative sets of
plans and policies to evaluation and selection. A cyclic planning process solves this with
each cycle commencing
mmencing with the formulation (or re-formulation) of design,
d criteria,
standards and proposed policies for each alternative to be tested (Hull,
(Hull 2011). At the
ycle, conclusions are drawn, and decisions made in order
end of each cycle, orde to determine
which aspects of the alternatives should be
e considered
co further (Hull, 2011).
2011

Advantages:
1. It guarantees
ntees thatt diverse
dive obj
objectives
jectives can be derived ffrom each alternative (in
contrast to the traditional and systems
s approaches
roach
h which rely on the formulation
et of common goals).
of one set
2. This, in turn, makes it easier to develop plans and policies, w
which are true
ves.
alternatives.

Disadvantage:
tically implement
Difficult to practically

2.1.5.3 Integrated Transport Planning Approach

Integrating transport means uniting modes of transport that are different in order to
increase capacity and ensure easy access and efficiency in comfort, cost, time,
accessibility, convenience and safety (Diaz, 2009). The purpose of integrated transport
planning is to resolve transport issues as per the goals and objectives of the authority.
Branches of community planning have to be integrated in all forms which includes
transport, land use and development planning.

Integrated transport includes the joining of diverse transport modes to boost comfort
and effectiveness for the client in terms of cost, time, safety, convenience, comfort as
well as accessibility (Hull, 2011). The reason for integrated transport planning is to solve
challenges associated with transportation and issues in line with the objectives of the
government. Transport planning ought to be coordinated with other neighborhood
planning divisions, strikingly development and land use planning.
59
The process includes (Hull, 2011):
1. Classifying goals and objectives;
2. Making, assessing and applying strategies, policies, as well as projects to attain
the stated goals and objectives;
3. Issues and problems are the reason for undertaking transport planning;
4. Goals and objectives provide its focus and policies; and
5. Strategies and projects are its products.

Thus, an integrated transport plan might include all or some of the following (Knowles,
2012; Hull, 2011; & Marshall, 2013):
x A land use framework and strategy;
x Policies and strategies for infrastructure provision;
x Travel and congestion management policies and strategies;
x Public transport policies and strategies;
x Private transport policies and strategies regulating the movem
movements of private
cars, vans,
ns, light delivery vehicles (LDVs), motorcycles, bicycles, an
and pedestrians;
x Freight movement and loading;
x A supplyy management strategy for
f r public
fo public transport
tra detailing the integrated
network and permission
missi policies
p icies
e for corridors
ccor
orridors
o rs and
a routes;
tes;
x Road traffic
affic safety policies
li i and
d strategies;
x An integrated
rated long-term, financial
nancial plan;
p
x A business
ess marketing plan for public
ub
blic ttransport;
bli ranssp and
x A short-term
term prioritised rolling
l ng bbudget
udge
et ffor
or im
o implementation
plem
me of the plan.
pla

ponents of an integrated
The main components ated transport
tran
ans plan can be differentiated
different
f as: Core
activities - planning
nning activities
ties
es
s which
which a
are
re
e common
comm
cco
ommon to
o all
a l the
t components of an
major com
integrated transport
sport plan; and Functional activities or plan - which are specialist
s plans
within the overall
all integrated transport plan.

Marshall (2013), highlights the principles underlying the Integrated Transport Planning
Process:
x Planning as a continuous process - this entails endless evaluation and testing of
goals and objectives compared to key performance indicators (KPIs).
x The balance between long-term and short-term planning - need this to attain a
balance of low-capital and high-capital projects and for investments in transport
infrastructure.
x Realistic handling of future uncertainties.
- A single future is inflexible when other future eventuates.
- Future uncertainty should be provided for in the planning process.
- Specific.
- Scenarios, or visions, should be benchmarked against best and worst case
scenarios.

60
 x The balance between the elements of planning studies.
x Encouraging constructive public participation.
- Planning should not be undertaken solely from a technical standpoint.
- Constructive public participation is an essential component.
- This will prevent public opposition towards plans which can easily result in
delays and frustrations for all.
x Integration of transport and land use planning
- Transportation of goods and people is not an end in itself, but a means to
achieve wider community objectives like economic development.
- Transport is a significant cost factor in manufacturing, distribution and retail
activity.
- Integrating transport and land-use can minimise the cost of production and
distribution and contain (keep from increasing) the mobility costs for
households and individuals.
x ration of all modes- to be comprehensive, all transport m
Consideration modes has to be
to consideration
taken into

Hull (2011), highlights

hlights the main elements of
o an integrated
g transport plan listed
l below:
x A description
iption of the current
rrent transport
transp ort condition (status quo). The
por T description
should include
nclude existing
iisting
ti goals and
d obje
objectives,
bj ti s, ththe public
li aand private (road and rail)
tation networks,
transportation rks
s, popul
population and employment
employme
employmen
mploy distribution, land use, trip-
making characteristics, transport
ansport proble
problems, issues, and environmental
nts.
constraints.
x ehensive mandate
A comprehensive te for
for mobility
mob li y b
byy p
public
ub c o
or private transpo
transport modes along
ses which contain
the courses onta
ain the coordina ed transport
coordinated tra
anspo
ort plan
pl networks;
networks
x erm or strategic
A long-term eg
gic plan
p an
an ou
outlined
o tlin
in
ned
ed to
o addrress
reesss dif
es
address d
differ
ffer
ff
different transpor
transportation needs of
cific zone in terms of the embraced policies.
that specific

2.1.6 Integration

2.1.6.1 Integration and Sustainability

Transport Integration implies that whatever modes of transport are included they all
work as one 'consistent' substance for the advantage of the customers who are paying
(Dibakwene, 2011).

Private transport, as a rule, gives door to door service (Yusuf & Allopi, 2010) and while
this isn't generally a practical probability for public transport the idea of integrating
transport is to give a 'consistent' trip that is a door to door as could be expected under
the circumstances (Walters, 2012)

As indicated by Hitge and Gqaji, (2011) this is accomplished by arranging

administrations with the goal that where a difference in the vehicle is required travelers
can appreciate simple to utilize, charming and protected trade offices in addition to short

61
waitings for the next bus. Moreover, Litman and Burwell (2006) state that similarly as
when a driver purchases fuel they do as such once for the entire trip so with traveler
transport the traveler ought to have the capacity to profit through 'one buy' cards for the
entire trip.

2.1.6.2 Integrating different modes of transport

At the same time, the complementary role of other modes of transport, such as minibus
taxis, as well as "last mile" services such as local taxis, should be taken into account.
BRT stations, McCaul and Ntuli, (2011) said, should enable the integration of transport
modes by providing for bicycle storage as well as minibus and metered taxi drop-offs.

McCaul and Ntuli, (2011) also shared with the delegates the latest developments in the
Rea Vaya network, saying the Phase 1C expansion of Rea Vaya would include the
construction of a number of interchanges that would serve as focal points for further
transit-oriented development. This will allow for safe as well as easy transmission and
incorporation with cycling, walking, and minibus taxis, and also play a part
p in changing
infr
areas that are underprivileged through the provision of good transport infrastructure.

se 1C is being improved in the

Rea Vaya Phase the north-eastern side of the city,
ci from the city
centre towards Sandton, Alexandra,
dra, Gre
Greenstone,
en
nsto
onne, Randburg,
Rand Ridg Midrand and
Rabie Ridge,
a Vaya, 2014).
Ivory Park (Rea 014)
014).

The framework also lays out improvements

mp
pro
rovem that willll ttake
tak
ake
ke p l
place, including:

x oordination with different

Improved coordination ntt types
t off transport at stations in
including, buses,
outes as well as taxis;
rails, BRT routes ax s
x ments and pathways to R
Better pavements Rea
a Vaya
Va stations
V t t and routes;
x tations with better-equipped
Rea Vaya stations et er-
ette
e r-eq
equipped
u ppe
ui ed bike
b ke
k station;
stattio ;
x es linking to the bus stations with the city and its surroundin
Cycling lanes surrounding territories;
x fro private cars
Rides and parking advantageously situated to improve the change from
t
to public transport;
x Accessibility that is improved for all public transport users;
x Avoiding traffic circles as well as one-way combined transport ways.

2.1.6.3 Achieving successfully integrated transport networks

According to Pojani and Stead (2015), there are a few essentials to the accomplishment
of fruitful incorporated transport systems: (i) incorporated foundation, (ii) coordinated
planning, as well as (iii) coordinated processes.

Planning is a noteworthy problem that is making every one of the administrative centre
(national, provincial and local) in charge of planning transport systems in order to
facilitate their endeavors as well as guaranteeing that strategies, systems, and
administrations are produced as a coordinated framework (Gasennelwe, 2011).
Integrating development for the different types of transportation can guarantee that they

62
promptly link at interchanges, bringing about excursions with least interruption, distress,
or security worries.

Transport sub-structure needs the different modes of transport to flawlessly link in order
to empower the best suitable as well as the most noteworthy quality of travel conditions.
For instance, exchanges have to guarantee consistent associations amongst ride and
park stations and amenities, guarantee associations between cycle ways and stations,
as well as to link public transportation stations with trade and business areas (Todes,
2012). The process of administrations at interchanges is predominantly vital, so as to
avoid long waiting time at stations (Rea Vaya, 2014).

Procedures in a combination of integrated transport sub-structures and public transport

administrations should be corresponding to guarantee consistent associations amongst
administrations (taxi to bus, bus to train and train to taxi) from pick up spot to the last
stop (Maunganidze, 2011). Distinctive types of transport need to supplement each
sed to function individually or to compete with each other.
other, as opposed oth Integrating
es for public transport administrations is basic to empo
tickets and fares empower consistent
exchange from one administration or mode o
onto the next, without any ext
extra payment.

2.1.7 Common public transportation

tra tation
tion
n cha
challenges
allenge
lenges
s

ructure
2.1.7.1 Infrastructure
rt framework relies on dependable transport framework.
Great transport framew Transport
cessitates expansive speculations
foundation necessitates p
pec tio
on and needs consistent
consiste support to
m being unacceptable
anticipate it from ptab
ptable
ble
e for
fo
or drivers
driv
dr er
d e s to
to utiliz
utilize
u iliz (Louw, 2003). The increasing
d street development
costs of paved evelo
opment is likely to constrain
constrain majority of
o major street
interventions to the public segment
se
egment
gme
e t (Toth
(T
(Toth-Szabo
To
Totth-S
Szabo
zab and
and Várhelyi,
Várhely
Várhel
VÃ
à rh
hely
l 2012). As per Gould and
2015), in Southern Africa, particularly in Zimbabwe, the st
Schmalbruch (2015), street foundation
ed at a disturbing rate, with the streets getting smaller with potholes
has disintegrated
harming cars and expanding the required cost to maintain these roads. There's a
dissimilarity amongst urban and rural transport infrastructure. Street infrastructure in
rural ranges isn't as modern as in urban ranges, resulting in public transport challenges
in rural areas. An additional challenge that is presented by the infrastructure is its
accessibility (Guo, 2008). For modes of transport like trains, the tracks are as of now in
place and the problem is overseeing the trains that run on tracks every day, and slight
tracks upkeep.

2.1.7.2 Access in rural areas

Laborers within the primary sector (horticulture and mining) are in farther rustic regions
as are regular specialists of certain crops. Rural ranges are regularly ignored in
transport arranging which as a result presents a challenge for travelers within these
areas (Gebeyehu & Takano, 2007). Conversely, rural regions are associated with
spatial issues of individuals being sparcely arranged and the irregularity of their

63
movements. This makes it troublesome to present a resolution that fulfills transport
suppliers, government, as well as the travelers. Neglecting provincial areas in transport
arranging could be a genuine challenge that numerous Southern African nations
confront (Louw, 2003).

2.1.7.3 Government and Politics

Government and politics in African cities play a huge part in public transport choices
(Bocarejo & Tafur, 2013). For example, in Nigeria, in spite of the gigantic development
of its inter-urban paved street framework amid the 1970s and early 1980s oil boom,
insufficient development quality and inability to upkeep roads led to serious
disintegration (Wilkinson, 2006). Legislative issues impact who is given road limits,
coming about within the prohibition of certain regions which don't benefit the temporary
worker, and upkeep for a specific area while abandoning others. The choice to enhance
roads is based on legislative issues instead of value, resulting in effective public
transport being a greater issue (Louw, 2003).

nd approaches of transport are too politically decided. Fo

The direction and For instance, the
al Congress (ANC) in South
African National uth Africa which is the admi
administering party,
ational Development
presented a National ment Plan w
with
ith a Vision 2030. In case the administering
party were to alter, they
e would
ey w troduce
e theirr preferred
introduce p d development
developme plan which
d
pproach. There's
influences the transport approach. Th no sett transport
p policy that's not influenced
ies which could be a challen
by political parties challenge
e to overcome.
over

bus taxi industry, there are

Within the minibus a no sstrict laws to direct their movement and
rioritized. Law E
control isn't prioritized. Enf
Enforcement
forcement
cemen should
sh
sh
hou
ulld be
b held more responsible
res amid
ally uphold the laws
roadblocks so they can really law
ws in regions that
tha don't profit the temporary
hancement for
worker, and enhancement or a specific
specci ic area
a ea
ar ea while
whi e ignoring
gnorrin other areas.
areas The choice to
enhance roads is based on legislative issues, making effective transport a greater issue
akano, 2007).
(Gebeyehu & Takano,

There are no rules to direct the movement within the minibus taxi industry, and with
ownership of taxis by government officials, guideline isn't treated as of importance. Law
Enforcement should be held more responsible amid roadblocks so that they can really
implement the laws in which don't advantage the temporary worker, and support for a
particular zone while dismissing others.

Budgetary asset assignment is another government-related issue of public transport

(Bocarejo & Tafur, 2013). When charges are collected and government investing
increments, there are other significance divisions besides transportation (Marrian,
2001). In most occurrences, extra capitals are allocated on housing, institutions, and
healthcare.

64
2.1.7.4 Access to fuel and prices
For public transport, the accessibility and the cost of fuel may be a serious challenge.
Accessing fuel at a reasonable cost may be a significant factor in transportation and
politically sensitive (Diaz, 2009). Mobereola (2009) further states that Fuel may be a
factor of the transport fare paid and when it is adjusted it influences the travelers
generally.

2.1.7.5 Safety and pollution

Greatest types of transport are now well taken care of and are ancient, which makes
theses transport modes a threat to individuals as well as the ecological space. Buses
work at a low speed due to them having a speed restrain (Badami, 2005). Taxi
administrators as a rule cause noise contamination by hooting for customers. As per
Diaz (2009), a few public transport administrators are uninformed about ecological
awareness, this often leads to challenges for future transportation in Southern Africa.
Transport has risen as the most elevated single energy-consuming hu
human activity in
most nations (Badami,
Badami, 2005). This implies that transportation has to consider
con its cause
to climate change
ge and make effort to decrease
a contamination by contributing
contribu in elective
fuels.

ness in Transportation
2.1.8 Effectiveness ransportatio
ansportatio
g significance off tra
The expanding trans
transport in both
h economic
eco
con and social
socia life needs its
ot as it were from a specia
assessment not specialized
p
pecialized a
and administrative po
point of view but
erms of macroeconomic effectiveness of the complete framework, i.e.
moreover in terms
ion of
guaranteeing effective application o the
e ne
necessity
eccesss t tto transport both products and
individuals. As a result of diff
difficulty
ficulty of the
e relationship
re
relation between
betw this division
d and the
socio-economicc framework,
k, there's
h a need
d ffor an all-encompassing
all
all-encompassin
ll-e view which
considers the usefulness of the whole framework and not as it were
we its isolated
components.

Expecting that the transport framework may be a framework of technical, organizational,

and human means related to each other in such a way as to effectively move the
products and people in time and space and taking into consideration the desires with
respect to the optimization and sustainability of transport advancement, it is vital to take
into consideration the issue of proficiency in its planning (Lee & Vuchic, 2005).
Effectiveness is a vague term utilized in different disciplines of science derived from
Latin effectīvus „practi-cal”, comparable to effect (us) " productive, effective," from
effect-, stem of efficere (Marshall, 2013).

Microeconomic effectiveness centres on the working of the business unit and its
processes, counting investments. It mirrors the advantages of this action. As per the
rule of rational management, they ought to be satisfactory to the uses brought about,
understood as the degree of consumption of generation components within the
procedure of implementing an economic undertaking (Lee & Vuchic, 2005). The

65
increment in efficiency can be executed in two ways (Muñoz-Raskin, 2010): 1)
expansion of effects, i.e. getting the next level of impacts at a consistent level of
consumption, 2) diminishing consumptions, i.e. accomplishing certain financial impacts
whereas lessening consumptions.

Transport efficiency is assumed as the common connection amongst the utilization of

common assets and the charges created on the one hand, and the advantages coming
about from their use on the other (Lee & Vuchic, 2005). Costs in transport are most
frequently thought on as those caused by clients and transporters. It now and then
happened that external costs experienced by the common public, for instance,
accidents costs or natural effect were overlooked within the assessment of transport
effectiveness. With the advancement of the notion of sustainable transport, it is
essential to reflect outside charges in cost-benefit examinations.

As per Pina and Torres (2001), effectiveness is assumed on in terms of societal and
environmental incorporation and in differentiating to production, econom
economic and money
veness, directed by the "invisible hand of the market"
related effectiveness, market necessitates
lteration of the market component
organization alteration o through sectoral policy action
coordinates with
th environmental policy. A
According
ccord ng to Marshall (2013), p
public transport
elies on a sum of components,
effectiveness relies compone
ponents,
onents,
nts such
n suc as framework
fr or capacity
capacit and transport
means capacity,
y, the levell of occupancy
occupanc
p in vehicles
s as well as o
operating cconditions.

rvice co
Effectiveness represents the service umption by commuters, which
consumption w includes
mber or passenger-km com
passenger number ccompared
pare
ed
d to service inputs (De
(Deng & Nelson,
portion of benefit utilization
2011). The proportion t li ation to servic
sse
ervice yyields
service ie is characteriz
characterized as service-
ent between
effectiveness, with the refinement t enn effectiveness
efffect adequac stressing the
and adequacy
diverse angles of execution assessment
asses ment fr
ass from
from
om the
the administrator
a
admin
dmin
n stra
sr cus
and customer point of
ly (Lee & Vuchic, 2005).
view, individually

nsit system can be a cost-effective way of giving a first-class

Bus Rapid Transit first-c benefit. It
can essentially decrease travel time, increment ridership, give adequate volume and
actuate transit-oriented development. Lee and Vuchic (2005) contended that BRT can
be more successful when incorporated with land-use approaches as well as financial
and community plans. Examination of the effectiveness of transport can be the
beginning to the improvement of transport administrations within the city, including the
social determined to secure and enhance the quality of life.

An impressive sum of research has been carried out in recent years within the area of
effectiveness and efficiency of distinctive travel frameworks (e.g. Chu et al., 1992;
Kerstens, 1996; Viton, 1997; Mulley, 2003; Karlaftis, 2004; Von Hirschhausen &
Cullmann, 2010; Jarboui et al., 2015; Munoz et al., 2013; Tsai et al., 2015).

66
2.1.8.1 Efficiency and Effectiveness in Transport Sector
Ayadi and Hammami (2015) measured the performance of public transport frameworks
at the early stages of public transport performance research by utilizing simple
indicators and assessment of proficiency, efficiency and quality of administrations. As
per Boame, (2004), Fielding et al., 1978, Fielding et al., 1985 set service indicators on
their adopted framework (inputs, outputs and consumption) to assess the effectiveness
and efficiency of public transport execution as graphically appeared below. Efficiency in
this system alludes to the full benefit output, more often than not measured by car-km
voyage or car-hour worked with regard to service inputs (fuel utilization, operating cost
and labour) for rail-based frameworks, though effectiveness characterises the benefit
utilization by travelers, such as passenger-km, or the quantity of travelers compared to
service inputs (Deng & Nelson, 2011). Cost efficiency is additionally alluded to as
supply-side efficiency in differentiate to cost effectiveness which is additionally alluded
to as demand side efficiency (Ayadi & Hammami, 2015). The proportion of service
utilization to service outputs is characterized as service-effectiven
service-effectiveness, with the
difference between
ween effectiveness and efficiency emphasising the divers
diverse viewpoints of
performance assessment
ssessment from the administrator
r and customer point of vview, separately
(Caulfield et al.,, 2013). In recent writing on
o performance
pe forman assessment wi
within the setting
port Daraio
of public transport aio et al. (2016)
16)
6) presented
presente
pr
pre
ese
sented
nted a comparable
co ab system affirming the
significance of both efficiency
ciency
ency and effectiveness
e within the ssense of considering
c the
tives
es of
pertinence of diverse perspectives o clients (quality),
ality)
y) producers (effici
(efficiency), and the
ectiveness) (Markert et al.,, 2017).
community (effectiveness) 20 )

Public transport
ort efficiency and
d effectiveness
efffec
ect ven
n ss
nes s

Source: Markert et al., 2017

The functioning of public transport administrations includes a critical effect on the

budget of most regional public bodies (central state, provinces, districts and
municipalities). Additionally, in numerous cases as it were a little division of these costs

67
is recuperated through client tickets and memberships. The use of public money as a
rule is defended both in terms of equal goals and welfare effectiveness, given the
inescapable natural and socio-economic effects of public transport (Deng & Nelson,
2011). As highlighted by Diaz (2009), with equity goals, reasonable accessibility to
transport services is consistently considered a fundamental right in a majority rule
society; with efficiency goals, shareholders are concerned with both the direct impacts
(progressing the productivity and the quality of public transport framework), and within
the outside impacts such as decreasing contamination and blockage and enhancing
urban opportunities in city centres.

Astoundingly, these “external effects” regularly establish the essential method of

reasoning for such interventions in more specialized investigation of the transport
planning documents and within the political field (Boame, 2004). Of concern is how the
intervention influences the transport framework entirely by adjusting local access,
ecological footprint,
p , and land use p
patterns and for the most p
part,, how the use of social
assets influences
ces a course of social objectives (Caulfield et al., 2013)
2013). Whereas this
issue is ordinarily
arily reflected in the actualizing of strategic decision,
decision such as the
development of a transport framework, this
h s vision is at times applied
applie at the more
strategic level.

It ought to all things

hings considered
nsidered
id be recogni
recognized
i d th
that
hatt any assessment
asses str
strategy ought to
consider this system, to supply
upply
ppl
plyy tru
truly valuable signs
sign
gnss to
t policy decision
decis makers in
transportation. Civil engineers and transpor
transport
rt specialists
specia are as a rule co
cognizant of the
diverse suggestions
stions that regularly underlie
nd any
a investment in a p
public transport
framework and
d are inquisitive about
about examining
ex
exam
a in
ning the
he systems
s performance
perform (Ayadi &
Hammami, 2015).
5). This for the most part describes
esc a set of indicators,
in since
sin this strategy
allows to mutually
ally consider
err vvaried
ariied
d so
ssorts
o ts off iinformation
fforma
matio
t n (such
(su
((s u as, commercial
com speed,
decrease of toxins
xins outflows and public subsidies) in a clear explanatory way, regularly
including straightforward
htforward scientific operations.

2.1.8.2 Efficiency and Effectiveness in Bus Rapid Transit Systems

The degree to which a transport framework is regarded to be cost inefficient or

ineffective is of concern to public transport specialists, transport administrators, as well
as controllers as public transport frameworks play a critical part within the urban regions
all through the world (Ayadi & Hammami, 2015). Assessing public transport gives data
to have an understanding of how possible changes in service quality (effectiveness),
efficiency, and monetary plans may be actualized with possible implications for price
determination.

In looking at the elements of BRT effectiveness, the examination has to set up an

inclusive single performance indicator which considers different inputs and outputs of
the BRT delivery procedure. While the detail and strategy to decide the single
performance indicator has possible effect on the discoveries, the accessibility,

68
determination and suitable utilization of input and output information may have bigger
results on the effectiveness performance benchmarking of BRT frameworks (Caulfield
et al., 2013).

Benchmarking BRT frameworks all-inclusive isn't as direct as the accessibility,

consistency and quality of information are challenging which includes service outputs
such as car-km which is not easy to get from most administrators (Deng & Nelson,
2011). Even passenger-km and most fetched information related to BRT frameworks,
with the special case of BRT infrastructure cost, numerous administrators are not as it is
reluctant to share any information but more critically claim that they do not indeed have
that data (Ayadi & Hammami, 2015). The way in which most specialists run mixed BRT
and ordinary transport operations, make it not as it were challenging to separate cost
over the diverse type of operations but moreover tricky to share such data due to
sensitivity matters linked to competitive advantage, public transport and regulation
(Caulfield et al.,, 2013).
)

Remarkably in any case may be to consider the community point of view by including a
fourth key indicator,
cator, to be specific input-effectiveness
ef (adding to cost-effectiveness).
cost
Comparative to
o the concept of efficiency,
cien y, tthis
h s indicator
dica does not require any input cost
d permits the survey
information and rvey
ey off viable
viab
ble
e use
e of physical
ph
p measures of BRT capital
inputs such ass BRT network
etwork
t th and
length d fleet
ffl t size
ize
i in connection
connec a
to accessible BRT
on output such
service utilization h as quantity
quan
ntity of travellers
lers a
and incomes
i (Ayad & Hammami,
(Ayadi
2015).

Centering on cost-effectiveness and input-effectiveness, these firs

first-stage single
ndicators are figured
performance indicators ured utilizing
u ilizin
n tthe
ng he Data
D ta Envelopment Analysis
A (DEA)
strategy and are at that point
p utilized in
n a second stage
g regression to thoroughly
recognize key determinantss off BRT
B T performance
BR pe
e forman
nce
ce in
n terms
terms
m of basic characteristics
chara such
as BRT standard,
rd, plan, administration or statistic variables of the working region (Daraio
et al., 2016). As per Caulfield et al. (2013), the use of two-stage DEA is prevalent to
Stochastic Frontier Analysis (SFA) within the BRT setting as the last mentioned does
require much bigger samples as well as cost minimization presumptions that tend to be
improbable for BRT frameworks (i.e. for those in public ownership)

2.1.8.3 Approaches to measuring effectiveness by previous scholars

In performance measurement approaches, researchers (e.g., Windle and Dresner,
1992) have utilized Partial Productivity Measures (PPM) which are naturally simple for
policy decision-makers to get it and or communicate since they rotate around a
proportion of a single yield to a single input within the public transport framework setting
(Wilkinson, 2006). Be that as it may, Venter (2011), highlights that indeed with
numerous definitions, PPMs consider as it were a subset of inputs and yields and can
possibly create a deceiving by and large sign of efficiency and can indeed lead to
clashing results in case different PPMs are utilized. Total Factor Productivity (TFP)
strategies have also been utilized to assess the proficiency and viability of public

69
transport frameworks (Albalate & Bel, 2009) but as a technique, it necessitates
exceptionally noteworthy assets to be committed to wide-scale information collection.

The progress of computing control and the improvement of more modern strategies
have implied that unused approaches have gotten to be more common for assessing
public transport execution, most strikingly Stochastic Frontier Analysis (SFA) (e.g.,
Cambini et al., 2007; Lin et al., 2010; Sakai and Shoji, 2010; Holmgren, 2013; Jarboui et
al., 2015; Ayadi and Hammami, 2015) and Data Envelopment Analysis (DEA) (e.g.,
Viton, 1997; Cowie and Asenova, 1999; Pina and Torres, 2001; Boame, 2004; Karlaftis,
2004; Odeck, 2008; Chiuet al., 2011; Caulfield et al., 2013; Georgiadis et al., 2014;
Zheng et al., 2014). Both SFA and DEA utilize numerous inputs and yields to gauge a
single productivity marker in this way giving an advancement over the different
indicators needed for PPM observing (Wilkinson, 2006).

In SFA, a cost function or generation is evaluated utilizing econometric (parametric)

et efficiency based on benefit inputs (Wilkinson, 2006).
strategies to get 2006) This strategy
ive (regularly longitudinal/panel) information sets to convey strong
needs expansive
balate & Bel, 2009) conjointly
outcomes (Albalate o requires the presum
presumption of cost
minimisation as the key objective
tive of
o all
all firms
f ms under
u evaluation. T
This might be
je
unreasonable as an objective thin
n the se
within ssetting
ett ng of
o many
ma
m li transport
public transpo frameworks.
assu p
DEA does not need this assumption onally
y less demanding
and is additionally de in sample size
gorous outcomes
for yielding vigorous s (A
(Ay
((Ayadi & Hammami,
mam
mii 2
2015). DEA may
m be a non-
tegy and employments
parametric strategy ts straight
straig programming
p
prog distinguis the proficient
to distinguish
ntier and after that gauge’s
generation frontier g wastefulness
as by deciding tthe distance of
ions from the proficient
person perceptions fficiien
ntt frontier
frontier (Wilkinson,
(W
Wi k nson 2006).
W

ic transport setting,
Within the public se in
setting
ng, DEA
D A has
DE ha
as been
as been basically
bas ca
allyy utilized to ccomprehend the
fectiveness. As such Ahmed (2004) was able to illustrate
factors of ineffectiveness. illustr a negative
tween public transport framework proficiency and viability; so frameworks
relationship between
ectiveness appraisals were recognized as having low-efficiency
with higher effectiveness low ef scores
and vice versa. Recent studies have distinguished the causes of public transport firms’
ineffectiveness by utilizing second-stage regression models (e.g. Tsai et al., 2015 within
the metropolitan prepare operation setting). In another later study, Wilkinson (2006)
isolated stochastic and orderly specialized inefficiencies and examined determinants for
the last mentioned, most eminently appropriations and control. The outcomes propose
that capital use appropriations for single mode bus public transport frameworks have a
really critical positive affect on public transport effectiveness (Ayadi & Hammami, 2015).

2.1.8.4 Measuring effectiveness in BRT by various scholars

In spite of the fact that the execution of BRT frameworks has expanded universally,
research and scholarly journal studies on BRT benchmarking efficiency are rare for a
complete survey on effectiveness and efficiency studies related to urban PT see (Daraio
et al., 2016). As outlined by Wright and Hook (2007), archived execution based data of
specific BRT frameworks did not apply econometric strategies; Hensher and Golob

70
(2008) assessed 44 BRT frameworks in operation all through the world by comparing
framework costs and a run of plan and benefit details through a formal statistical
analysis but depended on PPM measures as it were; Hidalgo and Graftieaux (2008)
checked on BRT frameworks of 11 cities in Latin America and Asia and found that
enhanced speed had a positive effect on ridership of BRT frameworks; Hensher and
Golob (2008) surveyed 46 BRT frameworks in 15 nations and found recurrence of
benefit, advertised capacity and network are the foremost critical affect variables for
expanding ridership; Currie and Delbosc (2011) surveyed BRT framework execution in
Australasia and uncovered that BRT ridership development had outperformed non-BRT
travel ridership changes in all of their examined cities, with noteworthy effect variables
being high benefit levels, speed of vehicles, shorter station dividing, isolated rights of
way, present day available vehicles, lower fares, framework integration and pre-
boarding ticketing.

There’s limited BRT benchmarking efficiency. From the above mentioned,

mentione a number of
scholars have
e measured BRT performance/effectiveness identifying
ident various
components forr different cities using the mentioned approaches. Following
Follow this review,
components off effectiveness in BRT are
re elaborated
e in the next section
sec with their
ctors to determine the BRT
measurable factors ’ss ef
BRT’s e fe
ectivenes
effectiveness.

2.1.8.5 Components
onents of effectivenes measurable factors
effectiveness in BRT and measura facto under each
component

ssibility
2.1.8.5.1 Accessibility
o stations is an essential element with regards to transport
Accessibility to trans planning.
emonstrated that enhanced
Studies have demonstrated h d access
acc to transport gives various
vari chances to
poor people (Muñoz-Raskin,
uñoz-Raskin,, 2010
2
201
2010).
010)) A maintainable
ma ntainable
ma ntain
na
able transport
transp
transport
o t framework g
gives access to
fundamental administrations, training. Inability to
dministrations, for example, medicinal services and train
access transport
rt can constrain access to opportunities for poor communities.
communit
System accessibility
sibility is determined by the distance between passengers’
passeng home and
nearby bus stops, and the distance between the stations and intended last stop (Muñoz-
Raskin, 2010). Shorter distances allow for higher route availability which increases
spatial coverage, thereby providing freedom for individuals to move from one stop to
designated destinations.

Measurable factors:
x Percentage of population living within one kilometer of a metro station/suburban
rail station.
x Average distance, in meters, from metro station to the nearest bus/tram/trolley
stops.
x Average transfer time between public transport modes.
x Availability of citywide wayfinding system.

71
2.1.8.5.2 Reliability
Reliability is a vital perspective that most investigations featured and remarked on the
dependability and timeliness of the Rea Vaya and A Re Yeng. However, as highlighted
by Jarboui et al. (2012), there were various investigations that don't concur as they
feature that the buses don't hold fast to the timetable at some point which postures
issues for travelers who need to travel to their work places and arrive on time. A
framework like the BRT ought to be one on which workers can depend.

Dependability is measured by uncertainty of bus timetables, by the number of

punctuality of buses/trips compared to the number of trips that are interrupted and by
how much they’ve been postponed (Carvalho et al., 2000). A reliable mode of transport
attracts passengers’ faith and commitment to the system. Reducing travel time
increases average speed, which is a significant quality for public transport.

Measurable factors:
x Congestion:
ion: how is the system affected during rush hour travel tim
time compared to
free flow
w travel time.
x Average speed during morning rush h
hour.
x akes the bus to complete
Time it takes mplete a trip.
trip
x Number of accessible
si buses
ses
es per
er on
one
o ehhour.
ho
hour
our.
our

dability
2.1.8.5.3 Affordability
bility
y of commuters
Affordability in BRT refers to the ability com to purchase transportation
er to access basic goods and services without compromisi
services in order compromising the ability to
ol, work, shopping,
maintain school, ing, social
social activities
ac
cttiviti s a
and healthcare. Affordability in
transport referss to commuters’
ers’ ability to save
ave
ve
e money
money, ability tto respond to
t financial cost
ed income and increased
such as reduced d total
t t l transport
t t cost.
co As per Litman (2017),
n be assessed based on customers’ capacity to save money
affordability can mo if wanted,
imes called option value. In this regard, BRT offers smart
which is sometimes smar card systems
which allows for loading of a reasonable amount and enable commuters to have several
rides with the loaded amount.
Measurable factors:
x Cost of monthly public transport ticket.
x Number of funded passenger categories.
x Cost of a one-kilometer bus ride.

2.1.8.5.4 Assigned Bus Lanes and Time Spent Commuting

Selected paths isolate BRT buses from the movement congestion, giving them the
selective right of way, which empowers the buses to achieve more noteworthy velocities
(Wright & Hook, 2007). Deng et al (2013:109), highlight that "the exclusive busway and
use of transit signal priority in the heavily congested areas provides a dramatic increase
in bus speeds".

72
Travel time is decided by speed and geometry of routes. According to Jarboui et al.
(2012), velocity may be a work of road quality, traffic conditions, and distance. The
geometry of routes could be a work of the improvement of a complex association of
more coordinate and minor routes. Litman (2017), further highlights time is the key
measure of efficiency at the level of transit routes, looking at the time taken by the
vehicle to conduct a trip. Taking less time allows for all equity in other things (e.g.
serving a uniform quantity of passengers unchanged fares charged), resulting in more
proficient and productive route.

Measurable factors:
x Average effective speed during morning rush hour, km/h.
x Average above-ground transport waiting time.
x Congestion: rush hour travel time compared to free flow travel time.
x Dedicated bus lanes, as percentage of the road network (excluding highways).

2.1.8.5.5 Speedier
dier boarding
According to Litman (2011), fast and easy
y access to the buses from enclosed bus
stations and buss stops through a number o
of en
entrances promotes speedier
speedie boarding. The
BRT bus structure
ure allows commuters board
muters to bo
oaarrd through a number of entrances
entr on each
side of the buss and station
tion structure.
ation
at entrance
ntran doors in the station,
ure With this kind of entran
passengers are
e given freedom
edom and space
p in entering
g and exiting the buses which
er time boarding and
results in lesser nd less ccongestion
ngestion on the entrances as opposed to
have one door.
ctors:
Measurable factors:
x Average Bus waiting
g time on boarding
ng stations.
ng s
x Number of bus and station
tation door infrastructure allowing
g for boarding.
boarding

oved service
2.1.8.5.6 Improved
k ffor th
BRT frameworks, the mostt part,
t incorporate
i t quick
i k ttravell ffeatures
t th
throughout the day
service ranges, greater spacing between stations, and more continuous administration
than other transport modes (Carvalho et al., 2000). The adaptability and low charges of
BRT enable it to give a more a prominent system scope.
Measurable factors:
x Percentage of buses and stations that are wheelchair-accessible.
x Operating hours per week.
x Availability of travel card for public transport.
x Number of public transport casualties, per million people.
x Safety enforcement index.
x Quantity of passengers per day.

73
2.1.8.5.7 Integration of transit development with land use policy
BRT can be sustainable when incorporated within a broad planning structure including
land use strategies, zoning directions, and monetary and group improvement says
(Todes, 2012). Movement necessities, that is, developed transport routes must be
equally spread to cover the total range and permit flexibility in choosing any suitable
route.
Measurable factors:
x Number of vehicles in car-sharing services per million people.
x Number of public transport interchanges.
x Total route spread for public transport accessibility to service areas.

2.1.8.6 Issues around effectiveness in BRT

BRT system are operating at a loss. For example, the MEC for transport in Gauteng
province, Ismail Vadi, recently asked whether government was getting value for money
from the BRT systems (Ayadi & Hammami, 2015). He suggested that it was time to
edesign the systems to “stop draining money from the
rethink and redesign th fiscus”. The
productivity of each bus is slow. The number of daily boarding’s per km of busway can
tiveness of the BRT system.
affect the effectiveness m. Travel
T distances are long d
due to apartheid
g and low densities.
spatial planning ities. A limited
l mited
e number of passengers are accessible
hat are far
within areas that a from
ar fr city
ty centre.
centre This has
ha resulted
ulted in subs
subsidizing of BRT
n planned
systems much more than plan
anned for cities like
ke Jo
Johann
Johannesburg
oha and Cape Town.
pated fare revenues
Planners anticipated es to co
cover
er functioning
funct costs. Subsi
Subsidies aren’t the
roblem is that South Africa’s
problem, the problem Afr
frica BR R subsidies are too hig
BRT high and haven’t
produced the anticipated
nticipated outcomes
mes (Sutcliffe,
(Sutcliffe,
Sutclifffe 2
2016).
2016
0 6))..

reased dependency
There is an increased d on motorised
tori
to ris d transport.
t t TThe issue is tthat less people
than predictionss are utilizing
ng the
th
he framework.
ramewo k Fares
are revenues
revenues are lower than expected.
as resulted in under provision. There’s only a number of routes
This, for BRT has r assigned
ation and this affects the effectiveness of the system if there is no
for BRT operation
integration with other feeding modes of transport to the system (Albalate & Bel, 2009).

Increasing cost and reduced incomes. Operating costs ought to naturally decrease as
the framework develops, but to raise income levels, BRT must end up way better
coordinated with housing and other transport administrations so that more individuals
utilize them and offer assistance in paying for them. BRT ought to work with minibus-
taxis to assist broaden the net of BRT utilization. The nation needs better planning and
subsidizing for this to happen.

There’s a lack of revision of the cities transport system so as to create an efficient and
effective public transport network (Walters, 2012). The municipalities are also unable to
fund the transport strategy alone, however, and therefore require the provision of
financial support from national government.

74
As per Albalate and Bel (2009), it appears that in all cities implementing the BRT
system, concession-making with the taxi industry has required a significant outlay –
both to buy out taxis from existing routes and to pay them for their involvement on an
ongoing basis. As a result, costs have escalated enormously (Sutcliffe, 2016).

2.2 BUS RAPID TRANSIT (BRT)

Several explanations have been given on the term BRT and all of them highlight BRT as
a bus framework that mirrors the high limit, superior qualities of urban rail frameworks at
a lesser cost. Brazil and Curitiba are recognized with spearheading bus rapid transit and
its leader at the time, Jaime Lerner former Curitiba mayor alluded to the framework as a
"surface metro" an excellent bus transport service that has comparative execution of a
subway yet at a less costly amount (Wilkinson, 2006). As far as administration quality
and costs, at that point, this system is regularly believed to be involving the centre
ground amongst urban rail framework and traditional bus. It provides the better of the
two universes: the quickness as well as dependability of rail, an
and the working
d lesser cost of an ordinary transport (Walters, 2012).
adaptability and
ed Institute of Transportation and Development Policy (ITDP),
New York-based (ITD which has
ation's most grounded
risen as innovation's nded supporters,
supporters, characterizes
char BRT as “a high-quality
nsit system
bus-based transit em that delivers
d liivers fast,
ffast
ast, cco
comfo
comfortable
f and cost-e
an cost-effective urban
gh the provision
mobility through ovision
vision of segregated
s right
ight-of-
ight off way infrastructu
right-of-way infrastructure, rapid and
tions, and excellence
frequent operations, nce in marketing and customer
c service” ((Holtzhausen &
011)
Abrahamson, 2011)

onent of a distinct
It is the component ct right-of-way
rig
right
ht-o
off-
f way
way
y th
that
a diffe
diffe
differentiates e
"high end" BRT from
dministrations,, that
lower quality administrations, at some
so
o e allude
allude
e to as
a "BRT Lite”. A number
numb of countries
apid
pid Transit System
pi
have adopted on the Bus Rapid y w
which inc
includ
lud Curitiba, China, Rouen,
includes
France, Brazil, China, US, France, UK, India, Tanzania, and Africa. The
Th origin of this
e countries is discussed below.
system in these

2.2.1 Origin of BRT systems in developed and developing countries

2.2.1.1 Developed countries

United Kingdom
The UK likewise gloats a few tops of the line-controlled BRT benefits in Cambridgeshire,
Ipswich, Crawley, Leeds, and Luton-Dunstable, demonstrated after the O-Bahn track-
guided busways fabricated first in Adelaide and Essen (Duarte & Rojas, 2012). At 19km
long, Cambridgeshire busway is supposedly the longest framework (Pourbaix, 2011).
Constructed busways without direction have likewise been constructed in the UK, for
example, in Swansea and Kent. Kent ordinary Thameside Fastrak framework has
gained recognition from travelers, 95% have appraised general Fastrack encounter as
'phenomenal' or 'great' (Jiron, 2011).

75
In the UK, BRT is progressively viewed as a high-profile quick travel mode, proposing
an inventive arrangement to traffic issues. There are a number of public transport plans
drawing closer BRT, such as the Cambridgeshire Guided Busway, Crawley Fastway,
Kent Thameside Fastrack and Luton-Dunstable Busway (Leibbrandt et al., 2010). The
Crawley Fastway framework, consolidating most of the highlights related with a tram
framework, has demonstrated that a busway framework was more appealing than
initially expected, with support a few 40% higher than estimate (Jones et al., 2014).

Cambridgeshire County Council is building the longest guided busway framework (25
km), connecting the city of Cambridge to obsequious towns and rural areas and Luton-
Dunstable Busway has as of late been endorsed (Polis, 2015). The benefit will be given
by extraordinary busway vehicle, which is able of running both on the track and public
roads. In Leeds, the Super Busway concept was presented in 1995 and works on Scott
Lobby Street between the Northern rural areas and the CBD (Pourbaix, 2011). The
rt innovation successfully avoids illegal use by other act
guided transport activity permitting
tain a strategic distance from traffic clog during peak hours. As per
buses to maintain
el (2009), in 2001, another guided busway propelled on the east of the
Albalate and Bel
et). As of late, after the refusal
city (York Street). usal of the Leeds capital-intensive
capital-inten Supertram
proposition, a BRT framework has
as been p
pr
proposed
op
po
ossed by Leed
Le (Polis, 2015)

Canada
lvement in Canada
The BRT involvement anada
da encompasses
d e s a long
l h
and fruitful history. Ottawa
toriety for running one
features a notoriety e of the foremost
fo broad and effective BRT
own as Transitway (Boncompte
frameworks, known c & Galilea, 2013). The be
beginning section
3, developed basically
opened in 1983, ca y on
on a railroad
ra rooad right-of-way
right-of-
ght
ht- f way (Pourbaix,
(Pourbaix 2011). It gives
mote private ranges to the CBD.
travel from remote CBD
BD The Transitway
Transitwa framework
framewor comprises of
y, counting 26
60 km roadway, 6 km
km of b
bus
us on
nlyy grade-separated
bus-only grade
g ade
e separated
se
eparated
par
ara
r t roadway, with
ra w most of the
ance on the saved paths (Jiron, 2011). It joins to the rail, as
remaining distance a well as park-
ns.
and-ride stations.

The Transitway framework gives a high-frequency benefit, working nearly all day: 22
hours every day (4:30 am–2:30 am) with 3–5 minute top headways and a 5–6 minute
off-peak. It can serve 200 000 travelers regular, with the peak loading of 10 000
travelers (Canadian Urban Travel Affiliation, 2004) cited by (Waldeck & Van Heerden,
2017). Within the light of its striking execution, the City of Ottawa has arranged to grow
the travel course arrange to serve the expanding numbers of travelers. As of late, York
University busway, opened in November 2009 in Ontario, gives a quicker travel
alternative for commuters (Boncompte, & Galilea, 2013).

Australasia
Four cities in Australasia have executed BRT frameworks as a cost-effective mode of
giving quality benefit for cities with comparatively low density. Australasia has one of the
most seasoned BRT frameworks, the Adelaide Northeast Busway (opened in 1986)
(Franklin, 2014). It moreover has a few of the world’s most up to date frameworks: the

76
Brisbane Southeast Busway, the Brisbane Internal Northern Busway and the cross-
hallway Sydney Transitways (Parramatta to Liverpool and Parramatta to Awaken
Slope), opened in 2001, 2004, 2003 and 2007, separately (Franklin, 2014). These
frameworks work completely different and independent states advertising the
opportunity to distinguish the effect of the organization environment as well as
unmistakable mechanical and operational viewpoints. Auckland opened its initial
selected busway, the Auckland Northern Busway, in 2008 and it has its own park and
ride offices, considered as a key portion of Auckland’s rapid transit network (Franklin,
2014).

India
Development of the bus rapid transit system in India can be drawn back to the
declaration of the National Urban Transport Policy in 2006 by the Government of India
(Sibiya, 2009). Amid this stage, the government got numerous requests for financing the
bus rapid transitit undertakings.

nities of Pune and Delhi remained the main cities to begin

Urban communities b with BRT
undertakings in the nation, with plans for 257
5 km and 100 km networks correspondingly
c
n, 2013). Be that ass it may,
(Deng & Nelson, may, with
w th
h just
ust 15 km operational in Pune and 5 km
or were
in Delhi, these frameworks e restricted
restricte
restrict
stricted
ricted
edd in
in scope
sco
scop and
a
an e vigorously
were vigorous reprimanded
for their low quality
ality of executio
execution
ecution (Leibbrandt
((Leib
bbrandt et al., 2010).
2010)) Seeing
Seein this sys
system only as an
port path implied
adjusted transport ed
d that
th t these
th pilots
il t did nott address the requirement
r for
BRT-particular administration designs,
ns, coordinatio
coor
coordination with existing transp
transport operations.
ent for supporting framework
The requirement m m
and implementation measures were
regarded.
additionally disregarded.

During the yearr 2009, another

her
her
e pha
p
phase
se o
off excellent
exce ent BRT
ex B T fframework
BR ra
am
m in In
India began with
operationa length of 12.5
the execution of Janmarg in Ahmedabad. From its underlying operational
work was extended to an 88 km organize during the yea
km, the framework year 2014, giving
ectivity over the urban area (Waldeck & Van Heerden,
network connectivity Heerde 2017). The
achievement of Janmarg propelled comparative BRT endeavors like Rajmarg (Rajkot) in
2012, iBus (Indore) in 2013 and Citilink (Surat) in 2014 (Waldeck & Van Heerden,
2017).

The pilot BRT project in Delhi has endured from serious media feedback ever since the
primary trial run, due to destitute plan and need of coordination with distinctive partners.
Resistance from drivers was started since BRT requires its own right of- way which
needs twice the street space of a car (Leibbrandt et al., 2010). In any case, the BRT
framework has obtained overpowering bolster from the commuters. Crambeck and Qu,
(2015), highlights that concurring to a joint discernment study of commuters travelling
on the BRT hallway conducted by the Center for Science and Environment, Delhi
Greens and the Indian Youth Climate Arrange (2008), 83% of commuters were upbeat
with devoted BRT paths and accepted that BRT ought to be proceeded within the city.
Twenty-six percent of car and two-wheeler commuters were willing to alter mode in

77
case the BRT framework had a well-covered network and associated with the Metro
(Leibbrandt et al., 2010). More empowering evidence is detailed from Ahmedabad’s
Janmarg (opened in October 2009), India’s initial fully-featured BRT service with middle
stations, level boarding, and central control. ITDP (2009) contended that Janmarg had
the potential to assist restore the picture of public transport in India.

Tanzania
Dar es Salaam BRT is a framework that started procedures on 10 May 2016 in Dar es
Salaam, Tanzania (Cervero & Luchi, 2017). The system comprises of 6 phases and the
development of the initial stage started in April 2012 by the Austrian development
organization Strabag International GmbH and was finished in December 2015 at an
aggregate cost of €134 million subsidized by the African Development Bank, World
Bank and the Government of Tanzania (Deng & Nelson, 2013). Phase1 has an
aggregate length of 21.1 kilometers with devoted transport paths on three trunk courses
9 stations (Crambeck & Qu, 2015). The whole framework is managed by
with a sum of 29
ama Dar es Salaam Rapid Transit (UDA-RT) under the rreconnaissance
The Usafiri Salama
of the Surface and Marine Transport administrative specialist (Sumatra). Present a fleet
v ce the route, giving rapid transport
of 140 Chinese Golden Dragon buses service tran and local
administration from 05:00 am to 11:00 pm
moon
n a daily basis.
bas

rameworks,
ks, Lagos,
Africa's BRT frameworks, g , MMarrakech, Tshwane,
shwane,, Joha
Johannesburg
Johannesburg, Cape Town,
a Bay, George, R
Nelson Mandela Rus
Rustenburg,
usten
t Dar ess S
Sala
alaam,
alaa
l
Salaam, and Kampala are part of the
BRT Lite end of the range. Lagos' framework,
framew
amework, wh
which operated in 2008
2008, cost US$1.7
ry kilometer to construct, which is one of the least expe
million for every expensive anyplace
(Crambeck & Qu, 2015). All things
gs considered,
considere
onsiide
er d, itt cconveys
on ey right around 200,000
20 travelers
en transport trips
every day or a fourth of open ps
s along
a its hallway,
hallway despite th
the fact that BRT
vehicles make up only 4% of
of vehicles
ve
e cle
ehicle
es on
on the
tth
he course
ou
urrse
e (Cram
(Crambeck
(Cra
(Cra & Qu, 2015). Despite
the increased pace of BRT ventures of the previous decade, there re
remains a lot of
elopment. During the year 2011, the about 28 million traveler trips
space for development.
delivered by BRT frameworks around the globe were yet 2.2% of all open transport trips
and a negligible 0.3% of all mechanized individual outings made that year (McCaul, and
Ntuli, 2011).

2.2.1.2 Developing countries

Curitiba
As indicated by Yusuf and Allopi (2010) the idea of Bus Rapid Transit system started in
1937 in Chicago, be that as it may, the full system was just actualized in 1974 in
Curitiba, Brazil. The first system in Brazil was worked in 1974 in the city of Curitiba by
the mayor, architect Jaime Lerner, and turned into the primary BRT on the planet with
the objective to give amazing rail travel administration to clients and at a practically
identical cost (Wright & Hook, 2007). Vuchic (2007), likewise includes that Curitiba's
prosperity motivated the execution of comparable plans in excess of 100 urban
communities around the globe, including the Brazilian urban areas of Brasília, São

78
Paulo, Belo Horizonte, Rio de Janeiro, Manaus, Goiânia, Porto Alegre Aracaju, Recife,
and Salvador.

BRT as intends to address these problems, the development of a rail-based metro

framework was well-thought-out be that as it may, an option must be looked for because
of the absence of assets (Boncompte & Galilea, 2013). Open transport before the
execution of the BRT framework was loose, ruled by private division administrators and
neglected to address customer issues (Wilkinson, 2006). Keeping in mind the end goal
to locate a less expensive type of transport, the BRT framework was created.

Brazil has risen as the worldwide pioneer by developing the BRT frameworks,
expanding the accomplishment of Curitiba's spearheading framework to 30 different
urban areas. At the point when Curitiba propelled its 'Surface Metro' in 1976, it tried to
impersonate numerous highlights of close-by São Paulo's Metrorail framework –
dedicated right-of-way, appealing stations, off-board toll gathering and regular, quick
administrations (Vuchic, 2007). Bi-articulated buses and very much comp
composed boarding
tubes altogether
er extended conveying limit. Curitiba is now well best recognized for
o control city development along
utilizing BRT to o dense, mixed-use corridors
corrido that draw in
transit riders (Boncompte
oncompte & Galilea,
a, 201
2013).
3).

The strategy used

sed by Curitiba
Cu
uritiba - The
uriti he choice
e to depe
depend
epend on buses
buse
bus was sseen as a more
adaptable and reasonable
e open transport
tran arrangement
ement than rail travel for a medium-
g city. Both the advancement
sized advancing dvancem t of the city and the transport
trans fast travel
framework are the consequence of approaches
proaches
h for
ffo this development for the
t most recent
30 years on land use, expressway,
essway,
sway tr a el ad
travel adm
administration
min s and task
tasks, and public
participation.

Curitiba has a master plan

n and,
and
d imperatively,
im
imperatively
mppera
r t vel
e y an organization
organizatio
o rganiz
za Instituto de Pesquisa e
Planejamento Urbano de Curitiba (IPPUC), to screen, execute, and re
refresh the plan.
IPPUC is a to a great extent autonomous foundation and therefore is less at risk to
political pressures and changes than a region-based division. The achievement of
IPPUC is amazing in Latin America, and the organization presents courses, in light of its
encounters, to an extensive variety of focal and local government organization from
different nations. The main highlights identified with land use and travel in the plan are
the accompanying:

Land use and transport are coordinated; the structural axes idea of high development
has made passageways with a movement request that is appropriate to be met by
transit. Land inside two pieces of the busway has been zoned for blended commercial
residential employment. Past these two pieces, zoned private densities decrease with
distance from the busways

In particular, the zoning recommended by the structural axes has been acknowledged
by a mix of control and motivators. This mix incorporates different rewards to develop as
arranged; motivations to exchange improvement rights; firm control over large scale

79
advancement); arrangement of motivators to designers to increment residential
compactness near the corridors as well as advancement of travel terminals with an
extensive variety of offices – both open and private area. • The busway framework has
been active in controlling land use improvement and has been utilized to animate
advancement along the basic axes.

Other Latin American nations, remarkable Mexico and Colombia yet, in addition,
Ecuador and Chile, Peru, have since taken after Brazil's lead. LA is currently the
epicenter of the worldwide Bus Rapid Transit development (Jiron, 2011). A third of BRT
course km’s and almost two-third of ridership are in LA (Pourbaix, 2011). Bogotá's
110km TransMilenio is perceived as the Gold Standard of BRT. Appointments of
authorities and notables from around the globe visit Bogotá to wonder about the
framework (Deng & Nelson, 2011). Working on a two-path devoted carriageway,
TransMilenio conveys up to 40,000 travelers for every 60 minutes per bearing, which
e traveler throughputs of general metros (Ewing & Cerve
coordinates the Cervero, 2010). The
wise brags improved stations (reachable by systems of airways),
framework likewise a smart
card-based tollll gathering, progressed administration frameworks, unmistakable
i en
pictures, and moderate charges. TransMilenio's support is developing at 10% yearly,
omers wh
from 800,000 day by day customers en iitt started o
en
when operating in 2001 to around 1.7
epresenting
n 74%
ng
million today, representing 7 of transportation
transporta
ta
ation drives
drive in the
he u
ur
urban area (Boncompte &
rategy
gy has assumed a part
Galilea, 2013). Finance strategy p Tran
in TransMilenio's p
prosperity. A 20
percent extra charge in the year 2000 was
wa attached to all fuel deals in Bogotá, with a
large portion off the incomes reserved ffor T
TransM
TransMilenio
sM
M framework (Pour
(Pourbaix, 2011). As
orship from the 19%
a cross-sponsorship 9% of Bogotá's
Bogotá
g s populace which had their
thei own cars, the
dvanced social and
arrangement advanced d also ecological
ollo
og l sustainability.

China
th system, with
China has as well taken after Latin America's in forcefully assembling the
n urban communities, including Xiamen, Guangzhou, Hangzhou.
in excess of ten Han Beijing
and Jinan with their own BRT lanes launched in 2005. In the course of recent years,
China has included BRT path kilometers at a speedier pace compared to other
countries.

The foremost outstanding BRT framework in China is the Southern Pivot BRT Line 1 in
Beijing (the primary BRT passage in China), which is portrayed by Deng and Nelson
(2009). Beijing is one of the foremost congested cities in China. After a long time of
overwhelming speculations in building rail frameworks, particularly the Metro and LRT,
the Beijing specialist has confronted expanding troubles in paying off the obligations,
subsidizing Metro and LRT operation, and extending the rail framework (Leibbrandt,
Woolard, McEwen, & Koep, 2010). Regarded a more affordable way to supply a high-
quality transport benefit, a driven program of BRT framework execution has been
propelled in Beijing. The Southern Axis BRT Line 1 begun commercial operations in
December 2004 (Leibbrandt et al., 2010). Most lanes are physically isolated within the

80
middle of the street. As per Jones, Turner, and Heydecker (2014), this rubber-tired
travel framework has accomplished nearly 40% travel time diminishment and high
ridership, but with as it were 1/15 capital cost of a Metro line. When complete, it is
arranged the BRT framework will total to 300 km in length.

Rouen, France, also has three BRT lines, called TEOR (Transport Est-Ouest
Rouennais). Optical direction enables TEOR vehicles to keep running along firmly
limited halls, providing customers solid, agreeable and available administrations (Deng
& Nelson, 2011). Other French urban areas, similar to Nantes, work comparably top-
notch transport-based frameworks however utilizing more customary innovations.
Nantes' 6.9km busway associates a ring street to the downtown area with a recurrence
of 3-minute degrees of progress amid the peak time. The transport-based framework
looks like the city's settled cable car lines focus, devoted path for the vast majority of the
tasks, ITS-prepared stations, and necessary treatment at convergences, different
op at the stations (Finn et al., 2011).
marking and stop

The developed nations, Brazil, China, and the US, France, and the UK – rank next as
far as quantitiess of urban cities with BRT frameworks.
m Except for restrictiv
restrictive busways like
e in Los Angeles and
the Orange line d Eugene,
Eugen
ne
e, Oregon's
O egon s EmX, most US frameworks
fra fall in
on of BRT
the classification T lite (Ewing
wing
ng & Cervero,
Cerv
ve
erro
o, 2010)
20
201 The
2010). T purveyors
rv of BRT in Europe
were Runcon UK, which introduced a busway as a component
p of a maste
master-planned new
en, Germany, the
town, and Essen, the primary
prim
i urban
b area to
t ddevelop a monitored
mon busway
aftieaux, 2008). Today,
(Hildalgo, & Graftieaux, y, European
Europ BRT
B frameworks, espe
especially the ones
ear to be more of a rail-like structure somewhere else, ffor example, in
in France, appear
nd Rouen. BRT frameworks
Caen, Paris, and fra
ameworks
mewor
w k inin these
th
hese sspots work on th
h their own lanes,
bolstered by numerous regulating
egullating technologies,
technologies
nolo
oo and have
hav cars that an excessive
nclear
c e r from
number of are outwardly unclear from current
cur en
ent tramways.
tramways
t amw
waays

South Africa

x City of Johannesburg
The City of Johannesburg turned to be the main city to deliver South Africa's BRT
framework, introducing another period of top-notch transport in the nation. The Rea
Vaya (meaning "we are moving") in Johannesburg initial stage 1A was launched to the
general population on 30 August 2009 (Khumalo & Ogra, 2018). The framework was
launched for the 2010 World Cup with the framework connecting the dominant part of
Johannesburg from Soweto to past Sandton in the northern side (Khumalo & Ogra,
2018). The bus station enables the usage of boarding on both side of the station and
general stops, others are enunciated and can utilize only the stations.

According to Khumalo and Ogra (2018), the city has a past filled with public transport
under investment, in addition, is enduring outcomes of notable accentuation on private
autos transportation planning. Majority of extensive urban areas have a considerable
mass travel framework that backs movement and the economy. The Johannesburg BRT
81
is named Rea Vaya. This is an idea that is as a rule effectively utilized as a part of
developing nations and is rapidly taking course in developed nations as well (Seftel &
Peterson, 2014).

Prosperity of this system is dependent on the ability to transport travelers easily and
rapidly within the city utilizing its particular assigned courses (Suzuki et al., 2013). The
covered stations beside the courses support fast boarding. The frameworks plan is to
enhance public transports nature for better-improved experiences for its clients yet
additionally be adequately alluring to other private cars users (Khumalo & Ogra, 2018).
The system is a solution to the city’s clogged streets as well as its challenges of
transportation

Bus rapid transit system has been effectively executed in Europe as well as in South
America as it is presently picking up recognition in other nations like China and North
America (Suzuki et al., 2013). The system is effectively utilized as a part of numerous
ons with the same challenges surrounding transportation as South Africa
developing nations
thus considered
d the ideal answer for Johannesburg’s transport problems.

ssing the ill effects of the p

“We are addressing past
as and implementing progra
programmes that are
stitching the City together, creating
creat
reating
ng a more
mo
more impact
impac city ensuring that economic
opportunities and
nd services
ce
es are
a closer
ser to the
he people
people.
ple. Therefore,
fore allowing people to live,
work, play and pray in a much more cost effective
ive and efficient
eff mann
manner” as per the
ter (Sibiya, 2009).
transport minister

ffic blockage and minimizing

Diminishing traffic z private
iv transport usage is th
the main role of
ordinated open transport
presenting coordinated ttransport
sport in
i Sandton
Sand on as well as Alex
Alexandra. Putco,
Gautrain, Rea Vaya, Uber,
er Taxis
Taxis, as well
ell as Metrobus,
Metrobus will in a lo
long run lessen
ckage within the
movement blockage he
e ccity’s
city
ty’ss u
urban
ban area
ba areas.
a e s Moreover,
ar Moreove
Mo
Mo eov
ve
er, as per Gasennelwe
e Gase (2011),
w as the exit
the enhanced traffic portability between the Sandton central area as well
ramp from the M1 is a result of the broadening of Kathrine Drive and Zandspruit
Za Bridge
to the Marlboro exit ramp.

x City of Tshwane
The Tshwane A Re Yeng meaning let’s go, began with its developments in July 2012
and began working in April 2014. The system in Tshwane comprises a sum of
approximately 80 kilometers of transport lines, containing 62 stations and operates from
Mabopane through Pretoria city centre, past Menlyn and on to Mamelodi. This
framework has around 340 buses, and some of them are operating by gas (Van der
Westhuizen, 2007).

The City of Tshwane is also another metropolitan city that is faced with challenges of
movement clogs within the city and has opted for the adoption of the BRT system as the
solution to its issue of traffic congestion especially amid peak hours (Vaz & Venter,
2012). In the meantime, populations of less privileged regions rely upon the use of
public transportation to successfully access their places of employment as well as the

82
ability to move around the city. The executing of this proficient and financially effective
transport framework is enhancing the wellbeing of commuters and in addition
decreasing the movement blockage, thus increasing the resident’s freedom of
movement (Holtzhausen & Abrahamson, 2011). With the implementation of this system
in the city, accidents are anticipated to decrease.

Transport improvement in the City of Tshwane is expected to change public transport by

developing affordable and high-quality frameworks that are in line with the National
Transport Strategy of 2007 (Bocarejo, 2012). The integrated rapid public transport
network is relied upon for the enhancement of the services provided by the public
transport, lessen the general travel times for the commuters as well as improving
transport accessibility to main economic hubs of opportunities in the city.

x City of Cape Town

The Cape Town's MyCiTi framework began working May 2010 (South Africa, 2011). Its
ation were trips from the Airport to the city centre. The un
initial administration underlying Phase
eder administrations began working in May 2011 (South Africa,
1A trunk and feeder A 2011).

x EThekwini City
ali has adopted
The eThekwini municipality pted
ted on
on the
the
th e development
develo
develop
de
d of the BRT system in the
n! is the name
city. Go Durban! ame of the newly implemented
mented BRT
BR framework
framewor in eThekwini
fffectiv safe, seamless
that intends to deliver a cost-effective, amles and flexible tra
transport system.
The eThekwini municipality was preparing
paring
ring
g for
f the launch of the eThekwini
eThekw Go Durban!
ril 2018. The first phase of the Go
first route in April G Durban! BRT system w
was expected to
n 2018. EThekwini
be completed in win M a
ayor
yor Zan
Mayor Z nddile
ZandileeG um
Gumede ne
says this newly introduced
bus system is a procedure that represents a significant
s shift for
fo the city (IDP,
(ID 2015).

x rhuleni
City of Ekurhuleni
The Ekurhulenii Public Transport Industry has partnered with Ekurhuleni
Ekurhule Metropolitan
Municipality (EMM) to be the operatives of the Ekurhuleni’s Integrated Rapid Public
Transport Network and deliver the BRT transport services through a special purpose
vehicle, KTVR Bus Service (City of Ekurhuleni, 2018). In March 2017, the recently
developed Ekurhuleni bus operative, KTVR, signed loan agreement with the DBSA to
fund the buying of 210 buses necessary for the implementation of phase 1 of the
Ekurhuleni Harambee BRT project (City of Ekurhuleni, 2018). The objectives of the
Harambee BRT framework is to link the places under Ekurhuleni municipality, this
includes Germiston, Benoni, Brakpan, Kempton Park, Nigel, Springs, Edenvale,
Alberton and Boksburg to overcome the challenges of apartheid planning, delivering the
residents with an affordable and accessible transport. The project is meant to restore
historical differences and generate socio-economic revival.
Integrated Rapid Public Transport Network has the following objectives (Deng & Nelson,
2013):

83
x Enhancing the transport movement as well as the ability to access public transport
by all transport users.
x Improving transport frameworks that are economic growth drivers in urban areas.
x Enhancing the safety of transport framework
x Introducing a framework which mirrors the image of the city.

National goals on public transport systems are (Carvero, 2013a):

x Enhancing the nature of open transport in every single city
x Decreasing the expenses of administration conveyance
x Diminishing the funding weight on all circles of government
x Improving reasonable transport fares
x Lessening traffic congestion as well as the number of private cars on road networks
to gain on benefits of enhanced travel time and transport security with diminished air
pollution and road accidents.

Todes, 2012), taxis were and still are a most used mo

According to (Todes, mode of transport
ap d growing issues like inefficiency
within these cities however with its rapidly in and
e framework was
unreliability, the as developed
develo
oppe
ed
d all together
toge to lessen the difficulties
n the cities.
experienced in i
ies. Various
us advantages
an
ntages
t were
w g
guara
guaranteed
uara by the National
f the
Department of Transport for th city
it during the development
evelopment
l t of the BRT framework in
mework is meant to chan
2009. This framework ese cities
change these citi world-clas African cities
into world-class
while giving a sheltered as well as productive
du
ductiv
ucti e transportation
uctive tran
tra
an frameworks ((Holtzhausen &
Abrahamson, 2011). Moreover,, these systems
y were composed wit
with the goal of
ess to areas of employment
expanding access mployme t openings,
op
penin s and
pe a in addition to instructive and
s (Fourace et al 2
social exercises 2006).
)

em is intended to give a world-class open transport framework

The BRT system fram which is
endable, protected and shabby. The venture is a piece of the urban
proficient, dependable,
communities’ renewal design, keeping in mind the end goal to convey business back
into the downtown area (Vaz & Venter, 2012).

2.2.2 Significance of BRT

2.2.2.1 Affordability of Rea-Vaya and A ReYeng

BRT systems goal of providing a safe, fast and affordable option for commuters seems
to be the draw for its passengers. Ever since operations began, the system has been a
breath of fresh air for commuters who have saved money and have been able to travel
safely and timeously to their destinations. BRT charges are decided on based on
travelled distance, travel fares are charged per km and they decrease as the distance of
the trip increases (Bickford, 2014). According to Vaz and Venter (2012) at certain times
Rea Vaya offers 10% discount for off-peak travel to its commuters. It applies during off-

84
peak hours. People travelling in the course of off-peak hours between 8:00 am and 3:00
on Mondays to Fridays, as well as on Saturdays, Sundays including public holidays.
Rea Vaya management reacted to the complains raised by the commuters with regards
to the increase in fare price and had decreased the fare prices which resulted in
occasional as well as one-way trips cheaper (Hitge & Gqaji, 2011). Reducing the fees
has resulted in Rea Vaya being more appealing to commuters needing to get around
Joburg quickly and in comfort.

Excellent BRTs, similar to all city transportation, has the ability to influence the personal
satisfaction, profitability, wellbeing, as well as security of individuals living in urban
communities (Hetherington, 2011). Such effects have been investigated in shifting
profundity in the current research as ecological effects, security benefits, general
wellbeing, movement time benefits, as well as urban improvement changes. A concise
outline of the existing investigation in regard to these classifications of advantages is
int.
given at this point.

2.2.2.2 Travel Time Impacts

Adewumi and Dhiren (2013) express thatt few design components o
of superb BRT
n stimulate traveler
frameworks can er load ng u
loading p and la
up decr
landing times, decreasing general
o
traveling time - Level boarding: ssta
attion stages
the bus station st
stage
s that are
ar leveled with transport
s; doesn’t’t inc
boarding bases; include an
ny stairs to access and exit the bus; Pre-paid
any
ares gathered att the
boarding: bus fares th sstation entrance;
entran
nce;; High-limit
H h
Hi transport with different
transports
w, frequently wide, entryways
entryways: a few, tryways
y y for bo
yways boarding.

sically isolated path

Besides, a physically ath
h for
for BRT
BRT
T adminis
administrations
dm
d ministra
a o isolates buses
buse from blended
ses business speeds
traffic and raises eed (Maunganidze
(M un
u g nid 2011).
2 As indicate
indicated by Mabena
ex movementt flag
(2010), complex f ag
g administration
admin stration
tra
a ion can
ca
an assist
asss s in limiting iinterruptions by
holding green signs for BRT transports moving toward a crossing point.
poin At last, high-
sport benefit (now and again in excess of 60 buses for each
recurrence transport ea hour) limits
ime that passengers wait for the bus (Bechstein
the amount of time 2010)
(Bechstein, 2010).

Hetherington (2011) says that travel time savings aren’t just about investing less time on
transport however more effective travel alternatives enable travelers to get to their
places of work a bit early and thus get more hours to do their work. Notwithstanding
general travel time saving, sustainable BRT administrations also enhance travel time
reliability.

2.2.2.3 Environmental Impacts

BRT frameworks can have positive impacts to the environment by lessening ozone-
depleting substances that add to worldwide environmental change and also air toxins,
which prompt citywide air contamination and exhaust cloud (Adewumi & Dhiren, 2013).
Vehicle emanations reductions can be done in these accompanying different
approaches, with minimizing vehicle kilometers travelled (VKT) as well as refining the
fuel productivity in addition with the machinery of the BRT transport (Todes, 2012).

85
Commuters moving away from using private cars to highly populated public transport
limit over-all VKT within urban spaces (Hetherington, 2011) Likewise, a number bus
rapid transit frameworks unite informal transport frameworks involved low-inhabitance
vans which can use all the more polluting powers and old transport equipment.
According to Bechstein (2010), new bi-enunciated bus rapid transit transportations can
transport a large number of commuters per travel kilometer and most are fit to meet the
maximum rigorous discharges benchmarks.

Diminishments in Greenhouse Gases - Eleven BRT frameworks crosswise over China,

Mexico, South Africa, and India have enrolled their carbon dioxide proportionate
discharges decreases through the United Nations Framework Convention on Climate
Change's (UNFCCC) Clean Development Mechanism or different emanation
confirmation plans (Vaz and Venter, 2012). Through the span of ten to twenty years of
the frameworks' activities, beginning from 2000, these enlisted BRT ventures are
essen discharges by 31.4 million CO2e (Dibakwene, 2011) a sum
estimated to lessen
o the yearly ozone-harming substance emanations from in excess of 6.5
proportionate to
million traveler autos (Walters, 2012)

rom a few urban communities

Concentrates from ommu ities substantiate
s bstant the extent of o
ozone-depleting
ows reductions
substance outflows uc from
rom
m a BRT
B
BRT framework:
framew
ffrram
amework:
wo
work:
x ta, the execution
In Bogota, ecution
cution of TransMilenio
Tra oined
ined with new
joined n controls on fuel quality
ated to decrease
is evaluated se
e discharges
dis alm
mo t 1 million tCO2
by almost tCO every year
ene 2011).
(Dibakwene
x esburg’s Phase 1A and 1
Johannesburg’s h Rea Vaya BRT framew
1B of the framework are relied
upon to diminish outflowss b
byy 40
0 00
000
0 tCO
40,000 tC
tCOO2 e every
eve year (Schmidt and McKenzie,
2012).
x When Mexico
exico City's M
Metrobus Li 1 initially
b Line i l opened
d it was evaluated
evalua to diminish
outflows by about 27,000 tCO2 e for each year (Hetherington, 2011).
2011

By rearranging and solidifying informal transit and regular transports, Istanbul's

Metrobüs BRT framework is assessed to decrease CO2 discharges by 167 tons/day and
cut every day fuel utilization by in excess of 240 ton-liters (Dibakwene, 2011).

2.2.2.4 Public Health Impacts

BRT likewise offers important general public health advantages to civilization in the
following main means: lessened exposure to pollution, lessened road accidents, and
expanded physical movement for bus rapid transit clients (South Africa, 2012).

2.2.2.5 Road Safety Impacts

With literature study is limited on aspects of road security effects of BRT frameworks is
less concentrated compared to a portion of the other elements, Hetherington (2011)
states that ongoing literature have demonstrated that the bus rapid transit corridors
have the ability of posing positive effects on transport wellbeing by lessening the traffic
incident frequency and transport accidents. Mpofu (2008) state that the Bogota's
86
TransMilenio has added to the decrease in accidents of the framework's fundamental
routes. Cervero (2014) confirms such discoveries for Bogota and shows extra proof of
constructive security influences related to the Macrobus BRT in Guadalajara, Mexico.
Previous writings likewise demonstrate transport security upgrades from the bus rapid
transit frameworks in Australia: Melbourne's SmartBus BRT added to diminishments in
accidents at all seriousness levels in the city where it was executed (Bechstein, 2010)

2.2.2.6 Employment Impacts

Development, procedures, and upkeep of BRT frameworks can make employment. This
may bring about a net increment in the number of working individuals, or a move of
employees starting with one occupation or division then onto the next. Much of the time,
BRT frameworks make new employment in the formal economy that supplant casual
occupations from the current customary transport framework (Weinstock, 2009). The
occupation effect because of the operation of TransMilenio was affirmative. This
framework brought
ught about a net pick of 1,900 to 2,900 long-lasting employments in
long lasting e
operations, in addition to 1,400 to 1,800 brief occupations for every
ever month amid
development (Badami,
Badami, 2009). This net pick up occurred in spite of the necessity
n for the
end of customary
ary transports between Phase
ase I and Phase II. It is additionally
additio important
e new occupations
that these were ns in the formal
fo
orma
m l part supplanting
su informa
informal employments
from the customary
mary framework.
me
ework.
e wo

mework
work
k h
Phase 1 of the BRT framework l d move
helped ve previous
p
prev taxi driv
drivers to formal
rom the informal division
employments from ion as A Re Y
Yeng and Rea Vaya tr
transport drivers
(Kane, 2010). Yearly income for these drivers expanded more than two-crease
two-c and they
al work plans (Pojani
profit from formal ojanii & Stead,
Stead
S a , 2015).
20
015) These
Th
Th buses hire in excess of 780
ween the bus
individuals between us working organization
aniz
nz drive and administrator
(as drivers adm staff),
ent benefit envoys,
stations (as client en oys clerks,
c errk
cle ks security
se urity
y a
and
nd cleaners),
clea
c
cl and the city's BRT
specialty unit workplaces (Venter, 2011). Amid development of Phase 1A Rea Vaya, in
00 development employments (characterized as no less tthan 55 days of
excess of 15,000
consistent work per individual) were made (Hitge & Gqaji, 2011)

2.2.2.7 Impacts of Crime

Offering sufficiently stations operated by security personnel, surveillance cameras in
stations and on buses as well as on pedestrian scale nearby bus stations, BRT
frameworks have the ability to make a more secure condition in regions which they
operate. As indicated by stats from the Center for Criminal Investigations of the Bogota
Metropolitan Police, crime within the zone nearby Av. Caracas decreased by 85%
between the 1999 and 2000 period the period and following 2001 to 2002 the execution
of the TransMilenio framework (Gasennelwe, 2011). Investigators credit this to
expanded and better sorted out financial action and development. Then again, swarmed
stations and transports may grow minor crime, for example, mugging inside the bus
rapid transit framework.

87
2.2.3 Elements of the BRT
2.2.3.1 Wide choice of running ways - BRT frameworks can work on a wide range of
running ways—blended stream arterials, blended stream freeways, dedicated lanes,
managed lanes paths as well as in passageways (Gilbert, 2008).

2.2.3.2 Upgraded stations - Esthetically-planned stations make BRT frameworks

appealing while at the same time giving commuters facilities, for example, seats,
shelter, lighting, ticket machines, security, and traveling information.

2.2.3.3 Innovative vehicles - Stylized and specified transports can work along BRT
hallways, with accentuation on comfort, stylish upgrades, simple access, traveler
course, and environmentally friendly momentum. Buying costs for higher end BRT
vehicles can go from $370,000 to $1.6 million, contingent upon the size and impetus
innovation (Jennings & Covary, 2008).

ced fare gathering - Electronic fare cards, off

2.2.3.4 Enhanced load far
off-load fare gathering, or
nt alternatives take into account shorter general travel times.
proof of payment time

2.2.3.5 State-of-the-art
of-the-art innovation - BRT
T consolidates ITS (intelligent transportation
system) applications,
cations, for example,
mple, tr
travel
ave flag need, propelled communication
frameworks, computerized
iz booking
ooking
oking
g and
and dispa
dispatch
disp
ispatch frameworks,
w an
and continuous
ormation at stations and on vehicless for quicker
commuting information q and more advantageous
excursions (Gilbert,
bert, 2008).

ced administration - BRT

2.2.3.6 Enhanced B fframeworks,
ram
me for the most pa
part, incorporate
rapid transit features,
atures, for example,
ple,
e throughout
th ou
o gh utt the
the day
da
ay benefit ranges, m
more prominent
space amongstt stations, and more
mo e successive
success
es ve
e e administration
a mn than info
informal transport
benefit (Hetherington,
ington, 2011).
) The
The adaptability
Th adapta
p abil ty and
an lower-cost
lowe
llo
lower
wer-
r-cccost
os of BRT enable
ost ena it to give a
hy system scope.
more noteworthy

n branding and marketing - Unique logos, styling, colors

2.2.3.7 Modern colors, and advances
for vehicles and offices help build up a framework personality. BRT administrations can
be showcased as another transport course or another level of administration or as a
major aspect of a multi-modal rapid transit system (Hitge & Gqaji, 2011).

Passengers travel through an entrance-controlled space when arriving or exiting the

station. Contingent upon passenger request, a station may serve in excess of one bus
in the same direction at the same time; along these lines, a modular design is the most
suited to provide for viable interest at various stations (Hetherington, 2011). To enhance
the simplicity of boarding and lessen delays at stations, buses stop at defined positions
onboarding platform (Jennings & Covary, 2008). The outline of the stations varies from
each other due to; inter alia, its size and length, usefulness requirements and the
environment inside which they are found.

A BRT station is an encased bus shelter that incorporates different facilities and by and
large, situated in the middle of the streets, contingent upon the particular street type

88
classification, accessible space or geometry (Pai & Hidalgo, 2009). Passenger access
to and from the station is at the one end of the station and the two sides are used for
landing and exiting of the BRT buses in the two inverse ways. Travelers travel through
an entrance-controlled zone when entering or exit the station.

Feeder routes - The trunk routes are served by feeder routes, and these routes could be
served by normal buses or taxies (Pai & Hidalgo, 2009). There are presently 5 feeder
courses in Johannesburg. F1 keeps running from Naledi though Thokoza to the city
centre, F2 from Protea Glen through Thokoza to Ellis Park, F3 keeps running from
Jabavu though Lakeview to the city centre, F4 keeps running from Mofolo by means of
Boomtown to the CBD and F5 keeps running from Eldorado Park through Lakeview to
Ellis Park (Hitge & Gqaji, 2011).

In Tshwane, buses run on mixed-traffic lanes carrying travelers to the trunk route. From
Steve Biko Terminus, Tuks Groenkloof to CBD Central Station. Trunk route buses keep
running on the devoted path and just stop at the BRT stations, these are the transports
that are not permitted
ermitted to make a stop anyplace else but certain statio
stations (Rea Vaya
2014). Buses operate on devoted paths, with
wi stations situated in the fo
focal area of the
street from the city centre to Hatfield.
tfield. Beg nn ng from
Beginning fro Central Station in the CBD to
General M. Soyothula
yothula Station
ta in Hatfield.
Hatfield
ie
eld

The following is
s the Tshwane
ane
e A Re Ye
Yeng BRT outline feeder and trunk routes:
ine of feede

Map 9: A Re Yeng BRT

Source: (City of Tshwane, 2018)

89
Complementary routes- this system has three complimentary courses. C1 operating
from Dobsonville and the city centre, C2 between Dobsonville and Maponya Mall and
C3 is a round inward city course. These routes run in blended traffic roads and on trunk
courses (Holtzhausen & Abrahamson, 2011).

Because of the development requirement and the broad cost of the bus rapid transit
framework, the Rea Vaya was propelled in stages. The primary stage of the venture
incorporated: 25.5 km of trunk course, with 70, 000 outings, 10 courses made up of 20
stations, 1 trunk course and 5 feeder routes, from the Ellis Park Stadium to Soweto, 143
buses, BRT administration centre and the utilization of smart card innovation
(Maunganidze, 2011).

Map 10: Rea Vaya

aya BRT

The above figure demonstrates the total course of stage 1. The finished stage 1 was
intended to be finished in 2013 (Waldeck & Van Heerden, 2017). In any case, meeting
this due date was a challenge for the city. However, stage 1a was finished in 2010. It
comprises of the first trunk course from Bertrams through the city centre to Thokoza
Park in Soweto, a few feeder courses in Soweto and around course in the internal city
through Braamfontein and Joubert Park (Schmid & McKenzie, 2012).

Stage 1b: This stage was anticipated to be finished in January 2012, but because of
various difficulties Phase 1b was finished in 2013. It comprises of 18km trunk course
from Noordgesig through the University of Johannesburg to the downtown area. This
stage will comprise an extra 650 buses and will cover 122 km's (Deng & Nelson, 2013)

Stage 1c. This includes the third trunk course amongst Parktown and Sandton, along
Oxford and Rivonia streets (Gasennelwe, 2011). The finished Phase 1 of the

90
undertaking was intended to be finished in 2013 and involves 7 courses of 123 km and
150 stations (Suzuki, Cervero & Luchi, 2013). These courses are essentially overhauled
by the local taxi Industry that was at first contrary to the Rea Vaya.

2.2.4 BRT Challenges

2.2.4.1 Challenges associated with the global introduction of the BRT

BRT has been eagerly installed in 147 cities spread over six landmasses. But as
developing nations in Africa and Asia have pumped millions of dollars into new buses,
re-engineered streets, and smart stacking stations, the outcomes have been baffling in
cities like Cape Town, Modern Delhi, and Bangkok (Todes, 2012). As expressed by
(Preston, 2012), the neighborhood authorities in these cities are finding significant
resistance from drivers and private travel administrators, lower than anticipated
ridership, and swelling costs that debilitate the long-term reasonability of their BRT
programs

ome opportunities in terms of traffic management, faster

BRT offers some fa boarding,
n use policy, and improved facilities and
integration of transit development with land
wever, its challenges,
amenities. However, es, according
acco
ord n
ng
g to (Mulenga,
(Mule 2013), are a
as enormous as
its benefits.

According to (Dawood
Dawood & Mokonyam
Mokonyama,
okonyama,
yam
ma, 2015), the
e challe
challeng
cchallenges facing BRT
B scheme in
Lagos include poor road network,
rk, inadequate
inadequate operational
o buses, ineffective bus
litty to me
maintenance, traffic congestion, inability e service demand, bad
meet ba driving habit
among drivers; hot and suffocating
ting circumstances
ci cum
ms an
nces in
n the
th buses in the af
afternoon due to
ropical weather condition and
the prevailing tropical nd
d lack
la of p
professional conduct among staff.

nges associated
2.2.4.2 Challenges iated
d with
i h the
h introduction
i i off BR
B
BRT
R in South Africa
Arrangements for the Bus Rapid Transit systems have comprised of exhaustive
th different taxi members within the taxi business ((Todes, 2012).
discussions with
Municipal management has endeavored to include administrators from the taxi industry
as accomplices in administrating the BRT as well as investors in the organization.
Achievability considers demonstrated that inclusion in this manner would jeopardize
their salaries and jobs through the removal of taxis on major roads (Gasennelwe, 2011).
A few taxi affiliations went ahead board right off the bat, some were unaffected,
asserting that the system would challenge their livings. Battling to the system prompted
postponements in development yet pushed by the necessity set up an operational
framework to help the 2009 Soccer Confederation Cup games, particularly the FIFA
World Cup in June 2010, the district advanced with its designs (Hetherington, 2011). A
few buses experienced attacks so involvement was essential by the former president
Jacob Zuma to propel discussions (Hitge & Gqaji, 2011).

91
2.3 Discussion & Conclusions
This chapter has outlined various key aspects of public transportation and has provided
an in-depth skeleton of the BRT system. Given the objective of the study, this
discussion was largely cast in the context of BRT system.

There has been an ever-increasing urbanization and economic growth in urban areas
which has brought challenges for transportation in many cities by accelerating the
ownership of private cars. The quick increase of population has proven to be the result
of unmet demands of transportation. Thus, the development of sustainable
transportation has been a challenging reality for many cities. With an increasing number
of challenges that the cities are facing, the quality of delivered transport service is also
decreasing.

A huge step to making sustainable transport a reality is tackling the transport challenges
and enhance regional, urban and rural mobility connections. South Africa has
introduced a number of policy frameworks intended to effectively guide
g transport
development such
uch as NDP (2012), SPLUMA (2013) et cetera. The co
country needs to
ns in terms of road-transportt improvements and the implications
embrace lessons impli thereof
from other economies
nomies that have proven
roven to
o be
be ssuccessful
ccessf in this area.

South African transport policy

pol is still fight
fighti
fighting
htiing the
e increase
in e off private car ownership,
wly introduced
however even with the newly introduc mode of transport, it is still a battle
ba that as per
ort specialist, it can
various transport n be sol d throug
solved through the integration of transportation
velopment policies as wellll as iin
policy with development ntt
integrating mode of transport
different modes
(Todes, 2012). The cities are however
wever
ever ch
cchanging
an nng
g their
the
th
heeir mindset
m
mi and the policies.
po

Apartheid planning
ning affected
d the planning and
an
nd delivery of the transportat
transportation. It is every
eliver public transport
cities goal to deliver a sport that
that iss ef
e
effe
ect vve and
effective nd cater
ccat for all citizens.
citi BRT has
been introduced
d as a high-quality bus-based transit system that will brin
bring effectiveness
n through delivering transport that is affordable, fast, comfortable,
in transportation com safe,
reliable, efficient service at metro level.

The introduction of the BRT worldwide has proven to be a solution to public transport
challenges that the urban areas are experiencing. The framework brings various
financial benefits, be that as it may, it as well brings various challenges for both public
transport clients and non-users (Kishore, 2009). A portion of the challenges seen, are
that indeed in spite of the fact that the framework plans to donate a capable
transportation system whereas lessening traffic congestion within the city, thusly it has
come about in higher levels of traffic blockage for private cars as well as taxis whom
they share the same routes with. This is due to the introduction of dedicated lanes for
BRT buses where other modes of transport are not permitted and thusly controlled road
space available for distinctive users.

The nation needs to at this point be lauding the accomplishment of its venture on
transportation. However, supporting the systems, especially the bus rapid transit

92
systems, is apparently being troublesome. Undoubtedly, high situating government
specialists have communicated questions with respects to the way in which things are
going.

Settling at that point must be concentrated on reducing costs and creating livelihoods.
Operating costs have to be thus decreased as the system matures. In any case, to raise
pay levels, BRT must turn out to be way better facilitated with housing and other
transport benefits so that the subsystem has more amount and becomes sustainable.
Particularly, the system must see into consolidating other modes of transport to extend
the capacity. South African urban areas ought to receive sustainable planning as well as
investments in order to urge this going.

93
 CHAPTER 3 – DATA COLLECTION

3.1 Introduction
This section focuses on an outline of the methods utilized as part of the investigation.
This section is organized around population sampling, research plan, information
accumulation and information examination. Measures to give dependability and ethical
considerations are likewise reflected.

As per Festinger and Katz, (1976) methodology alludes to methods for getting,
organizing as well as analyzing information. Methodology adoptions depend on the
impression of the study question. It can be supposed to be the philosophy of correct
systematic choices (Karfman as referred to in Maxwell, 1961).

The fundamental focal point of this examination is the investigation and portrayal of the
encounters of the Rea Vaya and A Re Yeng users as far as its effectiveness, in this way
pproach is qualitative.
the research approach

ortrays and explains the determination of the qualitative technique for

This section portrays
thering as it is most fitting
information gathering ing for this investigation. In this research,
ements can be made abo
descriptive statements about
utt the
the subject based
b observa
on observation, interviews
Gopal, 1964).
or evaluation (Gopal, 964). Also,
9
964 Also
o Hillway (1964)
4), highlights
(1964), hts the fact that qualitative
ses on real-life
research focuses life
e experiences
peri (Festinger
nge & Katz,
Ka 1976). The qualitative
ith a benefit of supporting
study comes with porting the
the way in which participants ccarry on in their
n by portraying the regular
normal situation ula
lar setting
ttin
ng and what they feel an
and think about it
as, 1954). Qualitative
(Good & Douglas, tative d
tative data
ata is not
not structu
structured
s r ctu w quantitative
compared with
data also the methods are utilized to p c u
ck
pick p knowledge
up g into the view
vie of members
).
(Maxwell, 1961).

The research comparatively assessed the effectiveness of BRT systems of

so
Johannesburg and Tshwane metropolitan cities. The study specifically sought to identify
the impacts, status quo, and benefits of this newly introduced fast-growing system, as
well as its integration to other modes of transports. In view, thereof the study elaborated
on the importance of integration in planning, transportation integration as well as
integration in policy as an enhanced approach to the effectiveness of BRT in these
cities. Detailed elaborations are provided on effectiveness and approaches in
measuring effectiveness. The study further provided detailed benefits of transport
effectiveness, specifically of BRT system.

3.2 Motivation for the Adoption of the Qualitative Research Design

The qualitative research design is regarded the most suitable for this research, as the
researchers examine phenomena in their regular surroundings, in order to understand
as well as translate societal marvels, for example, thoughts, insights, cooperation and
behavior (Hillway, 1964). Most investigators who go for a qualitative research design do
as such in view of the adaptability and advancing nature of qualitative research

94
(Festinger & Katz, 1976). Qualitative research additionally empowers investigators to
dive underneath the surface and reveal the inward most encounters of members
(Maxwell, 1961).

This investigation is undertaken using qualitative research strategies to accumulate data

on the encounters, beliefs as well as the views of the BRT users and to reach
conclusion with respect to how this has impacted the utilization of the bus rapid transit
framework in both Johannesburg and Tshwane. Given that this investigation won't
concentrate on estimation and quantifying numerical information, the qualitative
research strategy is regarded most proper compared with quantitative research
technique. Regardless of the way that the qualitative strategy is most suitable it has
impediments (Maxwell, 1961). A few specialists contend that the qualitative researcher
has a tendency to be one-sided and may lead the participants amid the research
procedure (Festinger & Katz, 1976). To gather information, it is important to recognize
inquiries about research site.

ccess to Research Sites

3.3 Gaining Access
sburg and Tshwane are regulated
BRT Johannesburg e and overseen by the respective
unicipalities (City of Tshw
metropolitan municipalities Tshwane
ane Metropolitan
Metropo Municipality in Tshwane, and
nesburg Metropolitan
City of Johannesburg M litan
an Municipality
Mun ccip
pa
a ity
ty in Johannesburg).
Joh
Jo b The management
department for Rea Vaya
a is arranged
ar g at the Johannesburg
nesburg
g Roads
Roa Agency office block in
the downtown area of Johannesburg.
nesburg
sburg
b With a specific
ecific
ifi en
end goal to acqu
acquire consent to
gation inside the stations,
lead the investigation ons, it was
w important
imp to send through a formal letter
ctive department in University,
from the respective e en
where the researcher is enlisted to clarify
o tthe
the motivation behind the visits to he
he BRT
BR
RTT st
sstations.
attiions

he management
In Tshwane, the me t department
ment depa
p rttm
ment
ent off the
he Tshwane
Tshwan
Tshwa
Tsh
hww Rapid T
Transit are bus
administrators and taxi administrators, on courses serviced by private tr
transports (taxis
ecognized as Affected Operators, through shareholding proportional to
and buses), recognized
(Pourbaix 2011)
their market share (Pourbaix, 2011). Tshwane Rapid Transit is op
operated as an
autonomous business element. A corporate governance structure has been built up as
an interim arrangement for the day by day activities of Tshwane Rapid Transit until
assignment to the Affected Operators (McHugh, 2013). It has its own autonomous
panel, administration group as well as a team. Its objective is to give people in general
administrations that are agreeably productive and monetarily feasible for the advantage
of the Affected Operators. The operation of the organization depends on a refreshment
stand concurrence with the City of Tshwane, and it is represented by ordinary working
methods composed by the City (Waldeck & Van Heerden, 2017). The City of Tshwane
is in charge of expense gathering, the checking of administrations, and for following
TRT's execution. The A Re Yeng buses are claimed and overseen by the organization.

A research site is the setting where occasions or exercises happen and a socially
characterized region with moving limitations (Hillway, 1964). It is important to interview

95
the members that use Rea Vaya and A Re Yeng at the respective stations to be able to
get information about the encounters of the bus transit users.

Johannesburg Art Gallery Station to Fashion Square Northbound station and Ellis Park
Station to Old Synagogue Station West are the chosen routes in Johannesburg for this
study. Rationale on choosing these routes is that they are full of activity within the
Doornfontein and Braamfontein ranges. These stations get a high volume of
commuters’ day by day. What's more is that Johannesburg Art Gallery station frames
some portion of the C3 route, which is a complementary service(c). This is where
travelers would exchange starting with one bus then onto the next that would take them
to their desired destination. The information which is gathered from members at this
station will give data on the encounters of travelers who utilize the system to travel
around the city. Ellis Park Station is picked in light of the fact that it services the T1
(Trunk course), this route transports individuals from Thokoza Park to Ellis Park. The
route is additionally
onally situated in an area of student accommodations
accommodation around the
University of Johannesburg
ohannesburg campus in Doornfontein. Consequently, members who
were questioned,
d, incorporated students.

The map of the research sites appears

pears below:
e ow:
w
Rea Vaya Stations
ons

Map 11: Rea Vaya BRT Stations

Source: (City of Johannesburg 2018)

The above-mentioned research sites, Johannesburg Art Gallery and Ellis Park station
are part of Phase 1 A of the Rea Vaya System, in 2009. In Tshwane, the chosen
Tshwane Rapid Transit stations are Mahatma Gandhi Station to TUKS Groenkloof bus
stop and Hector Pieterson station to Molefe Makinta Station. The rationale behind
choosing this route as the study area is that Sunnyside consists mostly of high-density
residential developments, which in the 21st century ranges from reasonably upmarket to
run-down.

96
Hector Pieterson station (in Pretoria North) to Molefe Makinta Station (in Pretoria
central) is one of the routes chosen for the purpose of this research. The rationale
behind choosing this station is because of its good location. The Hector Pieterson
station is adjacent to the Wonderboom Rail Station, therefore catering for bus, taxi and
rail interchange. This route connects the Tshwane CDB to Pretoria North through Paul
Kruger Street. This route is a trunk route and has been designed to cater for two A Re
Yeng loading bays (standard or articulated buses) and 20 minibus taxi bays.

A Re Yeng bus routes, stations and bus stops

Map 12: A Re Yeng BRT

Source: (City off Tshwane, 2018)

3.4 Sampling design

A sample of 200 individuals was used in this study. The reason being that a huge
sample measure is more representative of the populace, an adequately large sample
size is likewise important to deliver outcomes among factors that are altogether unique.
Participants were chosen from travelers to represent the diverse partners, taxi
managers, BRT managers, and Town Planners. Simple random sampling was used
where individuals were chosen entirely by chance and each member of the population
had an equal chance to be chosen within these stations. Stratified sampling was used to
divide participants into separate groups and ensure that subgroups of the participants
are adequately represented within the whole sample population of the study. The
reasons for the study was clearly explained to willing participants and only willing
participants were interviewed.

As said before a sample of 200 individuals was asked to take part in the research with
100 members from each city. Although it can't be guaranteed that 200 members were

97
going to be representative of the considerable number of commuters who use and are
affected by the Rea Vaya and A Re Yeng, this sample gave a sign of the encounters as
well as opinions of the bus transit users. The main principles used for choosing
individuals from the Taxi Managers is because they belong to Taxi Associations that
work in Johannesburg and Tshwane as they are straightforwardly influenced by the Bus
Rapid Transit framework. Town Planners are considered because they play a vital role
in the transport planning department and the fact that developmental planning is moving
toward integrating transport planning into development planning.

3.5 Data Collection Procedures and Processes

An advantage of utilizing primary data is that experts are collecting information for the
specific motivations behind their examination. Fundamentally, the questions that the
analysts ask are redone to bring out the data that will assist them with their examination
Researchers assemble the data themselves, using surveys, interviews as well as
observations.

ered utilizing as a part of profundity up close and persona

Data was gathered personal meetings and
a qualitative overview.
erview. Data was collected from
r the 26th of November 201
2018 to the 10th of
December 2018
8 at the selected A Re Ye
Yeng
ng a
and
nd Rea Vaya
V stations.

The BRT users

rs who took
o
ook an interest
erest in the
tth survey,
survey
surve
urvey, who
o la
later were alluded to as
ere approached
participants, were ched at the selected stations
ations and asked to take
ta part in the
ason for this investigation
survey. The reason tigation and
d also the
th moral thought wa
was disclosed to
every member. A qualitative approach was used
d to gain an understandin
understanding of underlying
reasons, opinions,
ns, and motivations
nss from
from the
he participants.
particip
pa
artic pan
p nts

This study uses

es a qualitative
tive approach which
wh
w hi enables the researche
researchers to interview
participants in a brief timeframe.
ra
ame Interviews
In
nte
erv
e rvie
ewws were
ws we
we
ere
erre
e led
ed with
e w th
hppa
participants be
between the time
where they hold
ld up to exchange between transports or as they enter and leave the
stations.

Closed-ended questions were used which works for the little interims that the buses
have as these questions required a particular reaction, either yes or no (Bailey, 1938).
Even though closed-ended questions allow for a speedy reaction and make it less
demanding for the researcher to match the reactions of the different members, closed-
ended can bring about vital information on the feelings and beliefs of members being
interviewed (Good & Douglas, 1954). Along these lines, it was important to incorporate
open-ended questions in this investigation. Favorable position of open-ended questions
is that participants are given the chance to clarify their reactions, it likewise "grants
innovativeness, self- expression, and extravagance of detail" (Gopal, 1964). Questions
that were chosen for this review are founded on the primary research questions.

Secondary data refers to data accumulated by another person and not the researcher
(Good & Douglas, 1954). Fundamental sources of secondary data for human science
fuse censuses, data accumulated by government bodies, authoritative archives and

98
data which was originally collected for different research objectives. Primary data, by
contrast, are collected by the agent driving the investigation.

Secondary data investigation saves time consumed collecting data and can provide
excellent as well as good-quality records that would be impracticable for any person to
accumulate on their own (Bailey, 1938). Additionally, investigators of monetary and
social change contemplate secondary data basic, as it is hard to lead a new
examination that can attractively get past changes as well as progressions.

Good documentation in the investigation of secondary qualitative information is good for

scientists as it offers the basic foundation and setting and also allows duplication
(Gopal, 1964). A sensible favored benefit of utilizing secondary data is that an awesome
portion of the basics essential has quite been accomplished, such as contextual
analyses or literature review. Secondary data, by and large, have a pre-established
level of legality as well as reliability which needs not be rethought by the analyst re-
ormation. Secondary data can give a baseline for primary
using such information. prima research to
compare the composed principal information outcomes to and it can
ca similarly be
n research design.
advantageous in

rch involves studying

Desktop research ying prev
previous
vio
ous
us documen
documents, records, and articles on the
subject topic. A number
e o
er of previous
ious doc
docu
uments
u s o
documents sub
b
on the subject topi were visited
topic
onfirm and update on the
thoroughly to confirm t development
ment of BRT and the use
us of Rea Vaya
g by different commuters.
and A Re Yeng uters.

The research necessitated the conduct

c of the
h interviews with regard
regards to the BRT
framework and as a result, the chosen
ch
hosen
sen bus
bu
bus stations
sttta
atio
tions were
we visited to con
conduct interviews
e operation of the
and observe the t system
sysstem so
so as
as to provide
p
provid
de constructive
co d
description. The
nvolved the use
research also involved s of
o GIS
GIS tool,
G tool
to
oo
o specifically
sspe
p cificca
al y th
the
he A
ArcGIS tool in
i order to map
nt transport routes, taxi routes within the cities, the BRT routes of the
the cities current
he current status quo as well as the chosen case study
initial stages, the stud routes. The
ArcGIS tool also assisted in mapping the integration interchanges within the cities.

3.6 Data Analysis Procedures

Raw data gotten from the study through interviews with A Re Yeng and Rea Vaya users
was organized and recorded in two groups, in particular members from Johannesburg
and Tshwane. "Data analysis means a search for patterns in data" (Good & Douglas,
1954). The transcribed data were examined using content investigation strategy
(Festinger & Katz, 1976). Content analysis is suitable for "describing and translating
written products of general public or social group" (Maxwell, 1961). Raw data passes
through three phases specifically open coding, axial coding and selective coding
(Bailey, 1938). It’s critical to build up a particular kind of framework to characterize or
examine the information. Gopal (1964) highlights that lacking order results in disorder.
Collected data was dealt with and pro,cessed through these phases. Open coding was
the primary phase and is talked about next.

99
Open Coding is a procedure of breaking down the literary substance. It incorporates
classification ideas, characterizing as well as creating groups in light of their measures
and properties. This method is utilized to break down qualitative data.

3.6.1 Open Coding

Open Coding is the main go through for raw information (Hillway, 1964). As per
Johnson (1951) "Codes are labels or tags for assigning units of meaning to the
descriptive or inferential information" (Maxwell, 1961). At this phase, labels are allocated
to remarks and thoughts of participants. Initial labels are allocated to ideas that rise and
some of them are improved at an advanced stage. "Open coding conveys subjects to
the surface from somewhere inside the information" (Bailey, 1938). This method is done
until the point when all the raw information is marked.

3.6.2 Axial Coding

The second phase of thematic analysis is Axial Coding. Preparat
Preparatory labels are
reconsidered att this phase and important rectifications made, from that point
p categories
are grouped to form themes (Festinger & Katz, 1976). As themes rose just the most
s are recorded (Johnson, 1951).
essential topics 951 With a specific end goal to process the
data, files are opened in IBM SPSS
PSS Statistics
Statisttics ffor
or each of
o the distinctive partners,
p as the
a accessed,
arrangements of labels are a sed they are
a exchanged
excha
xchanged to each
e
ea file. B
Bunching of the
shed themes
labels distinguished es that were
werre presented in the litera
literature. Association
Asso causes
lts amongst distinctive
as well as results tive classes
clas s are ma W
made at this phase. When the list of
e recognized in axial coding
themes that are din
ing is fini
nis
finished the last go through the data which
ing is finished.
is selective coding

e Coding
3.6.3 Selective
ng is the last
Selective coding st go
go through
t rou
uggh
h the
he effectively
e ffect vely arran
a rran
arranged w
data where the most
lassifications are chosen (Maxwell, 1961). This progression
unmistakable classifications progressio incorporates
ughly the data again and making correlations and differen
checking thoroughly differences. When this
is finished classes are consolidated and themes that are comparative are ordered under
main themes (Bailey, 1938). Primary themes are featured in different colors in the IBM
SPSS Statistics file that is made. Because of the capacity of data gathered, it is vital for
the data to be manufactured and just the most suitable data is exhibited in the study
(Festinger & Katz, 1976). Topics are summarized to form main themes, for example,
Infrastructure, commuter satisfaction, and money related ramifications, are a portion of
the significant topics that were recognized. Any qualitative study of this nature needs
confirming.

The final stage is Transfer final concepts and categories into a data table.

3.7 Statistical methods used

Correlation works for measureable information where numbers have a meaning.
Correlation is a numerical strategy that shows how sets of factors are connected. In this

100
study, for examples, distance and price are connected; long distance travels charge
high fare price whereas local distance travels have low fare prices.

Rating scales are one of the methods used in this study. The numbers in rating scales
have meaning, but that meaning isn't exceptionally exact. They are not like amounts.
With an amount (for example money), the difference between R10 and R20 is precisely
the same as between R20 and R30. However, this isn’t truly the case with a rating
scale. In this study, for example, rating scales of 1-Poor, 2-Moderate, 3-Good, and 4-
Excellent are used.

Content analysis- this technique assisted in understanding the whole subjects that
emerge in qualitative data, it allowed for analyzing of textual data to discovery the most
common threads. Narrative analysis- the data collected involved different perceptions
from various respondents. This analysis focused on how stories and ideas were
communicated throughout the interviews. It involved interpreting how the respondents
felt about the Bus Rapid Transit system, how they perceived this frame
framework, and how
they viewed its functioning processes. This was useful when considerin
considering the changes
m from when it introduced to its
with the system ts current operating status.

3.8 Variables used for comparativetive

ti e analy
an
analysi
l iis
analysis
es were used in this st
Interval variables study for data
a collection.
llection. The
T interval
interva variables are
rdinal variable, b
similar to an ordinal butt the
th iintervals
t l bbetween
twee
t th e
the values are equally spaced.
The units of measurement are equal
ual thro
throughout
ughout the full range of the scale. In this
nterval variable used wass time e
research the interval e.g. 5-10minutes, 10-15 minutes, 15-20
minutes.

Categorical or nominal variables

riables
a es
e which
c aare
e have
a e no
o o
order.
orde
d
de In this sstudy data was
classified into categories with
it no particular
i l order.
d E categori
Examples of categorical variables in
ender, marital status, race, etc.
this study are gender,

Ratio scales are comparable to interval scales, in that equal differences between scale
values have equal quantitative meaning. Nonetheless, ratio scales have a true zero
point, for example distance and money.

Data analysis
The analysis of data in this study was done through the use of the SPSS statistics
software for statistical analysis. It is a “Statistical Package for the Social Sciences”
launched in 1968 and it's formally known as IBM SPSS Statistics (Arkkelin, 2014). This
software was used for editing and analyisng the structured data such as plain files and
relational database which was ordered into file formats.

The data values were added on a data view sheet and the variables were reflected on
the second sheet where the information about the meaning of the variables and the data
values were shown. This software allowed for a compilation of descriptive statistics,
parametric and non-parametric analyses and graphical representations of the results.

101
The software included the following statistics (Arkkelin, 2014):

x Descriptive statistics: Frequencies, Descriptives, Explore, Descriptive Ratio Statistics

x Bivariate statistics: Means, Correlation and Nonparametric tests, Bayesian
x Prediction for numerical outcomes: Linear regression
x Prediction for identifying groups: Factor analysis, cluster analysis (two-step, K-
means, hierarchical), Discriminant
x Geo spatial analysis, simulation
x R extension (GUI), Python

3.9 Results and Findings

After analyzing and categorizing data, the results were then presented in statistics and
frequency tables, and graphs with the use of IBM SPSS Statistics to analyze numbers
on the research in order to finalize the graphs.

Data in this study

udy was also presented in a Likert scale which is a scal
scale that employs
questionnaires, used to represent respondents’ attitude towards the BRT
BR system. The
sed a statistical method off rating scales where the numbers have
Likert scale used
meaning, but that
hat meaning isn't exceptionally
exception
na
a lyy exact. For 1-Not Important, 2-
F example, 1-No
Somewhat Important,
ortant, 3- Im
Important,
tt, 4
4- V
Very IImport
Important.
mportant.
ta t

sented in graphs
Data was presented raphs
phs which
whi include the presentation
presen
pres da by utilizing
of data
bols, for example, bars,
graphical symbols, ars, line
lines,
s, spots, pie cuts and so fo
forth. A diagram
merical information as a qualitative
represents numerical qu
ua ive
e structure and gives imperative
impe data.

102
 CHAPTER 4: DATA ANALYSIS AND RESULTS

4.1 INTRODUCTION
In this chapter, findings are presented from the investigation concerning the
experiences of the passenger and different associates with respect to the BRT in
Johannesburg and Tshwane. The findings in this section range from interviews with
commuters who use the BRT, Town and Regional planners from the respective
municipalities, BRT managers, as well as the Taxi owners. The meetings were
conducted in the morning during peak, during lunch hour and also in the evenings from
the 26th of November 2018 to the 10th of December 2018. Participants were divided
equally between the City of Johannesburg Metropolitan Municipality and the City of
Tshwane Metropolitan Municipality. They were required to answer inquiries identified
with the Rea Vaya and A Re Yeng (see Appendix A questionnaires). They were referred
to as participants and the real expressions of the reactions are used as a part of
ndings.
reporting the findings.

mographic information
Section 1: Demographic
This section highlights on the
e demographic
demogrraph
phic information
inform of the participants
pa who
participated in the interviews
v
view that were held
eld between the 26th of November
Novem 2018 and
the 10th of December
cember 2018.
8. The
8 Th breakdown
b
brea of the
e demographics
demograp
d h is as follows.
fo

Table 2: Demographic
graphic Statistics
Demographic Statistics
Age
Gender group
up Race
Rac
ce Education
Educat
tion
N Valid 192
92 192 192
1 92
2 192
92
2
Missin 0 0 0 0
g
Source: Khumalo (2018)
Table 3: Demographic frequencies
Descriptive Statistics
Minimu Maximu Std.
N m m Mean Deviation
Gender 192 1 2 1.44 .498
Age group 192 1 3 1.66 .748
Education 192 1 5 4.01 1.123
Race 192 1 3 1.56 .770
Valid N 192
(listwise)

Source: Khumalo (2018)

103
Table 4: Age group statistics

Age group
Valid Cumulative
Frequency Percent Percent Percent
Valid 18-35 97 50.5 50.5 50.5
36-55 63 32.8 32.8 83.3
>55 32 16.7 16.7 100.0
Total 192 100.0 100.0

Source: Khumalo (2018)

Table 5: Race statistics

Race
Valid Cumulative
Frequency Percent Percent Percent
Valid black 117 60.9 60.9 60.9
coloured
ed 42 21.9 21.9
2 9 82.8
Indian/ 33 17.2
17 2 17.2
1 7.2
7 2 100.0
Asian
Total 192 100.0
100. 100.0
0

alo (2018)
Source: Khumalo

er statistics
Table 6: Gender
Gender
Frequenc Valid Cumulative
y Percent Percent Percent
Valid Females 107 55.7 55.7 55.7
Males 85 44.3 44.3 100.0
Total 192 100.0 100.0
Source: Khumalo (2018)

The study was dominated by a female gender at 56% and the male gender at 44%.

104
Table 7: Education statistics

Education
Valid Cumulative
Frequency Percent Percent Percent
Valid No schooling 7 3.6 3.6 3.6

primary 13 6.8 6.8 10.4

secondary 39 20.3 20.3 30.7
grade 12 46 24.0 24.0 54.7
graduation 87 45.3 45.3 100.0

Total 192 100.0 100.0

Source: Khumalo
alo (2018)

The above tables

es give a clear demographic analysis of the participants. D
Dominating age
group were participants
articipants aged betwee
betweenn 18-35
18 5 years
yea by 51%, and the race that
dominated was
as the black
a race
e (61%)
%)) followed
follow
owe b Coloureds
w d by Colo
Co (22%)
( and Indian/Asians
y of the participants
(17%). Majority p were
w local residents
esidents in these
t citie
cities, followed by
y and
residents from another locality, nd
d only
onl a few
f off them
th
hem were
w
wer visiting.

Eploymentt

31,3

68,8

yes no

Figure 5: Employment
Source: Khumalo (2018)

In this study, only 69% of the participants were employed and the other 31% highlighted
that they don’t have employment. The following table shows the income distribution of
the participants who are employed.

105
Table 8: Income statistics
Income in Rands
Valid Cumulative
Frequency Percent Percent Percent

Valid <3000 24 12.5 18.2 18.2

3000<5000 17 8.9 12.9 31.1

5000<7000 26 13.5 19.7 50.8

7000<10000 52 27.1 39.4 90.2

>10000 13 6.8 9.8 100.0

Total 132 68.8 100.0

Missing System 60 31.3

Total 192 100.0

Source: Khumalo
alo (2018)

In this study, 69%

9% of the
e participants
ipants
antss were
were
e em
e
employed
employ
emplo
mployed with
w only
ly 18% earning
ea less than
R3000, 13% earning R3000<R500
R3000<R5000,
3000 R500 20% earning
arning
rning R50
R5000<R7000,
R5000 39% earning
R7000<R10 000,
0, and only 10%
% earning
earnin
i more than
th n R10 00
000.

Section 2: BRT
T Status Quo in Johannesburg and Tshwane
The first group of participants who
o were
were interviewed
in viewe are
nt rv
nte a the commuters.
commuter This section
focuses on the status quo off both
b th the
th RRea
a Vaya
V y and
d the
th A Re Yeng bus system. They
were interviewed
ed with respect
specct to tthe
o th BRT
e B RT system
T syst
sys and
tem an
a d achieving itits objective of
addressing the needs of the communities. Participants were divided equally
eq from both
cities and the majority of them were living in the townships and surrounding
surrou suburbs.
These participants commuted from their places in which they reside to access work,
school and other personal activities.

Data was analysed and grouped into themes and the topics were then assembled to
shape more extensive themes. Subjects that were most clear in the reactions of the
participants are presented below.

On the inquiry, “how often do you use public transport on an average?” 72% of the
participants from Johannesburg and 64% from Tshwane said they use public transport
daily. COT had 28% and COJ had 14% of participants who use public transport weekly.
Participants felt that public transport gives them different modes of transport to rely on.
The below table and diagram show a clear distribution of participants in the usage of
public transport from both cities.

106
Figure 6: Public transport usage

Public transport usage

80
70
60
percentage %

50
40
30
20
10
0
0 1 2 3 4 5 6
1:daily 2:weekly 3:monthly 4:occasinally 5:never

City of Johannesburg City of Tshwane

Source: Khumalo (2018)

w are descriptive statistics of the use of public transport in b

Provided below both cities

Table 9: Public transport usage statistics

Public Transport
ort Usage COJ

Valid
V alid Cumulative
Cum
Frequency
req Percent
P rce
P
Percent
t Pe
Percent

daily 69 35.9
3
35 9 71.9 71.9
71
1.9
9

weeklyy 13 6.8 13.5

1 3.5 85.4

Valid monthly
ly 4 2.1 4.2 89.6

occasionally
onally 10 5.2
5 2 10.4
1
10 4 100.0
0

Total 96 50.0
50 .0
0 100.0
100
1 00
0.0
0

Missing System
m 96 50.0

Total 192 100.0

Public Transport Usage COT

Frequenc Valid Cumulative

Percent
y Percent Percent

daily 61 31.6 63.5 63.5

weekly 27 14.0 28.1 91.7

Valid monthly 2 1.0 2.1 93.8

occasionally 6 3.1 6.3 100.0

Total 96 49.7 100.0

Missing System 97 50.3

Total 193 100.0

Source: Khumalo (2018)

107
x Type of transport available where you live
There are numerous modes of transport available at disposal of humans to meet their
ever-growing need for a specialized and most economic mode. It becomes important to
choose the most suitable mode of transport looking at a number of factors (accessibility,
cost, carbon emission, capacity, integration with other modes, reliability, comfort, safety,
and frequency). All these factors are critical in making the final decision, some of them
are not considered subject on personal preferences.

Previous research has proven that taxis are the most used mode of transport in general.
Majority of the participants (69%) from both cities said that taxis are a mode of transport
that is highly available and accessible where they live due to the fact that they don’t
have a specific stop and they are a well-known and used mode of transport in the
townships. Other participants (24%) of the participants said that the BRT is easily
accessible where they live, while (7%) had a train and metro bus as their highly used
ort. About 65% of these commuters’
mode of transport. commuters commute from home to their places
% commute to school and only 5% highlighted had person
of work and 30% personal business as
ose of the journey.
their main purpose

tatis s
Table 10: Type of transport used statistics
Type Of Transport
port

Valid
V Cumulative
Frequency Percent
erce
ennt
Percent
Pe
ercent Percent
Perce

taxi 132 68.8 68.8

8.8
8 68.8

train 5 2.6 2.6

2 .6 71.4
7 1.4
1 4

metro
Valid 9 4.7
4 7 4.7
4 7 76.0
76
60
bus

BRT 46 24.0 24.0 100.0

Total 192 100.0 100.0

Source: Khumalo (2018)

x The frequency of the BRT

Freedom with public transport is about frequency. A mode with a higher frequency is
desirable as the waiting time reduces thus saving time. Modes with good frequency help
especially in cases of delays. 44.8% from COJ and 36.5% from COT felt that the BRT
system is frequent in their area. The infrequency of the system seems to remain high in
both cities, COT having 63.5% of participants who felt that the system was not frequent
in their area, and COJ having 55.2%. Infrequency also has an impact on the time that
commuters decide on to catch their transport. Increasing frequency and accessibility
may be the best investment we can make to get people out of their cars. Descriptive
statistics are provided below:

108
Table 11: Frequency of BRT

Descriptive Statistics

N Mean Std. Deviation

Frequency Of BRT COJ 96 1.55 .500

Frequency Of BRT COT 96 1.64 .484

Valid N (listwise) 96
Source: Khumalo (2018)

Table 12: Frequency of BRT COT statistics

Frequency Of BRT COT

Valid Cumulative
Frequency Percent
Percent Percent

yes 35 18.2 36.5 36.5

Valid no 61 31.8 63.5 100.0

Totall 96 50.0 100.0

1 00.0

Missing System
em 96 50 0
50.0

Total 192 100.0

1
100
00

alo (2018)
Source: Khumalo

Table 13: Frequency

uency of BRT COJ
OJ statistics
stat s ics

Frequency Of BRT COJ

Valid Cumulative
Frequency Percent
Percent Percent

yes 43 22.4 44.8 44.8

Valid no 53 27.6 55.2 100.0

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Source: Khumalo (2018)

The result show that majority of the participants catch the BRT between 8am-9am both
in COJ (47,9%) and COT (40,6%). The least percentage is of the participants who use
the BRT between 2pm-3pm. Presented below are descriptive statistics of the time of the
day the participants catch the BRT together with illustrative diagram.

109
Table 14: Time in catching the bus

Descriptive Statistics

N Minimum Maximum Mean Std. Deviation

Time In Catching The Bus

96 1 5 2.23 1.341
COJ

Time In Catching The Bus

96 1 5 2.23 1.201
COT

Valid N (listwise) 96
Source: Khumalo (2018)

Travelling time
60
50
40,6
6
percentage %

38,5
40
30
20 11,5
6,3
10 3,1
47,9
9 5,2
52 31,3 7,3
7,3
3 8,3
8
0
8am-9am
9am 10am-11am
m
m-11 12pm-1pm
2pm-1pm
p 2pm-3pm
p 4pm-5pm
pm-5pm
pm

City of Johannesburg
Johannes
hannesburg City of Tshwa
Tshwane
wane

Figure 7: Travelling
l
lling time
alo (2018)
Source: Khumalo

Table 15: Travelling

elling time- statistics
ics
Travelling time-
e- COJ

Valid
V
Va lid Cumulative
C mula
Frequency Percent
Percent Percent

8am-9am
am 46 24.0
24 0 47.9
47 9 47.9
47 9

10am-
5 2.6 5.2 53.1
11am

Valid 12pm-1pm 30 15.6 31.3 84.4

2pm-3pm 7 3.6 7.3 91.7

4pm-5pm 8 4.2 8.3 100.0

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Travelling time- COT

Valid Cumulative
Frequency Percent
Percent Percent

110
 8am-9am 39 20.3 40.6 40.6

10am-
11 5.7 11.5 52.1
11am

Valid 12pm-1pm 37 19.3 38.5 90.6

2pm-3pm 3 1.6 3.1 93.8

4pm-5pm 6 3.1 6.3 100.0

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Source: Khumalo (2018)

x The time it takes to catch BRT buses

em aims to provide a transport system that is accessible within a 500m
The BRT system
range. Accessibility
bility of the buses can be affected by the time it takes commuters to
reach the bus stations and bus stops. The longer
l it takes can result to b
bus commuters
opting for a mode
de of transport that
at is accessible
accessssible in less tthan 10 minutes.

Table 16: Time it takes to

o catch
ca the
e bu
bus
Time It Takes To Catch The
e Bus
Bu
us
s CO
COJ

Valid
V alid Cumulative
Frequency Percent
ce
entt
Percent
c Percent

5-10minutes
inutes 25 13.0
3.0 26.0
26
2 6..0 26.0

10-15
44 22.9
2 2.9
9 45.8
4
4558 71.9
7
71 .9
9
minutes
es

16-
17 8.9 17.7 89.6
20minutes
utes
Valid
20-
8 4.2 8.3 97.9
30minutes

30-
2 1.0 2.1 100.0
45minutes

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Time It Takes To Catch The Bus COT

Valid Cumulative
Frequency Percent
Percent Percent

Valid 5-10minutes 31 16.1 32.3 32.3

111
 10-
36 18.8 37.5 69.8
15minutes

16-
13 6.8 13.5 83.3
20minutes

20-
11 5.7 11.5 94.8
30minutes

30-
5 2.6 5.2 100.0
45minutes

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Source: Khumalo (2018)

Time it takes to catch the

h bus

30-45 minutes 5
2

20-30 minutes 11
8

16-20 minutes 14
18

10-15 minutes 38
46
6

5-10 minutes 32
26

0 10 20
0 30 40
40 50
% of
of participants
par ci ants
a

City of Tshwane
ane
n City
Cittyy off JJohannesburg
oha
hanne burg
hannes

Figure 8: Time it takes to catch the bus

alo (2018)
Source: Khumalo

City of Johannesburg has 46% of the commuters who catch the Rea Vaya system in 10-
15 minutes, and a 38% of commuters from the City of Tshwane catch the A Re Yeng
system in 10-15 minutes. A percentage of less than 10% from both cities said that they
catch the bus in 30-45 minutes. Individual who catch the bus in 5-10 minutes are 26%
from the City of Johannesburg and 32% from the City of Tshwane.

112
x Important characteristics of BRT service
Table 17: Important Characteristics of BRT service
(1-Not Important, 2- Somewhat Important, 3- Important, 4- Very Important)
COJ COT

1 2 3 4 1 2 3 4

Service from home to 5 91 8 11 79

work

Flexibility 14 82 10 3 83

Evening service 14 27 23 32 11 3 46 36

Late-night service 43 23 12 18 61 23 12

Weekend service 2 8 39 47 7 21 68

Wheelchair accessible
cessible 9 87 17 79

Very few stops 23 18 14 41 9 49 15 23

Clear fare structure

cture 8 88
8 8 5 91

Source: Khumalo
alo (2018))

aracteristics that were

The top 3 characteristics ere ranked very important by the C
COJ and COT
w
wo
commuters are service from home to work, fle
ex
flexibility, wheelchair accessible
acces and clear
fare structure.

x Transport finance on BRT

RT
RT
sport Finance
Table 18: Transport ce on
n BRT
BRT

Transport finance
nce on BRT

Valid
V lid Cumulative
C l ti
Frequency Percent
Percent Percent

increased 11 5.7 5.7 5.7

remained the
73 38.0 38.0 43.8
Valid same
decreased 108 56.3 56.3 100.0

Total 192 100.0 100.0

Source: Khumalo (2018)

113
Minibus taxis are by far the cheapest and most popular form of public transport in South
Africa, used mainly by the urban and rural poor. A majority of commuters were using
Taxis before the introduction of BRT while others used Trains which they found was
cheaper. From responses received it was evident that participants found the BRT to be
affordable as majority (56,3%) of them felt that their transport finances have deceased
since the introduction of the BRT system; however, there were a few (5,7%) who were
not satisfied with the increase in fare prices.

The following tables are a clear breakdown of the increase in BRT fare prices in both
cities.

Rea Vaya fares from 1 July 2018 to 30 June 2019

Table 19: Rea Vaya transport fare prices

Rea Vaya Journey
2017/2018 2018/2019 Fares went up by
0-5km R7.00 R7.50 R 0.50

5.1-10km R8.50 R9.00 R 0.50

10.1-15km R10.50 R11.00

R 11 00 R 0.50

15.1-25km R12.50
R1
12.50
12 5 R13.00
R13
3 00
0 R0
0.50
50
0

25.1-35km R13.50
0 R14.00 R 0.50

More than 35km

m R14.50 R15.00
R15
R1
15.00
00 R 0.50

Single trip card R15.00 R15.00

R1
R15
R 5 00
00 R 0.50

Penalty fee R14.50

50 R15.00
R 15
15 00 R0
0.50

Source: www.reavaya.org.za
eavaya.org.za (accessed 9 December 2018)

A Re Yeng fares
es from 1 July 2018 to 30 June 2019

Table 20: A Re Yeng transport fare prices

Distance range
covered (KM) 2017/2018 2018/2019 Fares went up by
0-3 R7.00 R7.00 R1

3-8 R8.00 R8.00 R1

8 - 14 R10.00 R11.00 R1

14 - 21 R12.00 R13.00 R1

21 - 29 R14.00 R15.00 R1

29 - 38 R16.00 R17.00 R1

114
38 - 48 R18.00 R19.00 R1

48 - 59 R20.00 R21.00 R1

59 - 71 R22 R23.00 R1

Source: www.tshwane.gov.za (accessed 9 December 2018)

x A major problem faced by BRT

The most highlighted challenge that BRT is facing was traffic causing delays which
could be avoided if taxis and private cars abstained from utilising the devoted BRT
lanes. BRT has responded to the high fare complaints raised by the commuters by
making the trips fare cheaper. The Rea Vaya fares have increased by R0.50 whereas
the A Re Yeng fares increased by R1.00.

In both cities, the bus stations were found to be attractive. Upon observation, it has
been found that there are daily cleaning and mopping of the stations with designated
waste bins inside
de the stations. Participants pointed out that "There is m
more space, you
are free". A member remarked that "This framework is superior to anything other
transport; it goes
es ahead time, perfect and ag
agreeable, pleasant stations". These stations
have adequate
e resource and capacityy and
d are also
and al well equipped with modern
technology and eco-friendly
ndly this was confirmed
confirm
med up
upon
upo oobservation
atio during the conduction
of the interviews.
s.

iability
Section 3: Reliability
mes a critical part in drawing
Reliability assumes g in new consumers and in keeping
k the old
echstein, 2010). There
purchasers (Bechstein, The
ere are
are various
v ous factors
var a o with respect to reliability that
wed as, for example,
should be viewed p climate,
t , traffic,, and equipment failure. These
ould impact the
components could th ddependability
d b i off a transport
t t framework
f b
by upsetting the
functionality of the framework, which thusly could impact the way that clients see the
ckford 2014)
framework (Bickford, 2014). Opinions assume a noteworthy part in the decision’s
commuters make concerning the method of transport they use. Kane (2010) clarifies
that if commuters have a tendency of picking a transport framework that is reliable,
nonetheless if the transport frameworks neglect to address their issue, they would
change to a substitute mode. Public transport is perceived as unreliable and unsafe; be
that as it may, the BRT system intends to change this perception.

115
 Punctuality No bus breakdown
50 70
45
46,9 60 66
40 43,8
percentage %

percentage %
35 50 54
30 40
25
20 30
15 19,8 20
16,6 17,7 24
10 14,6 14,6 13,5 18
10 14 13
5 5,28,3 8 3
0 0
strongly agree neutral disagree strongly strongly agree neutral disagree strongly
agree disagree agree disagree

City of Johannesburg City of Tshwane City of Johannesburg City of Tshwane

Figure 9: Bus punctuality Figure 10: No bus breakdowns

Source: Khumalo (2018) Source: Khumalo (2018)

The following tables provide descriptive statistics of punctuality as per the participants.
Table 21: Bus punctuality

Descriptive Statistics
atistics

Std.
N Minimum Maximum
ximu Mean
Deviation

Bus is punctual
ctual
96 1 5 2.52
.52
52 1.105
105
5
COJ

Bus is punctual
ctual
96 1 5 2.47
2.4
.47 1.196
COT

Valid N (listwise)
e) 96

Source: Khumalo
alo (2018)

Table 22: Bus punctuality statistics

Bus is punctual
al COJ

Valid Cumulative
Frequency Percent
Percent Percent

strongly agree 14 7.3 14.6 14.6

agree 45 23.4 46.9 61.5

neutral 15 7.8 15.6 77.1

Valid disagree 17 8.9 17.7 94.8

strongly
5 2.6 5.2 100.0
disagree

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

116
Bus is punctual COT

Valid Cumulative
Frequency Percent
Percent Percent

strongly agree 19 9.9 19.8 19.8

agree 42 21.9 43.8 63.5

neutral 14 7.3 14.6 78.1

Valid disagree 13 6.8 13.5 91.7

strongly
8 4.2 8.3 100.0
disagree

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Source: Khumalo
alo (2018)

Participants found
und the bus system to be dependable
e and punctual, in any
a case, there
were a couple of participants stated
ted otherwise
otherw arrive on time as
w se that the buses did not ar
expressed on the
he screen,
n, and this
his issue
i sue was
w affirmed
affirm
affir
ffi d while leading
ea the interviews. The
screen demonstrated 3-minute
strated a 3-minu postponement
minute post
tponement before entry
en of the following
efore the entr fo bus; be
that as it may, when the three minutes
iinute had slipped
d by the
t bus had still n
not arrived. The
lly changed to the following
monitor naturally ollowing
o
owin
owing entry
en
nt time. This resulted in a delay for
commuters.

e that adds to reliability

A positive angle li b li isi that
that the
th th BRT
BR buses don't "breakdown".
"br The
reason for this could be thatt the
the framework
frame
m work
k is
is still
til gge
genuinely
enu ne
nely new and alo
along these lines,
ctively maintained. Compared with different methods o
buses are effectively of transport, for
axis, commuters trust that the BRT is more solid since there are no
example, the taxis,
rude on the smooth running of the system.
episodes to intrude system From the ab
above diagrams,
84% of the participants from Tshwane and 78% from Johannesburg agreed to the
system having no breakdowns during working hours. Only 8% from Johannesburg and
3% from Tshwane felt that the system does have breakdowns at some point.

x Access to tickets and timetables

Access to tickets and timetables if crucial in ensuring that commuters are able to move
from one place to another efficiently. Accessible timetables provide commuters with
updated bus schedules and destinations which includes various bus stops and stations.
Tickets allow commuters to travel more than one trip without reloading their transport
fees on their tickets. As a result, this provides safety in transport costs for the
commuters, thus easy access to tickets is crucial. The below diagram provides a clear
comparison of access to tickets and timetables between Rea Vay and A Re Yeng.

117
 easy access to ticket
60

50

40
percentage %

City of Johannesburg
30
City of Tshwane
Linear (City of Johannesburg)
20
Linear (City of Tshwane)

10

0
0 1 2 3 4 5
1:strongly agree 2:agree 3:neutral 4:disagree 5:strongly disagree

Figure 11: Easyy access to tickets

Source: Khumalo
alo (2018)

As per the above

ve diagram, access to tickets
e s and timetables in Rea Vaya
Vay overshadows
access to tickets
ts and timetabless in A Re Yeng.
Ye
eng. A total of 71,9% participants
ng particip from COJ
agreed to having
ng easy access
a
acce and
d a total of
o 68,8%
8 participants
8% participan COT agreed to
cipan from C
having access as well.

Table 23: Easy access to tickets COJ

Easy access to
o tickets COJ

Valid
V
Va id Cumulative
C umu
Frequency
ency P
Percent
r e t
Percent
P ercent Percent
Pe
P erce

strongly
ly
41 21.4 42.7 42.7
agree

agree 28 14.6 29.2 71.9

Valid
neutral 16 8.3 16.7 88.5

disagree 11 5.7 11.5 100.0

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Source: Khumalo (2018)

118
Table 24: Easy access to tickets COT
Easy access to tickets COT

Valid Cumulative
Frequency Percent
Percent Percent

strongly
47 24.5 49.0 49.0
agree

agree 19 9.9 19.8 68.8

Valid
neutral 27 14.1 28.1 96.9

disagree 3 1.6 3.1 100.0

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Source: Khumalo
alo (2018)

ct that rose up was the error-free

Another subject o timetables at the BRT stations. The
below response
e proves that the presentation
resen ation of
o the
he timetables
tim in the stations
sta is easy to
read with updated
ted information.
m Only
nly 8%
% ffrom
om
om the
the
e COJ
C a
and 3% from
fr COT disagreed with
the fact that the
e timetables
es are p
provided with no errors
provide rors at the bu stations.
bus stations

Error free
ee timetables
timetable
70

60

City of Johannesburg
C Johannes
50

City of Tshwane
percentage %

40
Expon. (City of
JJohannesburg)
h b )
30
Expon. (City of Tshwane)

20

10

0
0 1 2 3 4 5 6
1:strongly agree 2:agree 3:neutral 4:disagree 5:strongly disagree

Figure 12: Error free timetables

Source: Khumalo (2018)

The following tables provide descriptive statistics from both cities on the issue of error
free timetables.

119
Table 25: Error free timetables
Descriptive Statistics

Std.
N Minimum Maximum Mean
Deviation

Error free timetables

96 1 4 1.78 .986
COJ

Error free timetables

96 1 4 1.53 .833
COT

Valid N (listwise) 96

Source: Khumalo (2018)

Table 26: Error free timetables statistics

Error free timetables
etables COJ

Valid Cumulative
Frequency Percent
Percent
P Percent

strongly
ly
51 26.6 53.1
5
5331 53.1
5
agree

agree 23 12.0
12 0 24.0 77 1
77.1
Valid
neutrall 14 7.
7.3 14.6 91.7

disagree
ee 8 4.2 8.3
8 3 100.0

Total 96 50.0
5
500.0 100.0
1
10 0.0

Missing System
m 96 50.0
50 0

Total 192 100.0

00
00

Error free timetables

etables COT

Valid Cumulative
C m lati e
Frequency Percent
Percent Percent

strongly
63 32.8 65.6 65.6
agree

agree 18 9.4 18.8 84.4

Valid
neutral 12 6.3 12.5 96.9

disagree 3 1.6 3.1 100.0

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Source: Khumalo (2018)

120
x Satisfactory of customer requests
The relevant and meaningful messages shared with the customers shape the quality of
experience that the customers receive. It is important that customers’ requests are
delivered in the right way and delivered on time. The quantity that the mode of transport
attracts is also influenced by the level of customer experiences that the staff gives. The
willingness and availability of a staff member to attend to customers request and
provide meaningful information is key to successful customer engagement and can
result to improved transport services. In conducting the interviews, participants felt that
the staff satisfy customers' requests right the first time. Provided below are descriptive
statistics on satisfactory of customer requests by staff member.

Table 27: Satisfactory of customer requests by staff

Satisfactory of customer requests by Satisfactory of customer requests

staff COJ by staff COT

Valid 96 96
N
Missing 96 96

Std.
.796
796 1.207
Deviation

Minimum 1 1

Maximum 4 5

Satisfactory off customer requests by

y staff
stafff COJ

Valid Cumulative
Frequency
cy Percent
P
Percen
ercent
n
Percent
Pe r e t Percent

strongly
gly
16 8.3
8.
8 3 16.7
16 7 16.7
1
agree
e

agree
e 39 20.3 40.6 57.3
Valid
neutral 37 19.3 38.5 95.8

disagree 4 2.1 4.2 100.0

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Source: Khumalo (2018)

Table 28: Satisfactory of customer request by staff COT

Satisfactory of customer requests by staff COT

Valid Cumulative
Frequency Percent
Percent Percent

Valid strongly agree 33 17.2 34.4 34.4

121
 agree 27 14.1 28.1 62.5

neutral 19 9.9 19.8 82.3

disagree 12 6.3 12.5 94.8

strongly
5 2.6 5.2 100.0
disagree

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Source: Khumalo (2018)

Section 4- Responsiveness
The adapting of demand fluctuation is a critical challenge in dynamic transport planning.
A reliable request
est satisfaction must be given even if the number of dem
demands increases
over the anticipated
ated demand and asset scarceness appear.

Participants (70.3%)
0.3%) found the system responsive
s based on a fact that
tha BRT always
informs people of change of timetable
etable and
nd prices
pri es in advance
a and are accessible
a from
their websites (www.reavaya.org.za,
avaya.org.za,
g za,
a www.tshwan
www.tshwane.gov.za).
www
www.ttshwane
sh
hwane.go
ane go From
ro the above
ab sections, it
has been confirmed
firmed that
att the system
syste provides timely and
an efficient service to its
e below diagram confirms
commuters. The conf perc
a total percentage p
of 70.3 participants who
e system is timely and efficient.
agree to that the effficient.
efficie
fficient.

munication is vital in making

Effective communication g the success of any business. Majority of the
5%) from both cities
participants (75%) ies acknowledged
k wl
wled
dged clear and helpful communication
com by
staff when theyy are in need
d of
of help
he p and
and clarity.
clarity
c ar y All
Al in
n all,
all, BRT
B custom service was
customer
rated "good" byy 83% of the participants. Presented below are descriptive
descripti statistics on
ness of the system.
the responsiveness

Table 29: Descriptive statistics

Descriptive Statistics

N Minimum Maximum Mean Std. Deviation

BRT informs people of change in

192 1 5 1.95 1.057
timetables and price

Timely and efficient service 192 1 4 1.97 .926

Clear and helpful communication

192 1 5 1.89 1.089
by staff

BRT customer service 192 2 4 2.97 .415

Valid N (listwise) 192

Source: Khumalo (2018)

122
 Responsiveness
60

50
49,5
percentage %

40 45,3
38,5
30
31,8
20 25 25,5
21,9 24
10 13,5
5,2 5,7 9,4 2,6 2,1
0
strongly agree agree neutral disagree strongly
disagree

commuters are informed of change in timetables and price

timely and efficient service
clear and helpful communication by staff

Figure 13: Responsiveness of the system

Source: Khumalo (2018)

Table 30: BRT customer service

BRT customerr service

Valid
ld Cumulative
Cu
Frequency Percent
cent
Percent
P
Pe ce
ennt Percent
Perc
Perce

moderate
e 19 9
9.9 9.9 9.9

good 159 82.8 82.8 92.7

2.7
Valid
excellentt 14 7.3 7.3
7.
7 .3 100.0

Total 192 100.0

.0 100.0
1 00
00.0
0

Source: Khumalo
alo (2018)

Section 5: BRT
T Safety and security
ecurity are essential aspects of transportation conce
Safety and security concerned with the
protection of life and property through regulation, management, and technology
development of all forms of transportation. Participants believed that BRT staff
members have good manners and they show respect for other people. However, a few
participants stated otherwise which might be an experience on a personal level. The
staff has accuracy in understanding information related to their job.

Table 31: Descriptive statistics

Descriptive Statistics

N Minimum Maximum Mean Std. Deviation

Polite staff COJ 96 1 5 2.64 1.400

Polite staff COT 96 1 5 2.44 1.304

Safety in transactions
96 1 5 1.55 1.065
with staff COJ

123
Safety in transactions
96 1 5 1.68 1.138
with staff COT

Valid N (listwise) 96

Source: Khumalo (2018)

Table 32: Polite staff statistics COJ

Polite staff COJ

Valid Cumulative
Frequency Percent
Percent Percent

strongly agree 29 15.1 30.2 30.2

agree 18 9.4 18.8 49.0

neutral 20 10.4 20.8 69.8

Valid disagree 17 8.9 17.7 87.5

strongly
ly
12 6.3 12.5 100.0
disagree
ee

Total 96 50.0 100.0

Missing System
m 96 50.0

Total 192 100.0

100
10
00.0
0

Source: Khumalo
alo (2018)
Table 33: Polite
e staff statistics COT
Polite staff COT
OT

Valid
V
Vaalid
d Cumulative
Frequency
q y Percent
ntt
Percentt
P Percent
P

strongly
ly agree 33 17.2
72 34.4
3
3444 34.4
34

agree 21 10.9 21.9 56.3

neutral 12 6.3 12.5 68.8

Valid disagree 27 14.1 28.1 96.9

strongly
3 1.6 3.1 100.0
disagree

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Source: Khumalo (2018)

124
 polite staff
40

35

30
percentage %

25

20

15

10

0
0 1 2 3 4 5 6
1: strongly agree 2:agree 3:neutral 4:disagree 5:strongly
disagree

City of Johannesburg City of Tshwane

Expon. (City of Johannesburg)

Figure 14: Polite

e staff members
Source: Khumalo
alo (2018)

Majority of the participants (74% COJ and 6

66,7%
6, COT) strongly agree tha
that they are safe
during their transactions
ansactions with the staff members
embers at the BRT stations.
mem statio Below are
diagrams and descriptive
e statistics
sta on the safety
afety off the commuters.
sa commute
mute

safety in transaction
nsaction with
th staff
80
70
60
percentage %

50
40
30
20
10
0
0 1 2 3 4 5 6
1:strngly agree 2:agree 3:neutral 4:disagree 5:strongly disagree

City fo Johanesburg City of Tshwane

................. (City of Johannesburg)

Figure 15: Safety in transaction with staff

Source: Khumalo (2018)

Table 34: Safety in transaction with staff statistics

Safety in transactions with staff COJ

Valid Cumulative
Frequency Percent
Percent Percent

Valid strongly agree 71 37.0 74.0 74.0

125
 agree 9 4.7 9.4 83.3

neutral 6 3.1 6.3 89.6

disagree 8 4.2 8.3 97.9

strongly
2 1.0 2.1 100.0
disagree

Total 96 50.0 100.0

Missing System 96 50.0

Total 192 100.0

Safety in transactions with staff COT

Valid
Frequency Percent Cumulative Percent
Percent

strongly agree 64 33.3 66.7 66.7

agree 13 6.8 13.5 80.2

neutrall 9 4.7 9.4 89.6

Valid disagree
ee 6 3.1 6.3 95.8

stronglyy
4 2.1
2 4.2 100.0
disagree
ee

Total 96 50.0
5 100.0
100.0

Missing System
m 96 50.0
50
0.0
0

Total 192 100.0

Source: Khumalo
alo (2018)

egration
Section 6: Integration
Modes of transport
port ought to operate as one 'seamless' entity - for the goo
good of the paying
trans
client. Private transport more often than not gives 'door to door' transport and while
usually not continuously a practical possibility for public transport the concept of
'transport integration' is to supply a 'seamless' journey that's as 'door to door' as
conceivable.
The following diagrams are a response from the question “Does BRT have connections
to other modes of transport?” and “Do you use more than one mode of transport when
commuting from home to work/school?”.

Table 35: Descriptive statistics integration

Descriptive Statistics

Std.
N Minimum Maximum Mean
Deviation

BRT connected to 96 1 2 1.74 .441

126
other modes COJ

BRT connected to
96 1 2 1.70 .462
other modes COT

Using more than one

96 1 2 1.14 .344
mode COJ

Using more than one

96 1 2 1.05 .223
mode COT

Valid N (listwise) 96

Source: Khumalo (2018)

BRT connections to other using more than one mode

modes of transport
80 100
percentage %

percentage %

60 80
60
40 74 69,8 40 86,5 94,8
20
26
6 30,2 20
13,5 5,2
0 0
yes no yes no

City of Johannesburg
annesburg City of Tshwan
C Tshwane
hwan City of Johannesburg
Cit Johannes City of Tshwane
Cit

T connections with
Figure 16: BRT h other
othe modes Figure
F i 17: Using m
more than
one mode
mo of transport
alo (2018)
Source: Khumalo

em implementation
The BRT system n is not eq
qu
ua ly sspread
equally d throughout the cities and as a
ed upon observation),
result (confirmed rv tion individuals
rvation) i di
d v duals
dual also
a so
o rely
re y on
o oother modes of transport to
RT and to also reach other places where the buses are not servicing.
access the BRT
lieve that BRT does not have connections to other modes in a sense that
Participants believe
gration of fare prices
there is no integration prices, and that BRT is operating solely eve
even though other
modes act as feeders and vise verse, there is still no actual integration in paperwork.
About 95% from COT and 86% from COJ are using more than one mode of transport.
Places that are not serviced by BRT are serviced by taxis, metro bus, and trains. Taxis
have been a backbone of transport for townships and they are accessible at anytime
and anywhere.

127
 modes of transport feeding to BRT
60
56,6
50
percentage %

40
40,6
30
27,4
20
20,4
16,8
10 14
12
0 6 6,2
0
taxi train metro-bus mexi-cab own car

City of Johannesburg City of Tshwane

Figure 18: Modes of transport feeding to BRT

Source: Khumalo (2018)
The above presentation stresses the necessity of the integration and equal spread of
m in the cities. The BRT system without feeders will not b
the BRT system be as effective.
served from the high percentage of commuters that the taxis
This can be observed t and trains
still hold even after the introduction of the system. Taxis and trains have remained the
core transport system that is accessible an
andd cheap
c to the townships. A participant said
that trains also transport a large number off BRT
BR
BRT users b
but due to the fact that it can only
be accessible at the stations
attion
tions mostt people then
then prefer
prefe
refer taxiss to access
a BRT.
B Taxis feed
T. About 13%
the most to BRT. % from
m COJ
CO
OJ and 5% from
om COT
CO
C of the participa
participants using BRT
pants who do not use
are the participants se more than one mode of transport as they reside
within a 500m range from the BRT stations
a
atio an
and
nd therefore have BRT as
a their primary
port.
means of transport.

Map 13: Transport interchanges

128
x Impact of using more than one mode
Perpetually budgetary suggestions play a key part within the lives of a community.
Therefore, the cost of commuting with the BRT buses comes beneath examination. The
response received demonstrate that the BRT is affordable; however, a participant
highlighted that having to take a taxi to get to work from the city and be able to access
BRT is quite costing. BRT does not reach all the places around the city, commuters still
have to use other modes to commute to their desired locations which they find costing
at times.

Other participants stated that it is time-consuming for them and has affected their arrival
time at work due to the fact that they have to wait longer in changing from one mode to
another. Other participants highlighted that sometimes they leave their belongings when
they change transport.

dditional questions (Interviews)

Section 7.1: Additional
Ten participantss were selected for this section. Participants felt that the BRT system is
heir best interest. The system has delivered a high quality,
looking after their qua customer-
ort system, highlights made
oriented transport e by
by one of the participants. Participants
Pa were
e BRT operating
pleased with the g hours a
and
nd
d mentioned
mentioned that
me t it accommod
accommodates everyone,
o travel even
and it is safe to v during
ven g late hours.
hou
hours
rs Buss intervals
in s were
we a concern
conc that arose
rview where two
during the interview wo of the
e participants feltt th
tha 1 minutes is a long time to
that 15
xt bus during off-peakk hours.
wait for the next

Access to bus stations is a crucial issue and only three of the participan
participants found that it
or them to easily ac
was not easy for access
cess
ess th
the
he BRT
BR
B RT b
buss stops
stt or stations. This
T is because
ther modes of transport
they rely on other t ac
a cc
to access BRT and at times it becomes time-
consuming. A participant m
mentioned
e t oned
d that
that their
th
heir bus
bu
buss stops
sto
opps have very cclear and well-
metables, provided with the BRT routes connecting to that
detailed bus timetables, th specific bus
stop. However, a few of them stated otherwise, that not all bus stops have
h timetables.
The BRT marketing system is well updated. This was confirmed from their websites. As
per the participants, bus schedules and ticket price information are accessible from the
bus stations, internet and call centre.

What ranked the most excellent from the BRT bus service was the cleanliness followed
by the frequency of the system which ranked good. Frequent transport is a transport
that passengers can rely on and therefore reliability of the buses was also ranked
excellent by the commuters. Few passengers felt the system has moderate fare prices
and the majority felt it is an affordable mode of transport.

129
 BRT bus service
70

60

50
PERCENTAGE %

40

30

20

10

0
cleanliness reliability safety frequency cost

poor moderate good excellent

Figure 19: BRT bus service

Source: Khumalo (2018)

Participants also suggested changes for improving services in BRT. One participant
highlighted thatt “they should find a way to lower their prices and provide more buses on
a shorter time period”. Another participant suggested on “lowered station platforms and
pre-payment off tickets. Improvement of public
u space and sidewalks a
around the BRT
als”. Reduction in BRT fare
and bus terminals”. f re
e price
price was the
p t most suggeste
suggested improvement
as another participant
rticipant stated that
hatt “they
“th
they should
hould
h ld decrease
dec
d their
the prices”.
prices There were
o were happy
participants who appy
ppy with the system and
d had no im
improvement
imp suggestions to
provide.

takeholders BRT Management

Section 7.2: Stakeholders
e of this study, BRT
For the purpose RT m
managers
a age
e were
ers were interviewed
w te being a part of the City
rg Region and
of Johannesburg d the City
y of Tshwane
h g
Region Mr Benny Makgoga,
Mr. Mak Director:
tions from CO
Service Promotions COJJa
and
n Mr.
M P iet M
Piet a la gu D
ahlang
Mahlangu, ep
puty Chairman Tshwane Rapit
Deputy
OT were met to supply insight into the Rea Vaya and A Re Yeng projects
Transit from COT
in these cities. The discoveries radiating from the interviews are presented
presente below.

Mr. Makgoga - City of Johannesburg Metropolitan Municipality

x Access to BRT
Access and change in the face of transport in the city are one of the main aims of the
implementation of the Rea Vaya. In the initial development of Rea Vaya, the service
was mainly meant for poor communities where the bus service is currently fully
operating in the city. As per Mr. Makgoga, implemented in stages, the system's Phase
1A and 1B have been successfully completed, with Rea Vaya and the Department of
Transport now working closely together to kick off Phase 1C. This phase is meant to
connect Alexandra, Sandton, Randburg, Greenstone, Ivory Park, Rabie Ridge, Sandton,
Randburg and Midrand with the inner city.

130
Figure 20: (Alexandra-on site picture: 01 December 2018)
Source: Khumalo (2018)

oved towards the advancement of an integrated transport

The city has moved transpor system which
was reported byy the Minister of Transport in June 2013. This system wo
would connect the
diverse modes of transport, making travelling
g more effective.

Rea
Metro Vaya
bus Taxis Buses

DO
DOBSINVILLE
GANDHI SQUARE
UARE PUBLIC
TRANSPORT IIN
TRA
INT
INTERCHANGE

REA VAYA
INTEGRATION
Rea
Vaya

Taxis
Rea
PARK STATION
Vaya

Buses
Gautrain
Metro
Rail

Figure 21: Rea Vaya integrations

Source: Khumalo (2018)

131
The Rea Vaya system has a Park Station West station where Rea Vaya is connecting to
Gautrain as well as Metro Rail. The system is also connected to the taxis which includes
both long-distance taxis in Wanderers and a short distance in Noord. There are also
private buses which travel long distances such as Eastern Cape.

In Soweto, there's a public transport interchange where Rea Vaya connects with other
modes of transports like taxis. In Gandhi Square where there’s an interchange of metro
buses and taxis, there’s also a Library Gardens Rea Vaya stations where commuters
from metro buses connect with the Rea Vaya from Gandhi Square. These interchanges
are an important element for a sustainable transport system, which could have a major
influence on attracting people to the BRT system. Different modes of transport are
accessible at these interchanges and they provide a quick, secure and easy switch of
modes without causing time delays.

x Plans on integrating different modes

ights that Rea Vaya and the Department of Transport is
Makgoga highlights i now working
closely togetherr to kick off Phase 1C in the eastern side of Johannesburg.
Johannesburg Rea Vaya will
be rolled out in the city's northeast quadrantt – from the inner city to Alexandra,
Alexa Sandton,
Randburg, Greenstone,
enstone, Ivory Park,
k, Rabie
Rab e Ridge,
R dg , Sandton,
Sand Randburg and Midrand (Rea
Vaya, 2014).

“The Marlboro Rea Vaya bus and

d pedestrian
ped
d t i bridge
b idge are complete.
co fo exclusive use
It is for
by Rea Vaya buses and pedestrians.
ns. It la
launched
aunched in September-Octo
September-October 2017” said
Makgoga.
es will have selected
Rea Vaya buses cted
t d use
us
se
e of
of th
the
he b
br
bridge
dg when
w Vay Phase 1C(a)
the Rea Vaya
n. The bridge
processes begin. ge allows for buses
ses
ses to move quickly
quick from Joha
Johannesburg CBD
by means of Wynberg and
d Alexandra
Alexandra
exandra over
over the
th
t e M1
M to
o Sandton
San
S
Sa CBD. The Rea Vaya
mework will too include 30.5km of broad walking and cycling
Phase 1C framework c paths in
gressed sidewalks along Louis Botha Road, and devoted
Alexandra, progressed devo cycle and
walking ways from Alexandra to Sandton over a notorious bridge (Rea Vaya, 2014).

Furthermore, a modern integrated transport plan consolidating the Rea Vaya Bus Rapid
Transit system, Metrobus, and the minibus taxis travel systems will make it simpler for
commuters to access the public transport framework.

x Provision of easy access to the city

In terms of providing easy access to the city, the introduction of new Rea Vaya routes to
the residents of the City of Johannesburg is a way of ensuring access to the city. Mr.
Makgoga states that “The rollout of phase 1A and 1B has created accessibility to the
city for the commuters who are living 500m along the routes. The introduction of phase
1C is also aiming at ensuring access to the city. In areas where Rea Vaya is not
servicing, the city is also using Metro buses that act as a feeder to Rea Vaya as they

132
are more on the remote areas. The areas where Rea Vaya cannot introduce a new
route, there is Metro bus.”

x Social and economic development

The planning of Rea Vaya in terms of route system has been planned in such a way
that it has been successful. Mr. Makgoga highlights that socially, looking at accessibility,
the routing system has been planned to allow access to the health (Baragwanath
hospital, Helen Joseph hospital, Rahima Moosa hospital and Hilpark Hospital),
recreational (sport facilities Jobert park) and institutional (primary schools and high
schools; University of Johannesburg and Wits, all campuses) facilities of the City of
Johannesburg. Economically, Mr. Makgoga states that “the fact that more than 50 000
passengers are transported daily shows the economic growth of the city. The
breakdown of daily transportation includes 46% workers, 41% of students/scholars,
Pensioners, people with disabilities”. The sports systems (Orlando stadium, FNB
stadium, Ellis Park stadium), Rea Vaya provides access to these st
stadia and thus
contributing to the economic growth of the city.

rist destination contributes to both social and economic development.

Access to tourist
Individuals go to a tourist destination
nation for le
leisure,
eissu
urre, and thus
th contributing to job creation -
n Soweto,
Regina Mundi in o, Vilakazi
o Vi Street in Orlando
do, Johannes
Orlando, nnes
Johannesburg Apa
Apartheid Museum
e, Johannesburg
and Gold Reef in Ormonde, Johanne g Zoo,, and Constitutional
Constitu Hill iin Braamfontein
etc.
ting company which manages
The bus operating na
nag Rea
Re
ea Vaya has hired a num
number of 500 bus
eration of buses incorporates
drivers. The operation p small and medium enterpris
enterprises businesses
trol supply, bus maintenance,
that benefit, petrol i t ce
e, cleaning
c i etc.

x ic transport
Increased use of public t t
“The Rea Vaya is currently transporting 50 000 passengers daily. Its con
connectivity is also
contributing to other modes of public transport that feed the passengers
passenger to Rea Vaya
and vice versa” said Mr. Makgoga. This statement shows the need for a well-integrated
transport system in order to increase the number of commuters using the Rea Vaya in
connection with other modes of public transport.

x Reduced traffic congestion

It is not easy to deal with traffic congestion, however, the introduction of the BRT
system has resulted in the removal of a number of taxis within the routes that Rea Vaya
is operational. Mr. Makgoga further mentioned that “Taxi owners whose taxis were
removed became shareholders of Rea Vaya through a BEE transformation in which a
bus operating company was formed. There are park and ride facilities where commuters
park their cars. There’s one in Thokoza Park Soweto where commuters park in the
morning and use Rea Vaya to commute to the city”. This system is contributing to
reducing traffic congestion in the city and increasing the number of individuals using
public transport instead of commuting with their private cars. The system has also

133
benefited businesses along the BRT corridors by providing easy and quick access to
their workplaces, transported safely and on time.
Makgoga admitted that even though the intention of the system is to provide access to
Rea Vaya in a walking distance, it is not always the case hence the ongoing
development extensions of the system. He mentioned an integrated transport system
which would link the different modes of transport, making commuting more efficient. Mr.
Makgoga admits that the city still has a long way in achieving a successful effective
BRT system and that integration should not just be of modes of transport but also
include integration in fares and timetables.

x Rea Vaya Status Quo

The background and current situation of the BRT Rea Vaya system in the City of
Johannesburg is provided as per the Rea Vaya Marketing and Communications
Strategy and Implementation Plan for 2018/19. As per Mr. Makgoga, Rea Vaya, a prime
structure and a smart city project, has become a backbone of
transport infrastructure
Johannesburg’ss economy and plays an important role as part of the broader public
m. In light of this, the City aims to provide a reliable public
transport system. p transport
ce congestion on public roads
networks, reduce oads by a gradual shift or switc
switch from private
e BRT system and
car users to the d for safe travel
trra
ave
v with shorter
sho travel times.

x Number of passenger trips

p
sengers continue to grow annually with
Rea Vaya passengers wi the majority of passengers
pa from
some part of Soweto, Eldorado Park,
rk
k, Newlands,
N wla
an Florida Park, Wes
Westbury, Cresta,
own and the Inner-city
Yeoville, Parktown e -city
y of Johannesburg
ohannes
an g says Mr. Makgoga.
Makgo He further
perates 277 buses,, 48 stations
highlighted it operates io
onns with
i trunk and feeder rout
routes. In 2017/18,
eved a total of 48,
Rea Vaya achieved 48 000 passenger
g trip
p per day
y.
day.
w aims for a new target of 53 000 passengers for 2018
Rea Vaya now 2018/2019 and this
tive customer care services, operational efficiency, and
requires effective a integrated
i ti plan
marketing and communication l to
t attract
tt t new and
d retain
t i existing
i ti passengers, states
Mr. Makgoga.

Table 36: Number of passenger trips- Rea Vaya

Name of Route Average Passenger Number for the routes for
2017/18
F1 55 828
F2 127 411
F3 17 298
F4 39 011
F5 29 186
F6 27 236
F7 13 841
F8 9 636

134
F9 37 550
F10 21 493
F11 22 065
F12 18 952
Source: Rea Vaya Marketing and Communications Strategy and Implementation Plan
for 2018/19

Rea Vaya routes

Map 14: Rea Vaya

aya routes

In 2009, the Phase

hase 1A of the Rea Vaya system was introduced. It con
consists of a trunk
route functioning
ng between Ellis Park in Doornfontein and Thokoza Park
Pa in Soweto,
connecting with a number of feeder routes in Soweto. The Phase 1A route covers
325km inclusive of special lanes and intersections, and feeder and complementary
buses (Rea Vaya, 2014).

Phase 1B incorporates a new trunk route running from Soweto through Noordgesig,
Pennyville, Riverlea, Bosmont, Coronationville, Newclare, Westbury, Westdene,
Melville, Auckland Park, Parktown and Braamfontein into the CBD (Rea Vaya, 2014).
Phase 1B routes covers 93,22km, inclusive of trunk, feeder and complementary routes.

135
Mr. Mahlangu – City of Tshwane Metropolitan Municipality
x Access to transport
The A Re Yeng BRT system proved to be the only option for the urban poor. “The
Gautrain is said to be serving the rich and the upper market class of the Tshwane
community (which is in minority). Given the local context, the BRT system should take
priority in terms of budgeting and implementation as it caters for the wider community
and affordable by all” said Mr. Mahlangu.

x Integration
As per Mr. Mahlangu, there are places where A Re Yeng does not go directly and
therefore necessitating commuters to use two or more modes of public transport. This,
therefore, makes connector points between residential areas and major economic
nodes including linkages to workplaces and residential areas a critical component for
innovative urban public transport systems. In Mr. Mahlangu’s opinion, this will require
nd integration of different public transport providers, both
cooperation and bo public and
private as it was successfully implemented and achieved in Rio d
de Janeiro. Mr.
Mahlangu also highlighted the issue of one travel card to access diffe
different modes of
transport. "Thiss was through the introduction
uct o of one travel card, i.e. Bilhete Único
Integrado (BUI)) or Integrated Ticket
cket Fare la
launched
auun
ncched in 2010
20 for different m
modes of public
o de Janeiro
transport in Rio eiiro (Brazil)
( which helped
he
elped redu
reduce travel
vel ttime and cost (Babinard,
epicts effective
2012)". This depicts tive p
planning
g and integration
g in the urban p
public transport
e living iin the outskirts
system where the poor and those out of the urban area benefited
uced travel costs and time.
through the reduced me.
arious public transport
The city has various sport
p interchanges
g that could enhance tthe connectivity
of the BRT with other modes of public
p transport.
s o
sp

136
Metro Taxi
bus rank
Buses

Bosman Central
station station (Nana
(Bosman Street)
street)

Metro Meter A Re Yeng Meter

bus taxis taxis

Taxis Meter
reelancing
freelancing Hatfield
H tfie d taxis
(G venor
(Grosvenor
(Gro
(G
St t)
Street)

Metro
Gautrain
rail

Figure 22: A Re
e Yeng integrations
Source: Khumalo
alo (2018)

Figure 23: Hatfield interchange (onsite picture, 2018)

Source: Khumalo (2018)

137
Figure 24: Nana taxi rank (onsite picture, 2018)
Source: Khumalo (2018)

Figure 25: Bosman

man station (onsite
te picture,
p 20
2018)
8)
alo (2018)
Source: Khumalo

It is now evident
nt that transport
po
ortt planning
or plan
lanning
nning is
nn is ev
evolving
evol
vo ving from
f om
fr mam
more traditional
tradition approach to
transport planning
ning towards a rational, comprehensive integrated appro
approach that takes
into account allll modes of transport (Litman, 2013) while also fosterin
fostering investments
returns and positive spinoffs in economic growth and development (Mackie et al., 2012).
Mahlangu's view is that in order to achieve these, innovative urban public transport
system must be coordinated through an integrated approach to decision making and
operations management to achieve economically viable and sustainable transport
systems.

Mr Mahlangu emphasized that "Mechanisms must be developed to ensure that

transport planning investments and the decision does not compromise the value of
social, economic and environmental aspects of development focusing on realistic
solutions to community problems". Through innovative urban public transport systems
with a strong focus on integration, cities will become hotbeds for innovation where trade,
tourism, commerce, services, and education will be improved and prosperous.

138
x Providing easy access
The City of Tshwane is developing regional spatial development frameworks which
intend to ensure that people leave closer to the BRT corridors and therefore promoting
easy access, Mr. Mahlangu highlighted “The initial Operational Plan for A Re Yeng was
adopted by Council in 2009 (City of Tshwane, 2012b), followed by the completion of the
preliminary design and environmental approval of Line 1 (City of Tshwane, 2012a). The
BRT system was supposed to be running by the World Cup (A Re Yeng Consultant,
personal interview, 2018). However, the national government raised concerns about the
initial design towards the end of 2009 (City of Tshwane, 2012b) and later withdrew the
PTISG funding in September 2010”.

The A Re Yeng IPTN was weighed down by planning woes from its inception. As the
project unfolded over the eight-year period detailed in this study, it is seen that the
concerns raised by the NDoT about the 2009 plan, delays the IPTN project by two years
012 decision to change the Hatfield complementary loop into
followed by a 2012 in a
runk route, again due to NDoT concerns. As per Mahlangu
Hatfield-CBD trunk Mahlang this decision
a
increased the cost of construction, operations transitio as well as
and industry transition,
verall system ridership.
reducing the overall ship.

d, providing easy access was jeopardized

With the above being said, jeopard
jeopa when the city had a
ents, and yet nothing
lot of commitments, thing was
thi w happening.
ing. Treasury
T threatene to direct the
threatened
decide to just do something
funds to other cities, and this is why it was decided somethin short just for
poses so that they can see that something is happening. "What affected
operational purposes
umber of passengers
access and number nge
erss was
w s also
a
als
so
o the
the decision
d conve the Hatfield
to convert
complementaryy loop, which
h would have run
n in mixed traffic
traffic, into a trun
trunk route, which
ted lanes to th
runs on dedicated the
h CCBD
D h
CBD, had
d ffar -rreaching
aching
hi negative
far-reaching neg
negatt consequ
consequences and that
’t have the passenger numbers because no one is trave
is why we don’t traveling Hatfield –
CBD" said Mr. Mahlangu

x Social and economic development

Mr. Mahlangu highlighted on the fact that the BRT system is changing the face of the
city, be that as it may, the system was not developed fully as per the initial proposed
plan and thus proposed objectives in line with the plan were not fully met. The intended
developments were interrupted when funding was withdrawn for the following reasons:
Line 1 directly competed with the Mabopane to Tshwane Priority Rail Corridor;
inaccessible stations along the R80 highway; high project cost; and the absence of a full
IPTN plan (City of Tshwane, 2012c). As a result of the National Government concerns,
the CoT rerouted Line 1 and produced a new operational plan, with the intention to start
Line 1 construction in 2012 (A Re Yeng Consultant, personal interview, 2018).

139
x Increased use of public transport
The introduction of the A Re Yeng system has partially increased the use of public
transport in the city as it does allow efficiency in terms of providing mass transportation
which as a result reduces the influx of private car ownership.

The number of commuters transported by the A Re Yeng buses was affected when the
bus system received attacks in the Mamelodi. Thousands of commuters in Mamelodi
were left in limbo after the Tshwane municipality withdrew its A Re Yeng rapid transit
buses, allegedly after receiving threats from the local taxi associations (Sowetan, 13
Dec 2018). In terms of servicing the low-income communities, their needs were not met
due to inaccessibility of the A Re Yeng system and buses are running empty.

x A Re Yeng Status quo

A Re Yeng network represent the rapid component of the Integrated Public Transport
System (IPTN) and being developed in a number of phases over period up to 25 years
ne, 2012c). The development of the A Re Yeng system in the City of
(City of Tshwane,
Tshwane has been progressing well picking up on daily passenger trips and attracting
passengers to use public transit mode.

ership by July 2016

A Re Yeng ridership 16 have increased
ncreased to 5200
52 passenger trips
tri per average
hat as it may,
week day. Be that m y, since
may e the
h strike
ke in Augu
ke August/Septem
August/September
g p
ptem 2016 the passenger
o 3600 passenger
trips dropped to ssenger trip
ti
trips (Parliament
ntt Portfolio
P tf li Committee on Transport,
2017).

ssenger trips
Number of passenger
ber of passenger trips
Table 37: Number trip
pss A Re Yeng
Yen
ngg
Month Number of entries
e per month
mon
2014/2015
5 20
2015/2016
015
0 5/2
2016 2016/2017
20
2016/20
2 016/20
20
0 2017/2018
20
July 86 773 75 149 87 179
August 91 122 6 445
September 81 329 23 298
October 89 902 57 235
November 90 366 59 104
December 16 438 60 177 35 227
January 44 068 74 269 51 693
February 74 500 107 705 74 702
March 86 405 97 315 77 007
April 69 367 112 569 54 308
May 88 185 104 982 87 779
June 79 784 71 213 78 034
Total 458 747 1 067 722 678 981 87 179
Source: (Parliament Portfolio Committee on Transport, 2017)

140
As per Mr. Mahlangu, the number of average weekday passenger trips on A Re Yeng
(morning peaks) is 13,373, the daily demand is 26,745, fare revenue per day is
213,960, fare revenue per month (workdays) 4,707,120 and total fare revenue
(including weekends) 5,177,832.

A Re Yeng routes

Map 15: A Re Yeng routes

Mr. Mahlangu highlights that the A Re

R YYeng
en
ng P
Phase 1 System includes three (3) trunk
Ph
lines addition about 81km.
m This
km Th
Thiss incorporates
iincorporates
corpor
o por
or o ate
ess the
he Line
he Lin 1 (Pretoria
(Pre CBD to
Kopanong/Soshanguve),
hanguve), Line 2 (Pretoria CBD to Mahube Valley/Mamelo
Valley/Mamelodi), and Line 3
(Pretoria CBD to Atteridgeville), with approximately 141 stations.

Section 7.3: Taxi Association

Head-on interviews were conducted with taxi owners in Johannesburg and Tshwane.
For security reasons, pseudonyms were used for taxi owners. These owners were Mr.
Lucky Nkabinde and Mr. Sibonelo Nkosi, both from the City of Johannesburg, as well as
Mr. Themba Biyela and Mr. Alex Xulu from the City of Tshwane. Interviews were based
on very strong themes which are financial implications, general perceptions, conflicts
and division, the operating agreement and the effects of the introduction of this system.

Financial loss is a significant issue that emerged strongly from the interviews. All taxi
owners mentioned on the loss of money for their businesses since the introduction of
the BRT system.

141
x General perception
The general perception that the taxi owners had about the BRT system is that it has
created unemployment and became a competition to them. Mr. Nkosi said that Rea
Vaya is taking their routes. The system only operates on specific routes within the cities
but even Mr. Biyela felt that the A Re Yeng has stolen his regular commuters. Mr. Xulu
highlighted on the fact that they transport commuters from the townships where they
can’t access the A Re Yeng and as they get to the city they change to using A Re Yeng
instead of taxis to further commute to their destinations. Mr. Nkabinde was concerned
with how they’ve lost their connection amongst other taxis that they feed commuters to
from the townships as they would change from one taxi to another once they enter the
city. He stated that the introduction of BRT system broke the chain system and led to
conflict between Rea Vaya Management and the Taxi Industry.

x Employment of BRT status

n of the BRT systems infrastructure in the City of Johanne
The introduction Johannesburg and City
com
of Tshwane has created various work opportunities in local communities. The
nd improvement of the A Re Yeng system is predicte
development and predicted to contribute
o the City of Tshwane locall e
about 0.29% to economy
c and to further add g
growth of up to
e long-run to the local economy
0.035% over the economy
m (City of T
Tshwane, 2012).
on phase provides
The construction prov a numberr of about
out 1 989
9 jobs
job in a short
sh run (City of
2). The jobs
Tshwane, 2012). s accommo th
he skilled
accommodate both the killed a
and semi-un
semi-unskilled workers
evelopm t of ther additional lanes.
and more jobs are created in the development

36 permanent jobs are estimated

A number of 436 sti d in the long run, catering for the majority
ers in the wholesale
of skilled workers ssalle and
and retail
reta
retaill trade
trade sector
sse
e as well as iin the business
services sectorr (Rea Vaya,
a 22014)
2014). Between
een a number
een
ee nu r of 150-200 taxi
tax drivers were
e introduction
employed in the n of
of new
new bus
b s lanes
bu an
nes a
and
nd buses
bu
use
es in
in the
th City of Ts
Tshwane.

Mr Nkosinathi Manzana the Senior Development Manager at the Johannesburg

Development Agency highlighted that since July 2010 to June 2016, the Rea Vaya
system has created work opportunities to approximately 3 300 individuals, including a
considerable number of women (Rea Vaya, 2018).

x Relationship between BRT and Taxi Industry

The biggest problem that taxi owners are having with the BRT management is the
assignment of routes within the city. Using the general traffic lanes is a challenge to taxi
drivers as the volume of traffic causes delays. "The fact that taxis are not allowed to
drive on the BRT designated lanes has resulted in a change of routes for some drivers",
says Mr. Xulu. Mr. Nkabinde further added on the reason Taxi drivers and BRT don't
see eye to eye. "The City of Johannesburg took their routes, now they share the busiest
streets (Loveday, Rissik, Bree, Smith, Kotze, Jeppe, Harrison, Commissioner and
Market Streets) with Rea Vaya”. Another problem that Mr. Nkosi stated is that "If the
traffic police find you in the dedicated lanes, they take the disc and you will be forced to
stop working".

142
The Taxi Associations felt threatened by the presence of the Rea Vaya Bus Service. Mr.
Biyela is of the opinion that "Buses were putting taxis off the road". It can be said that it
is no longer profitable for taxis to operate together with the Rea Vaya. Mr. Xulu claims
that “The Rea Vaya is threatening our income and the battle between them cannot be
resolved”.

x Affected serviced transport routes

Mr. Xulu stated that even though the buses are operating on some of their routes, they
still use the same route and that even if they are not allowed on the dedicated lane if the
situation is demanding they use the lanes. Mr. Nkosi highlighted that they had to change
some of the routes due to the fact that they receive fewer passengers and make no
profit from them. Mr. Nkabinde also highlighted that it would take them a good
agreement package for them to change routes from where Rea Vaya is operating, in the
meantime competition is tough and they have to make a profit.

x Operationall agreement
hwane has entered into an agreement with the Taxi Ass
The City of Tshwane Associations after
ed against not being allowed to enter the CBD from the Hammanskraal,
having protested H
ion public facility. Mr. Bi
Rainbow Junction Biyela
ela
a explained
explained that “The reached agreement is
sport commuters
that they transport mm from
m Hammanskraal
Hammansk
Hammanskr
Ham
Hamma
manskraal
nskraal and
a drop
rop them o
off at Rainbow
e they will board
Junction where boar A Re Yeng Bus Transit system
syste to the C
CBD”. However,
ined that the agreement
Mr. Xulu explained eeme was not working
work
ki in their favor and therefore
some operatorss are not adhering to it.

The City of Johannesburg has

ass also
also
o entered
e eered into
intto an agreement with the Taxi
hich would enable
Association, which e the
the representatives
rep ese
esen
e ntat ves to
t become major sshareholders in
the Rea Vaya system. Mr. Nkosi
Nkos ex
explained
p ined that
pl th
ha “The
Th
The
he agreem
ag
agreement
grree was not in favor of taxi
owners”, and he would have to “Give up two permits for one bus”. Mr. Nkabinde
explained that he would have to surrender three taxis for one Rea Vaya bus to operate
him
and that would mean the loss of income for him.

Both cities have reached an operational agreement between BRT and Taxi
Associations, however, taxi drivers are not operating as per the agreement because
they believe it is not in favor for them.

Section 7.4: Development planning and urban management

Transport frameworks have continuously had a pivotal impact on urban improvement
designs. In the last 50 years, transport frameworks have been characterised by a huge
increment within the use of the private car and the parallel advancement of street
framework and space for parking (Tiawoun, 2000). The car dependence has played a
major part in organizing urban and rural improvement along highway corridors, regularly
taking the frame of scattered low-density, confined, isolated employments with small
regard for public transport. The purpose of this study necessitated the participation of
the Town Planning officials in order to eradicate the pattern of isolated development

143
based on high use of private cars and to integrate the transport planning into the town
and urban planning frameworks.

Therefore, this section highlights the perceptions of the Town and Regional planners
regarding the development of the newly introduced mass transit system. Interviews
were conducted between Mr. T. Ratone, the City of Johannesburg Town Planner and
Mr. I. Nkoane the City of Tshwane Town Planner.

Mr. Ratone - COJ

Mastering urban transport multimodal future in sustainable cities. Mr. Ratone presented
a number of ideas which he believes can help achieve transport multimodal future for
the city.

x The fundamental process of creating a working/functioning transport system is to

first study and understand mobility (how people move – to work, vehicular
movement, road classification etc.). “This can be done through various mechanism
n the research industries, for instance, Space Syntax”. By understanding
employed in
movement, you can then plan around which routes are to be dedicated
dedi to public
hich routes can be limited to
transport; which o pedestrian-friendly
pe movemen
movement.
x Mr. Ratone further mentioned
d the need
need to
o understa
understand movement in order to know
oncentrate
e certain
where to concentrate c land
and
d uses
es which
h will
w feed
d into
in
n public transportation.
ling with P
When dealing Policy
li Fra
F
Frameworks, it iis iimpor
important to in
include relevant
stakeholderss that will give input
nput in transport
port planning.
pla c
(Steering committee that
ffic/transport engineers).
includes traffic/transport )
x ban sprawl. Urban sprawl as a p
Combat urban phenomenon does not only focus on
"leapfrog" developments butt also
also scattered
cattter
t ed land
an uses within urban areas. Thus,
y from an ideal
taking away ea "compact
eal compact
co pac
a t city
city".
c tyy . Polycentric
o yce
y e t c modeling h
has been a key
t i b cities, llinkages
feature in realizing sustainable k and transport plan
planning becomes
easier.

Urbanites appreciate their city's ordinary change and assortment. However, expanding
urbanization moreover makes living in cities a smothering issue. Creative urban spaces
can contribute to eliminating one of the biggest transport issues which are an increase
in private car usage. Mr. Ratone believes that this can be done by replacing tar roads
with paving, which will automatically reduce speeds and creates a perception of non-
motorized movement; urban greening and landscaping; Urban Design as a concept:
promotion of street café, open-air theatres and cultural precincts (Maboneng Precinct).
The benefits that the BRT networks could provide in the cities is to see the promotion of
higher densities, promotion of mixed land uses, less CO2 emissions as well as the
linkages of different economic sectors (Polycentric modeling).

Mr. Ratone concluded that planning cannot happen in silos, therefore, Policy
frameworks have to take Transit Policies into consideration in order to tie BRT to urban
planning and development in connection with its long-term sustainability. Steering

144
committees for policy development that include transport and traffic engineers is
another way to achieve this.

Mr. Nkoane - COT

People migrate to cities to seek and take advantage of opportunities, all for survival. In
order to master urban transport policy, Mr. Nkoane stated that cities need to consider
mass transit systems along areas of economic opportunity. Densifying nodes and
corridors where public transport is available/developable. This, cities can achieve by
mastering the concept of "Live, Work, and Play", where multiple users are considered
and made available within proximity to each other.

“Within the Gauteng region, Metros still operate and plan according to their
administrative boundaries. An integrated planning approach is necessary in order to
ensure alignment of transport master plans within the metros”.

In transport planning, it is important to consider why the use of private cars is

ny citizens would consider using public transport if it was reliable. Users
preferable. Many
ort do not only use it to get from one point to another. They
of public transport The also use it to
y of amenities which are not necessarily situated in a line
access a variety linear manner. “To
e reduction of usage
contribute to the age of private
priv
va
ate
e cars, cre
creative urban space
spaces can be used
n of amenities
to ensure the provision ities
s within
hin walking
walki
l g distances from ea
each other. This
ion of distances
includes reduction ances
nces within and between
n districts”
districts

ane, the BRT framework

As per Mr. Nkane, work that the city has adopted on has
ha a number of
benefits such as mass transportation off citizens
c ens s thus providing access tto opportunities
within the city; contribution to the
he reduction
re
ed
du
uct o ooff ccarbon
a bon emissions, incre
increased densities
along strategic routes and the realisation off a viable city thro
through the provision
pro of mixed
uses.

rently a by-product of planning. In order to ensure sustainability,

BRTs are inherently susta BRTs
nsities. Scholarly research has proved that the future of cities
require high densities. c is through
the mass-transit-system. Municipal guide documents (SDF, Growth-and-development-
strategies, etc.) should inevitably be inclusive of planning around mass transit. Cities
could then drive major developments, through various incentives to be situated along
the BRT routes.

4.2 Summary
To comparatively assess the effectiveness of the BRT system in both cities, the study
objectives looked at the determinants of effectiveness in BRT and the results were
presented as per the objectives. The findings presented above highlight the different
status quo, perceptions, experiences, and challenges from the different sources of data
collected.

145
Accessibility
The BRT system has been seen in a positive light by a number of stakeholders from
both the City of Johannesburg and City of Tshwane. Accessibility to the stations is an
essential element in transport planning. Both the City of Johannesburg and the City of
Tshwane have provided a maintainable transport framework giving access to
fundamental administrations, for example, medicinal services and training. However, the
objective of providing accessibility to the system has not been a success for the majority
of commuters residing far from the stations and bus stops and as a result, it has
restrained access to economic opportunities.
A few percentages of population resides within one kilometer of a BRT station, routes,
and bust stops. There is an increase in the use of other modes of transport by the BRT
users to access nearest bus stops and stations. It is of concern that the spread of the
BRT system is not evenlyy spread
p in these cities,, thus affecting
g the number of riderships.

Reliability
The respondents
ts remarked on the dependability
da i and timeliness of the Rea
R Vaya and A
ever, it is evident that buse
Re Yeng. However, buses
ess don't
don
on't hold fast
fa to the timetable at some point
which postures issues for
o tra
or travelers wh
who
h need
ed
d to travel
trave
avel to their
eir work
w place
places and arrive on
time. Commuters
rs are pleased
sed
d with
i h the
h introduction
n off the
h BRT bus designated
desig lane as it
decreases theirr travel time and reduces traffic
fic delays.
dela On the other hand, the Taxi
atened by the introduction
Industry is threatened on
n off this
thi
his ssystem and its designate
designated lanes.

Dependability was measured by tthe

e ce
certainty
rttain
t tyy of
o bus
us timetables, by the number of
punctuality of buses/trips compared
ompa
ompared
are tto
o tthe
he number
num er of
o trips
tr ps
p tthat are interrupted
inte and by
y’ve been postponed. Both the Rea Vaya and
how much they’ve d A Re Yeng have a strong
communication of bus schedules and timetable to the commuters, for e
example even a
elay was demonstrated on the time screens inside the bu
2-minute bus delay bus station when
the bus was delayed. Majority vowed for the reliability of the system in both cities.

In both cities the issue of congestion with regards to the system is not a problem. The
system is not affected during rush hour travel time compared to free flow travel time,
and it has reduced travel time. The frequency of the buses affects the reliability of a
system. The respondents found the system to be frequent and providing a number of
accessible buses per one hour in their bus time schedules provided in the stations, bus
stops and internet.

Affordability
The respondents are comfortable that Rea Vaya and A Re Yeng has provided
affordability by allowing the commuters to load a reasonable amount and enable them
to have several rides with the loaded amount. The card system has allowed for access

146
to various economic nodes with one card in order to benefit from the basic goods and
services without compromising the ability to maintain healthcare, shopping, school, work
and social activities. The respondents also highlighted that the card system has
improved their ability to save money, ability to respond to financial costs such as
increased transport costs.

Assigned Bus Lanes and Time Spent Commuting

Designated paths isolate BRT buses from the movement congestion, giving them the
selective right of way, which empowers the buses to achieve more noteworthy speeds.
Respondents from both the City of Johannesburg and the City of Tshwane confirmed
that their travel time has indeed been decreased by the use of the designated lanes for
the BRT buses resulting in speed and decreased travel times. Be that as it may, the
Taxi Industry remains threatened by the introduction of bus only lanes. A respondent felt
that these lanes are a result that their customers chose BRT because the buses are
never stuck in traffic. The respondents felt that it is not fair that they are not allowed to
nd if the Metro cops find them in these lanes, they are issued
use the lanes and issu tickets.

vice
Improved service
he system
The ability of the m to provide
vide
de reliability,
relia
reliab
eliability,
bilityy, affordabi
affo
afforda
affordability,
aff ec
decreased tr
travel times and
d enhancing
congestion, and cing
ng accessibility,
accessib gn that the BRT
is a sign B syste is providing
system
sport service to its
improved transport its commuters.
com he re
The res
respondents are ple
pleased with the
T enabling it to give a more
charges of BRT ore a prominent
promin
p system scope.
ager has highlighted that the City of Johannesburg continues
The BRT manager continu to increase
the number of buses and stations
ns that
that
hat are
are wheelchair-accessible.
wh
whe
ee ch ir The d
development of
e 1C will introduce
the new Phase roduce more buses
use
ses to improve the
th BRT system.
syst Within the
ne, there has
City of Tshwane, as been
en an increase off buses
busess since
sin
i intro
the introduction of the
system.
nts believe that the system offers reasonable operating hours
The respondents h per week
with easy to access travel cards. For the commuters from both cities, it is remarkable
that the system is never involved in accidents and hardly experiences breakdown. This
as a result provides improved BRT service to the commuters.

Integration of BRT with other modes of transport

The public transport interchanges for both cities have been major transport integration
points where Rea Vaya and A Re Yeng integrates with taxis, metro buses, and trains.
These modes of transports all feed commuters to each other in order to successfully
transport the commuters to different places within the cities. It is, however highlighted by
the managers that the formal integration of these modes is still a process.

147
 CHAPTER 5: Discussion and conclusion

5.1 Introduction
Comparative Assessment of Effectiveness of BRT Systems in the City of Johannesburg
and City of Tshwane was investigated in this study. Qualitative survey and in-depth
interviews were led in order to gather information on the opinions and the encounters of
diverse participants in Johannesburg and Tshwane with respects to the A Re Yeng and
Rea Vaya BRT system. Findings of the study are presented in Chapter 4, while in
Chapter 5 these findings are evaluated. Conclusions offered in this chapter are based
on the main theme presented within the analysis of the study.

5.1.1 BRT Status Quo

In order to get an idea of the status quo in these cities, the research looked at the
spread of the BRT framework in the city, and its determinants. The objectives of the
2007 Public Transport Strategy and Action Plan have not been achieved in full in both
ty of Tshwane transportation, the minibus-taxi industry ha
cities. In the City had been partially
transformed, while none of the Integrated Public Transport Network systems were
ithin their initial timelines. Neither,
implemented within e did the initial developm
development of the A Re
Yeng achieve all its initial plan of the development.
devvelop
pment. Be that as it may, A Re Yeng has
gh-quality
y b
delivered a high-quality bus-based
sed
ed transit
tran
ansitt system
syystem
tem that
tha
hat delivers
ers fast, co
comfortable, and
ervices att metro-level
cost-effective services metro
met level capacities. The spread of
o the syst
system in the both
s the disadvantaged
cities, connects ed
d areas
are with the city ccenter to provide fo
for accessibility,
ystem is not evenly spread
however the system read
ad throughout
througho
th g the city. The City of Johannesburg
d the lives of the urban poor with
has transformed h its initial development o
of the Rea Vaya
ven though in its initial
bus system. Even nit al propos
p oposal
o l, the
proposal, the system
s st was not introd
introduced to all the
it introduction
disadvantaged communities, its i t d cctio
tiio
on however
h h
has c
brought change to the
nd the Municipality
communities and cipality
t hhas moved
d ahead
d with
th the
th introduction of Phase 1C in
he city. This increases the spread of the system to the areas
other parts of the a that were
not previously served by the BRT system. The economic transformation plan still ought
to intentionally encourage the consideration of the disadvantaged in line with the
enormous transport investment ventures that have been made

Moreover, the urban poor and previously disadvantaged citizens are yet to meaningfully
benefit from innovative urban public transport systems investments. Their economic
constraints need to be at the forefront in order to access employment opportunities and
enhanced business opportunities that come with innovative urban transport systems.

5.1.2 The Social and Economic Effect of the Rea Vaya and A Re Yeng BRT System
The research intended to study the social and economic effect of the Rea Vaya and A
Re Yeng BRT system within the Johannesburg and Tshwane Metropolitan
Municipalities, by investigating to what extent does the Rea Vaya and A Re Yeng meet
the socio-economic needs of the commuters, if the system improved travel conditions,
and the challenges and opportunities for an inclusive and comprehensive mobility
system.
148
To what extent is Rea Vaya and A Re Yeng meeting the socio-economic needs of
the commuters?
The Rea Vaya and A Re Yeng BRT systems are experienced and viewed differently by
various stakeholders. The result from the commuters suggest that the system is
improving the travel conditions for the commuters and is meeting the socio-economic
needs of the commuters, however not for everyone who uses the system. It has
provided an affordable mode of transport and reduced travel time due to the designated
lanes for the buses. The consistency of the system has provided reliability of the system
to the commuters, and the effective communication in bus timetables, change of bus
schedule, and change in transport fare has assured the commuters on its reliability.
Commuters also found the system to be reliable, safe and clean. However, for the Taxi
Industry, the introduction of the system has resulted in loss of profit as the results have
demonstrated. The sharing of the routes and the fact that some of their customers have
chosen to use BRT system has left the taxi industry with a decreasing number of
commuters and
d a change in their transport routes in order to increase their
t number of
taxi commuters..

The challenges
es and opportunities forr a
ties fo ann iinclusive
clusive and comprehe
comprehensive mobility
system.
m in both cities
The BRT system ities has offered
off various opportunities
opportuniti to its com
commuters, these
nable transportt prices,
include reasonable pric
rices, less travell times,
tim
me reduced traffic
traff through the
es, safety, reliability of the system
designated lanes, y and providing acces
access to places of
ortunities. It is important to also note that the developme
economic opportunities. development of the BRT
ovided employment
system has provided ent o
opportunities
pportun
pportun tie
ess tto
o a number
nu sk
of both skilled and semi-
als. While providing
skilled individuals. roviding the communities
mm
mu with a sa
safe, reliable, affordable, and
de of transport,
accessible mode port, tthe
h cities
ii i lt l providing solution to the
are simultaneously
rease in unemployment within these cities. Nonetheless, what
issue of an increase w remains a
ommuters is accessing the BRT system. It was also high
challenge for commuters highlighted that the
system at times faces issue of delays and that the designated BRT lanes are
sometimes crowded by taxis and private cars which results in delays for the commuters.
The BRT system has also provided opportunities for the Taxi Industry. This has been
done through the transport feeder system with the BRT. As much as the taxis feed
commuters to the BRT buses who do not reside closer to the BRT routes, bus stops and
stations, the BRT buses also feed commuters to the taxis.

The introduction of this system has also provided employment opportunity for some of
the taxi driver who formally went onboard with the Rea Vaya and A Re Yeng BRT. Be
that as it may, the system has created challenges for the Taxi Industry. Designated
paths have created pressure amongst the BRT management and Taxi industry. As the
results have demonstrated, members from the Taxi industry felt that the Rea Vaya and
A Re Yeng has its assigned paths “is not fair” and in their view increased the volume of
traffic within the city. The Taxi industry is of the opinion that the City of Johannesburg

149
and City of Tshwane “is trying to get rid" of them. They have highlighted that since the
introduction of this system, they are not making a profit. There’s an increase in a
number of commuters who are choosing Rea Vaya and A Re Yeng BRT system over
Taxis, which affects the taxi operation and a loss of income with a decrease in the
number of commuters who use taxi. The cities had incorporated the Taxi industry in
the negotiations process, however, the Taxi Association refused to take part and there’s
presently still strains between these parties. TOD has not however been accomplished
within the City of Johannesburg. In any case, the cities plan encompassing the
advancement of corridors of freedom gives chances for TOD and blended land use.

5.1.3 Integration of BRT to other mode of transport

In analyzing BRT integration, the study aimed at investigating the integration of the BRT
system to other informal public modes of transport, and the possible measures required
for integrating other modes of transport with the BRT system.

BRT integration
on to other informal modes of transport.
The results demonstrate
monstrate the use of two or more modes of public transport
transpor utilized by the
his, therefore, makes connector
commuters. This, e points between residen
residential areas and
major economicc nodes including linkages
inkages to
to workplaces
w rkplac and residential areas a critical
ve urban public
component for innovative ic
c transport
transsp
port systems.
ssy
system The cities
c have various public
transport interchanges
changes that
hat were highlighted
hig
g by the BRT man
managers (Bosman
(B station,
Central station,, and Hatfield iin th
the C
City
it off T h ane; and
Tshwane; d Gandhi Square,
Squa Dobsinville
public transportt interchange and Parkk station
statio in the City of Johannesburg).
Johannesburg Be that as it
may, there is no formal integration o e modes of transport at
of these a current, it is
nsport
rtt interchanges.
integration on normal public transport interch
interc an
ange
es With
Wiit that being said,
W said both the BRT
s have highlighted
representatives hlighted that the
he
e cities are ado n
adopting on new Integrated
Transport Planss which will p
provide
rovide th
the
he commuters
commu
m ters wi
with
haS
Sustainable
Su In
Integrated Public
Transport.

Possible measures for integrating BRT with other modes of transport.

Considering that there has been integration of BRT with other informal modes of
transport through public transport interchanges. Improving possible measures to
formally integrate these modes of transport can begin within the interchanges itself. This
was highlighted by the respondents that it necessitates the one travel card option to
access different modes of transport. Mr. Mahlangu also mentioned the need to adopt on
Integrate Ticket Fare in order to reduce travel time and cost. Furthermore, an integrated
transport plan consolidating the Rea Vaya Bus Rapid Transit system, Metrobus, and the
minibus taxis travel systems will make it less demanding for commuters to get to the
public transport framework, this was highlighted by Mr. Makgoga. It is now evident that
transport planning is evolving from a more traditional approach to transport planning
towards a rational, comprehensive integrated approach that takes into account all
modes of transport.

150
5.1.4 Accessibility of the BRT system
The BRT system aims to provide a safe, accessible and reliable form of public transport
for commuters (Rea Vaya, 2012). The research objective of accessibility was analysed
by investigating if the BRT system serves the disadvantaged zones, the level of
accessibility of the BRT compared to other modes, and if it has achieved its goal of
meeting the needs of commuters in the city.

BRT system serving the disadvantaged areas

The study has found that the BRT system does not effectively cater to the needs of the
urban poor as it is by far not accessible to the majority of the disadvantaged zones. The
BRT system (which has proven to cost less compared to other modes) has remained
the appropriate option for the socio-economic needs of the urban poor. However,
evidence on the ground suggests that places, where the urban poor resides, are most
likely going to be the last to receive the BRT system services since the project already
oritising major economic nodes and not necessarily places
started by prioritising pla where the
de.
urban poor reside.

ssibility of the BRT system

Level of accessibility mc o
compared to other modes
Accessibility of the system compared
pared to ot
other
th
heer informal modes of transport
transpo is picking up
at a slow pace. It cannott be disputed
ed that the
he system
em provides
es remarkable
remarkabl
rre access to the
iding within a 500m range
commuters residing ran
nge of the bus stops,
p route,
ro and sta
stations, however
e demonstrated that
the results have at majority
majori of the commuters
co still rely o
on other modes
such as taxis, metro buses and trainss which
hi h provide
p them with access
acces to the BRT.
o the Rea Vaya a
Inaccessibility to and
d A Re Yen
Yeng
g Stations
t is one of the maj
major reasons why
ers still use taxis, metro
many commuters t bus,
bus, trains,
t i and private cars to commute and
access the city.. Of importance
c if th
ce that
att the
h City
he C ty
Ci y off Johannesburg
JJohannesbu
ohanne
essb introdu
is introducing Phase 1C
ndton, Alexandra, Greenstone, Randburg, Rabie Ridge
connecting Sandton, Ridge, Midrand and
Ivory Park to the city centre. The City of Tshwane is developing regional
r spatial
rameworks which intend to ensure that people live clos
development frameworks closer to the BRT
corridors and therefore promoting easy access.

BRT achieving its goal of meeting the needs of the commuters

The system has provided an affordable, safe, efficient and reliable mode of transport to
the majority of the commuters who reside within a 500m range of the BRT system (bus
stops and stations). Be that as it may, the objective of the system to meeting the needs
of commuters in both the City of Johannesburg and the City of Tshwane has not been
met and thus the system is not fully meeting the needs of the poor. The system in both
cities at current is not attracting the intended number of commuters as highlighted from
the above sections, majority of them are still using taxis. The development of the BRT
system was initial meant for poor communities, however, the spatial spread of the BRT
routes is not evenly spread to and within the poor communities.

151
5.2 Conclusion
It can be concluded that the Rea Vaya system in Johannesburg is working towards
being an effective mode of transport, regardless of the challenges experienced. The
system has provided improved service to its commuters through lessening travel times,
traffic congestion, affordability and a reliable mode of transport. In recognizing the
inaccessibility of the system, the city took step to introduce Phase 1C of the system in
other urban poor communities, however, the issue of inaccessibility of the existing
system in other areas still remains. There are no plans on introducing new lanes to the
existing ones within the city or reconsidering the routing of the system. Integration with
other modes of transport is not yet at an official process. Both the Rea Vaya and A Re
Yeng are dependent on the transport interchanges within the cities where they can
access and transport individuals who do not reside within a 500m range of the Rea
Vaya and A Re Yeng bus terminals. The interchange system has been effective for both
the cities. The park and ride system is also one of the few steps towards achieving
integration of allll modes of transport.

e study of the A Re Yeng system in Tshwane, the City of Tshwane

Upon extensive T is also
working towards
s providing an effective mode
de o
of transport. Regardless of the delay in the
introduction of the system in the city, the A Re
R Yeng pe
performance and service
s provided
has been notable
ble for the
e commuters.
com rs. The
T system
syyystem
s h been faced
has face with conflicts
co from the
Taxi Industry, however it is
s still
ill opera
operational in the city
i and
d int
intends
i on fu
further improving
travel conditionss for public transport
ort users
user and
d attracting
attract new public tran
transport users. It
hat the City of Tshwane
is noteworthy that e is
i improving
impro
ro B
the integration of BRT with other
port through integrated
modes of transport g public
p transport
nsp and development p
planning.

ndations of the
5.3 Recommendations he S
Stu
Study
dy
y
The study has found that the BRT system in both cities is not accessible to the majority
of commuters within the City of Johannesburg and the City of Tshwane. A
Although future
ans indicate an expansion of the network to zones encompassing
and current plans enc the
cities, the framework isn't as accessible as taxis. As a result, in order to address these
challenges, there ought to be integration between the distinctive modes of transport and
the BRT framework. Feeder buses need to operate inside residential areas so that the
Rea Vaya and A Re Yeng may be more available to commuters. The municipalities
need to formally integrate the BRT with other modes of transport as these alternative
modes are already feeding to the system.

Therefore, in order for the Rea Vaya and A Re Yeng BRT system to be more affordable,
the City of Johannesburg and City of Tshwane need to adjust the cost of the loading
fee. This will result in the Rea Vaya and A Re Yeng being more affordable and thus the
needs of the poor would be met. The system also needs to look at integrating the price
fare with other modes of transport which can allow for single use of card on different
modes of transport. These cities need to learn from the success and failures of the BRT

152
systems in other countries where there have been developments of the BRT system,
especially because they are located within metropolitan regions.

Perhaps the BRT Management could learn and adopt from the best practice of other
transport frameworks within the City of Johannesburg and City of Tshwane such as the
Metro buses. The BRT could begin by adding its operational routes and increase its
route coverage within these cities, thus giving BRT access to a larger population. The
management could also plan an onboard fare payment comparable to that used by
Metro buses. This was seen as a productive installment strategy by participants as
commuters would swipe their cards on the bus as opposed to at the station, as within
the case when using a BRT transport. Putco and Metro Transport have been
operational for a long time now, the BRT can learn from the victory and disappointments
of these two public transport suppliers and utilize this to progress the Rea Vaya and A
Re Yeng framework. The BRT management ought to moreover observe best practices
from worldwide
e case studies, where the BRT framework has created and connected
those practices..

vocates for an integrated approach

The study advocates a trans
to economic transformation and
innovative urban
an transport system.
m. To foster
foste
er transp transformation in South
transportation transform
Africa, attention
n must not
o only be
e given
iven
ven to
to development
d
deve
develo
evelopm
evelopme planning
nn but also
a integrating
transport planning
ing into development
evelopment
p planning
p in order to delive sustainable integrated
deliver sustain
e citizens and the
transport to the th previously
previ l di
disadvantage
d
dvanta
t
disadvantaged th BRT system
to access the
ration
on of various
effectively and benefit from the integration variou modes.

ons from the planning

Recommendations nning
ing d
department
epa
a m
ment were
w re tthat the fundamental
wer fundame process of
ctional transport system
creating a functional sy t i to
is to study
tud
d and understand mobility.
mo Planning
re
refore
ef re, Policy
efor
cannot happen in solo, therefore, Po
o cy
olicy
cy fframeworks
ra
rameworks
am
m works h
me have
hav
ave tto take Transit
Tran Policies into
n order to tie BRT to urban planning and development in connection
consideration in c with
stainability.
its long term sustainability.

To ensure sustainability, BRTs require high densities. Scholarly research has proved
that the future of cities is through the mass-transit-system. Municipal guide documents
(SDF, Growth-and-development-strategies, etc.) should inevitably be inclusive of
planning around mass transit. Cities could then drive major developments, through
various incentives to be situated along the BRT routes.

153
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Appendix A: Questionnaire
Masters in Sustainable Urban Planning and Development
Department of Town and Regional Planning, Faculty of Engineering and the Built
Environment, University of Johannesburg
Research Student: Ms. TN Khumalo (Student Number: 201313724)
Research Project Title:
COMPARATIVE ASSESSMENT OF EFFECTIVENESS OF BRT SYSTEMS OF
JOHANNESBURG AND TSHWANE

Research objectives:
ctives:
ne the status quo of BRT in Johannesburg and Tshwane.
1. To determine
2. To determine
mine the cross-sector benefits of accessib
accessible transport
velopment.
planning/development.
3. To determine
ne its integration
gration (BRT)
BRT)
RT)) to
t other
oth
th
h r public
publi
pub
bli transport.
ttr
ate the perception,
4. To investigate rception
ception, soc
social and economic
omic effect o
of the Rea Vaya and ARe
mmuters who use the
Yeng on commuters t system.
s

ent
Dear Respondent
aire forms part of the
This questionnaire e important
importan
mporta
a requirements
ant requ rem for fulfilling th
the University of
S t i blb Urban
Johannesburg Masters in Sustainable U ban
b Pl i g and
Planning d Developme
Development qualification.
The aim of the study is to ccomparatively
om
mp rattivvely assess
ss tthe
assess he e ffectiv
effectiveness B
of BRT systems of
Johannesburg and Tshwane. Please note that all the results acquired from the study will
esearch purposes only. Information gathered will be a
be used for research anonymous and
confidentiality will be maintained. The approximate time required for completing the
answers is 20 minutes. Please answer all questions honestly and accurately.

Please note that participating in this research is voluntary. You have the right to
participate or withdraw your consent. If there is any further information required with
regards to the study, you can contact the supervisor Mr. A. Ogra from University of
Johannesburg on 011 559 6131 or aogra@uj.ac.za. Thank you for providing your time
to participate in this research.

I have read and understood the details of this consent form, hence I am willing to
participate in this study.

Respondent’s signature: Date:

162
Kind Regards
Thandekile N Khumalo
Research Student
Department of Town and Regional Planning
Faculty of Engineering and the Built Environment
University of Johannesburg
Section-1: Demographic Information (mark with an X on the relevant item)

1.1 Gender : Male / Female

1.2 Age : 18-35 ; 36-55; > 55
1.3 Nationality :South African; Non South African______________________
1.4 Race : Black African; Coloured; Indian/Asian; White
1.5 Marital Status : Single; Married; Divorced; Widowed; Separated
1.6 Education : No Schooling; Primary; Secondary; Grade 12/Std10
12/Std10; Higher
(Graduation))
1.7 Employmentt : Yes / No
1.8 Monthly Income
ome : < 3000 | 3000 < 5000 5000 < 7000 | 7000 < 10000 | > 10000
0|5
1.9 Physical Disability
sability : Yes / No

Section-2: Status
tus Quo

2.1 What city or area of the city do you liv

ve in?
live
_________________________
__________________________________
2.2 What city or area of the city
y do
do you
you commute
co
c
com
mmmutte tto
o ffor work/school or
o other
ivities? ________________________________________
regular activities? __________________________________________________
ur primary means
2.3 What is your me ns of
of transportation?
ttransportation
ansportation
an n?
Taxi Train
ain BRT Metro-Bus Maxi-cab Own car
2.4 How often do you use public transportation on an average?
Daily Weekly Monthly Occasionally Never
2.5 What kind of public transportation is available where you live?
Taxi Train Metro-bus Maxi-cab BRT
2.6 What is the main purpose of the journeys you usually make?
Work Education Shopping Personal
business
2.7 What times of day do you typically catch the bus (BRT)?
8 am – 9 am 10 am- 11 am 12 pm – 1 pm 2 pm – 3 pm 4 pm – 5 pm
2.8 Is the BRT service in your area frequent?
Yes No
2.9 How long does or would it take you to get to the nearest BRT station or stop
from your home?
5-10 10-15 minutes 16-20 20-30 30-45 minutes

163
 minutes minutes minutes
2.10 How important is each of the following characteristics in using a BRT
service?
(1-Not Important, 2- Somewhat Important, 3- Important, 4- Very Important)
Service from home to 1 2 3 4
work
Flexibility 1 2 3 4
Evening service 1 2 3 4
Late-night service 1 2 3 4
Weekend service 1 2 3 4
Wheelchair accessible 1 2 3 4
Very few stops 1 2 3 4
Clear fare structure 1 2 3 4
2.11 How is your transport finance on BRT compared to the previous mode of
transport?
Increased Remained the Decreased
same
2.12 What do
o you feel is the major problem
p obl
b em that BRT
BR transportation is facing
today?
Traffic Bus schedu
schedules
edules
d l Safety
Sa
S afety C t
Cost Other
___________
_______
2.13 The bus
s stations are attractive
e
Strongly Agree Neutral Disagree
g Strongly
agree disagree
2.14 The bus
s station is equipped
qu pped with
quipped with modern
mo
o ern technolog
te
technolo
technology
e hno
nol and is eco-friendly
ec
Strongly Agree Neutral Disagree Strongly
agree disagree
2.15 The bus
s station has adequate resource and capacity
Strongly Agree Neutral Disagree Strongly
agree disagree

Section-3: Reliability

3.1 The bus always arrives at the destination on time

Strongly Agree Neutral Disagree Strongly

agree disagree
3.2 The bus never breaks down on the road
Strongly Agree Neutral Disagree Strongly
agree disagree
3.3 Customers can easily get a ticket for their journey with BRT

164
 Strongly Agree Neutral Disagree Strongly
agree disagree
3.4 Staff satisfy customers' requests right the first time
Strongly Agree Neutral Disagree Strongly
agree disagree
3.5 The timetable in the bus station and stand is error-free
Strongly Agree Neutral Disagree Strongly
agree disagree

Section-4: Responsiveness

4.1 BRT always inform people of change of timetable and prices in advance.
Strongly Agree Neutral Disagree Strongly
agree disagree
4.2 BRT provides
des timely and efficient service
Strongly Agree Neutral Disagree Strongly
agree disagree
4.3 Communication
ation of BRT staff with customers
sto is clear and helpful
Strongly Agree Neutral
Neutr al Disagree
Disag Strongly
agree disagree
4.4 BRT staff provides complete
mplete
plete
e ans
answers
swers when they attend
att
atte to custom
customers'
requests.
Strongly Agree Neutral
uttra Disagree Strongly
agree disagree
4.5 How would you rate the
he B
BRT cu
customer
ustomer servic
service?
ce? 1-Poor
1 Poo 2-Moderate
2-Modera 3-Good 4-
Excellent
1 2 3 4

Section-5: Assurance

5.1 Customers feel safe in their transactions with staff in the bus stations.

Strongly Agree Neutral Disagree Strongly

agree disagree
5.2 Staff off bored are always polite
Strongly Agree Neutral Disagree Strongly
agree disagree
5.3 Staff has in-depth occupational knowledge of their jobs.
Strongly Agree Neutral Disagree Strongly
agree disagree

Section-6: integration

165
6.1 Does BRT have connections to other modes of transport?
Yes No
6.2 Do you use more than one mode of transport when commuting from home to
work /school?
Yes No
6.3 If yes, which other mode of transport do you use to access BRT?

Taxi Train Metro-Bus Maxi-cab Own car

6.4 How are your finances affected in using more than one mode of transport?

Increased Remained the Decreased

same
6.5 How is the integration of BRT with other modes affecting you other than
finances?

______________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________

ditional Questions (Interviews)

Section-7: Additional w

s
7.1 Commuters

7.1.1 Does BRT

T always look after the
th best interests
rests of their custome
customers?

Yes No
7.1.2 Are the BRT operating hours convenient
co
conve
onv nien
en for you?
Yes No
7.1.3 It is easy
y to find and access
cess the
the BRT
BR
R bus
RT b s station
s t and stands?
Yes No
7.1.4 At the bus
us stop do you find
i d that
h t th
there are ttimetables
t bl available and readable
should you need them?
Yes No
7.1.5 From where do you get the bus schedules and ticket price information?
Newspapers Internet At bus Call Don’t know
stations Centre
7.1.6 How would you rate the following services of BRT buses?
Services Poor Moderate Good Excellent
cleanliness 1 2 3 4
Reliability 1 2 3 4
Safety 1 2 3 4
Frequency 1 2 3 4
Cost 1 2 3 4
7.1.7 What changes would you like to suggest for improving services in BRT?
___________________________________________________________________

166
Stakeholders

7.2 BRT management (2 Rea Vaya - 2 AreYeng managers)

7.2.1 Is BRT providing access to transport in different communities?

---------------------------------------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------------
7.2.2 Is the spread of the BRT in the city promoting integration with other modes?
---------------------------------------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------------
7.2.3 Is BRT planning to integrate with other modes of transport?
---------------------------------------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------------
7.2.4 Is BRT achieving its intended goal of providing easy access to the city?
---------------------------------------------------------------------------------------------------------------------
-----------------------------------------------------------------------------
--------------------------------------------------------------------------------------------------------------------
7.2.5 Has the introduction
ntroduction of BRT changed the face of the city and other
ot social
and economic development?
---------------------------------------------------------------------------------------------------------------------
-----------------------------------------------------------------------------
----- - - - - - -----
-----------------------------------------------------------------------------
- -------
---- ----- ---------
- -
---------------------------------------------------------------------------------------------------------------------
7.2.6 Has the introduction
tion of BRT iincreased the
e use of pub
public
p transport
transp in the
city?
-----------------------------------------------------------------------------
------------------
---------------------------------------------------------------------------------------------------------------------
-----------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------------
educing traffic congestion
7.2.7 Is BRT reducing ongestion
est on in the
th
th
he c t ?
city?
-----------------------------------------------------------------------------
----
---------------------------------------------------------------------------------------------------------------------
-----------------------------------------------------------------------------
--- - --- ------ -- - --- ------------------
---------------------------------------------------------------------------------------------------------------------
locat along the
7.2.8 How has the introduction of BRT affected the businesses located
corridors?
---------------------------------------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------------

7.3 Taxi Association (2 Managers in COJ – 2 managers in City of Tshwane)

7.3.1 How has the introduction of the Rea-Vaya impacted on your business?
Loss of money Lesser commuters Taking over the
routes

7.3.2 What is your general perception of the Rea-Vaya Bus rapid transit system?
______________________________________________________________________
______________________________________________________________________
________________
7.3.3 What is your view on Rea-Vaya management and taxi association (Division
167
 in the Taxi industry)?
______________________________________________________________________
______________________________________________________________________
________________

7.3.4 Is there a reached operational agreement with BRT management? If any

what is it?
______________________________________________________________________
______________________________________________________________________

7.3.5 How are your serviced transport routes affected by the operation of the
BRT in the city?
______________________________________________________________________
______________________________________________________________________

ent planning and urban management

7.4 Development
(1 Planner from COJ – 1 Planner from City
C of Tshwane)

n the municipality
7.3.1 How can n ty
y master
maste
aster
ster urban
urban transport
trans
ttr
transp ul
multimodal f
future in
able cities?
sustainable s?
?
______________________________________________
____ ____
______________________________________________________________________
______________________________________________
__
_____
________
_________
__
______________________________________________________________________
______________________________________________
______________________________________________________________________
n creative urban spaces
7.3.2 How can spaces
ces reduce
rred
e uc
ce the
the usage
us of private ca
cars?
______________________________________________
______________________________________________________________________
______________________________________________
______________________________________________________________________
______________________________________________
______________________________________________________________________
otential benefits could BRT networks provide in the cities
7.3.3 What potential cit to develop
a framework incorporating these benefits into the planning process?
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
7.3.4 What are the ways through which the municipality can tie BRT to urban
planning and development in connection with its long term sustainability?
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________

168
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