Accessible Multimodal Public Transport - South Africa’s Future

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Khibi MananaDepartment of TransportPretoriaSouth Africa

Amanda GibberdDepartment of TransportPretoriaSouth Africa

Jim StanburyArcus GIBB (Pty) LtdCape TownSouth Africa

Ari SierlisQuadriplegic Association of South AfricaDurban, SA

Contents

1. Purpose of the paper2. Introduction3. Understanding the status quo of the existing system4. Legislation and policy guiding the Accessible Public Transport

Strategy 5. Defining an end goal: what is an accessible public transport

system?6. Programmes in the Accessible Public Transport Strategy7. Progress in creating an enabling environment8. Progress in upgrading existing public transport and developing

integrated public transport networks (IPTN’s)9. Lessons learnt10. Conclusion 3

The paper records the development of the Implementation Strategy to guide the provision of Accessible Public Transport in South Africa (“Accessible Public Transport Strategy”)

This strategy is the culmination of work over the last 10 to 20 years

It has been developed into a Programme of Action which is being implemented through a new position within the Department

Projects are now materialising that break new ground in universal access both nationally and internationally

The implementation process has just begun. Evaluation is needed in 5 to 10 years

1. Purpose of the paper

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2. Introduction

South Africa is developing public transport networks that can be used by everyone. These are called integrated public transport networks (IPTNs).

Public transport networks are created by the integration of local rail, bus, mini bus taxi and on-demand services; linking with long-distance services.

The National Department of Transport (NDoT) has prioritised Bus Rapid Transport (BRT) and Rapid Rail as critical elements of the IPTN where the municipal situation warrants such an intervention, i.e. passenger numbers and demand indicate that a special intervention is required. The NDoT is required by law to provide for passengers with special categories of need in public transport.

3. Understanding the status quo of the existing system

Existing road and rail public transport is generally not accessible to all passengers. Some of the problems are:

• Lack of pre-travel information• Inaccessible route from origin to boarding point• Inaccessible infrastructure• Inaccessible, overcrowded vehicles in which to travel• Inadequate customer services and customer care• No integrated network

Localised improvements were being made, but there was a need for a paradigm shift for government and operators

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South Africa is very clear on its approach to human rights. It has adopted the United Nations Convention on the Rights of Persons with Disabilities and the Optional Protocol.

This commits South Africa to a universal design approach to the provision of all services, including transport

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3. Legislation and policy

National Legislation includes: • Promotion of Equality and Prevention of Unfair Discrimination Act (2000). “

The “burden of proof” lies with the respondent not complainant”• The National Land Transport Act (2009). This identifies passengers with

special categories of need in transport systems (people with disabilities, elderly people, young children and those accompanying children)

• Public Transport Strategy (2007). “100% Accessible!” • Accessible Public Transport Implementation Strategy and Action Plan

(2011 Draft). A series of programmes that can be implemented over time.

Accessible Public Transport Strategy proposes that a universally accessible system is one that consists of:

• “Mainstream system that are usable by all people, to the greatest extent possible, and

• Complemented by demand responsive services which provide for people for whom the mainstream service does not meet their needs”

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4. Defining the end goal: what is an accessible public transport system?

The network is based on the concept of the travel chain:

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4. Defining the end goal (cont)

The Department of Transport’s goal is to put in place travel chains that can be used by the whole of society throughout the country, in all public transport networks.

Plan a Trip Give Feedback on trip

Get to pickup point

Get todestination

Get intothe vehicle

Get out of the vehicle

Make theJourney

TravelChain

This requires universally accessible:

• Transport planning• Operations • Marketing & communications• Customer care• Fare systems• Passenger information• Infrastructure• Vehicles

The Accessible Public Transport Strategy was accepted through workshops and presentations to stakeholders

This included transport providers and passenger user groups 8

5. Programmes in the Accessible Public Transport Strategy

Accessible Public Transport StrategyFive Thrusts of the Implementation Strategy

Creation of an enabling environment

Continuous upgrading of existing services (Modal Upgrading)

Provision of Integrated Rapid Public Transport Networks (IRPTNs) and Integrated Public Transport Networks

Roll-out of Rural Transport Packages

Legacy projects (for example the 2010 FIFA World Cup)

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National funding of public transport networks to assist the 12 largest cities to provide infrastructure and procure technical support, and for rail network improvements

National funding of public transport operations to improve accessibility of vehicles and services

National funding for road safety to improve non-motorized transport for pedestrians

Funding for the recapitalization of mini-bus taxis so that they are safer and easier to get into

Universal access plan as a funding output of some grants and now being voluntarily adopted by other modes, as a means of complying with national legislation

A New version of the Building Regulations has been published as a minimum standard, which is more in line with international norms 9

6. Progress in creating an enabling environment: mechanisms

The Universal Design Access Plan1 Transport planning2 Operational context3 Marketing and communications4 Customer care5 The fare system6 Passenger information and way finding7 Infrastructure8 Vehicles

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There is an access auditor working within the Department, to oversee and audit the work of the access consultants

Access consultants work on each transport mode, to write and implement the Universal Access Plan; assisting the work of the infrastructurel and operations teams

They all have a vigorous understanding of: • The social model of disability and functional

requirements of passengers• Universal access within all aspects of the travel chain• National legislation and policy

6. Progress in creating an enabling environment: access experts

Network development• Integrating all modes of public transport

Improvements to “Non-motorised transport (NMT)”

• Better pedestrian infrastructure within 500m of each station / stop (both trunk and feeder)

• New cycle lanes• Responds to South Africa’s commitments to COP17

(Prioritising and increasing walking and cycling)

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7. Progress in developing new IPTNs

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7. Progress in developing new IPTNs (cont)

Gautrain High Speed Rail • Links Pretoria, Johannesburg and OR Tambo

International Airport

• Provides world class travel for all and sets new standards for South Africa beyond the minimum standards of the Building Regulations

• Appointment of an access consultant to review and deal with issues on an on-going basis

• An internal position has been created to deal with customer relations issues and identify those that can be mitigated immediately

• Regular discussions with the stakeholder group, the South African Disability Alliance to monitor and improve accessibility as needed, within an agreed timeframe

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7. Progress in developing new IPTNs(cont)

Bus Rapid Transit (BRT) systems

• Accessible feeder systems are being in placeincluding fully accessible low floor buses

• New trunk system are in operation in Cape Town and Johannesburg with a review of high vs. low floor. The debate is currently in progress.

• Three more BRT systems will start to run during the period 2013-2015

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Passenger rail • After years of underinvestment, a substantial budget has been allocated to

upgrade rail infrastructure and purchase new, accessible, rolling stock

• Platform heights are being adjusted on selected stations so that level boarding is achieved, and station infrastructure is being upgraded

• Customer service issues are gaining momentum and a proper forum for dealing with problems is being established

• The Passenger Rail Agency now has a universal access policy and is developing a universal design access plan

7. Progress in upgrading existing public transport (cont)

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7. Progress in upgrading existing public transport

Private bus / taxi operators

• Some private operators are purchasing accessible buses and metered taxis although not yet legally required to do so

• Discussions have begun with bus operators on how to bring in accessible vehicles that are financially viable

• A process of identifying obstructive or out of date complementary legislation has begun

• Discussions have begun with the bus and taxi industry on the introduction of Universal Design Access Plans

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8. Lessons learnt

South Africa has come a long way and still has a long way to go. However, we have achieved a significant paradigm shift.

Some lessons learnt include: • Political will and champions are essential (Ministers and Mayors

resolutions on universally accessible public transport are being prepared)

• Policy and legislation is in place but the core difficulty is to get acceptance that passengers with special categories of need have a right to use public transport

• A programme and system for implementation which includes monitoring and evaluation is required to keep the process moving over the required time period

• A Universal Design Access Plan developed by an experienced Access Consultant is essential

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8. Lessons learnt

• Government funding needs to include the condition to create universal accessible transport services

• Partnership and co-operation between all spheres of government and transport operators is vital. Especially to resolve initial resistance based upon costs (real or perceived) and identification of beneficiaries

• Capacity building of every one who is involved is required. The skill in universal access is not available throughout the country nor in all sectors. Awareness training of front line staff is essential

• Stakeholder groups should be as involved as possible but groups are fragmented making consultations difficult. The access consultant plays a key role in involving stakeholders at local level

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9. Conclusion

Ten years ago South Africa had no accessible public transport. Now every new system is being made universally accessible and existing systems are being upgraded over time

We are achieving this through partnerships, or as better put by Nelson Mandela:

“Those who are ready to join hands can overcome the greatest challenges”

Thank YouDankieEnkosi