download a PDF of the full June 2009 issue - Watt Now Magazine

continued from page 15At the 2008 Transport Indaba, Radebe met with governmentministers, provincial and municipal transport representatives andmembers of the local government association. Between them, theyresolved that the minibus industry should form the “nucleus” of theBRT systems. And, that the taxi industry should be included in such away that its current share of the commuter market is not reduced onaffected routes.Radebe said that the Phase 1A of the BRT network would directlyaffect the taxi industry. “I would like to highlight that being a BRToperator means that you own your own BRT vehicle fleet and havedirect control over the vehicle procurement, maintenance, staff hiringand training, day-to-day running of the depots and so forth.”Of course that implies that all BRT vehicles will have to be properlymaintained, kept in a roadworthy condition and be driven by properlylicensed drivers. Radebe also referred to the concern, among taxioperators, that an operating licence lapses every seven years. He saidthat the only reason a licence would not be renewed would be if theapplicant was no longer fit to drive or if the vehicle was not registered,licensed or roadworthy.These regulations are aimed at ensuring that taxis operating onSouth Africa’s roads, as well as those taking part in the BRT systemsin metropolitan areas, are all roadworthy and are driven by properlycompetent drivers. Given the taxi drivers’ track record forlaw-breaking it’s hardly surprising that they are objecting sovehemently to the BRT systems in Johannesburg and CapeTown.The main features of the BRT systems are:• Dedicated bus lanes that are operated separately fromall other traffic modes, allowing buses to operate at highlevels of reliability and efficiency as only properly trained,professional drivers are allowed to use these lanes;• Lower construction costs of the bus lanes, which arelocated in the median or the roadway rather than on thekerbside;• Integrated networks, routes and corridors that coincidewith each other;• Pre-boarding fare collection and verification;• Level boarding at bus stations so that people withdisabilities can use public transport;• Fare and physical integration of routes, corridors andfeeder services;• Entry to the BRT system restricted to operators whomeet the prescribed standards;• System management through a centralised control centre.In the Rea Vaya network each bus operator will have a concessionto use the system.The BRT systems in various different regions are seen, by local andprovincial government officials, as economic development projectswith short, medium and long-term benefits. In Johannesburg, theRea Vaya project will form the backbone of plans to rejuvenate thecity which, in time, will be dominated by wide boulevards lined withlandscaped pavements, multi-storey affordable flats, offices, shopsand entertainment venues dominated by a really efficient and easy-tousepublic transport system.Where do the taxis fit into that vision?Arrive Alive is one of the many organisations that is solidly behindthe BRT and it says that the short-term benefit is that there is afrequent and reliable public transport system that is affordable,safe and efficient. At the same time the BRT will reduce trafficcongestion, energy consumption and vehicle emissions and allow forthe recapitalisation of the public transport fleet.In terms of environmental considerations, Arrive Alive says that anenvironmental impact study has shown that there will be an expectedsaving of 382 940 tons of carbon dioxide equivalent emissions by2010, increasing to savings of 1,6-milion tons of carbon dioxide by2020.continued on page 19June 2009 17