Transport, Jeff Radebe, MP at Southern African Transport Conference 2006
Delivered on his behalf by Acting Director-General, Mr Jerry Makokoane, CSIR
Conference Venue
11 July 2006
Conference Chairman, Professor Alex Visser
Academics and researchers
Members of the organising committee
Panellists
Members of the Transport Industry
Government officials
Members of the media
Ladies and gentlemen
It gives me great pleasure to be invited once more to deliver the opening
address to the 2006 Southern African Transport Conference (SATC). We meet again
in 2006 with many transportation issues and challenges still needing to be
addressed. As a sector, our major challenges are to respond to the achievement
of a six percent economic growth target pursuance of the Accelerated and Shared
Growth Initiative for South Africa (AsgiSA), the encouragement of sustainable
transport, and the promotion of the Extended Public Works Programme (EPWP).
I will respond to some of the themes that have been identified for this
conference. I will then identify new areas of research, highlight Government's
response to the previous SATC recommendations, and finally, I will take stock
of progress towards the fulfilment of the recommendations I have made to
Conference since 2004 when I became the patron of the SATC.
1. World Cup
This conference, and in particular the World Cup theme, is well-timed
because as of Friday last week, when President Thabo Mbeki unveiled the logo
for the World Cup 2010, South Africa has been officially handed over the rights
to host the World Cup in 2010. According to Football International Federation
Association (FIFA) Protocols, South Africa could not vigorously engage with
2010 World Cup issues before the German 2006 edition was concluded. It is now
history that Italy has won. It is now our immediate challenge to finish up what
we have already started towards hosting the World Cup on behalf of FIFA in
2010.
The successful hosting of the World Cup 2006 has provided valuable lessons for
South Africa in 2010.
The various delegations from 2010 host cities, provincial and national
government and private sector delegations, to Germany, will form a treasure
trove of experiential learning about how South Africa, within her
peculiarities, can do to stage a successful World Cup. In addition to this
experience, the assistance from FIFA and further learning experiences from the
2008 Olympics, convince me that we are well on track with the preparations.
Although challenges still remain in the public transport system, the
following facts are worth noting:
The current public transport system carries 39,7% of people to work, daily
85% of who are found in metropolitan and urban areas. 36,2% of people use
private transport, while 52,3% use non-motorised transport. This will mean that
in planning for the event, while we have to provide public transport for the
duration, we must not lose sight of the fact that post-World Cup; the modes
that are used by a greatest number of our people include non-motorised
transport.
Public transport usage is high in Gauteng and KwaZulu-Natal where more than
half of transport users use the services to travel to work. Three 2010 stadiums
are within the Gauteng province and three others are in neighbouring provinces.
The distances between these Gauteng stadiums and their respective city centres
are not more than 10 km. The other four venues are in KwaZulu-Natal, Free
State, Eastern Cape and Western Cape. This creates an opportunity for those
provincial and city governments to focus their concentration on the provision
of transport services to these single venues. The host cities of these venues
are world-renowned for their hosting of previous international events, have
sound financial bases and have strong sports and political leadership.
The current transportation system has not failed to transport many South
Africans to sports events. The Africa Soccer Cup, the Rugby World Cup and the
Cricket World Cup, among others, went without transport hitches. Almost every
other week, there is an international conference of one form or another in
South Africa and we have not experienced transportation problems.
Minibus taxis as an informal transport system make 67,9% of a total number
of trips. This highlights the important role that a well-managed minibus taxi
system can play as the core focus of public transportation, and the new
transportation subsidy regime of government is shifting towards the direction
of supporting this sector.
Teams stay in one town until the knock out stages. Supporters of those teams
stay in the same town as the team. For each city therefore the challenge is to
transport in time, the number of supporters of the two teams for a distance of
less than 11 kilometres before and after the game. There will of course be
opportunities for between games travelling to tourist destinations, but there
are enough resources from hotels to transport the visitors around.
Using the example of just one mode of transport, bus transportation, and
within it using only a single federation of organised bus operators, the South
African Bus Operators Association (SABOA), the statistics bear witness to my
optimism about a seamless transportation arrangement for both our teams and our
spectators during 2010. The Association has a membership of more than 20 000
buses spread around the country; 15 000 of those busses are used for public
transport and 5 00 are used by companies to transport their employees free of
charge. These busses undertake more than 720 million km trips per year. Long
distance travel is served by 400 coaches catering mainly for tourism and 800
luxury or semi-luxury busses for intercity.
I am also optimistic that:
The breakaway sessions that will deal with this issue and the presentations
that will be made by officials from the host cities 2010, will further
elaborate on our country's preparedness for the event in 2010. My other
colleagues in Government will respond with the same conviction in the areas of
their responsibilities relating to the World Cup, such as safety and security,
immigration and taxation, accommodation, emergency services etc.
Allow me to point out that the international community was convinced that we
were ready to host the 2006 World Cup, and FIFA has decided that South Africa
is the host country for 2010. Viva!! South Africa 2010 Soccer World Cup,
Viva!!
2. Infrastructure Engineering
Trade growth in South Africa and at Southern African Developed Community
(SADC) level has highlighted concerns about the ability of regional
transportation infrastructure to cope with increases in traffic volumes. The
age of the primary road networks, and the growing volumes of freight it
carries, underscores the urgent need for greater investment. Incompatible
vehicle-weight limits within the SADC region and in other parts of Africa are
among the most incomprehensible impediments to south/north long haul trucking
in the continent.
Much of what has been said about public transport in South Africa may be
justified and the sentiments may have some merit. But the lake is always
shallow when you look at it from afar. A deeper analysis of transport reveals a
range of complexities, such as cost, budgets and other financial issues; design
and electrification issues, licensing issues, environmental and energy impacts,
feasibility issues, social issues, historical issues, ridership issues, etc.
The solution of one of these to the exclusion of the others will not, in and of
itself, provide a comprehensive solution to the issue of public transport and
engineering per se.
There are a number of challenges facing the engineering community for both the
present and the future.
There has been the declining number of professionals as a result of reduced
industry demand, reduced number of graduates, emigration and low rewards. The
shortage is strongly felt in local municipalities.
* Of the 231 local municipalities 79 have no civil engineers, technologists or
technicians.
* Of the 231 local municipalities 42 have only one civil technician.
* Of the 47 district municipalities 4 have only one civil technician
Government exercises its Infrastructure engineering mandates through
government entities such as South African National Roads Agency Limited
(SANRAL) and the Centre for Scientific and Industrial Research (CSIR). There is
a need to bring on board other science councils, professional bodies and
private sector players. In relation to the role of the private sector, there is
a need to close the debate about the âcrowding inâ and the âcrowding outâ of
the one by the other. The need and challenge to ensure for co-operation between
the public and the private sector has never been greater.
Infrastructure engineering needs to be seen within a long-term horizon,
encompassing construction, maintenance, operations and demolition. The emphasis
of one over other will not be a comprehensive response to our infrastructure
needs. There is a need for materials standards to be made uniform so that we
close the gaps between the high standards and low standards that characterized
the pre-1994 engineering scenario in relation to the deliberate separation of
urban and rural, âWhiteâ South Africa and âhomelandsâ, and national, provincial
and local construction materials.
Infrastructure engineering needs to respond to the needs of all transport
users, including walkers/pedestrians, cyclists, cart pushers and all categories
of the disabled. We need to show progress from the engineering side that the
stadiums for 2010 Soccer World Cup can be built and or renovated in time.
Infrastructure provision should be seen as a âsystemâ that includes
infrastructure asset management, engineering education, infrastructure
engineering, using multivariate tools such as optimisation value engineering
analysis. Infrastructure engineering goes beyond construction and should
interrogate social, economic, political and cultural contexts within which they
are built. To what extent do engineering design highlight the uniqueness of
Africa, its geographical conditions, and the culture of South Africa's people.
How do we use our infrastructure to leverage international relations?
We need to know without ambiguity as to where our major engineering
challenges are located. Are they in infrastructure construction or are they in
infrastructure maintenance and rehabilitation. To what level does the issue of
equitable access denominate our responses to infrastructure? To what extent
should road infrastructure respond to the needs of energy infrastructure,
telecommunication infrastructure etc.? How do these infrastructure investments
complement each other in building our economy?
Furthermore, how do we bring in front-line workers who are involved in
implementing and maintaining the engineering projects and "who have the most
acute insight into how the job can be done," and integrated into the
infrastructure engineering community? The obverse side of this question is: To
what extent do infrastructure-engineering projects integrate the need for
labour intensive strategies?
In respect of this particular conference, another question is of relevance:
Can the Conference go beyond its academic thrust and source experiential
contributions from non-academic individuals who are at the coalface of the
transport challenges such as taxi-drivers, passengers, conductors, traffic
management officials, etc.
Most of the issues that I have raised and their responses to them provide a
fertile preparatory ground for the development and eventual implementation of
the National Transport Master Plan which is one of the major projects of my
Department.
3. Public transport
Data from the National Household Travel Survey gives us an indication of where
we are with regard to our communities' access to public transport. Some useful
findings are as follows:
* Data on access to schools, health and other services specifically by children
and link with school bus policy, still needs more research.
* Data on access to taxis, buses and passenger rail systems linking to access,
affordability and safety issues need to be continuously updated in monitoring
trends.
* Data on the use of modes enable us to make appropriate decisions of
investments and funding options.
Public transport still continues to be hampered by subsidisation of all
transport modes, public transport fares, issues of frequency, access time and
in-vehicle time, and reducing the patronage and growth of private motor
vehicles. Supportive to a good functioning transport system, public transport
system included, is road safety awareness, road traffic law enforcement, and a
positive compliance to the laws of the road by users. Although some of these
issues are more social, solutions should come from social and scientific
methodologies.
4. Aviation
Challenges in the aviation industry continue to provide a fertile ground for
further research and development and product refinement. Technological advances
in electronics and communications systems are already shaping the global
transportation system. ITS, which utilises diverse technologies to enhance
efficiency and safety of transportation activities, are a key component of the
technological revolution taking place in modern transportation. South Africa
and the region needs to utilise this opportunity to achieve cost reduction for
governments, promote less congestion, improve traffic safety, save time, reduce
infrastructure needs and limit environmental pollution.
Some possibilities for concern and the opportunity that navigation and
satellite security systems bring need to be considered:
* Technological interventions can now be converged, such that territorial
technologies can be converted for application in the airspace and the maritime
environments.
* Advanced technologies already exist. We need to apply our minds about how to
adapt them to South African conditions.
5. Transport planning
Most of the issues that pertain to transport planning will resonate through
the drafting of the National Transport Master Plan. I would strongly urge
delegates to participate in the processes of the development of this project,
which is a first for our country.
I will mention only a few of the issues within the transport planning
environment. Transport planning as a discipline in its own right, has suffered
the same predicaments as those of other professional disciplines. In short,
successful transport planning is still hampered by the following:
* shortage of relevant research in mobility management
* the absence of a National Transport Master Plan
* absence of adequate land-use transport planning interface
* funding issues
* training and technology transfers
* overlapping jurisdictions
* the absence of reliable transport data
* bad land-use planning which leads to the proliferation of shopping centres
and residential areas which are not coordinated with transport networks.
6. Environmental issues in transport
Governments have often addressed transportation and the environment as
separate entities. Most recently, and as a follow up to the Johannesburg Plan
of Action, environmental issues relating to transportation gained a higher
profile as scientists compiled strong evidence linking global warming to human
activity. South Africa's transport sector is therefore required to respond to
this global challenge through the development of transportation policies to
promote greater use of the more fuel-efficient modes of transportation.
There are vast areas of further engagement and research in environmental
issues, such as carbon trading and clean development mechanism.
7. Taking stock of conference recommendations
A perusal of the topics of this year's papers again reflects many aspects of
a technical nature that might have major implications on a policy level. We
have to find ways and means to ensure that the policy implications can be taken
up by the Department for further interrogation and development in the
identified areas.
From the side of my Department, some of the issues that have arisen,
directly and indirectly from past conferences are being addressed in the manner
that I will mention:
1. In terms of the Taxi Recapitalization Plans:
The compulsory safety requirements published in 2005 are now yielding
results as vehicle manufacturers begin to respond towards satisfying them. The
law enforcement process is currently being finalised by the Department in
conjunction with provinces, RTMC and the SABS where vehicle-testing centres are
being accredited for testing vehicles.
2. In relation to creating capacity within the Department:
The Department of Transport has re-aligned its structure to the strategic
direction of the next three years and over with emphasis on freight and public
transportation, transport infrastructure, transport and the economy,
Inter-sphere coordination, amongst others. A number of high-level positions
have been advertised and will be filled soon.
3. In relation to aviation:
At a bilateral level we have signed a number of on Air Services agreements
with a number of African states. We have a multilateral agreement on the
liberalisation of intra-Africa air services. We are working under the auspices
of the African Civil Aviation Commission as an equal partner. There is a draft
agreement on co-operation with regard to civil aviation security with a number
of countries.
4. In relation to rail:
In January 2005 the first iteration of the National Rail Passenger Plan
indicated that there are three options for the future of the passenger rail
services. These are:
* full recovery - where we would restore the whole rail network
* limited system - where we would close all but efficient lines/routes
* priority rail corridors - where we would balance the socio-economic planning
objectives on rail existing strengths.
Two discussion papers on the inter-modal split between road and rail will
soon be released for public comments.
5. In relation to maritime issues:
A White Paper on Maritime Transport Policy will be issued for circulation
before the end of this financial year for public consultation. Nominations for
Auditors to assist the auditing functions for the International Maritime
Organisation have been requested from members of the public. In relation to
regional cooperation and HIV/AIDS, as a member of the Sub-Saharan Transport
African Program, we are part of a base study analysing the prevention of
HI/AIDS along continental corridors.
6. In relation to research, technology and innovation:
We are working closely with the Department of Science and Technology to take to
Cabinet a Transport Innovation and Technology Research Strategy, and for
release to all the relevant stakeholders. We are working with international
partners to develop a pilot ITS project and to develop policy in this
regard.
7. In relation to the environment and transport:
We are giving full support to the Departments of Environmental Affairs and
Tourism and Health in executing South Africa's mandate as Chair of the Group of
77 (G77) plus China
A Draft Transport, Environment and Health Charter will soon be released for
public comment. This brings me to the second question, which has been troubling
me for some time. What have we achieved since my first keynote address as
patron of this Conference? It is against the following issues that I will
request Conference members to evaluate the relevance of this Conference, both
in the past and into its future:
In 2004 and 2005 SATCs, I raised the interconnectedness of transport and
health and diseases. As we know, HIV and AIDS are of great concern to the
long-distancing trucking community and education and prevention steps are in
places that need to be strengthened. The spreading of diseases such as South
African Revenue Services (SARS), malaria, yellow fever, dengue fever, West Nile
fever and various types of encephalitis, through the opening up of trade
opportunities need to be continuously given attention and I suggested in 2004
that a separate session on these issues be included in the program for the
conference in 2005, this important issue still remains to be dealt with.
As indicated to Conference last year, it is still not clear to me how the
hard work that goes into the research papers and discussions actually
translates into government policies and strategies. I am still not clear how
precisely the conference interacts with government in any formal matter.
In my opinion, it is extremely important that the interaction between
government, academia, private organisations and individuals be to the mutual
interest and benefit of both parties. In 2005, I suggested a session on
aviation, particularly the open skies policy, and maritime as it relates to the
issues of security. I appreciate that Conference has now included these issues
in a stand-alone session. These areas of transport are dynamic, and Conference
challenge for the future Conferences is to deal with themes and topics that
reflect this dynamism.
In 2004 I argued that the renovation and upgrading of our South African
transport system is constrained by the inadequate historical investment in
infrastructure. Spatial legacies of apartheid planning and underdevelopment,
including a shortage of sufficient skills within government and the private
sector that would allow the innovation within the transport sector to be more
effective still dominate the transport environment.
In 2004, I stated that infrastructure and operating and management systems
were not up to scratch. The challenge I posed was not to fall further behind in
general economic development. I still need us to give this area further
attention so that we continue to have our systems rise to the challenge of
global management systems.
In 2004, I indicated that more attention needs to be paid to the work of the
Transport Education and Training Authority (TETA) to ensure that it provides
adequate training to people in sufficient numbers. The SETA had to create the
critical mass of skilled personnel available to the transport community.
Special areas for attention included aerospace, maritime, freight handling,
forwarding and clearing, road freight and road passenger. There is no evidence
that the Authority has achieved this.
7. Conclusion
Challenges are huge and solutions should not be sought from one angle, we
need a culmination of efforts, which amongst other issues include research
innovations and technology transfer in government, semi government,
universities and private institutions.
I trust that a Conference report will be prepared so that my department will
engage the issues that have been identified, and to respond to those that have
arisen out of lack of knowledge about what the department does.
The challenges and my rewinding of previous conferences are aimed at
strengthening the value of this Conference as it struggles to compete with many
others of its nature, particularly during this conferencing month.
I have also noted that the conference has a dedicated session that refers to
our friendship with our Chinese friends. This takes a particular meaning in the
light of the agreements that were signed by the President and the Chinese Prime
Minister a few weeks ago.
It is now my great pleasure to declare the 25th Annual Southern African
Transport Conference and Exhibition officially opened.
Issued by: Department of Transport
11 July 2006
