1 Background Overview National Department of Transport Recap: - - PowerPoint PPT Presentation

PRESENTATION TO SARF, GAUTENG REGION TOPIC : Gauteng Province’s Road Budget with emphasis on Maintenance and Road Safety 15TH AUGUST 2013

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

Background



Overview National Department of Transport



Recap: Government Programme of Action



Presidential Infrastructure Coordinating Commission (PICC)



National Overview of Road Infrastructure Sector



S’hamba Sonke Programme (SSP)



SSP Budget Allocations & Expenditure: 2010/11-2013/14



Road Infrastructure and Road safety in South Africa



Gauteng Specific Issues



Progress and Update.

Background

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The purpose of the presentation by the Department of Transport at the SARF Informative Breakfast Session was based on an invitation to the Deputy Minister to address the Gauteng Region on the TOPIC :

• Gauteng Province’s Road Budget with focus on Maintenance.

The Address shall be given by the DDG: Road Transport

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Department of Transport SANRAL CBRTA RAF RMTC RTIA Road Transport Branch



Regulate road traffic management;



ensure the maintenance and development of an integrated road network through the development of standards and guidelines;



• versight of the road agencies and provincial road expenditure.

The Department of Transport is responsible for regulation of Transportation in South Africa, that is, public transport, rail transportation, civil aviation, shipping, freight and motor vehicles.

Constit itut utio ion n of the Republic ublic of South h Africa ica

• Sched

edule e 3 Part rt A and B defines: es:

• Provincial Roads as exclusive competency of Provincial

Administration

• Municipal Roads as exclusive competency of local

government (metro, district or local)

• National roads as exclusive competency of Minister of

Transport

White Paper r on Nationa nal l Transpo sport rt Policy cy (1996 96)

• Identified fragmentation of responsibility and co-ordination
• f infrastructure across government levels and with

parastatals

• Enabled creation of SANRAL to plan, develop, maintain S.A.

National Road network

• Mandated the creation of national forum to improve the “co-
• rdination of infrastructure planning for all modes of

transport” and encouraged the creation of provincial /local co-ordination structures

Road Infras rastruc ructure ure Strategic ic Framewo work rk for South h Africa ica (RISF SFSA) SA) and Rural al Transpo sport rt Strategy

• Provided framework for Intergovernmental co-operation
• n the management and maintenance of national,

provincial and local road network (RCB)

• Establishment of national norms for information and

decision support systems to manage roads as a network (including functional road reclassification)

• Sustainable roads funding
• Development of human capacity for roads development

and maintenance

• Development of rural road infrastructure in support of

social and economic development in rural areas

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DEPUTY DIRECTOR-GENERAL

SUB-PROGRAMME: ROAD ENGINEERING STANDARDS

DIRECTORATE: ROAD ASSET & QUALITY MANAGEMENT DIRECTORATE: ROAD TRANSPORT RESEARCH, POLICY, STANDARDS & GUIDELIINES

SUB-PROGRAMME: ROAD INFRASTRUCTURE & INDUSTRY DEVELOPMENT

DIRECTORATE: ROAD INFRASTRUCTURE PLANNING DIRECTORATE: ROAD FUNDING & GRANT MANAGEMENT DIRECTORATE: RURAL & NON- MOTORISED TRANSPORT

SUB-PROGRAMME: ROAD REGULATION

DIRECTORATE: ROAD TRAFFIC LEGISLATION & STANDARDS DIRECTORATE: COMPLIANCE DIRECTORATE: ROAD SAFETY PROMOTIONS

SUB-PROGRAMME: DRIVING LICENCE CREDIT CARD ENTITY

DIRECTORATE: INCOME & EXPENDITURE

SUB-PROGRAMME: PROJECT MANAGEMENT & FINANCIAL ADMINISTRATION DIRECTORATE: ROAD PUBLIC ENTITY OVERSIGHT

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Recap: Government Programme of Action

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• Government priorities;
• Creating decent jobs
• Education
• Health
• Fighting crime
• Rural development
• Government and opportunities for youth;
• Strengthening local government;
• National Development Plan 2030;
• National Infrastructure Plan;
• The New Growth Path;
• The Presidential Infrastructure Coordinating Commission (PICC);
• The outcomes approach - Cabinet-approved approach to service delivery

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Presidential Infrastructure Coordinating Commission

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• The Presidential Infrastructure Coordinating Commission (PICC) was

established as a structure to:

• address coordination, integration and ensured an accelerated

implementation of the infrastructure programme;

• develop a single common Infrastructure Plan that will be monitored

and centrally driven;

• develop

a twenty-year planning framework beyond

• ne

administration to avoid stop-start patterns;

• identify who is responsible and hold them to account.
• Transform economic landscape of South Africa
• Create significant number of new jobs
• Strengthen the number of new jobs
• Integration of African economies
• From the spatial analysis of the country needs, 17 Strategic Integrated

Projects (SIPs) have been identified and cover a range of economic and social infrastructure.

• All nine provinces are covered, with emphasis on poorer provinces.

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Overview of the Strategic Integrated Projects

• 2. Enabling socio-economic

Unlocking Northern mineral belt Durban-Free State-Gauteng Corridor Development South Eastern Node & Corridor Development Saldanha-Northern Cape Corridor Development

• 3. Crosscutting

Access to communication technology, SKA and MeerKat National school build Higher Education Revitalisation of public hospitals Unlocking the economic opportunities in North West Province

• 1. Catalytic

Greening the South African economy Electricity Generation Electricity Transmission and Distribution Integrated Municipal Infrastructure Integrated Urban Space and Public Transport Agro-logistics and rural Infrastructure Regional Integration

SIP 2: Durban- Free State– Gauteng Logistics and Industrial Corridor

Strengthen the logistics and transport corridor between SA’s main industrial hubs; improve access to Durban’s export and import facilities, raise efficiency along the corridor and integrate the Free State Industrial Strategy activities into the corridor and integrate the currently disconnected industrial and logistics activities as well as marginalised rural production centres surrounding the corridor that are currently isolated from the main logistics system.

Investment in rail, water pipelines, energy generation and transmission infrastructure will catalyse unlocking of rich mineral resources in Limpopo resulting in thousands of direct jobs across the areas covered. Urban development in the Waterberg will be the first major post apartheid new urban centre and will be a “green” development project. Mining includes coal, platinum and other minerals for local use and export, hence the rail capacity is being extended to Mpumalanga power stations and for export principally via Richards Bay and in future Maputo (via Swaziland link). The additional rail capacity will shift coal from road to rail in Mpumalanga with positive environmental and social benefits. Supportive logistics corridors will help to strengthen Mpumalanga’s economic development.

SIP 1: Unlocking the Northern Mineral Belt with Waterberg as the Catalyst

Platinum - 6323 tons

Primary Mineral Reserves

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SIP 3: South Eastern node & corridor development

Promote rural development through a new dam at Umzimvubu with irrigation systems and the N2- Wildcoast Highway which improves access into KZN and national supply chains; strengthen economic development in PE through a manganese rail capacity from N Cape, a manganese sinter (NC) and smelter (EC); possible Mthombo refinery (Coega) and transshipment hub at Ngqura and port and rail upgrades to improve industrial capacity and performance of the automotive sector.

SIP 5: Saldanha-Northern Cape Development Corridor

Develop the Saldanha-Northern Cape linked region in an integrated manner through rail and port expansion, back-of- port industrial capacity (which may include an IDZ) and strengthening maritime support capacity to create economic

• pportunities from the gas and oil activities along the African

West Coast. For the Northern Cape, expansion of iron ore mining production

SIP 4: Unlocking the economic opportunities in North West Province

The acceleration of identified investments in roads, rail, bulk water and water treatment and transmission infrastructure will result in reliable supply, meet basic social needs and facilitate the further development of mining, agricultural activities and tourism opportunities and open up beneficiation opportunities in the North West Province.

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SIP 8: Green Energy in support of the South African economy Support sustainable green energy initiatives on a national scale through a diverse range of clean energy options as envisaged in the IPR2010 and to support biofuel production facilities. SIP 9: Electricity Generation to support socio- economic development Accelerate the construction of new electricity generation capacity in accordance with the IRP2010 to meet the needs of the economy and address historical imbalances. SIP 10: Electricity Transmission and Distribution for all

Expand the transmission and distribution network to address historical imbalances, provide access to electricity for all and support economic development. Align the 10-year transmission plan, the services backlog, the national broadband roll-out and the freight rail line development to leverage off regulatory approvals, supply chain and project development capacity.

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SIP 6: Integrated Municipal Infrastructure Project

Develop a national capacity to assist the 23 least resourced districts (17 million people) to address all the maintenance backlogs and upgrades required in water, electricity and sanitation bulk infrastructure. The road maintenance programme will enhance the service delivery capacity thereby impact positively on the population.

SIP 11: Agri-logistics and rural infrastructure

Improve investment in agricultural and rural infrastructure that supports expansion of production and employment, small-scale farming and rural development, including facilities for storage (silos, fresh-produce facilities, packing houses); transport links to main networks (rural roads, branch train-line, ports), fencing of farms, irrigation schemes to poor areas, improved R&D on rural issues (including expansion of agricultural colleges), processing facilities (abattoirs, dairy infrastructure), aquaculture incubation schemes and rural tourism infrastructure.

SIP 7: Integrated Urban Space and Public Transport Programme

Coordinate planning and implementation of public transport, human settlement, economic and social infrastructure and location decisions into sustainable urban settlements connected by densified transport corridors.

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SIP 12: Revitalisation of public hospitals and other health facilities

Build and refurbish hospitals, other public health facilities and revamp 122 nursing colleges. Extensive capital expenditure to prepare the public health care system to meet the further requirements of the National Health Insurance (NHI).

SIP 14: Higher Education Infrastructure

Infrastructure development for higher education focusing on lecture rooms, student accommodation, libraries and laboratories as well as ICT connectivity. Development of university towns with combination of facilities from residence, retail and recreation & transport. Potential to ensure shared infrastructure such as libraries by universities, FETs & other educational institutions.

SIP 13: National school build programme

A national school build programme driven by uniformity in planning, procurement, contract management & provision of basic services. Replace inappropriate school structures and address basic service backlog & provision of basic services under the Accelerated School Infrastructure Delivery Initiative (ASIDI). In addition address national backlogs in classrooms, libraries, computer labs and admin buildings. Improving the learning environment will go a long way in improving outcomes especially in the rural schools as well as reduce overcrowding.

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SIP 16: SKA & Meerkat SKA is a global mega science project, building an advanced radio-telescope facility linked to research infrastructure and high speed ICT capacity & provides an opportunity for Africa and South Africa to contribute towards advance science. SIP 15: Expanding access to communication technology

Provide for 100% broadband coverage to all households by 2020 by establishing core Points of Presence (POP’s) in district municipalities, extend new Infraco fibre networks across provinces linking districts, establish POP’s and fibre connectivity at local level, and further penetrate the network into deep rural areas. While the private sector will invest in ICT infrastructure for urban and corporate networks, government will co-invest for township and rural access as well as for e-government, school and health connectivity. The school rollout focus initially on the 125 Dinaledii (science and math focussed) schools and 1525 district schools. Part of digital access to all South Africans includes TV migration nationally from analogue to digital broadcasting.

Local Municipal Network

Infraco national network Districts connected into provincial backbone Infraco capacity on WACs.

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• Population: 1 bn
• Arable land
• Water resources
• Oil, gas and mineral

resources

• Growing economies

SIP 17: Regional Integration for African cooperation and development

Participate in mutually beneficial infrastructure projects to unlock long term socio-economic benefits by partnering with fast growing African economies with projected growth ranging between 3% and 10%. The projects involving transport, water and energy also provide competitively priced diversified, short, medium to long term options for the South African economy where for example, electricity transmission in Mozambique (Cesul) could assist in provided cheap, clean hydro power in the short term whilst Grand Inga in the DRC is long term. All these projects complement the Free Trade Area (FTA) to create a market of 600 million people in South, Central and East Africa. Bulk water resources: Lesotho Highlands Hydro Power: DRC (Grand Inga), Zambia Lesotho and Mozambique (Mphanda Nkuwa) Electricity Transmission: Mozambique (Cesul) Transport: Regional interconnectors

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National Roads Secondary Roads

Tertiary /

• ther Roads

Main Road Categories in South Africa

 Status Quo of roads

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Authori rity ty Paved d (Km) Gravel (Km) Total (Km)

Length gth Data ta Length gth Data ta Length gth Data ta % Data ta SANRA RAL

19 686 19 686 19 686 19 686

100% Prov

• vinc

nces es

44 660 44 660 136 640 103 733 181 300 150 820

83% Metr tros

• s

51 682 40 737 14 461 1 789 66 143 42 527

64% Muni nici cipali liti ties es

37 691 10 866 302 158 2 124 339 849 12 990

4% Tota tal 153,719 3,719 114,861 4,861 453,259 3,259 107,646 7,646 606,978 6,978 222,507 2,507 37% % Data ta Avail ilable le 75% of paved ed network twork 24% of gravel el network twork 37% of Tota tal Road d Network

• rk

1.

It is difficult for a Road Authority to make sound road investment decisions if the extent and condition of the network is not known.

2.

• Approx. 140 000 km of roads not yet proclaimed must be added to the

606978km

Very Poor (km) Poor (km) Fair (km) Good (km) Very Good (km) Total km with Data % Network With Data

SANRAL

16,170 233 1,199 6,391 7,750 597 16,170 100

EASTERN CAPE

5,878 372 1,197 1,957 1,113 551 5,190 88

FREESTATE

6,313 52 309 1,847 3,071 1,029 6,308 100

GAUTENG

3,449 109 368 1,118 1,431 373 3,398 99

KWAZULU NATAL

6,749 1,406 1,948 2,335 965 96 6,750 100

LIMPOPO

6,639 90 399 1,628 3,116 1,247 6,481 98

MPUMALANGA

4,952 664 1,129 1,781 1,221 161 4,956 100

NORTH WEST

5,551 481 1,111 2,176 1,477 261 5,505 99

NORTHERN CAPE

2,539 97 227 955 1,057 202 2,539 100

WESTERN CAPE

6,106 262 512 1,383 3,019 785 5,961 98

Totals km 64,346 3,766 8,399 21,570 24,220 5,303 63,258 Totals % 5.95 13.28 34.10 38.29 8.38 100

Visual Condition Data (km)2

Visual Condition Index Paved Roads - SANRAL + Provinces

Total Network Paved1 Authority

0% 20% 40% 60% 80% 100%

SANRAL EASTERN CAPE FREESTATE GAUTENG KWAZULU NATAL LIMPOPO MPUMALANGA NORTH WEST NORTHERN CAPE WESTERN CAPE

Authority Percentage of Network Very Poor (km) Poor (km) Fair (km) Good (km) Very Good (km)

Note, tables and graphs based on 2009 data

SUMMARY OF ROAD NETWORK DATA

% Length Cost % Length Cost Length Cost SANRAL 11.86% 1,932 R 15,456,000,000 0.00% R 0 1,932 R 15,456,000,000 Provinces - 9 22.79% 10,980 R 87,840,000,000 50.66% 69,216 R 13,843,111,157 80,196 R 101,683,111,157 Metros - 9 4.12% 2,127 R 10,635,000,000 8.48% 1,227 R 245,315,473 3,354 R 10,880,315,473 Municipalities 3.62% 1,363 R 4,089,000,000 28.54% 86,245 R 17,249,009,106 87,608 R 21,338,009,106 Total Backlog 16,402 R 118,020,000,000 156,687 R 31,337,435,736 173,089 R 149,357,435,736

Strengthening/Regravel Backlog: Roads in Poor to Very Poor Condition Authority Total Gravel Paved

Strategic Issues

• Age of road network in relation to typical design lifespan (20 years);
• Extent of road network condition in poor to very poor condition;
• Exponential increase in vehicle traffic, especially freight traffic - increases

maintenance requirements & the need to upgrade roads;

• Shortage of bitumen supply is straining road maintenance in South Africa,
• Lack of investments / inadequate funding -
• for period maintenance has resulted in a rapid deterioration of the road network
• the current maintenance effort at current funding levels is inadequate to address

maintenance backlog;

• Lack of road condition data and maintenance of a Road Asset

Management System (RAMS) - affects project prioritisation by Road Authorities;

• Implementation of a Road Classification System - especially at municipal level;
• Proclamation of roads - especially rural access roads and informal settlements;
• Technical Skills - to plan, implement, monitor and evaluate projects and to report
• n existing road infrastructure investments.

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Strategic Interventions to Date

• Whi

hite Paper per of

• f Transp

nsport Policy, cy, 1996 1996

• calls for sustainable economic and development principles within the context of a sound financial base;
• efficient land use, correcting past imbalances and reducing travel distance and time;
• the prioritisation of public transport over private transport;
• acknowledged the statutory roles and responsibilities of provincial and municipal roads authorities and sets clear principles of

cooperative governance.

• The

he Mo Moving ng Sout uth Afr frica ca (A (Act ction Agen enda da) (1999) : The Action Agenda. A 20-year Strategic. Framework for Transport in South Africa

• Sout

uth African can National nal Road ads Agency cy and National al Road ad Act (act no no 7 of

• f 1998

1998)

• SANRAL established to manage, improve, maintain, expand and raise finances for the primary road network;
• Road

ad Needs eds Study udy of

• f 1998

1998

• Approximately 18800km strategic road network was identified for transfer to SANRAL as part of the National Road Network and

18 000km of primary road network

• Road

ad Infr fras astruct uctur ure Strat ateg egic Fram amewo ework for Sout uth Africa, ca, 2006 2006

• an embodiment of road policy in South Africa and the blueprint for roads development planning and provision by all road

authorities;

• Rural

al Transpo nsport Strate ategy, y, 2007 2007

• Strategic Guidance to all spheres of Government to address mobility and accessibility challenges.
• National

al Transp nsport Master er Plan an (NATMA MAP) P)

• Provi

vinc ncial al Road ad Maint ntenanc ance Grant, nt, 2011 2011

• “ring fencing” funding strategy to supplement provincial road investments;
• maintenance of the secondary road network
• S’hamba Sonk

nke Program amme, me, 2011 2011

• provides a set of principles to guide the prioritisation of infrastructure investments to maximise the economic impact and

development multipliers for maintaining and upgrading South Africa’s provincial road network.

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Promotion

• n of a

an Equitab able le Rural al Acce cess

• There is poor or no infrastructure for rural communities to access

health, schools, social facilities, etc;

• PRMG cannot address this problem since it is for maintenance only;
• PRMG is limited to Provincial Road Network;
• Department wants to clear these backlogs of access to clinics by 2014,
• n direction of Government;
• Access requires putting down new infrastructure by the implementing

Road Authorities;

• Linkage to Millennium Development Goals and Rural Accessibility Index

Strategic Intervention - outstanding

Road Infrastructure Strategic Framework for South Africa

• Challeng

lenges es Strategies tegies Progres ress to date

Institu tuti tion

• nal

Arrangem ement ents

• Roads Coordinating Body

(RCB)

• Service delivery models
• Established & functional
• Project not funded

Road Classifi fica cati tion

• n
• Uniform classification

system

• Fair road prioritisation

system

• EC, FS, GP, KZN, MP, NC, NW, WC
• completed. LP (in progress)
• Municipa

paliti ties es require re funding g and technical support

• rt
• EC, KZN, LP, MP, WC assisting

municipalities. Informa rmati tion

• n

System tems

• Standardisation of systems
• Inter-linkage of systems
• Implementation of Road Asset

Management Systems (RAMS) at provinces funded through PRMG

• 21 District Municipalities being assisted

through MISG Funding

• Road needs study
• Funding through fiscus
• Review of toll strategy
• Environmental charges
• State of Network Condition Report,

2009

• Network identification to be addressed

through the RAMS project.

• Further studies have not been funded

Human Capital

• Skills audit
• Short term interventions
• Long term interventions
• Industry absorption capacity
• Concept plan developed and to be

implemented under supervision of the RCB

 The Budget allocation for the Department of Transport for the

financial year 2013/14 is R42.3 billion (R42 275 340 000), and this includes allocations to provinces, municipalities, state owned companies and agencies.

 Of the allocated amount, R18 billion (R18 850 917 0000) to

be transferred to provinces and municipalities towards road maintenance.

 Effective coordination with provinces and municipalities is

needed to ensure that the department is not only a conduit of funds to the other spheres of government, but that, importantly, it plays a leading role in monitoring and evaluating the implementation of government programmes.

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

SANRAL to provide a critical supporting role in implementation of the Maintenance Programme.



Another portion of the budget amounting to R21.9 billion (R21 941 930 000) will be transferred to state owned companies and agencies which are the delivery agents of the department.



The department is building the requisite internal capacity in order to better provide oversight over the State Owned Companies and agencies under its remit.



Significant progress has been made to align strategies and APP`s of the State Owned Companies and agencies



After Budget allocation to provinces, municipalities, State Owned Companies and agencies, the Department is left with R921 million (R921 562 000) to carry

• ut its policy development and oversight responsibilities.

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 The spending focus over the next year will predominantly be on:  Maintaining road infrastructure;  Upgrading the rail infrastructure and services; and  Constructing and operating public transportation infrastructure  Expenditure will include

• Transfers, which comprise an average of 96.1% of the total budget allocation of the

Department of Transport over the medium term:

• The Passenger Rail Agency of South Africa (PRASA) - R 3.678 billion for current
• perations and R 7.481 billion for capital infrastructure;
• The South African National Road Agency (SANRAL) – R3.454 billion for current
• perations and R7.043 billion for capital infrastructure.

 Upgrading the railway infrastructure and services  Within the period under review, the procurement process for the

fleet renewal programme of the Passenger Rail Agency of South Africa (PRASA) was concluded in December 2012.

 The success of the programme will lead to:  A new coach building and locomotive assembly plant being

established in the Gauteng province;

 As a result of this, 8 300 direct jobs will be created; and  Another 22 000 jobs will be created through localisation  The accelerated rolling stock programme has been concluded and

has resulted in:

 579 coaches being delivered in 2012/13 to Metro Rail;  3 Coaches to Shosholoza Meyl and  9 locomotives upgraded at a cost of more than R1.3 billion.

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SANRAL received R3.454 billion for current operations and R7.043 billion for capital infrastructure. South Africa has a total road network of 750 000 km of which 17 000km is managed by SANRAL. Non-toll road network accounts for 83.1% of the national road network which is funded by the fiscus, the balance of 16.9% form part of the toll portfolio network

• f roads.

During the 2012/13 financial year, SANRAL awarded 202 contracts for new works, rehabilitation and improvement, periodic and special maintenance, routine road maintenance, community development, supervision and other activities to the value of R11.6 billion with R9.5 billion being spent on non-toll roads. SANRAL spent a total of R1.8 billion on contracts with Small Medium and Micro Enterprises (SMMEs) of which R1.2 billion went to black owned firms, for both toll and non-toll roads. Sanral will continue to implement non-toll projects during the MTEF p

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 The Provincial Road Maintenance Grant was estlabished during 2011

and implemnetation Programme dubbed the S'hamba Sonke Programme (SSP) was nationally launched on the 18th April 2011@ the Chief Albert Luthuli International Convention Centre in Durban.

 S’hamba Sonke Programme is an initiative by the National

Department of Transport

• to develop and maintain South Africa’s provincial (secondary)

road networks

• as well as improve access to social amenities and at the same

time, to place the rural economy on a labour absorptive growth path. Overview of SSP

 The SSP provides a set of principles to guide the prioritisation of

infrastructure investments to maximise the economic impact and development multipliers for maintaining and upgrading South Africa’s provincial road network.

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• Increase investment in maintenance of key arterial routes to support the rural

economy

• Increased focus in the cost efficient use of labour absorptive methodologies in

road construction and maintenance;

• Know your network: A focused attention on deployment of local resources to

support road network asset management

• Improving Access to Schools and Clinics and other public facilities
• Delivering a Safe Road environment

KEY PILLARS OF S’HAMBA SONKE ROAD PROGRAMME

Increased Investment Labour Intensity

Know Your Network

Improved Access Safe Road Environment

Provinces 2007/08 2008/09 2009/10 2010/11*

Eastern Cape 838,937 877966 1,024,87,873 1,125,933 Free State 350,255 395,212 460,170 559,690 Gauteng 275,614 315,079 411,106 462,164 KwaZulu Natal 573,012 662,702 899,427 958,390 Limpopo 440,461 437,947 639,288 1,064,666 Mpumalanga 272,768 380,762 411,056 442,106 Northern Cape 241,216 267,804 304,625 406,560 North West 401,740 451,035 527,155 635,810 Western Cape 279,657 299,002 364,644 408,254 Total IGP to Roads 3,673,660 4,087,509 5,042,344 6,063,573

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Prov

• vinc

nces es 2007/ 7/08 08 2008/09 2009/10 2010/11 Eastern Cape 1,123,343 1,317,909 1,661,391 2,010,800 Free State 509,978 569,278 717,182 869,338 Gauteng 524,238 606,206 770,400 952,477 Kwazulu Natal 1,298,792 1,560,290 1,970,933 2,395,763 Limpopo 918,470 1,076,297 1,407,445 1,743,422 Mpumalanga 519,929 572,244 771,968 976,347 Northern Cape 351,318 390,161 492,387 598,847 North West 506,113 641,035 807,577 973,072 Western Cape 411,844 513,287 649,963 794,845 Total IGP gazetted (for Education, Health, Roads & Agriculture) 6,164,025 7,246,707 9,249,247 11,314,911

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Province 2007/08 2008/09 2009/10 2010/11

Eastern Cape 74.7% 66.6% 61.7% 56.0% Free State 68.7% 69.4% 64.2% 64.4% Gauteng 52.6% 52.0% 53.4% 48.5% KwaZulu Natal 44.1% 42.5% 45.6% 40.0% Limpopo 48.0% 40.7% 45.4% 61.1% Mpumalanga 52.5% 66.5% 53.2% 45.3% Northern Cape 68.7% 68.6% 61.9% 67.9% North West 79.4% 70.4% 65.3% 65.3% Western Cape 67.9% 58.3% 56.1% 51.4%

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Provinces 2007/08 2008/09 2009/10 2010/11*

Eastern Cape 1,885,043 2,362,622 2,186,837 2,020,143 Free State 932,672 982,382 955,333 1,139,239 Gauteng 823,668 908,132 1,074,302 1,176,841 KwaZulu Natal 2,461,701 3,676,424 3,477,604 3,585,243 Limpopo 1,466,389 1,599,965 1,759,413 2,092,973 Mpumalanga 892,383 910,026 864,453 934,948 Northern Cape 385,758 452,857 400,782 503,815 North West 533,939 582,759 891,786 891,814 Western Cape 1,298,704 1,638,365 2,088,147 1,738,869 Total IGP to Roads 10,680,257 13,113,532 13,698,657 14,083,885

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Provincial Road Maintenance Grant Allocations

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PROVINCE

Previous Allocation 2012-15 MTEF Budget Allocation ( R 25.382 billion) 2011/12 2012/13 2013/14 2014/15

Coal Haulage Maintenance Coal Haulage Disaster Maintenance EASTERN CAPE R 1 034 086

• R 166 000

R 1 203 985 R 1 432 390 R 1 498 209 FREE STATE R 447 165

• R 44 000

R 524 930 R 605 447 R 634 294 GAUTENG R74 000 R 492 917 R 4 400 R 2000 R 570 881 R 655 248 R 688 302 KWA ZULU-NATAL R 1 236 648

• R60 000

R 1 441 171 R 1 516 651 R 1 590 923 LIMPOPO R 934 208

• R 81 000

R 1 087 594 R 1 205 341 R 1 263 047 MPUMALANGA R511 000 R 505 603 R 659 000

• R 581 694 R 1 471 078 R 1 454 460

NOTHERN CAPE R 308 760

• R 124 000

R 359 706 R 502 060 R 522 498 NORTH WEST R 501 826

• R 11 000

R 583 789 R 661 905 R 694 944 WESTERN CAPE R 411 141

• R 478 895

R 490 359 R 515 153

TOTAL

R 585 000 R 5 872 354 R 663 400 R 488 000 R 6 828 445 R 8 540 479 R 8 861 830 R 6 457 354 R 7 979 845

40

Prov. Budget Projects Exp FTE Target FTE Actual W/O Target W/O Target Project Status report by Financial Year End. EC R1 034 086 98 R1 048 655 20 736 4 970 32 965 28 489 In Progress FS R447 165 14 R340 806 5 693 2 037 10 370 6 795 In Progress GP R566 917 33 R137 985 3 800 665 5 636 2 134 In Progress KZN R1 237 666 44 R1 357 466 22 278 15 160 57 000 50 848 In Progress LP R934 208 74 R777 042 4 432 25 501 23 876 37 307 In Progress MP R1 016 603 52 R1 180 210 8 346 2 524 15 740 6 997 In Progress NC R308 760 19 R457 460 741 966 1 568 1 704 In Progress NW R501 826 61 R258 942 2 142 814 6 427 424 In Progress WC R411 141 28 R411 141 597 7 452 1 375 21 420 In Progress TOTAL R6 458 372 423 R5 969 707 68 765 60 089 154 957 156 118 87% of Job Creation

41

Prov. Budget R’000 Projects Exp R’000 FTE Target FTE Actual W/O Target W/O Target Project Status report EC 1 369 985 74 1 302 088 14 461 12 757 33 260 244 959 0ver 50% projects are under construction FS 564 930 24 603 757 6 253 758 14 382 10 408 75% of projects under construction GP 579 081 224 982 961 9 696 1 012 12 650 9 769 Almost 50%

• f

projects are identified. KZN 1 501 171 57 1 924 372 17 293 19 568 39 774 312 965 All projects were on completion LP 1 168 594 229 791 312 13 064 1 705 30 047 1 975 About 50% of projects under planning MP 1 240 694 163 1 240 769 14 908 3 694 34 288 632 0ver 50%on construction and retention NC 483 706 66 416 946 4 318 696 3 215 1 391 0ver 50% projects under construction NW 594 789 100 344 781 7 018 181 16 141 3 961 Over 50% projects under design WC 478 895 19 507 886 5 749 2 548 12 425 4 725 Over 50% projects under construction TOTAL 7 981 845 956 8 114 872 90 000 42 919 196 183 590 785 >50%

• n

construction

42

Prov. Budget Projects Exp FTE Target FTE Actual W/O Target W/O Actual Project Status report by End of First Quarter 2013/14. EC R1 432 390 57 R132 867 12 757 5 311 45 462 105 014 Over 50% projects on construction FS R735 583 109 R214 961 7 457 52 23 345 314 About 50% on construction GP R655 248 208 R103 062 8 232 1 20 797 13 Over 80% projects on completion KZN R1 521 913 70 R392 495 23 651 4 492 48 300 44 103 65% projects on tender LP R1 205 341 98 R25 164 17 206 38 256 About 80% projects still under design & tender MP R1 471 078 106 R187 230 20 300 643 46 690 6 677 Over 60% projects under planning NC R511 765 19 R91 587 7 062 101 16 243 2 455 More than 75% projects under construction NW R661 905 26 R104 339 9 134 143 21 008 1 710 60% projects on tender WC R500 987 46 R54 527 6 913 322 15 900 630 Over 50% projects under planning phase TOTAL R8 696 210 739 R1 306 232 112 714 11 210 276 000 159 398 Most projects are still

• n tender.

Projec ject

Length gth

Budget dget (mil illi lion)

2011/ 2012 2012/ 2013 2013 2013/ 2014 2014/ 2015 K71 Betwe tween K103 (Wierda da Rd) and Laudiu dium (doubling g of existi ting road) d) (P66-1) 1)

6.3 km R 150.0 R 154.9 R 0.2 R 0.0

Surfacing g of Cayman road d as an access road d to the Eye of Africa Deve velop

• pmen

ment

4 km R 15.0 R 7.3 R 0.0 R 0.0

K46 William m Nicol: Doubli bling g of road d K46 from

• m Fourways to PWV 5 (Erling road)

d) (P79-1) 1)

4 km R 5.3 R 150.0 R 105.3 R 14.4

K46:PWV V 5 to Dieps psloo

• ot/N14: Doubli

bling of road

7.2 km R 9.0 R 9.0 R 0.0 R 0.0

Doubli bling g of Adcock k Str (R55) from

• m

Dobson

• nvi

vile to to Protea tea Glen. (Last secti tion

• n) (D524)

5.8 km R 10.0 R 150.0 R 124.6 R 12.5

K72/P126-1: Constr tructi tion

• n of P126-1 N14

interchange ge includin ding g 3km approa

• aches
• R 7.0

R 135.0 R 151.0 R 15.0

Transport capital projects for GDRT summarized in Table 2

Project name Region Project description Kilometres Total Project Cost x R'000 K109 (9.22KM) road to Bapsfontein Benoni Reseal 9.22 6 990 R 548 (P36/3) P36/1 Benoni Reseal 20.86 13 420 R 548 (P36/3) D1059 Benoni Reseal 3.97 3 920 P241/1 (19.21 km) Krugersdorp Reseal 19.21 14 200 P103/1 (17.4 km) Krugersdorp Reseal 17.40 12 800 P73/1 Potchesfstroom (9km) R54. Krugersdorp Reseal 27.85 11 000 D2150 (7.34 km) Sebokeng to Orange Farm Vereeniging Reseal 7.34 6 000 D64 (7.6 km) Mayerton to Heidelberg Vereeniging Reseal 9.00 9 381 D1017 (22.87 km) Sebokeng to Potchestroom Vereeniging Reseal 22.87 15 614 P73/1 Vanderbijlpark to Orange Farm (6.97 km) R54. Vereeniging Reseal 6.97 9 869 D1027 (Cedar Rd) Krugersdorp Reseal 4.85 9 900 D1146(9.57km)( From Hornesnek to Kameeldrift) Derdepoort Reseal 38.49 18 863 Reseal of road D2666 (Klipportje Road) (1.34km) Benoni Reseal 1.34 4 700 Reseal of road D1511 (Chloorkop/Tembisa) (4.16km) Benoni Reseal 4.16 14 500 Reseal of road K111 (8.20km) Benoni Reseal 8.20 39 000 reseal of road D1884 (8.69km) Vereeniging Reseal 6.69 19 000

Project name Region Project description Kilometres Total Project Cost x R'000 Fog spray of road D2759 (Moloto) Derdepoort Diluted 4.28 10 531 Fog spray of road P66-1(R55) (5.68km) Derdepoort Diluted 5.68 1 600 Fog Spray of roads P38-1(Botha Avennue) (9.0km) Derdepoort Diluted 9.00 2 500 Fog Spray of road P252-1(Snake Valley Road) Derdepoort Diluted 4.64 1 300 Fog spray of road P151-1 (Eufees road) (2.85km) Derdepoort Diluted 2.85 1 000 Fog spray of road D795 (Noordwyk Road) (13.59km) Derdepoort Diluted 13.59 3 800 Fog spray of road D631 (Boschkop) (1.57km) Derdepoort Diluted 1.57 700 Fog Spray of road P5/1 (38.58km) Benoni Diluted 38.58 11 000 Fog spray of road P58/1 (14.0km) Benoni Diluted 14.30 4 000 Fog spray of road P1/1 (11.18km) Krugersdorp Diluted 11.18 3 100 Fog Spray of road P186/1 (N12 Highway) (11.45km) Krugersdorp Diluted 11.45 3 200 Fog Spray of road P69/1(Alberton Road) (10.38km) Krugersdorp Diluted 10.38 2 900 Fog spray of road P72/1(Kliprivier Road) (10.12km) Krugersdorp Diluted 10.12 2 850

48

49

50

51

52

53

The “Decade of Action for Road Safety : 2010 – 2020” locates its strategy within a political economy paradigm of road vulnerability and advocates a people centred development methodology to drive a culture change that is now considered fundamental to the creation of a safe road environment.

 The Moscow Declaration supported the proposal that road safety

initiatives in the developing world should target a 50% reduction in road accident fatalities and that this be funded by an allocation of 10% of road construction and maintenance budgets.

 This has undoubtedly placed developing nations, especially South Africa,

under new pressure to deliver.

 This will be achieved through the implementation of road infrastructure

assessment and improved safety‐conscious planning, design, construction and operation of roads.

54

 The recent statistics- most accidents happens at Secondary road network  Safer road infrastructure can reduce of crashes and fatalities  The infrastructure gap due to attitude, ‘It’s not roads that kill, it’s people.’  Human factor the biggest contributing factor to crashes but the road

environment very often leads to unsafe behaviour road users, e.g.

• lack of appropriate road signs, inadequate maintenance
• flaws in road design, lack of facilities for pedestrians, the elderly and

youth

• high speed roads through communities and villages and visibility at

night.

 Integrate engineering designs to address social behaviour  Human limitation must be accommodated in engineering design as it

influences human behaviour – design for safety.

55

 Road fatalities are a major contributor to unnatural deaths.

Annually an estimated 1,3million people die on roads globally.

 Every day approximately 3200 people are killed on roads

around the world. South Africa contributes roughly 40 death per day and 14000 deaths per annum annually.

 The country’s mortality rate of 28 per 100 000 citizens is one

• f the worst in the world. It is also the largest unnatural killer
• f children in South Africa.

 Road crashes have become recognized internationally as a

social and economic burden, particularly in developing

• countries. The most badly affected by road traffic incidents

are the poor.

56

57

The contributory factors are circumstantial elements that are present at the time of the crash and are generally classified under four main categories, namely: human, vehicle, roadway and the environment. The contributory factors to road crashes are generally classified under 3 main categories as follows:

• Human
• Vehicle
• Road & environment

58

 The human factor contributed 82,85% to fatal

crashes during 2009 and 84.91% in 2010. Vehicle factor contributed decreased from 9.13% in 2009 to 5.79% in 2010. The road and environment contributed 8,02% in 2009 and 9.3% in 2010.

 The reported contributory factors to fatal crashes

during 2009 and 2010 are reflected in the general and respective human, vehicle and road and environment figures below

59

 For the purpose of today’s discussions we will

focus ourselves on this particular factor, human factor

 One of the challenges within this factor is

“Distracted Driving”

 And we also talk about “Distracted Walking”

as well

 This is the “Texting and Driving” and “Texting

and Walking”

60

 An incentive to Road Authorities to partner with the DoT to implement

safety projects.

 Access to the dedicated funding will be subject to preparation of

business Business Plans ; Evaluation and allocation of funds according to set criteria.

 Reporting on the safety performance of the implemented measures.  Road safety training and education in safety engineering, road safety

auditing and assessment courses be developed and that bursaries be made available to prospective candidates to undergo such training and education programmes.

61

 The Constitution Act 108 of 1996, provides specific functions for the

levels of government:-

 The national Department of Transport:

• plays largely facilitative and regulatory role in respect of roads and

transport to ensure consistency.

• Develops policies and legislation which is then implemented

through provincial departments, local government and a range of public entities.

• Provincial roads & traffic management are Schedule 5A functions,

while municipal roads, traffic and parking are exclusive Schedule 5B municipal functions.

• Public transport is a concurrent Schedule 4A national and

provincial function, and municipal public transport is a Schedule 4B concurrent provincial and

• municipal function.

62

63

The doubling of vehicle ownership since 1994. Almost half of South Africa’s vehicle population is concentrated in Gauteng (National Traffic Information Register / eNATIS records indicate an excess of 4.5 million vehicles).

• Most freeways in Gauteng have reached their design capacity (pavement

lifespan & operating traffic capacity). Infrastructure provision did not keep up with growth.

• Peak hours are extending by 10 to 15 minutes each year.
• Results in congestion and uneconomical use of time with increased road user

costs, vehicle operating costs and carbon emissions.

• Urban sprawl continues to expand the cities of Gauteng.
• The bulk of public transport is road based (busses and taxis) - if the road network

is becoming congested, it results in an ineffective public transport system.

• Provision of this infrastructure is costly - without sustainable funding, any strategy

will be ineffective.

64

• The question is – how do the Road Authorities and users of

transportation, decongest Gauteng?

• To achieve sustainable mobility for the future - collaborative

effort between the authorities and transportation users will be required:

• Authorities should implement the correct strategies and related

infrastructures

• Transport users should adjust travel habits in order to achieve success

with any strategy implemented e.g. use public transport

• Objective is simple - less trips & smarter trip decisions
• Key success factor - the ability to fund the implementation of

these strategies and associated infrastructure

65

Actions already implemented as part of such an integrated approach

• Gautrain, together with a bus feeder system fully operational. ( ~͌ R28 billion )
• Bus Rapid Transit (BRT) systems : Phase One completed (~͌ R3.9 billion) and plans are in place for

expansion of the system in JHB, Tshwane(phase in progress) and Ekhurhuleni

• Government commitment to upgrade the metro rail system (~͌ R7 billion signalling, ~͌ R137 billion for

next twenty years for rolling stock. First new coaches by 2015).

• The first phase of the Gauteng Freeway Improvement Project (GFIP):
• Improvement of 200 km of the core Gauteng freeway network, including upgrading of all the

interchanges.

• Approximately 50% reduction in travel times achieved
• GFIP freeways are equipped with Intelligent Transport Systems (ITS) and the open road toll (ORT)

system ready to be implemented with ability to:

• Charge tolls without the requirement to stop
• Charge different toll tariffs for different vehicle classes
• Incentivise travelling outside peak hours by means of a time of day discount regime
• GFIP introduced improved incident response capability:
• Incident management vehicles
• Dedicated light and heavy vehicle towing vehicles, and
• First line medical response.
• Alternative (additional) uses of the ITS are being investigated

66



Phase A1: The substantial upgrading

• f

approximately 201 km of freeway which includes pavement rehabilitation, interchange upgrades and lane additions. These routes are the N1, N3, sections

• f the N12, and the R21.



Phase A2: The substantial upgrading of a further 65km of freeway and less intensive upgrading of

• ther freeways in Gauteng. The majority of these

freeways are under the Gauteng Provincial Government’s jurisdiction. Also included in this phase, is the completion of the proposed PWV 14 between Johannesburg and O.R. Tambo International Airport.



Phase B: The construction of a further approximately 63km of new freeway sections including portions of the PWV 5 (between Kyalami and Tembisa), PWV 9 (between Johannesburg and Pretoria), as well as the N17 between the West Rand and Soweto.



Phase C: The construction of a further 95km of new routes, subject to financial viability, including further extensions to the PWV 5, PWV 9, the construction of the K54 and PWV 15.

68

LEGEND

Up to 2013 SANRAL Freeway Improvement Implementation Phases 2013 to 2023 After 2023

• Phasing can be adjusted in accordance

with feasibility studies;

• Project Implementation has fell behind due

to legal process on funding model

69

• Alternative Modes
• Rail = Metrorail & Gautrain
• Taxis = Private Sector
• Buses = Govt & Private Sector
• BRT = PPP
• Key Function of Roads
• Mobility

Free flowing, high speed, high order roads, mainly provincial

• Accessibility

Feeder roads to high order roads, slow speeds, mainly municipal and cannot provide good mobility

• GFIP Alternative Roads
• Gauteng Provincial Roads
• Tshwane Metropolitan Roads
• Johannesburg Metropolitan
• Ekurhuleni Metropolitan Roads

Legend

XY Existing physical toll plazas Gautrain Existing BOT toll roads GFIP Roads Existing SANRAL funded toll roads Alternative Routes Provincial Alternative Routes Municipal

Al Alter ternativ native e Modes es and Ro Route utes

70

ALTERNATIVE ROUTES UPDATE

Alternative Route 2012-13 2013/14 2014/15 BUDGET

Alternative route between Johannesburg and Tshwane. R55 ( Voortrekker Road) from Wierda Road to Lanseria Heavy rehabilitation of R55 between Kyalami and Olievenhoutbusch R 101 200 000 Alternative route between Johannesburg and Vereeniging. R82 – Dual carriageway construction of Old Vereeniging Road R82 – Dual carriageway construction of Old Vereeniging Road R82 – Dual carriageway construction of Old Vereeniging Road R 18 165 733 Alternative route between Johannesburg and Tshwane. Heavy rehabilitation of road P39/1 from Laudium to Diepsloot. R 38 857 500 Alternative route between Tshwane and Kempton Park. Heavy rehabilitation of P122/1 from Elardus Park to Kempton Park R 40 000 000 Haartebeespoort to Diepsloot Heavy rehabilitation of P249/1 from Haartebeespoort to Diepsloot R 51 840 000 Alternative route between Benoni and Bronkhorstspruit. Heavy rehabilitation of R25 from Benoni to Bronkhorstspruit Heavy rehabilitation of R25 from Benoni to Bronkhorstspruit Heavy rehabilitation of R25 from Benoni to Bronkhorstspruit R 48 800 000 Alternative route between Nigel and Heidelberg. P4-1 Neederveen Road from Leondale to Barry Marais Road P4-1 Neederveen Road from Leondale to Barry Marais Road R 37 400 000 Vereeniging to Balfour P243/1 from Vereeniging to Balfour R 39 028 000 Alternative route between Laudium and Fourways. P39/1 (Heronbridge Rd) from Cedar across the N14 to Diepsloot R 25 000 000

TOTAL

R 400 291 233

71

ALTERNATIVE ROUTES completed

The R55 is a north/south route that runs parallel to the N1 from Woodmead in the south to Quagga Street in Pretoria West. It is also referred to as P66/1, Voortrekker Rd (Centurion) and road K71. This road also provides a link between the R80 (Mabopane Freeway) in Soshanguve and Johannesburg through the Daspoort tunnel in Pretoria.

• The provincial section from Quagga road in Pretoria West to the south of Laudium (P39/1) has already been

upgraded to a dual carriage road.

• The reconstruction and upgrade of the section between Sunderland Ridge (Wierda rd) and the N14

Krugersdorp Highway to a dual carriageway was completed in Oct 2010. Street lighting is currently being installed on this section as well, and will be completed shortly.

• The section between the N14 Krugersdorp freeway and Olievenhoutbosch has been upgraded to a dual

carriageway.

• The section between Olievenhoutbosch and the Olifantsfontein road (Road 795) was rehabilitated and the

intersection relocated to alleviate traffic congestion.

• The section between Main Road and Kyalami (Witkoppen road) has already been rehabilitated, and it is

anticipated that the developer of Waterfall City will fund further road upgrades to facilitate the development and address traffic congestion in the area.

• The section between Witkoppen and Woodmead has already been upgraded to a dual carriageway.
• The link between the R55 in Kayalami and Bryanston (Main Road) has been rehabilitated and upgraded.

72

The R55 is a north/south route that runs parallel to the N1 from Woodmead in the south to Quagga Street in Pretoria West. It is also referred to as P66/1, Voortrekker Rd (Centurion) and road K71. This road also provides a link between the R80 (Mabopane Freeway) in Soshanguve and Johannesburg through the Daspoort tunnel in Pretoria.

• The section from Sunderland Ridge (Wierda Road) and Laudium has currently being upgraded to a dual

carriageway The R101 is also known as the Old Pretoria Road in Johannesburg (Midrand) and the Old Johannesburg road in Tshwane (Centurion).

• The section of the Old Johannesburg road between Potgieter Street in Pretoria and Eeufees Road has been

upgraded to a dual carriageway road.

• The section of the R101 at the Rooihuiskraal Interchange has been upgraded and street lighting provided.
• Climbing lanes have been added to the heavily congested sections of the road in the Midrand area.
• A dual carriageway bypass (K101) has been built around the Midrand CBD area from New Road to Allandale
• road. This section also provides access to the Midrand Gautain Station, which also proves “The old

Vereeniging Road (R82) is the extension of the M1 towards Vereeniging and provides an alternative to the N1 between Vereeniging and Johannesburg.

• The reconstruction and upgrading of the first section of the R82 from the M1 towards Vereeniging (Eikenhof) was completed

prior to 1994.

• Park and Ride” facilities and an alternative to the use of the N1, N3 and R24 freeways to the JHB CBD and OR

Tambo airport

ALTERNATIVE ROUTES completed

73

ALTERNATIVE ROUTES In progress

The R101 is also known as the Old Pretoria Road in Johannesburg (Midrand) and the Old Johannesburg road in Tshwane (Centurion).

• Street lighting is in the process of being installed by Tshwane metro on the section through Centurion, and shoulder repairs are

being carried out as part of the outsourced routine maintenance programme

• The section of the R101 between the Jukskei river and Woodmead Drive is currently being rehabilitated, accesses improved

and climbing lanes provided.

• It should be noted that the Provincial section of the M1 between Woodmead Drive and Corlett Drive is currently being

rehabilitated and upgraded to 4 lanes. The M1 will also provide a non-tolled alternative to the N1 (Johannesburg Eastern Bypass).

The old Vereeniging Road (R82) is the extension of the M1 towards Vereeniging and provides an alternative to the N1 between Vereeniging and Johannesburg.

• A contract for the reconstruction and upgrading of the R82 from road D77 in Eikenhof to road D1073 in Walkerville was

awarded on 17 January and is scheduled for completion on 16 July 2013.

74

The R55: The design of the rehabilitation and upgrading of the section between the Olifantsfontein road and Main Road (P71/1) has

been completed

The R101: The detail design of the upgrade of the section between Eeufees road and the Rooihuiskraal Interchange to a dual

carriageway in Centurion has been completed but not yet implemented due to the high cost of road construction over the dolomitic area in Snake Valley (Thaba Tshwane) and limited funding available.

Alternative Road between Johannesburg and Heidelberg (R103)

• The detail designs and tender documentation for the upgrading of the old main road between Heidelberg and Johannesburg

(R103 – Nederveen road) which provides an alternative to the N3 in the Vosloorus area from Forsdic Road to Barry Marais road has been completed, and the project is scheduled to go out on tender in November 2012.

Alternative Road between Bronkhorstpruit and Kempton Park

• The detail design for the upgrading of the R25 between Bronkhorstpruit and Kempton Park has been completed and a

contractor appointed for the upgrade. He has already established on site and has commenced with the work.

Alternative Road between Pretoria and Roodepoort (N14)

• The N14 Krugersdorp freeway also provides an alternative route to the N1 from Pretoria to Roodepoort. The detail design and

land acquisition for the Pinehaven interchange at the intersection of Hendrik Potgieter road and the Krugersdorp freeway has been completed and the project was scheduled to start in the 2011/2012 financial year. This project has been delayed due to legal issues around the award of a contract, and will continue as soon as the legal issues have been resolved.

The old Vereeniging Road (R82) is the extension of the M1 towards Vereeniging and provides an alternative to the N1 between Vereeniging and Johannesburg.

• The detail design of the reconstruction and upgrade of the next section to De Deur is scheduled for completion by August

2012, and construction scheduled to start in the 2013/14 financial year.

ALTERNATIVE ROUTES Planned

75

Conclusion

• In spite of funding challenges within Government, National Treasury continues to be

favourable to the Roads Sector;

• The success of the National Roads Development programme is dependant on the
• utcomes of the funding mechanisms dispute (e-tolling court case);
• The success of Provincial Roads programme is dependant on the Gauteng Province’s
• ability to optimise of the PRMG allocations by the Department of Transport;
• ability to secure sufficient funding from its Equitable Share Budgets;
• ability to complete the road classification and proclamation processes;
• full scale implementation of the Road Asset Management Systems; and
• capacity to prioritise, plan and implement its road infrastructure projects
• Technocrats and Industry players – are invited to partner with Government
• For Innovation in new technologies (green roads and green transport)
• In addressing the shortage of road construction materials