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Both communicate the use of computerised transportation technology applied to improving the conditions on our roads. A law is programmed to perform a singular set of goals, agreeing to brief, further goals can be added, in the future, but need to be programmed into the system.
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Any difference, therefore, lies in details of software programming and its application. Where traffic-related Its deals in general with traffic promulgation and toll collection, transport-related Its aims to supply more pleasant and productive trip to those using collective transport and help traffic to run more smoothly. The eThekwini transport Authority has incorporated Its into its plans for the future.
The eThekwini transport Authority
In January 2004, the eThekwini transport Authority (Eta) was established to take responsibility for all transport-related issues within the Municipality. Its singular mandates are collective transport and the discount of traffic congestion. It therefore hopes to encourage the habitancy who presently indulge their use of underground transport, to see the benefit of swapping to collective transport.
In the Durban area, this includes buses, mini-bus taxis and trains, none of which presently operate very efficiently. Some services are duplicated, under-utilised and over-subsidised while others, that by virtue of their popularity should receive subsidies, do not.
Buses and trains are subsidised to the tune of R400 million a year, but taxi commuters -historically the poorer habitancy of our community - are required to cover the whole cost of the service.
13% of Durban's residents (roughly 400 000 people) have no access, or cannot afford to way collective transport, in any form. The eThekwini transport Authority's current initiatives aim to apply technical intelligence to change and enhance the status quo.
The 'recap' and Ems
The median distance of a public-transport trip is 20km and takes practically 48 minutes from start to finish. Taxis are often (at best) uncomfortably crowded and (at worst) in a terrific condition, putting the lives of commuters at great risk.
Taxi 'recapitalisation' goes far beyond exchanging hard cash for beaten up vehicles and dedicated, regulated, route monitoring. An Electronic supervision law (Ems), which operates far beyond fare cost issues, is an foremost feature of the R7.7 billion x 7-year programme.
This "total operating solution" will monitor such things as vehicle speeds, where and when stops are made, vehicle-maintenance supervision and the automatic provision of curative and funeral insurance cover for passengers (in the event of injury or death). It will, in fact, operate and totally revolutionise an manufactures that caters to 68% of the country's daily commuters.
Incentives for change
"Positive discrimination" incentives that will hopefully cause motorists to change willingly to collective transport, consist of priority right-of-way (dedicated) bus lanes enforced (to keep other vehicles out) with the help of Cctv estimate plate and facial recognition systems, which will allow for automatic prosecution of offenders.
Dedicated bus lanes growth the speed of buses while decreasing the speed of all other vehicles. Electronic transponders, fitted to buses, can further ensure that the buses encounter green signals at robots.
All well and good; but the Durban Municipality may need then, to double the staff in its traffic camera office. As a nation, we are known for our lawlessness on the roads; citizens usually ignore the regulations. As for taxis: does one exist, that could resist an empty lane? A huge growth in number-plate violation and the skipping of red robots can be staggering as a corollary of this initiative.
More importantly, you cannot catch a bus that does not function in your area. Possibly pre-emptive lanes, reserved for buses and taxis, would leave motorists to trip in comparative safety, even if more slowly!
A fair fare system
Due to the low value, but high volume of collective transport fares, ticketing systems have traditionally been deemed the most proper proof of payment. Cash presentation either wastes the time of the driver, who must supply exact change, or incurs the need for an extra person, a conductor/ticket seller, either inside the vehicle or in an alternate office.
Integrating and preloading a label for use across various forms of transport (taxi, bus or rail) would offer an occasion for seamless trip between the various transport modes and make the fare-collection process faster and more efficient. It would also sell out opportunities for fare assembler fraud and would bring all collective transport operators within the Sars (tax) net.
Previously, this explication was not considered viable because the organisation that would hold any central float of pre-paid funds (and thus benefit from its interest) could not be decided amicably. Any complicated transport operators would have benefited enormously from having a few billion Rand to their credit.
Electronic or e-payment systems allow for bank-issued smart cards, linked to the bank accounts of individuals, so trip costs can now be deducted from personal bank accounts and paid directly to the relevant operators. This up-to-date improvement is likely to change the face of collective transport.
Information systems
The 'talking trains' in London are fascinating. Not only are passengers warned, by digital carriage displays, of distances between stations and stops, but an electronic voice, in anticipation of the next station, also cordial suggests when it would be proper to procure your luggage and head for an exit.
Trip facts is vital to those commuting in unfamiliar places and, if managed competently and available 24 hours a day, causes far less consternation and stress to travellers. The London underground now also sends Sms messages to quarterly passengers to reassure them that their services are running normally.
Presently, private South African commuters are at the mercy of an imperfect law (though, to expect absolute perfection of any system, is not realistic). Our high road urgency rate usually causes havoc on our roads. Traffic reports, now featured on radio, while peak traffic hours, help to sell out congestion, but buses and taxis are unable to change their routes due to waiting commuters at pre-ordained stops.
People like to feel in operate of their own movements and those who have used their own transport to trip to and from work, in South Africa, are unlikely to take cordial to any law that does not disseminate anything facts it can, to them, the road users.
Individual Benefits
Intelligent transport Systems will, in the future, monitor any incidents of abnormal traffic congestion on the feeder arterials, even showing the causes for delay. They will relay this facts to the eThekwini urgency Response Centre. While Metro Police close the main arterials affected, the Freeway supervision law will automatically send proper warning messages to message signs posted at key (driver) decision points on the route/s affected, diverting traffic onto less congested routes.
Automatic vehicle Location and Real Time Passenger facts systems will operate from a central Public-Transport Call Centre, where reports received about delayed collective transport vehicles will then be relayed to bus and taxi stops along the revised and first routes. The data can also be posted on digital displays within public-transport vehicles.
Passenger facts Signs within a 20km radius of any delays will thus forewarn commuters, allowing them to rule either to make alternative plans, warn others of delay on their cell phones or utilise a different mode of collective transport. Commuters subscribing to a new 'Buspass' cost law will be able to receive this information, by Sms, on their cell phones.
If, for instance, a would-be passenger has not yet left the office for his evening trip home, he might prefer to work late, or use the train, rather than stand for an extra hour at a bus stop. The system, in fact, will gift viable options to passengers, depending on their destinations and time restraints.
Integrated ticketing
The concept of integrated ticketing also allows for unlimited possibilities. In London, for instance, vehicles are recognised by Cctv camera systems, as they pass determined points. Toll fees are charged to the vehicle owners accordingly. Accounts are paid on presentation, at quarterly intervals.
Your municipal rates/electricity/water inventory might, for instance, carry an extra charge, agreeing to how many toll cameras your vehicle had passed while the preceding month. Obviously, this could prove a question in a country where habitancy allow their aid accounts to procure and then inquire all 'free' after any months.
Whether tickets are paper, smart cards, pre-paid cards or even cell-phone link-ups, the intention is to allow one form of cost for any and every trip. In case of a MetroRail strike, passengers would be able to use buses for the duration, without incurring extra costs - necessary in a country where many families are on so tight a allocation that seeing any extra Rand mid-month can leave them without food until payday.
Once again, London provides the best idea I have yet seen. Monthly underground rail cards can be kept inside a purse or wallet and yet are still activated as commuters pass through the checkpoints. There is no need for searching of pockets or handbags for safe slight pieces of plastic or paper. Just as metal (very often bra under-wiring) activates x-ray machines at airports, so technology at the checkpoints can recognise a underground ticket: an 'extra-smart' card.
Only habitancy who trip usually would probably use such an advanced, pre-paid option. A factory to allow once-off passengers to buy their tickets at bus stops would probably also be necessary and could be similar to the parking cost machines inside airports. When the ease with which South Africans buy cell-phone airtime at outlets on practically every road corner, is considered, this should prove no question - you see: it can all be far easier than we at first think!
Ticketing procedures like this would do away with queues, the need to carry cash, the need to make extra trips to label outlets, the need for fare collectors and inspectors and the need for drivers to count change while at the wheel. They would allow subsidies to be distributed exactly agreeing to mode usage, after the fact, rather than, in advance.
The factory doesn't need to be slight only to fare payment, though. The intention is to facilitate a programme for the 2010 World Cup that will allow soccer fans to pre-load electronically formatted entry tickets for combined transport, refreshment and memorabilia usage - a 'one card pays all' system. The possibilities of this format are endless and depend more on the quality of service/supply organisations to co-operate within centralised visions, than anything else.
Safety
With one of its prime objectives being the attraction of underground motorists to collective transport usage, reluctance to give up comfort and convenience has been cited by Darryll Thomas, employer of the Urban Traffic operate subject (eThekwini) and President: Sasits (Sa community for Its) as a main disadvantage.
I find it difficult to believe that collective transport authorities will ever be able to supplement 'own travel' with an improved alternative, in South Africa; where presently, options do not exist, they would need to be provided, regularised through a 24/7 cycle and operated in a holistically safe environment.
Not only would the mode of transport need to be 100% safe, but vehicles parked preparatory to public-transport trips, would also need to be safe, while parked. On their return, commuters would again need to feel safe as they claimed their vehicles. For most to consider collective transport a worthwhile option, pedestrian commuters would also need to feel considerably safer walking between destination and their option of collective transport.
Mr Thomas agrees that: "If the collective are frightened to use the services, inevitably the course is doomed to failure" and believes that it is the safety aspect that deters many commuters from swapping from own transport to collective transport, despite the fact that attacks on passengers are rare.
He agrees that vandalism and criminal attacks need to be curbed, and claims they can be, with the help of technology. He also believes that graphic Cctv lookout could nullify this fear; that collective schooling would alert us to "video analysis techniques that can alert staff automatically to suspicious behaviour on stations, trains and buses".
His intention to educate the collective about all the technological measures that would be employed to combat crime, on collective transport, is laudable. He insists that, "should something untoward occur", help will be "very close at hand" and acknowledges that "vandalism and attacks on collective and staff are an evil curse that, as a civilised society, we need to strike with all the technologies we have at our disposal".
Consumer safety priorities
I sense that, from his positions with Sasits and in the municipality, he is considering collective safety only as it relates to collective transport usage. Personally, I am less frightened of using the aid than getting from my home to the aid point, from the aid point to my destination and then reversing the process later in the day.
Every commuter is likely to be a pedestrian at either end of his/her collective transport usage and it is as much while this point in their journeys, as admittedly while on collective transport, that safety is a huge concern to most people, who may need to carry laptop computers, cell phones and even their public-transport tickets, in anything format, through city streets.
The pertinent question: does the Municipality intend to position Cctv cameras at every point along every journey, even the pedestrian ones? If so, well and good, but this would want massive financial investment (though probably slightly less, long-term, than installing the same estimate of Metro policemen in those positions, 24/7.
Mugging and petty thievery, on the streets, cannot be left out of the safety equation! I personally believe that safety is the crux of this issue and is commonly hopelessly oversimplified. Other foremost concern is the estimate of habitancy who are staggering to use their 'business' vehicles for work purposes while the working day.
In some areas where options already exist, taxi strikers have stoned commuters who pick to trip by bus or train. Some commuters find it safer just to remain at home, instead of trying to get to work. It seems clear that the 'grip' that striking workers in any manufactures have, over others, has been allowed to get out of hand. This, too, should be classified as a public-transport safety issue. Most Durban motorists approached, insisted that the Municipality would need to pay them handsomely to use collective transport on a quarterly basis. The reason? all the time the safety issue...
Co-operation
Thomas, ultimately, agrees that: "as long as the perceived inconvenience of collective transport persists, the majority of motorists will prefer to use their car regardless of any penalty imposed".
Improving the quantity and quality of collective transport vehicles, he concedes, is necessary and will involve a far larger investment than has been presently budgeted. It is not only the mindset of the collective that needs to experience change, but that of transport planners throughout the country.
Its is an productive and necessary means to an end but, unless used creatively and within revised norms, it will not supply all it could. Disciplines, such as policing, security, public-safety and transport services, need to co-ordinate and co-operate to a far greater degree to get the productive results that are necessary - and potential - especially with regard to general collective safety.
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