optimal allocation of roads within the kzn dot ......provincial road maintenance grant (prmg) (330...
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OPTIMAL ALLOCATION OF ROADS WITHIN THE KZN DOT ROAD NETWORK TO APPROPRIATE AUTHORITY
SOUTH AFRICAN ROAD FEDERATION(SARF)
MS G XABA –CHIEF DIRECTOR: STRATEGIC MANAGEMENT KZN DOT
30 AUGUST 2019
TABLE OF CONTENTS • Introduction
• Overview of the Provincial Growth and Development Strategy
(PGDS)
• Strategic Response to PGDS
• Assignment of roles and responsibilities for roads
• Existing roles and responsibilities
• Road Classification and Responsibilities
• KwaZulu-Natal DOT Network Extent and condition
• Funding trends
• IGULA Radical Economic Transformation Programme
• Challenges
INTRODUCTION
• Effective infrastructure considered a pre-condition for economic
growth for any country
• Efficient road infrastructure is an essential enabler for sustainable
development
• Provincial Growth and Development Strategy (vision 2035)
recognizes the importance of transport infrastructure in driving the
economy of the Province
OVERVIEW OF THE PROVINCIAL GROWTH AND
DEVELOPMENT STRATEGY/ PLAN
STRATEGIC GOALS
3 HUMAN AND
COMMUNITY
DEVELOPMENT
5 ENVIRONMENTAL
SUSTAINABILITY
4 STRATEGIC
INFRASTRUCTURE
2 HUMAN RESOURCE
DEVELOPMENT
7 SPATIAL
6 GOVERNANCE
AND POLICY
1 INCLUSIVE ECONOMIC
GROWTH
KwaZulu-Natal will be a
prosperous Province with a healthy, secure
and skilled population, living
in dignity and harmony, acting as a gateway to Africa and the
World
STRATEGIC
OBJECTIVES
31
Goal
Indicators
and
Strategic
Objective
Indicators
Each with 5
year Targets
Progress
reported to
Lekgotla
Bi Annually,
to Executive
Council
Clusters
Quarterly
STRATEGIC RESPONSE TO PGDS
• NSDP 4th principle recommends that settlement and economic
development opportunities should be channelled into activity corridors and
nodes that are adjacent to or link the main growth centres
• KwaZulu-Natal Provincial Executive resolved to pursue the concept of
“corridor development” as a stimulus to economic growth in 2005
• Provincial Spatial Economic Development Strategy endeavours to identify
such main growth centres, the related nodes and corridors
• DPLG actively assisting municipalities to engage with corridor development
STRATEGIC RESPONSE TO PGDS
• Primary:-
An urban centre with very high existing economic growth and the potential for expansion thereof. Provides service to the national and provincial economy
• Secondary:-
An urban centre with good existing economic development and the potential for growth. Services the regional economy
• Tertiary:-
A centre which should provide service to the
sub-regional economy
• Quaternary:-
A centre which should provide service to the localised economy
STRATEGIC RESPONSE TO PGDS/P
• Primary Corridor (PC):
A corridor with very high economic growth potential within all three sectors which serves areas of high poverty densities; and
• Secondary Corridor (SC):
A corridor serving areas of high poverty levels with good economic development potential within one or two sectors
Primary Purpose
Multi-Sectoral Corridor
Tourism Corridor
Agriculture Corridor
Existing Corridor
STRATEGIC RESPONSE TO PGDS/P
• PC1
eThekwini/Umhlatuze
• PC2
eThekwini – Msunduzi - Umgeni
• SC1
Umhlatuze – Ulundi - Vryheid (P700)
• SC5
Lebombo SDI - Maputo
• SC6
Port Shepstone – St Faiths - Ixopo
• SC12
Greytown – Msinga – Madadeni (Battlefields
route)
STRATEGIC RESPONSE TO PGDS
eThekwini / uMhlathuze Corridor (PC1) focusing primarily on
development opportunities being presented as part of the La Mercy/DTP
Development and creating opportunities for linking and strengthening the
second and first economy.
eThekwini / Msunduzi / uMngeni Corridor (PC2) focusing primarily on
establishing inter-municipal planning processes to ensure that the
development opportunities presented in this region are optimized.
Umhlatuze / Ulundi / Vryheid (SC1) Corridor as a new link between the
Richards Bay harbor and Gauteng, focusing primarily on the section
between Ulundi and the Cengeni Gate of Umfolozi Game Reserve, and the
Ulundi Airport.
STRATEGIC RESPONSE TO PGDS
• Lebombo SDI Corridor (SC5) focusing primarily on Developments along the
southern and eastern sections of the Pongola Port Dam, tourism facilities
along the new SDI Route to Mozambique, large scale agricultural
development and enhancing the development opportunities related to the
Greater St Lucia Wetland Park.
• Port Shepstone / St Faiths / Ixopo Corridor (SC6) focusing primarily on
Developing a direct link between the Southern Drakensberg and the Coastal
areas to expand the basket of tourist destinations and spending options.
• Battlefields Route Corridor ( SC12 Umzinyathi), focusing primarily on the
route between Dundee and Greytown via Msinga, as a priority for the further
development of the battlefields routes of the Province.
STRATEGIC RESPONSE TO PGDS
Implication for municipalities :
• Engage with corridors at different scales as they traverse jurisdictions
• Forward spatial planning is essential
• Spatial Development Frameworks
• Integrated Development Plans
• Local area plans
• Land Use Management Systems
• Cross-boundary planning with neighboring municipalities is crucial
• Need to find balance between capturing economic growth opportunities and
impeding the functionality of a corridor
• Coordinated budgets for service infrastructure
ASSIGNMENT OF ROLES AND RESPONSIBILITIES FOR ROADS
• Responsibilities in respect of roads must be determined in terms of the
South African Constitution, applicable legislation and guidelines
prepared and agreed at a national level.
• South African Constitution
• National Land Transport Act
• National Land Transport Strategic Framework
• SANRAL and National Roads Act
• Municipal Structures Act
ASSIGNMENT OF ROLES AND RESPONSIBILITIES FOR ROADS
• National and Provincial governments have, in terms of the
constitution,( in line with spirit of cooperative governance) a duty to
support and strengthen the capacity of municipalities to manage their
own affairs and may not use their powers to compromise or impede a
municipalities ability or right to exercise its powers or perform its
functions.
EXISTING ROAD RESPONSIBILITIES
NATIONAL ROADS
• Legal assignment takes place in terms of the constitution and “The National Roads and Roads Agency Act”, whereby the National Minister of Transport has the power to declare any road as a “National Road” after consultation with Provinces.
• This network is then administered by the South African National
Roads Agency. The National Department alone has policy making
powers, while the SANRAL is an implementation agency.
EXISTING ROAD RESPONSIBILITIES
PROVINCIAL ROADS
• Legal assignment takes place in terms of the Constitution that assigns
“exclusive legislative competency over provincial roads” to Provinces,
as well as the Provincial Roads Acts that empower provincial MEC’s to declare provincial networks.
MUNICIPAL ROADS
• The legal assignment of municipal roads in the Constitution, gives
provinces exclusive legislative competency over “municipal roads”, but
local government has “executive authority in respect of, and has the
right to administer- municipal roads” ((Schedule 5 Part A and B of the Constitution) and Section 155(6) and (7))
ROAD CLASSIFICATION AND RESPONSIBILITIES
• Road Classification and Access Management Manual:
• Sets policy for roads in South Africa
• Institutional arrangements
• Functional classification system
• Information & decision support system
• Infrastructure funding options
• Roads to be classified, then responsibilities determined
STATUS OF PROVINCIAL ROAD CLASSIFICATION Identify & re and tracks
• Identify and Record all roads and tracks -Orthophoto’s used -Captured into GIS
• Initial classification -Desktop study (orthophoto’s, IDP,s, PGDS, etc.) -Subsets for lower order roads
• Finalise classification -Consultation with road authorities
-District level meetings with municipalities -Input from municipalities -Adjust and finalise
STATUS OF PROVINCIAL ROAD CLASSIFICATION
• Determine ownership & administrative responsibilities
Consultation with road authorities
Recommendations to MEC and Councils
• Review road provision strategies
Funding requirements and availability
Determine strategies
EXTENT OF KZN DOT NETWORK
BLACKTOP NETWORK
REGION P D L TOTAL
Durban 1655 241 15 1910
Ladysmith 2223 141 17 2381
Empangeni 1986 88 18 2092
Pietermaritzburg 1747 169 13 1929
TOTAL 7611 639 63 8313
UNPAVED NETWORK
REGION P D L TOTAL
Durban 538 2168 1030 3736
Ladysmith 1582 2386 1982 5949
Empangeni 1682 4160 3222 9064
Pietermaritzburg 1494 2396 1838 5727
TOTAL 5295 11110 8072 24476
CONCRETE NETWORK
REGION P D L TOTAL
Durban 0 3 2 6
Ladysmith 1 2 1 4
Empangeni 0 0 2 2
Pietermaritzburg 0 1 4 5
TOTAL 1 6 9 17
PAVED NETWORK UNPAVED NETWORK
NETWORK CONDITION ASSESSMENT
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
R1 R2 R3 R4 R5 Overall
8% 11% 13% 23%
42%
14%
30%
40%
48%
47%
22%
43%
26%
22%
14%
14% 27%
18%
28% 20% 18%
11% 2%
18%
8% 7% 8% 6% 7% 7%
Condition Index
Very Good
Good
Fair
Poor
Very Poor
NETWORK CONDITION ASSESSMENT CONT…
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
17% 7% 7%
14%
35%
39% 29%
43%
31%
23% 34%
18%
13%
10% 16%
18%
4%
21% 14%
7%
Perc
enta
ge (
km
)
Trend Analysis
V. Good
Good
Fair
Poor
V. Poor
NETWORK CONDITION ASSESSMENT CONT…
Condition
Rating Description
Indicative Costs
R/m2
Lengths of
Network (km)
Indicative Cost
(Rands)
1 Very Good 40 1914 R980 769 704,38
2 Good
3 Fair (60<VCI<70) 125 996 R1 587 402 047,00
4 Fair (50<VCI<60) 350 2044 R8 725 054 716,84
5 Poor 650 3017 R22 822 032 130,28
6 Very Poor
TOTAL R34 115 258 598,50
KZN DOT FUNDING TREND
Financial Year 2008/09 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17 2017/19 2019/20
Total Budget 5 025 225 5 957 968 6 639 849 7 650 306 8 055 186 9 051 946 9 338 493 9 542 290 9 824 202 10 565 677
% Increase 118.6% 111.4% 115.2% 105.3% 112.4% 103.2% 102.2% 103.0% 107.5%
Infrastrucutre
Budget 4 121 899 4 194 989 4 948 304 5 766 896 5 991 120 6 824 734 6 977 025 7 048 113 7 100 265 7 482 222
% Increase 101.8% 118.0% 116.5% 103.9% 113.9% 102.2% 101.0% 100.7% 105.4%
SUMMARY OF BUDGET REDUCTIONS
Programme 2018/19 2019/20 2020/21 2021/22
Equitable Share (921 832) (997 937) (1 055 207) (1 113 215)
Provincial Treasury decision to reduce budget by 7.5% (205 602) (217 938) (231 014) (243 720)
National Cabinet decision to cut provinces budget by 0.3% (5 258) (5 573) (5 908) (6 233)
Census Data Update and 1%,2% and 3% baseline cuts (237 890) (252 163) (267 293) (281 994)
Freezing of All Non-OSD Posts (375 025) (396 026) (417 808) (440 787)
Cutting of Events Budget (19 000) (20 064) (21 168) (22 332)
2% of Goods and Services (36 478) (38 521) (40 639) (42 874)
PES and Own Revenue Reductions (30 925) (54 853) (57 870) (61 053)
Cuts to fund Izinduna (10 781) (11 373) (11 999) (12 659)
Baseline Adjustment (873) (783) (826) (871)
Remuneration of Public Office Bearers (643) (682) (692)
Conditional Grants (345 835) (290 658) (203 760) -
Provincial Road Maintenance Grant (PRMG) (330 482) (274 446) (203 760) -
Public Transport Operations Grant (PTOG) (15 353) (16 212) - -
Total Budget Reductions (1 267 667) (1 288 595) (1 258 967) (1 113 215)
IGULA RADICAL SOCIO-ECONOMIC TRANSFORMATION
• Approval of the Igula RET strategy and policy by the Provincial Executive in
2016
• Driven through 10 pillars as follows :
• Pillar 1: Transformation of the KZN Transport sector in line with the
Integrated Transport Sector Transport Codes
• Pillar 2: Radical Procurement Reforms
• Pillar 3: Enterprise and supplier Development
• Pillar 4: Enforcing regulatory and licensing mandates
IGULA RADICAL SOCIO-ECOCNOMIC TRANSFORMATION
• Pillar 5:Collaborative Partnerships
• Pillar 6: Establishment of a Strategic Infrastructure Development
Agency
• Pillar 8: Establishing a KZN Transport Institute
• Pillar 9: Revitalizing Road Safety Programmes
• Pillar 10: Driving a sector-wide technology development
CHALLENGES
• Declining funding trend
• Competing priorities (economic vs social priorities)
• Over commitment by department to community needs
• Threats of project stoppage by business forums
• Depleting material sources/ inaccessibility of material sources
• Skills shortage (engineering and technical )
• False peaks
• Persistent contractor poor performance
THANK YOU