Faculty of Engineering

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The Faculty of Engineering at Stellenbosch University is one of South Africa's major producers of top quality engineers. Established in 1944, it currently has five Engineering Departments.

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The application of commercial floating car data for speed-based traffic state evaluation in the Sub-Saharan African context
(Stellenbosch : Stellenbosch University, 2023-03) Bruwer, Megan Melissa; Andersen, Simen Johann; Walker, Ian; Stellenbosch University. Faculty of Engineering. Dept. of Civil Engineering.
ENGLISH ABSTRACT: Floating car data (FCD) are traffic data that are passively reported from within the traffic stream by GPSenabled probe devices commonly carried in vehicles, including smartphones, on-board navigation devices, and vehicle tracking systems. Commercial FCD are collected, aggregated, stored, and sold by third-party traffic data entities, providing network-wide speed, travel time, and origin-destination data. Commercial FCD eliminate the need for traffic sensors and communications networks, while simultaneously reducing the data analysis demands typical of Big Data because commercial FCD are characteristically made available in structured and readily usable formats. Commercial FCD are poised to become a primary source of traffic data in low- and middle-income countries where traditional, sensor-based traffic data are only sparsely collected over a vast road network, thereby leapfrogging the extensive traffic data collection systems established in high-income countries. Presently, commercial FCD are not widely used or researched in Sub-Saharan Africa. This dissertation is, therefore, well timed in its aim to assess the correct application of commercial FCD in the Sub-Saharan African context. This dissertation identified that the sample providing commercial FCD results in an inherent bias (called sample bias) because the reporting devices are purchased according to socioeconomic status, particularly in Sub-Saharan Africa, where average income, smartphone penetration and technology uptake is low. This dissertation represents the first time that the term sample bias has been described and systematically investigated as a characteristic of commercial FCD. The research found that commercial FCD are impacted by sample bias according to the socioeconomic, demographic, and geographic distribution of the sample that reports FCD in Sub-Saharan Africa. Sample bias was also proven to impact the accuracy of FCD speeds to the extent that speed accuracy differed between cities in South Africa and between commercial FCD sources. Mathematical models for the correct application of FCD in Sub-Saharan Africa that can be applied irrespective of sample bias, were then considered. Sample bias can be excluded in congestion measurement using ratio indices. FCD were found to enable accurate and comparative congestion measurement, both of recurrent and non-recurrent congestion, using variations of the Speed Reduction Index. Finally, three unique use-case studies, specifically applicable to Sub-Saharan Africa, were carried out to demonstrate the usefulness of FCD to evaluate the impact of roadworks projects, identify potholes along rural routes, and map changes in traffic patterns during the COVID-19 pandemic. The primary contribution of this research will be to steer Sub-Saharan Africa towards applicable use-cases of commercial FCD for transport planning purposes. This dissertation should allow commercial FCD to be applied with confidence for the correct use-cases in Sub-Saharan Africa. This research has provided a guideline for the evaluation of potential sample bias and the impact thereof, demonstrated the huge potential for FCD-based traffic pattern monitoring in a Sub-Saharan African context – for both urban and rural applications – and suggested future research for continued Sub-Saharan-specific FCD application. This research is critical to guide commercial FCD towards a significant role in providing primary traffic data over the extensive road network of our continent.
Bus route design and frequency setting for public transit systems
(Stellenbosch : Stellenbosch University, 2022-04) Husselmann, Gunther; Van Vuuren, Jan Harm; Andersen, Simen Johann; Stellenbosch University. Faculty of Engineering. Dept. of Industrial Engineering.
ENGLISH ABSTRACT: The availability of effective public transport systems is increasingly becoming an urgent problem in urban areas worldwide due to the traffic congestion caused by private vehicles. The careful design of such a transport system is important because, if well designed, such a system can increase the comfort of commuters and ensure that they arrive at their destinations timeously. A well-designed public transport system can also result in considerable cost savings for the operator of the system. The problem considered in this dissertation is that of designing three mathematical models for aiding a bus company in deciding upon efficient bus transit routes (facilitated by the first two models) and setting appropriate frequencies for buses along these routes (facilitated by the third model). The design criteria embedded in the first model (for designing bus routes) are the simultaneous pursuit of minimising the expected average passenger travel time and minimising the system operator’s cost (measuring the latter as the sum total of all route lengths in the system). The first model takes as input an origin-destination demand matrix for a specified set of bus stops, along with the corresponding road network structure, and returns as output a set of bus route solutions. The decision maker can then select one of these route sets subjectively, based on the desired trade-off achieved between the aforementioned transit system design criteria. This bi-objective minimisation problem is solved approximately in three distinct stages — a solution initialisation stage, an intermediate analysis stage and an iterative metaheuristic search stage during which high-quality trade-off solutions are sought. A novel procedure is introduced for the solution initialisation stage aimed at effectively generating high-quality initial feasible solutions. Two metaheuristics are adopted for the solution implementation, namely a dominance-based multi-objective simulated annealing algorithm and an improved non-dominated sorting genetic algorithm. The second model is a novel approach towards establishing high-quality bus routes resembling a reference set of bus routes (typically the currently operational bus routes) to varying degrees, providing the decision maker with bus route design alternatives that may be implemented incre mentally in order to limit the disruption experienced by passengers in the bus transit network. The objectives pursued in this model are the simultaneous minimisation of the expected aver age passenger travel time and the minimisation of a reference-route-to-design-route similarity measure. The second model takes the same input as the first model above, with the addition of a reference route set with which to compare alternative design routes in terms of similarity, and provides as output a set of trade-off solutions according to this model’s design criteria. The same three-stage approximate solution methodology described above is adopted for this model, and the same two metaheuristic implementations are utilised to solve instances of this new model. In the third model, high-quality bus frequencies are sought for each bus route in pursuit of min imising the expected average travel time for passengers (including waiting time, transfer time and travel time) and simultaneously minimising the total number of buses required by an operator to maintain the specified frequencies. The third model takes as input all the data required by the first model, along with a route set for which frequencies should be set, and returns as output a set of bus frequencies at which buses should operate along the various routes, based on a de sired trade-off between the aforementioned two design criteria. The solution approach adopted for this bi-objective minimisation problem again conforms to the three aforementioned distinct stages, with the exception that only a non-dominated sorting genetic algorithm is designed for solving it. The first and third models are finally applied to a special case study involving real data in order to showcase the practical applicability of the modelling approach.
The characterisation of non-motorised transportation on the Stellenbosch campus
(Stellenbosch : Stellenbosch University, 2020-03) Klink, Hans-Peter; Andersen, Simen Johann; Stellenbosch University. Faculty of Engineering. Dept. of Civil Engineering.
ENGLISH ABSTRACT: This thesis aims to understand and characterise how non-motorised transport (NMT) users transverse the Stellenbosch campus of Stellenbosch University. In establishing the behaviour of these users, initiatives in which the data could not only benefit local infrastructure planning but be used as a means to improve current and future transportation services could be identified, especially from a Mobility-as-a-Service perspective. Data was collected in the form of logged signals from Bluetooth devices using 44 custom build Bluetooth sensors. These sensors were placed across the campus area for three periods, which consisted out of four weekdays. From the logged signals, common trends in the form of typical travel paths and detections levels could be determined. The collected data was filtered using Microsoft Excel in order to distinguish between signals logged from motorised and nonmotorised transportation users. From the filtering process, a dataset which estimated the behaviour of NMT users in the forms of detection levels and origin and destination (O/D) matrices was created. Graphs depicting the level of NMT activity over a typical 24 hour period and, heatmaps and O/D maps could be then be designed. Once the data was visualised, it could then be analysed and findings could be formed based on current transportation services and the development of NMT related infrastructure. Major findings in this regard included identifying where micromobility services and the local minibus taxi industry could stand to benefit from the space/time characterisation of NMT behaviour.
Deliberative agent model of a taxi rank
(Stellenbosch : Stellenbosch University, 2019-12) Venter, Jurie Heinrich; Andersen, Simen Johann; Van Rooyen, G. C.; Stellenbosch University. Faculty of Engineering. Dept. of Civil Engineering.
ENGLISH ABSTRACT: Minibus-taxi loading facilities known "taxi ranks" in South Africa are designed according to guidelines prescribed by the South African Department of Transport. Currently, it is only possible to observe whether designs are successful once they have been constructed. This research project aims to develop a tool that can provide answers to "what-if?" questions posed about taxi rank designs so that the risks associated with unsuccessful designs can be reduced. Taxi rank designers can then use the tool in addition to the guidelines. It is pro- posed that the development of a detailed simulation model will allow taxi rank designers to test the effects of their ideas without the risks associated with building a taxi rank. A simulation model incorporating deliberative agents and three-dimensional geometry was developed. The model, referred to as ACTS, was used to create a digital twin of the Bergzicht taxi rank located in Stellenbosch. ACTS produces results within an acceptable margin of error and it is proposed that it is used as part of the taxi rank design process.
Designing a mobility as a service principled service offering for the minibus taxi industry that improves the user experience—using Stellenbosch as a case study
(Stellenbosch : Stellenbosch University, 2022-04) Mtsi, Thabani Sanda; Andersen, Simen Johann; Bruwer, Megan Melissa; Stellenbosch University. Faculty of Engineering. Dept. of Civil Engineering.
ENGLISH ABSTRACT: The minibus taxi industry (MBTI) is the backbone of the South African public transport system, accounting for 63% of all public transport trips and transporting a total of 2.5 million daily commuters. The MBTI operates as a paratransit service because it provides unscheduled public transport services, accessible at taxi ranks or on the side of the road. The problem with minibus taxis is that they are unreliable and prioritise profit maximisation above the user experience of the commuter. Mobility-as-Service (MaaS), on the other hand, is a user-centric service that offers commuters access to multiple transport modes, accessible on a single digital platform. MaaS was started in Finland and Switzerland and still operates, predominantly in Europe. The purpose of this research is to investigate how MaaS principles, if effectively embedded into the MBTI operating model, could improve the user experience of the MBTI commuter. MBTI practitioners and commuters were interviewed, and taxi rank visual evaluations performed to investigate the research problem. The results of the analysed data demonstrated that the best way to integrate MaaS principles into the MBTI was through a mobile app (named the Jika app)—requiring a transformation in the MBTI operating model. The Target Operating Model (TOM) framework was used to formulate a prototype of a MaaS principled MBTI service offering. The six building blocks of the TOM—processes, organisation, management, locations, information and suppliers—were used to demonstrate how the MaaS principles would be integrated into the current MBTI operating model via the Jika app. The research identified three main aspects that stand to gain the most improvement through the integration of MaaS principles. The first aspect was the information gap found within the MBTI where both commuters and drivers do not have access to the information necessary for conducive decision-making. This aspect would benefit most from the integration of the MaaS principles: demand-orientation and technology in the MBTI. The second aspect was the need for customer feedback systems in the MBTI which would benefit most from the integration of the MaaS principles: personalisation and demand-orientation. The third aspect was the diversity of the MBTI customer base, varying in travel behaviours, travel needs and access to resources. This aspect would benefit most from the integration of the MaaS principles: customisation, personalisation, demand-orientated service provision, single platform offering, technology usage and payment options in the MBTI. The integration of MaaS principles in these aspects of the MBTI operational model would contribute to improving the MBTI commuter user experience. It was concluded that a MaaS principled service offering for the MBTI would improve the user experience of the commuter.
Developing an alternative approach to mode choice modelling with the application of modelling Gautrain patronage
(Stellenbosch : Stellenbosch University, 2014-04) Marais, Andre Louis; Andersen, Simen Johann; Stellenbosch University. Faculty of Engineering. Dept. of Civil Engineering.
ENGLISH ABSTRACT: Mode choice modelling is an important and versatile tool that can aid decision makers with transit related strategies and scenario planning. The traditional approach to modelling public transport is labour intensive and requires many resources. The expensive nature of developing mode choice models can also act as a deterrent for developing a model. Not having access to a functional mode choice model can force decision makers to make important decisions without having access to proper information. There is therefore a need to provide a simplified solution for developing a functional mode choice model that can be developed and maintained with fewer resources. This research project explores the possibility of developing a simplified alternative approach to public transport modelling that can model mode choice behaviour with the same degree of accuracy as traditional models. The modelling steps employed in this research project were the typical four step demand modelling approach, but the principles employed differ slightly. The focus area of this research project is the development of simplified utility functions and the calibration thereof. Typical mode choice models coincide with many assumptions, variations and uncertainties. In this research project the proposed utility functions are simplified by incorporating most of the assumptions and intangible components of the utility function into a single station to station specific calibration factor. The hypothesis is that a simplified alternative approach to the utility functions can still provide a model that is purpose built and functional. The application of the proposed mode choice model is to model the mode choice between the Gautrain and private vehicles as the major mode of transport.
Development of a Floating Car Data (FCD) model to evaluate traffic congestion : a case of Kampala, Uganda
(Stellenbosch : Stellenbosch University, 2023-03) Nalubega, Sharifa Ishaq; Andersen, Simen Johann; Andersen, Simen Johann; Stellenbosch University. Faculty of Engineering. Dept. of Civil Engineering.
ENGLISH ABSTRACT: Traffic congestion remains a stumbling block in an efficient and accessible road network. Attempts have been investigated to monitor congested areas and propose mitigation measures to alleviate the issue. However, transport planning models, such as the four-step traditional models, are expensive and complex. This research develops a novel floating car data (FCD) model similar to the traditional model but is more cost-effective and efficient for transport planning. Many African cities cannot afford complex planning models, but the need to improve road networks remains indisputable. Using FCD's cost-effective traffic data collection strategy, this research proposes a model designed to monitor and thus alleviate city traffic congestion. This study focuses on a novel FCD model for evaluating traffic congestion in developing African countries like Uganda. This research aims to contribute to alleviating traffic congestion in African cities by exploiting FCD. The methodology adopted to achieve this was developing a novel FCD model. This study utilized traffic speeds and travel times during peak and off-peak hours to determine the congestion intensities in different sections of Kampala. The speed reduction index (SRI) was used to classify the congestion levels into no, low, and high congestion areas. Delay rates were used to determine the varying delays in different city areas. Then, PTV VISUM software was utilized to develop a road network model and visualize the varying intensities of congestion. Then, two highly ranked zones in terms of delay rates were analysed to ascertain the causes. The causes were mainly high volumes of vehicles on the major arterials, non-operational traffic lights, and social and economic hubs in the adjacent areas of those zones. This study further proposed mitigation measures using the PTV VISSIM software by conducting a simulation analysis. When signal timings were altered, the simulation indicated a 42% reduction in vehicle delay on the major route at the intersection in zone 13. The research concluded that African cities could embrace technological advancement in traffic statistics and improve their cities.
The introduction of average speed over distance cameras as a road safety tool to reduce excessive speeds and accidents on the roads of the Western Cape, South Africa
(Stellenbosch : Stellenbosch University, 2017-03) Van Velden, Wouter; Andersen, Simen Johann; Stellenbosch University. Faculty of Engineering. Dept. of Civil Engineering.
ENGLISH ABSTRACT: Road safety is a joint responsibility of the road users, design engineers, maintenance teams, law enforcement teams and the various departments within governments that are related to transport and road safety. Road safety has a major impact on society. The number of road accidents is a serious problem in most societies as they impact negatively on many people, either directly or indirectly, as well as on the economy. Concerted efforts are being made to reduce the number of fatalities on the roads. Although there has been an improvement, South Africa still ranks high of the list of countries with the most fatalities on their roads. The World Health Organisation (WHO) listed South Africa as 38th in the world, with 25.1 deaths per 100 000 population in 2013. The Western Cape Government implemented Average-Speed-Over-Distance (ASOD) technology on the roads of the Western Cape in South Africa in an effort to reduce excessive speeding and accidents. ASOD was introduced into the province in 2011 with a pilot project on the R61 route between Beaufort West and the Eastern Cape border towards the town of Aberdeen. Since 2011, another five phases covering a total of 451 km of the Western Cape Province’s most dangerous roads were rolled out. This study evaluated the impact of ASOD on three rural routes, the R27 West Coast Road between Cape Town and Langebaan, the N1 between Touwsriver and Riemhoogte and the N2 over the Sir Lowry’s Pass between Somerset West and Grabouw. The impact of ASOD was evaluated on two levels: excessive speeding (speeds more than 10 km/h above the speed limit, and 85th percentile speeds) and accidents. A time series analysis was conducted on the data obtained from permanent CTO-stations installed across the province. A comparative study on 85th percentile speeds was conducted on industry provided probe data. A numerical analysis was done on the corresponding accident data. A benefit-costs analysis was also conducted on the project. The interrupted time series analysis found that there was an abrupt and permanent reduction in excessive speeds on the R27 route after the implementation of ASOD. The number of vehicles exceeding the 130 km/h mark reduced from 12 292 vehicles to 6 122 within three months, a reduction of 50%. The time series analysis conducted on the N1 did not find any statistical significant reductions in excessive speed due to the implementation of ASOD – neither had there been on the control route The time series analysis found that there was an abrupt and permanent reduction in excessive speeds on the N2 across Sir Lowry’s Pass. Probe data was analysed for the R27 West Coast Road with a 120 km/h speed limit. The study found that the 85th percentile speeds dropped from 125.5 km/h before ASOD implementation to 116.4 km/h post-ASOD implementation. A dataset two years later revealed a 115.2 km/h 85th percentile speed. The probe data analysis confirmed the findings of the time series analysis: there was a significant reduction is speed after the implementation of ASOD. The numerical analysis of the accident data on the R27 West Coast Road concluded that the reduction in the number of accidents after the ASOD implementation was much greater than the theoretical value, as determined by Nilsson’s Power Model. Also, in the year after ASOD implementation, there was not a single fatal accident on the N1 section under investigation. The benefit cost analysis, based on the benefits and costs for the first year of implementation on the N1 between Beaufort West and Riemhoogte, revealed a 2.13:1 ratio. It was therefore concluded that ASOD had made a significant impact on the reduction in the number of excessive speedsters. This finding was supported by the reduction in the number of accidents and injuries. This ultimately played a role in the improvement of road safety in the Western Cape Province, South Africa.
Management by measurement: a performance management approach for assessing ITS (Intelligent Transport Systems) projects in South Africa
(Stellenbosch : Stellenbosch University, 2016-03) Struwig, Claudia B.; Andersen, Simen Johann; Stellenbosch University. Faculty of Engineering. Dept. of Civil Engineering.
ENGLISH ABSTRACT: Over the past decade, the South African transport environment has actively started to adapt a technology-driven setting. Intelligent Transport Systems (ITS) applications such as Advanced Traffic Management Systems (ATMS) and Advanced Public Transport Systems (APTS) have since been promoted and developed. However, little thought is given to ITS performance management in the conceptualisation- and planning phases of the ITS applications. As a result, the monitoring is mostly done by a modular- and possibly inconsistent performance measurement approach. Moreover, in the absence of a set of widely accepted performance measures and transferable methodologies, it is very difficult for the local transport industry to objectively assess the effects of their specific applications with regard to the implementation of policies and technologies. The aforementioned concerns raise scepticism around the sustainability of the newly deployed advanced transport systems. In order to ensure the sustainability of the ITS applicators, it is proposed that a systematic approach to performance management, through performance measurement, be promoted. Even though the concept of managing performance measurement is in its infancy, it is believed that, with the attainment of the proposition made herein, a performance management regime, possibly nation-wide, may follow. The aim of this research project is thus to develop an all-encompassing measurement framework that lays the groundwork for managing the performance, and contributes towards the sustainability, of the ITS deployments. This was accomplished by executing six methodical steps. These were to: 1) identify all of the performance-related aspects that are applicable to the transport measurement environment, 2) present these aspects in a performance measurement framework, 3) establish the performance measurement structure by developing standards and/or targets and allocating importance weights towards evaluating these aspects, 4) create the measurement model by utilising Multi-Criteria Decision Making (MCDM) principles in determining the (overall) performance of the ITS applications, 5) transform the measurement framework into a Graphic User Interface (GUI) dashboard that can act as the performance management tool and 6) instigate performance management by implementing an incentivisation structure. The advocated approach differs from the current measurement systems in place in that it embraces a structure for evaluating the performance of, specifically, technology investments in the South African transport environment. Moreover, it utilises a holistic and generic measurement framework as the baseline for performance appraisal. The method put forth herein, in the form of the envisioned performance management tool, serves as the reference point for ITS performance management. That is, it can assist implementing agencies in obtaining the necessary knowledge to easily make day-to-day informed decisions regarding the (overall) performance of their respective systems and can aid decision makers in the continuous assessment of their investment in transport technology. The developed management tool has also met the prerequisites, as identified herein, for ensuring the wider use and application of a performance driven approach. These included, among others, that the tool be: scalable and suitable to address the specific requirements as posed by a developing country and by the evolution of ITS technologies; holistic in the sense that it considers and includes the opinions of all possible interested parties; comprehensive such that it can be applied to both the private- and the public transport environment; concise such that it does not fall victim to Albert Einstein’s mantra (“not everything that counts can be counted and not everything that can be counted counts”); agile such that it can accommodate any changes in the employer’s (or the client’s) needs and/or the specific project’s desired outcomes; and easy to understand and use such that it can facilitate the quick and effortless assessment of transport projects’ performance in the field of technology investments. In conclusion, this author submits that the developed tool has proven to have sufficient capability, provide invaluable insights and add significant value to the transport environment, as well as being multi-functional, consistent and all-inclusive.
Operational concept for connected and autonomous vehicles in an urban environment
(Stellenbosch : Stellenbosch University, 2023-01) van Straten, Armandt; Andersen, Simen Johann; Stellenbosch University. Faculty of Engineering. Dept. of Civil Engineering.
ENGLISH ABSTRACT: Technology has shown great potential in improving the daily lives of people around the world. This also applies to the way people and goods are transported, which could be very different in coming future, especially with the emergence of Autonomous Vehicles (AVs). AVs can significantly alter how people and goods are transported, as they offer the possibility of Connected and Autonomous Vehicles (CAVs) that can communicate with other vehicles and roadside infrastructure. A future where all the vehicles on the road are autonomous is not that far-fetched and with the rapid development of AV technologies that future could be soon. Before AVs can be implemented with any hope of success, it is important to try to predict how they would behave and perform on the road network, and what the potential advantages and disadvantages could be when they are finally implemented. The implementation of AVs must be sufficiently planned, such that all the potential benefits provided by AVs are fully realised. This is particularly important for developing countries like South Africa. For developing countries, the implementation of AVs could be a distinct possibility, since developed countries are already implementing AVs to a degree. However, the implantation of AVs in developing countries will require significantly more preparation if they hope to keep up with the technological advancements occurring worldwide. This study attempts to act as preparation for the future when AVs are eventually implemented in South Africa. What is investigated is how AVs and CAVs perform in an urban environment. A section of the road network in Stellenbosch, South Africa, was used. This road network section contained a lot of different traffic control systems. Using an already calibrated PTV VISUM macroscopic model of the Stellenbosch road network, a smaller macroscopic model was generated by sectioning the desired study area out of the entire network. This created a smaller PTV VISUM macroscopic model of just the desired network section. Using the export and import functionality between PTV VISUM and PTV VISSIM, a final microscopic model was generated which was used to evaluate the performance of the AVs and CAVs. Four levels of autonomous behaviour were evaluated with the microscopic model to assess the relative improvements that each of these levels provided to the road network’s performance at various penetration rates. Specific focus was also placed on CAVs, investigating how robust CAVs are to changes in traffic volumes. The results obtained in this study, over a variety of network performance indicators, showed that AVs, and CAVs, are effective in improving the network’s performance. Additionally, CAVs are robust when it came to handling changes in traffic volumes. CAVs appeared to improve the network’s capability to cope with increased traffic volumes. However, AVs' performance is significantly dependent on their penetration rate.
A stepwise approach towards achieving a multimodal platform within the context of the CoCT’s land transport networks
(Stellenbosch : Stellenbosch University, 2013-03) Struwig, Claudia Bernadine; Bester, C. J.; Andersen, Simen Johann; Stellenbosch University. Faculty of Engineering. Dept. of Civil Engineering.
ENGLISH ABSTRACT: The importance of transport should not be underestimated. Transport progresses a person’s quality of life: it connects people to one another and provides access to work, services and recreational opportunities. However, post-apartheid South Africa is unfortunately still faced with a legacy of segregation. While the less-privileged, who mostly live at the fringe of Central Business Districts (CBDs), are captive users of public transport, the private vehicle trend, under the privileged, is becoming more evident. This research project thus proposes that a balanced and integrated sustainable transport system be promoted. That is, one that will aid South Africa in growing and improving its general socio-economical status by providing all its citizens with (equal) access to a balanced transport network. It is believed that, if a multimodal system is promoted, the deficiencies of the current heterogeneous non-integrated systems may be overcome. Therefore, if South Africa’s transport network is augmented with a multimodal platform, the nation will be able to move its citizens effectively and efficiently, without jeopardising the economy, social matters and the environment, today and in the future. Moreover, South Africa will also have the necessary stimulus to utilise the already available resources at its disposal by working together as ‘one’. This research project thus stipulates a (generic) sequential approach needed in achieving an integrated (sustainable) public transport system. The goal of this research project is to create awareness of the benefits that may arise from, and the implementation steps required in obtaining, such a multimodal platform. The focus area for researching the proposition made herein is the City of Cape Town’s (CoCT’s) land transport networks. The City has a management facility, with resultant transport data repository, known as the Transport Management Centre (TMC). This TMC is regarded as one of the finest state of the art facilities in the world and the features thereof offer a sufficient base and point of departure for the promotion of a multimodal transport system. By conducting research in this field, the following portraying aspects, needed for the realisation of the proposition made herein, were found. Firstly, in order to obtain an integrated sustainable transport system, the appropriate Intelligent Transport Systems (ITS) need to be integrated. It is believed that, if an intelligent transport scheme, grounded on ITS applications, is advocated, the City will be in the position to more effectively monitor what is going on, to more accurately predict what might happen in the future, and to manage its transport system proactively on an area-wide basis. Secondly, in order to meet the integration requirements imposed by multimodal transport, a centralised database needs to be created. With such a database in place, information sharing across all modes of private- and public land transport, and thus also between the investors or the operators, will be possible. An example of such a database was developed in Microsoft Access and the modes considered therein are: MyCiti, Metrorail and Golden Arrow Bus Service (GABS). The data stored in this database is historic, but the incorporation of real time information was also catered for. Thirdly, it is believed that the success of the City’s transport system, and the development of a multimodal system, is dependent on the provision of an efficient Advanced Traveller Information System (ATIS). The idea is to promote multimodal transport as a convenient transit option by providing travellers with information on journey planning that aims to counteract their reluctance to change. In order to develop such a multimodal Journey Planner (JP), the unimodal networks considered herein were combined into a supernetwork on which Dijkstra’s Shortest Path Algorithm was applied. This algorithm was programmed in Microsoft Excel’s Visual Basic for Applications (VBA) and it incorporates the following user criteria: the origin, the destination, the user’s mode preference, and the user’s optimisation preference of either time or distance. In conclusion, it can be argued that, with information becoming such a vital commodity in everyday life, the catering for informed travellers are the key to successful future transport services. If travellers are informed about the transport networks’ performance, a positive attitude is fostered. Moreover, by providing travellers with information on journey planning, their feelings of uncertainty and fear of the unknown, that are present in (especially) public transport services, may be neutralised. This information will give the public carte blanche to make decisions that give them the perception of having more ‘control over their lives’. Therefore, if a multimodal JP that can be accessed from one portal is created, people’s inclination to acquire more information will be met. And as a result, traversing in an integrated manner may become the norm.

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