Cutting back on its oil addiction and expanding its energy horizons are prescribed for a healthy transport sector

South Africa’s transport sector faces a challenging future given its dependence on non-renewable oil resources, and should seriously consider diversifying fuel sources and significantly reducing its greenhouse gas emissions. It should also invest wisely in emission reductions projects through funding obtained from the Clean Development Mechanism (CDM).

These are the views expressed by the South African National Energy Research Institute (Saneri), as well as by Dr Tanya Lane, a speaker at a recent Sustainable Transport and Mobility Conference and a lecturer in Mechanical and Industrial Engineering at the Stellenbosch University.

Recently, Saneri’s green transport senior manager Dr Titus Mathe said South Africa spends about R18.5 billion a year on importing petroleum products, which was not only detrimental to the country’s pocket but also to its environment.

The transport sector is the second-largest contributor to poor air quality in Johannesburg, making the sector a critical component in mitigating and adapting to climate change and contributing to sustainable development.

Dr Llewellyn van Wyk, research group leader at the Council for Scientific and Industrial Research, and editor of The Sustainable Transport and Mobility Handbook, said at the Transport and Mobility Conference that in terms of annual greenhouse emissions locally, transportation services are responsible for 14% of the emissions, with power stations contributing 21.3%.

Alarming statistics

Dr Lane said the transport sector is the most rapidly growing source of greenhouse gas emissions in South Africa, and is the second most significant source of greenhouse gas emissions in most middle- and high-income countries.

In 2000, the transport sector accounted for about 19% of South Africa’s greenhouse gas emissions.

The high energy intensity in this sector in South Africa can be attributed to the extensive use of synthetic fuels, and the production process thereof. South African transport is 98% reliant on petroleum liquids and 2% reliant on electricity as a source of energy.

Most of South Africa’s electricity is generated from coal, which is also a major source of greenhouse gas emissions.

Not up to international standard

South Africa’s mandatory vehicle emission standards are not up to international standards.

Emissions specifications for new passenger car models approved for sale only came into effect from 2005, and the inclusion of all new vehicles only came into effect from 2006.

From 2008 onward, all new vehicles sold needed to comply with Euro II emissions specifications. This lags the introduction of enabling unleaded petrol, which has been marketed in South Africa since 1996.

Prior to the introduction of these standards, some of the vehicles sold were either imported from countries where standards were in place or were manufactured to conform to emissions standards, this being the only technical option for that model.

However, the majority of vehicles sold, particularly entry-level models, did not conform.

South African is therefore dominated by high emitting vehicles.

Furthermore, there is currently no specific requirement to maintain these vehicles to any emissions limit.

There is a long way to go before sustainable transport and mobility are a reality.

Optimism about the Clean Development Mechanism

Dr Lane is optimistic that while there will be a very real impact from the increase in the Earth’s temperature, climate change may prove to be beneficial in other ways.

South Africa may have the opportunity to benefit from international mitigation schemes, while reducing its emissions contribution.

Through the CDM, South Africa can obtain funding for emissions reduction projects from developed countries in the form of carbon credits.

It is important to realise that such funding must result in projects that are in line with South Africa’s domestic sustainable development needs.

One example of a transport project that qualifies for carbon funding is the introduction of public transport systems, particularly Bus Rapid Transit (BRT) systems.

To date, there are seven registered and approved CDM methodologies for transport projects.

Challenges for freight transport

Freight transport made up 8% of South Africa’s gross domestic product in 2007, and compared to the world average of 39%, transport makes up 53% of the country’s logistical costs, said Lane. This can generally be attributed to the large distances between typical origins and destinations and the cost of fuel.

Almost two-thirds of road transport costs are attributable to fuel expenses, and 29% of freight transport cost is exposed to external factors beyond the transport operator’s control. Externalities affecting freight transport include congestion, accidents and weather.

The affordability of freight transport is highly exposed and vulnerable to external factors, placing a question mark behind the freight system’s economic sustainability.

South Africa is below par when compared to international freight transport best practice. This is due to insufficient equipment, technology and facilities. Rail transport equipment in general is old and outdated, necessitating much of the nation’s rail rolling stock to require replacement soon.

As a result of poor wagon fleet renewal practice, old rail wagons with reduced payloads exist in substantial numbers, limiting the railways’ ability to carry extra tonnage. In addition, the rail lines are narrow gauge, which limits even further their efficient carrying capacity.

An update and overhaul of all freight equipment, technology and facilities is required to improve sustainability.

In terms of the consumption of non-renewable resources, South African freight transport is highly unsustainable. All road, water and air freight, as well as about 10% of rail transport, is powered by (non-renewable) fossil fuels.

This state of affairs heavily exposes the country to oil supply risks or disruptions, as road transport is by far the dominant mode in the country. Only pipeline transport and 90% of rail transport is electrified.

Though electrified transport allows for the electricity to be generated from renewable resources, the dominant feedstock for electricity generation in South Africa is coal. With regard to emissions, an oil- and coal-powered freight system is not ideal.

The previous Minister of Transport Jeff Radebe announced in September 2007 that the country faced a R17-billion deficit for road maintenance over the following five years, relating to nearly 15% of the national road network. There is talk of restricting the size and maximum loads of vehicles on rural roads in an attempt to stop this trend.

While this may solve the infrastructure problem temporarily, trucks are at their most efficient when fully loaded.

Larger vehicle and load combinations have positive effects on fuel consumption and emissions, but these potential gains will not be attainable should the size restriction come into effect, warned Dr Lane.

A case study of South African transport

Peter Copley, an associate with engineering, design and planning firm Arup, said at the Sustainable Transport and Mobility Conference that there are 38 million citizens in South Africa with no access to cars.

In all, 40 million citizens do not possess driver’s licences, while 14 millions learners walk to school. There are seven million workers and learners who use public transport.

An enormous level of overcrowding still causes general dissatisfaction with public transport in South Africa, as demonstrated by statistics of 71% (of overcrowding) in trains, 55% in taxis and 54% in buses.

South Africans spend on average 13% of their income on travelling, versus the global figure of 10% – an indication that many people still travel vast distances from their home to the workplace.

Copley said that smaller local governments have mostly very little capacity to undertake thorough planning, programming, budgeting and management of public transport. There is an urgent need for a clearly defined accepted locus of control and management between government departments, as priorities are not synchronised.

There is a lack of human resources, particularly skills and capacity, across all spheres and agencies.

A lack of integrated planning exists – perhaps not on paper, but definitely in practice, Copley warned.

Government perspective

Department of Transport policy chief director Ngwako Makaepea said that the government had not turned a blind eye to the challenges facing the sector. Efforts were under way to switch to energy-efficient public transport such as the Gautrain and the BRT projects, promoting non-motorised transport, encouraging improved vehicle efficiency through carbon taxes, and deploying greener technologies such as alternative fuels and vehicles.

City of Johannesburg executive environmental director Flora Mokgohloa said that the BRT project was the single largest investment by the South African government in reducing greenhouse gas emissions.

It is estimated that the Rea Vaya BRT in Johannesburg would reduce carbon dioxide emissions by 382 940 tonnes by 2013 and 1.6 million tonnes by 2030.

Currently, the Rea Vaya consists of 121 buses, covering a 25.5-kilometre area through 950 trips a day and carrying 29 000 people daily.

However, Mokgohloa pointed out that the New York transit systems carried about four million passengers a day, and said South Africa could revolutionise its transport sector by switching from private vehicles and taxis to buses and trains.

According to the Department of Water and Environmental Affairs, the most significant passenger transport challenge in South Africa is to improve the currently inadequate public transport system significantly enough to retain most of the 86% of daily commuters it currently carries.

Measures include provision of new vehicles; security on public transport and for non-motorised transport; integration of modes and their timetables or services; the introduction of clear information and customer service training; increased maintenance of vehicles, stops and stations; and formalisation of the minibus taxi sector.

Fanie Heyns

Additional sources: “The Sustainable Transport and Mobility Handbook”; Sustainable Transport and Mobility Conference;

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