The responsibility of the project and its implementation lies with the Ministry of Works and

Transport and the City of Windhoek

Consultancy services provided by

in consortium with

Master Plan of City of Windhoek including Rehoboth, Okahandja and Hosea Kutako International Airport

Project Team: 1. Ministry of Works and Transport Cedric Limbo Angeline Simana- Paulo Damien Mabengo Chris Fikunawa

2. City of Windhoek Ludwig Narib George Mujiwa Mayumbelo Clarence Rupingena Browny Mutrifa Horst Lisse Adam Eiseb

3. Polytechnic of Namibia 4. GIZ

Prof. Dr. Heinrich Semar Frederik Strompen Gregor Schmorl Immanuel Shipanga

5. Consulting Team Dipl.-Volksw. Angelika Zwicky Dr. Kenneth Odero Dr. Niklas Sieber James Scheepers Jaco de Vries Adri van de Wetering Dr. Carsten Schürmann, Prof. Dr. Werner Rothengatter Roloef Wittink Dipl.-Ing. Olaf Scholtz-Knobloch Dr. Carsten Simonis

Editors: Fatima Heidersbach, Frederik Strompen

Contact: Cedric Limbo Ministry of Works and Transport Head Office Building 6719 Bell St Snyman Circle Windhoek Clarence Rupingena City of Windhoek Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH P.O Box 8016 Windhoek,Namibia, www.sutp.org

Cover photo: F Strompen, Young Designers Advertising

Layout: Frederik Strompen

Windhoek, 30/06/2013

Contents

Annex A: Contact List

Annex B: Minutes of the Steering Committee Meetings

Annex C: Memorandum of Understanding

Annex D: Maps

Annex E: Strategic Options

Annex F: Agenda and List of Invitees of Strategic Direction

Workshops

Annex G: Public Transport Operational Data per Line

Acronyms and abbreviations appearing in this Master Plan

AfDB African Development Bank

AGM Annual General Meeting

BAU Business as Usual

BEC Bicycle Empowerment Centre

BEN Bicycle Empowerment Network

BGIT Bachelor of Geo-Information Technology

BRT Bus Rapid Transit

CBD Central Business District

CBS Central Bus Station

CCC Central Control Centre

CEO Chief Executive Officer

CoW City of Windhoek

CRS Commuter Rail Service

DMU Diesel Multiple Unit

DoT Department of Transport

DoW Department of Works

FENATA Federation of Namibian Tourism Associations

FGD Focus Group Discussion

GEH Geoffrey E. Havers, inventor of a formular used in traffic planning

GIS Geographical Information System

GIZ Deutsche Gesellschaft für Internationale Zusammenarbeit

HOV High Occupancy Vehicle

IFI International Financing Institution (for technical and/or financial assistance)

ILFF Institutional, Legal and Financial Framework

ITF International Transport Forum

KfW Kreditanstalt für Wiederaufbau

LAs Local Authorities

LOV Low Occupancy Vehicles

MLTRMP Medium to Long Term Roads Master Plan

MRLGHRD Ministry of Regional and Local Government, Housing and Rural Development

MTEF Medium Term Expenditure Framework

MVA Motor Vehicle Accident Fund

MWT Ministry of Works and Transport

NABTA Namibian Bus and Taxi Association

NAMPAB Namibia Planning Advisory Board

NAMPOL Namibian Police

NaTA National Transport Authority (to be established)

NCCI Namibia Chamber of Commerce and Industry

NCT Namibia Consumer Trust

NDC Namibia Development Corporation

ND-LUP National Diploma in Land Use Planning

NDP 4 Namibia’s Fourth National Development Plan 2012/13 to 2016/17

NEIA Nachhaltige Entwicklung in Afrika e.V

NMT Non-motorised Transport

NPC National Planning Commission

NRSS Namibia Road Safety Strategy

NTB Namibia Tourism Board

NTTU Namibia Transport and Taxi Union

N$ Namibian Dollar

OECD Organisation for Economic Cooperation and Development

OMC Okahandja Municipal Council

PAY Physically Active Youth

pkm Passenger Kilometer

PoN Polytechnic of Namibia

PPP Public Private Partnership

PSO Public Service Obligation

PSP Private Sector Participation

RA Road Authority

RCC Roads Contractor Company

RCs Regional Councils

RFA Road Fund Administration

ROW Right-of-Way

RUC Road User Charging

ILFF Institutional, Legal and Financial Framework

SCST Special Commission on Sustainable Transport (to be established)

SoE State-owned Enterprise

ST Sustainable Transport

SUT Sustainable Urban Transport

SUTMP Sustainable Urban Transport Master Plan

SWAp Sector Wide Approach

TAs Traditional Authorities

TIPEEG Targeted Intervention Program for Employment and Economic Growth

TM Transport Management

TDM Transport Demand Management

TOD Transit Oriented Development

ToR Terms of Reference

WCPS Windhoek City Police Service

WP Work-Package

UK United Kingdom

USA United States of America

Annex A

Contact List

Name Company Position Email Telephone/Cell Phone

H. Tieman AGRA henningt@agra.com.na 081 - 1277577

Peter Sturmheit Africa Development Bank p.sturmheit@afdb.org 00237 - 8079486169

E. Hoffmann Allgemeine Zeitung Editor e.hoffmann@az.com.na

Harald Schutt AMUSHA Director amusha@iway.na 081 - 1291223

Gert Kandinda Bank Windhoek Consultant - Forex kandindag@bankwindhoek.com.na 061 - 2991453

Johan Van Der Westhuizen Bank Windhoek vanderwesthuizen@bankwindhoek.com.na 081 - 1223147

Francis N. Mutua Barnard Mutua Architects Francis@barnardmutua.com 081 - 1222640

Leon Barnard Barnard Mutua Architects Manager leon@barnadrmutua.comMichael Linke Bicycle Empowerment Network Namibia Managing Director Michael@benbikes.org.za

Chris De Jager BMA cdj1402@gmail.com

Andrew Boraine Cape Town Partnership Chief Executive chiefexec@capetownpartnership.co.za 27 - 21 4191881

Richard Hoff Chelsea rich@umreal-estates.net 081 - 2752257

Shahil Morar Chelsea shahil@chelsea.com.na 081 - 1278931

Malte Beierdoerffer CIF malte.beierdoerffer@giz.de 081 - 3371230

Adam Eiseb City of Windhoek Deputy Chief City Police aes@windhoekcc.org.na 081 - 1278338

B Modisa City of Windhoek Acting Inspector

Browny Mutrifa City of Windhoek Section Head: Urban Planning Division mbn@windhoekcc.org.na 061 - 2902609

Charl Matal City of Windhoek cmo@windhoekcc.org.na 081 - 1402485

Clarence Rupingen City of Windhoek Manager: Public Transport cru@windhoekcc.org.na 081 - 1223927

David Haikondo City of Windhoek Intern 081 - 3736832Edwin Kotjinjo City of Windhoek GIS Technician enk@windhoekcc.org.na +264 61 2902101

Eric Mulek City of Windhoek Intern 081 - 3807773

Erwin Kamundu City of Windhoek Ranking officer Ekmundu@windhoekcc.org.na 081 - 2236933

F Kanyeumbo City of Windhoek Officer customer care

F Pinehas City of Windhoek Acting Inspector and former driver

Faniel Maande City of Windhoek Town Planner fma@windhoek.org.na 081 - 1229597

G. Tshipo City of Windhoek grt@windhoekcc.org.na 061 - 2902373

George Mayumbelo City of Windhoek Strategic Executive mgm@windhoekcc.org.na 061 - 2902280

GH Kamatuka City of Windhoek Deputy Mayor Gerson.Kamatuka@opm.gov.na

Her Worship Alderwoman Elain Trepper City of Windhoek Mayor etrepper@mweb.com.na 081 - 1294926

Name Company Position Email Telephone/Cell Phone

Hilma Shikangala-Hamata City of Windhoek Town Planner hih@windhoekcc.org.na 081 - 1229050Horst Lisse City of Windhoek Chief Engineer/ Planning, Traffic flow Horst.Lisse@windhoekcc.org.na +264 61 290 2468

Immanuel Johannes City of Windhoek Intern 081 - 2076529

Irwin D Haihambo City of Windhoek Manager: Staffing & Remuneration idh@windhoekcc.org.na 081 - 1275171

J Ndara City of Windhoek Inspector - Route & revenue

J. Amukugo City of Windhoek jam@windhoekcc.org.na 081 - 1223929

James Kalundu City of Windhoek Manager: Community Development James.Kalundu@windhoekcc.org.na 081 - 1221362

Johanna Shikukutu City of Windhoek Head: Bus Operation (Public Transport) jnsu@windhoekcc.org.na 061 - 2902324

John Shilongo City of Windhoek jas@windhoekcc.org.na 061 - 2902491Ludwig Narib City of Windhoek Strategic Executive: Urban Planning Ludwig.Narib@windhoekcc.org.na +264 61 2902 073

M Kajori City of Windhoek Inspector

Mahne Kruger City of Windhoek Business Researcher Mahne.Kruger@windhoekcc.org.na 061 - 2902974

Ndapunikwa Shanyengana City of Windhoek Intern

P Gowases City of Windhoek Inspector

Toini Paulus City of Windhoek Intern

Tomas Mutota City of Windhoek Intern 081 - 3015899

Vernonman Endjala City of Windhoek nou@windhoekcc.org.na 081 - 1403166

Zurilea Steenkamp City of Windhoek Manager: Economic Development Zurilea.Steenkamp@windhoekcc.org.na 081 - 2775312

G Tshipo City of Windhoek Enviromentalist grt@windhoekcc.org.na 081 - 1405034

Fred Konjo City of Windhoek- Enviroment 081 - 1402460F Koujo City of Windhoek – Planning, planning kfr@windhoekcc.org.na

U Karimbue-Mupaine City of Windhoek – Planning, planning ulk@windhoekcc.org.na

G. Esterhuizen City of Windhoek Strategic Executive Strategic Executive - Finance 061 - 2902008

Gerson James City of Windhoek: City police Assistant Superintendent gej@windhoekcc.org.na 081 - 1220160

Wycliff Shililifa City of Windhoek: City police Superintendent: Project Manager CCTV wys@windhoekcc.org.na 081 - 2785216

Olavi Makuti City of Windohek Enviroment 081 - 1405033Abraham Katokeni Kanime City Police Windhoek Chief City Police kan@windhoekcc.org.na +264 81 1244 479

Salatise Erastus Cycle Wholesale 081 - 1284988

Zieggy Mengerssen Cycletec zieggy@cycletec.com.na

Damien Agnew Das Bike Shop damienagnew@gmail.com

Name Company Position Email Telephone/Cell Phone

Carsten Antoni DHPS carstenantoni@gmail.com

Marina Jurgens DHPS Registration registration@dhps-windhoek.com 061 - 373145

Reinhard Lipp DHPS Head of Pre-Primary Section r.lipp@dhps-windhoek.com 061 - 373139

Cris S Fikunawa DOT: Legislation 061 - 2088152

Andriaan Van Der Merwe DP Burmeister & Partners Director: Civil & Transporting Eng adriaan@burmeister.com.na 081 - 1285662

Andriaan Van Der Merwe DP Burmeister & Partners Director: Civil & Transporting Eng adriaan@burmeister.com.na 081 - 1285662

Celestino G. Antonio Easi Move Owner easimove.namibia@gmail.com 081 - 1471157

L. Khobeto Economist Journalist lora@economist.com 081 - 2377422

Antonio Nunez Egis International Transport Economist antonia.nunez@egis.fr 0033 - 1 30 124881

Francois-Marc Turpin Egis International Transport Economist franscois-marc.turpin@egis.fr 00261 - 32 41 49587

Timothy Winn Egis International Team Leader transport_economist@yahoo.com.au 00264 - 818290889

Ernst Kubirske ELUNA kubirske@mweb.com.na 081 - 1270364

Darlington Mushipe Espirit Dáfrica 081 - 2027857

Andre Snyman Feedmaster asnyman@feedmaster.com.na 061 - 218713

J. Jonbet FNB 081 - 2779039

Andre Scholz German Embassy - Windhoek Standiger Vertreter v@wind.diplo.de 081 - 1222745

Fikre Fedade Selasie GIZ fekade.fikre@giz.de 081 - 4773454

Frederik Strompen GIZ Technical Advisor frederik.strompen@giz.de 081 - 6200808

Friedrich Von Kenne GIZ Country Director

Gregor Schmorl GIZ Technical Advisor gregor.schmorl@giz.de 081 - 8114585Immanuel Shipanga GIZ Technical Advisor Immanuel.shipanga@giz.de +264 81 1412 330

Michael Engelskirchen GIZ Michael.engelskirchen@giz.de

Noag Haunjimba GIZ +264 81 1429 455

Prof. Dr.-Ing. Heinrich Semar GIZ Programme Manager Heinrich.semar@giz.de +264 81 1292 700

Sebastian Goellner GIZ s.goellner@giz.de

Stefan Ruhs GIZ s.ruhs@giz.de

Victoria Gillam GIZ victoria.gillam@giz.de

Detlev Hovelman Hartlief Food & Beverage Manager dhoevelmann@hartlief.com.na 081 - 1428880

Diana Wucher Herboths Blick diwucker@iway.na 081 - 1299829

Hans Kolberg HKEcc bullfrog@iafrica.com.na 081 - 1245028

Name Company Position Email Telephone/Cell Phone

Gitta Paetzold Hospitality Association gitta@HANnamibia.com 061 - 222904

Nezar Uys Intercape Area Manager Namibia nezar@intercape.co.za 081 - 1415566

jessica Lavelle IRONC jessicajanelavelle@gmail.com 081 - 7587943

Janette Botha JB Consult Legal & Policy Advisor janette@jbconsult.co.za 0027 - 832273717

Anna Mafwila Katu Tours katutours@gmail.com 081 - 3032856

Anna Mafwila Keith Tour and Safari kataturatours@gmail.com

Joschka Greve KFW Programme Manager joschka.greve@kfw.de 081 - 1486428

Michael Jainzik KFW Director michael.jainzik@kfw.de 081 - 1492649

Franklin Chilinda Khomas Regional Council Deputy Director: Planning & Develop fchilinda@khomasrc.gov.na 081 - 1297472

Sonja Philander Khomas Regional Council sphilander@khomasrc.gov.na 061 - 2924300

Taleni Mabakeng Khomas Regional Council Regional Development Planner tmabakeng@khomasrc.gov.na 081 - 1471714

Desiree Links King's Daughters Org desireelinks70@gmail.com

Eilemi Louw King's Daughters Org eilemilouw@gmail.com

Chris Van Der Vyver M & Z Motors vyver@metjeziegler.com 061 - 372002

Marybeth Gallagher Maerua Rotary Club President marybeth@yahoo.com

Frank Snyman Maxes Toshiba Managing Director frank@toshiba-nam.com 081 - 1240630

Eva Maasdorp Mayor of Rehoboth Mayor 062 - 521800

Poit Louw Mbm Design Consultant plarchud@telkomsa.net

Linda F. Iipinge Metropolitan Namibia Consultant lindafoibe@gmail.com 081 - 3773177

Manfred Sass MGS Financial & Investment Service CFA (Nam) manfred@mgs.com.na 081 - 2509334

E. Victor Bok Ministry of Justice/Deputy Chief Deputy Chief: Legal Advice ebok@moj.gov.na 081 - 2183028

Frieda Andreas Ministry of Regional Local Government fandreas@mrlgh.gov.na 081 - 2479445

P. Mbala Ministry of Regional Local Government pmbala@mrlgh@gov.na 081 - 2221886

Cedric Limbo Ministry of Works & Transport climbo@mwtc.gov.na 081 - 1505858

Damien Mabengano Ministry of Works & Transport Deputy Director: Transportation Regulat dmabengano@yahoo.co.uk 081 - 2415692

Lemmy Mulongo Ministry of Works & Transport ìmulongo@mwtc.gov.na 081 - 3677326

Robert Kalomho Ministry of Works & Transport Director: Railway Affairs rhkalomho@mwtc.gov.na 081 - 1410467

Asteria Nasheya Ministry of Works and Transport DirectorTransport Infrastructure anasheya@mwtc.gov.naBalbina Daes Pienaar Ministry of Works and Transport Under PS BPienaar@mwtc.gov.na 061 - 2088823

Peter Mwatile Ministry of Works/ PS PS pmwatile@mwtc.gov.na 081 - 1243938

Name Company Position Email Telephone/Cell Phone

Phillip Amunyela Ministry of Works/ Under PS Under Secretary - Transport pamunyela@mwtc.gov.na 081 - 1277444

Angeline Simana-Paulo Minsitry of Works & Transport Director Apaulo@mwtc.gov.na 061 - 2088504

Hon Priscilla Beukes MRLGHRD/Deputy Director Deputy Director pbeukes@mrlgh.gov.na 061 - 2975212

Beren Kaurimuje Municipality of Okahandja Strategic Executive: Engineering beren@okahandja.org.na 081 - 2781694

Ripanda Meroro Municipality of Okahandja Strategic Executive ripanda@okahandja.org.na 081 - 2617343

Frans Enkali Municipality of Okahandja/CEO CEO frans@okahandja.org.na 081 - 1228224

Mike Spraggon MVA Fund Technical Advisor mike@mvafund.com.na 081 - 3646733Angela Mwala Mubiana MWT amubiana@mwtc.gov.na

Alberto Z. Toruncha MWT – Department of TransportationAZilberstein@mwtc.gov.na 061 - 2088414

Eugene Tendekule MWT/National Road Safety Council Eugene@nrsc.org.na +264 81 1279152

M. Nangombe Nambia Bus and Taxi Associationnobleinvestment95@yahoo.com 081 - 3786242

Koos Van Zyl Namib Mills kvanzyl@namibmills.com.na 061 - 2901077

Mwangi C wa Kamau Namibia Airports Company General Manager: Operations mwangi@airports.com.na 061 - 2955131/34

Klaus Fischer Namibia Cargo Bicycle Director namibiacargobicycle@gmail.com 081 - 2374471

Borney Britz Namibia Dairies HR Manager Borney.Britz@olfita.com 081 - 1600127

S. Jason Namibia Post and Telecom Holdings Property Administration Officer jasons@telecom.na 081 - 1226984

Etuna Shikalepo Namibia Press Agency (NAMPA) Journalist etuna@nampa.org 081 - 1410899

Jata Kazondu Namibia Press Agency (NAMPA) Journalist jata@nampa.org 081 - 3009962

Bethino Mbirimujo Namibia Road Safety Council bethino@nrsc.org.na 061 - 231717

N. Kadhikua Namibia Statistics Agency nkadhikua@nsa.org.na 061 - 4313200

Catherine Sasman Namibian Journalist catherine@namibian.com.na 061 - 279609

Tangeni Amupadhi Namibian (Newspaper) Editor editor@namibian.com.na 061 - 279600

Jacques Celliers Namibian Cycling Federation jacquescelliers@gmail.com 081 - 2441586

Terence Makari Namibian Dairies terence.makari@olfitra.com

Ralph LudwigNamibian Police Deputy Commissioner Rludwig1962@gmail.com +264061 231 769

C. D Heinis Nampol 061 - 231769

Nico Hough NamPower nicohaugh@nampower.com.na

Sharonice Busch NANSO buschsharonice@gmail.com

L. Shigwedha National Road Safety Council Senior Liaison Officer laina@nrsc.org.na 081 - 2787553

Wilfred Nyambe NBC wnyambe@nbc.com.na 061 - 2913355

Name Company Position Email Telephone/Cell Phone

Johanna Shiweda NCCI PRO & Manager jshiweda@ncci.org.na 081 - 1240424

Tim Parkhouse NEF Secretary General nefsecgen@nef.com.na 081 - 1270126

Paulus Paulus New Era Journalist pps0813210593@gmail.com 081 - 3210593

Barbara Wayrach NEWS Journalist babsi217@hotmailc.omAmbrosius Tierspoor NRSC Head Communications ambrosius@deoec.com

081 - 1555507

Barbara Huber-Schauch Nuevas Ideas cc bhsgnuevas-ideas@namibia.com

Cllr David Uri-khob Okahandja Town Mayor Mayor major@okahandja.org.na 081 - 2300040

Johannes Metumo Shikongo Oshinge Hair & Skin Cosmetics Owner jms@mweb.com.na 061 - 212749

Uwe Pockler Pockler Consulting Consultant info@pockler.com 081 - 6810320

A. Christensen Polytechnic of Namibia Lecturer achristensen@polytechnic.edu.na

A. Jacobs Polytechnic of Namibia Lecturer ajacobs@polytechnic.edu.na 081 - 2721901

Amos Owen Thomas Polytechnic of Namibia Professor aothomas@polytechnic.edu.na 061 - 2072809

C. Savage Polytechnic of Namibia Deputy Director csavage@polytechnic.edu.na 081 - 7488914

Dr Robert Riethmueller Polytechnic of Namibia Lecturer rriethmueller@polytechnic.edu.na 061 - 2072967

Elfas !Owos-Oab Polytechnic of Namibia Lecturer tetteb1@iway.na 081 - 4676084

Karen Muteze Polytechnic of Namibia Lecturer kmuteze@polytechnic.edu.na 081 - 8259121 / 061 - 2072778

Morgan Hauptfleisch Polytechnic of Namibia Lecturer mhauptfleisch@polytechnic.edu.na

Natangue Shipiki Polytechnic of Namibia Lecturer natashipiki@gmail.com 081 - 2302844

Oscar Kaveru Polytechnic of Namibia Lecturer okaveru@polytechnic.edu.na 081 - 1227252 / 061 - 207 2650

Samson Umenne Polytechnic of Namibia Lecturer siumenne@polytechnic.edu.na 085 - 5502211

Jaap Blaauw Pupkewitz and Sons gmhs@mps.pupkewitz.com

E. De Waal Rehoboth Town Council Technical Manager 081 - 3503801

E. Felix Rehoboth Town Council Chairman 062 - 521800

J.K. Iipinge Rehoboth Town Council Finance Manager 062 - 521800

Theo Jankowski Rehoboth Town Council CEO theojankowski@hotmail.com 081 - 1223403

W.I. Swartz Rehoboth Town Council Manager: HR & Corp. Aff wiswartz@hotmail.com 062 - 521800 / 081 - 1244761

H. Lamprecht Republikein Journalist henriette@republikein.com.na 061 - 2972000

Jacques Du Toit Republikein Journalist detoit@republikein.com.na 081 - 1477914

E. Khiba RFA ekhiba@rfanam.com 081 - 1281415

Elina N Lumbu Road Authority Project Control Engineer lumbue@ra.org.na 081 - 2948422

Name Company Position Email Telephone/Cell Phone

Andreas Helmich Road Fund Manager: Programme/Policy/advice ahelmich@rfanam.na 081 - 1284740

Dr Alan Ross Road Safety Manangement advisor Advisor alanross999@gmail.com 44 - 7801428082

K. Urban Roads Authority urbank@ra.org.na 061 - 2847027

Penda Hangala Roads Construction Company penda.Hangala@rcc.com.na 081 - 2865750

Ian Goussow Rock and Rut MTB info@rockandrut.org 081 - 2773843

Miguel Gomes Antonio sachi Executive Director sachi@iway.na 081 - 3115232

Horst Heimstadt SAIF/Cyclist Coordinator heim@mweb.com.na 081 - 2723413

Andrew Main Schrober.Main. Architects Director andymainis@gmail.com 081 - 4164461

Walter Cloete Social Security Commission walter.cloete@ssc.org.na 081 -3649014

Gunther Stubenrauch Stubenrauch Planning Consultants Managing Member spc@spc.iway.na 081 - 1291189

Surita Smit Swaco Group of Co's companysecretary@swacogroup.com 061 - 233051

Felix Tjozongoro SWEROAD Road Transport Security Expert felix@drive.com.na 081 - 6454540

Ally Karoema TASA Allyk@wilderness.com 081 - 1246028

Dirk Kleinschmidt TASA dirk@wilddog-safaris.com 081 - 1484104

Eugenia Taylor-Tjaronda Trans Namib Acting CEO eugenia.Tjaronda@transnamib.com.na 081 - 1650111

Hippy Tjivikua TransNamib Operation Manager hippy.tjivikua@transnamib.com.na 081 - 1242919

Reggie Du Toit TransNamib Manager: Road Operations Reggie.DuToit@TransNamib.com.na 081 - 1226010

Ojijo Odhiambo UNDP Economic Advisor ojijo.odhiambo@undp.org 081 - 4214165

Martin Esslinger Valco Sales & Service martine@valcosales.net 061 - 261199

Girbert Boois Walvisbay Corridor Group Project Manager sdi-manager@wbcg.com.na 081 - 4472625

H.G Roeschlau Whk Ratepayers & Rest A Ham@afbs.com.na 081 - 1280742

Koos Steyn Windhoek Consulting Engineering Engineer Koos.Steyn@wce.com.na 081 - 1243355

Victor Rieger Windhoek Consulting Engineering Director Victor.Rieger@wce.com.na 081 - 2782632

Justin Ellis Windhoek Pedal Power justin@mweb.com.na 081 - 1244211

Alex Brock You Think Green mr.gree.nambia@gmail.com

Beatrice Brock You Think Green beatric.mcbrock@gmail.com

Jennifer Eises You Think Green jennifereises@gmail.com

Tracy Hoxdoes You Think Green tracyhoxdoes@gmail.com

Undji Usurua You Think Green

Micheal Mulunga Young Achievers yanamibia@gmail.com 081 - 3.860010

Jeanette Nievera Young Designers Advertising gneth@yda.com.na 061 - 244458

Jessica Jacobs Young Designers Advertising jessicaj@yda.com.na 061 - 244458GIZ Office Windhuk +264 (0) 61 222447

Annex B

Minutes of the

Steering Committee

Meetings

Inception Meeting Sustainable Urban Transport

MINUTES 18 JULY 2012 8.30 AM IMMANUEL NGATJIZEKO COMMITTEE

ROOM, 6TH FLOOR (CITY OF WINDHOEK)

MEETING CALLED BY CoW, MWT, GIZ and TCP/Aurecon

TYPE OF MEETING Inception Meeting Sustainable Urban Transport

FACILITATOR Clarence Rupingena

ATTENDEES

Name Institution Contact

1. Adam Eiseb CoW-Traffic Policing 0811278338

2. Browny Mutrifa CoW-Planning 0811225386

3. Clarence M.U Rupingena CoW-Public Transport 0811223927

4. Erwin Kamunda CoW-Public Transport 0812236933

5. Fred Konjo CoW-Environment 0811402460

6. Horst Lisse CoW-Transportation 0812505412

7. Olavi Makuti CoW-Environment 0811405033

8. CS Fikunawa DOT: Legislation 0612088152

9. Frederik Strompen GIZ Technical Advisor 0816200806

10. Gregor Schmorl GIZ Technical Advisor 0818814585

11. Immanuel Shipagga GIZ 0811412330

12. Michelle Kwa GIZ Intern

13. Prof. Heinrich Semar GIZ Program Director 0811292700

14. Alberto Zilberstein-Toruncha MWT 0813329920

15. Angeline Simana Paulo MWT-DOT 0811242735

16. Adri van de Wetering TCP/Aurecon Transport Modeller +27741050346

17. Angelika Zwicky TCP/Aurecon Team Leader 0818594545

18. James Scheepers TCP/Aurecon NMT/TDM Specialist +27124272566

19. Kenneth Odero TCP 0818594546

Agenda topics

10 MINUTES WELCOMING AND INTRODUCTION CLARIFICATION OF ROLES AND RESPONSIBILITIES

CONCLUSIONS

Introduction of attendees on roles and responsibilities

PS: Ludwig Narib was absent due to illness

20 MINUTES PRESENTATION OF TERMS OF REFERENCE FOR THE MASTER PLAN OF PUBLIC TRANSPORT

FREDERIK STROMPEN

CONCLUSIONS

Clearification of the objectives of the Master Plan of Public Transport in City of Windhoek

Examples of measures on a global level are illustrated and the vision of the Master Plan is presented

20 MINUTES PRESENTATION OF PROJECT APPROACH, SCHEDULE AND MILESTONES

ANGELIKA ZWICKY

CONCLUSIONS

Introduction on company profile and list of internal/short term experts of the transport consulting partners

Team leader of the project from Transport Consulting Partners (TCP) is represented by Angelika Zwicky together with Prof. Kenneth Odero who acts as institutional expert of TCP. Both remain as permanent long-term expert in Windhoek.

ACTION ITEMS PERSON RESPONSIBLE DEADLINE

Inception/Analysis Report TCP/Aurecon End of August 2012

Internal Workshop on Strategic Directions TCP/Aurecon End of October 2012

Final Draft of Sustainable Urban Transport Master Plan TCP/Aurecon Mid of February 2013

Final of Sustainable Urban Transport Master Plan TCP/Aurecon Early April 2013

45 MINUTES DISCUSSION ALL

DISCUSSION

A) Nomination of counterparts B) Steering committee C) Office space D) Office access E) Telephone/Fax F) Provision of data/data gathering

CONCLUSIONS

A) List of counterparts can be obtained by the end of the meeting. All agree to be fully committed to the project . Angline Simana Paulo ensured that the Department of Transport within the MWT is fully commited to the project.

B) All attendees of the meeting will be represented in the steering committee of the project C) Office has been placed in:

Public Transport Division Bus Operations Section 34 Patternson Street Southern Industria Windhoek

D) 24 hour access E) Tables, chairs and telephone/fax will be provided but not computers and internet access F) Technical issues on list and data available will be discussed on the next meeting

Angeline Simana Paulo stressed on the importance of skills to be transferred from international experts to local stakeholders in order to strengthen the foundation and initiate engagement and teamwork in the project

Achieve mutual support and encouragement from all partners by providing full commitment

Physically locate experts on the field to promote learning space and opportunities.

Action on social inclusion of the Master Plan can be instigated through NGOs participation in order to get public opinion to address inequality amongst the urban poor on mobility issues especially in Northern Windhoek

Engagement of public opinion/direct commentary can be improved if systematic measures/plans are taken ie Webpage development

Further questions on management on staff allocation, structure planning, recruitment of new members and committee on daily tasks for project assistance are raised.

10 MINUTES DISCUSSION ONF TABLE OF CONTENT OF THE MASTER PLAN

ALL

DISCUSSION

Draft of Table of Content

1. Introduction

2. Strategic Direction

3. Existing future Direction

4. Institutional Framework

5. Public Transport

Note: Taxis network/public assess are incorporated

Ideas: Not to limit or restrict measurements to city government of Windhoek but also to implement it at central government

Problems: Limited budget from the central government. Able to present better options, idea and outcome through the Master

Plan (to plan a road/networks) but also to highlight soft measures such as generating income through better infrastructure

6. Non-motorized Transport

Example: cycling/infrastructure

7. Managing Transportation

Measures: Environmental friendly alternatives such as e-mobility to control environmental pollution

8. Inter-city transportation

Example: PPP

9. Financial/Economic Analysis

Note: No bankable feasibility studies/ONLY feasibility in terms of measures

10. Financial/Implementation Plan

To integrate this Master Plan of City Windhoek to National Planning Policy

Problems: Transportation system not effective implemented, no national level interest and limitation in capacity has made it not viable

Problems: The current White Paper of Transport is outdated written in 1995 where public infrastructure is not included

CONCLUSIONS

State will materialize the Master Plan in the future as stated in Rio +20 to integrate sustainable transport services and systems as an approach to reduce poverty as well as part of MDG. This will therefore strengthen the state commitment in the field of transport.

Much has to be done to enable the mobility of the urban poor in order to change the developmental phase of the inequality.

With the implementation of this Master Plan, CoW can be a role model to other cities therefore this project is fully supported by the ministry of work and transport with the hope of increased budget allocation in the future.

ACTION ITEMS PERSON RESPONSIBLE DEADLINE

Website development: Inform public on aims, targets as well as collect feedbacks and comments from the public about the Master Plan of Sustainable Urban Transports in the City of Windhoek. Website will be transferred to CoW to provide information on public transport (exp bus schedule, routes and fare)

To date: NAMTECH ICT Solutions (PTYI Ltd

November 2012

Press release to increase visibility of the Master Plan to the public GIZ End of July 2012

Meeting ended at 10:46 am

26.02.2013

1

© 2009, Itron Inc.

Sustainable Urban Transport Master Plan for Windhoek

Inception Meeting, 18th July, 2012

Project Approach, Schedule and Milestones

A project of the

= > less accidents and fatalities

= > less pollutant

= > more oriented towards the mobility and access needs of the majority

= > affordable for all and financially viable

= > economically sound

Together thinking about and working for a more

sustainable transport in Windhoek

2

The future depends on what we do in the present (M. Ghandi)

Let us think about all mobility determining parameters

3

Traffic

Management Traffic Surface Management

Traffic

Operation

Passenger

Information

Mass

Transit Operation Parking

Manage-

ment

´Sustainable‚ Urban Mobility'

Transportation

Systems

Taxi Comm.

Taxi

Ticketing

Traffic

Infrastructure

Traffic Information

Traffic

Management

Economy &

Labour

Society &

Values Politics &

Legislation

Environment &

Resources

Streets

Rail

P+R

Bus

Stop

Airport Railway Station

Interurban Transportation

Technology

4

Experience shows that active participation, dissemination and public

information via different means, media and press involvement is a must

for achieving sustainable urban transportation systems

Joint Communication Strategy required

Sustainable transport ought to be a win/win situation for all stakeholders

We need all parts of the urban society getting actively involved

26.02.2013

2

How we intend to achieve this - suggested milestones

5

Jul

12 Aug 12 Sep 12 Oct 12 Nov 12 Dec 12 Jan 13 Feb 13 Mar 13 Apr 13 Mai 13

Imple-

men-

tation

Incorporati

ng

comments (+ strategy for

implementation

)

Modellin

g,

Analysis

,

Scenari

os

Review and

Data Collection

Master Plan

Development (refinement of forecasting,

appraisals, financing

options etc. for potential

measures)

Your project partners from TCP/Aurecon

6

Role Name Qualifications

Team Leader Angelika Zwicky

Masters degree in transport economy More then 24 years of experience in transport consulting Experience in transport strategy and master plan development for urban environments in the Cities of Moscow, Warsaw, 5 pilot cities in Uzbekistan, Bogota and Palma de Mallorca. Further strategic and master planning she did for the transport sector in Lebanon, Jordan and Egypt as well as for the TRACECA corridor from EU via Caucasus to Central Asia. Main fields of expertise are transport planning, socio-economic and legal assessments, traffic surveys and in appraisal of financial, economic, environmental, legal and institutional feasibility, project financing and project management.

Institution Building Expert

Prof. Dr. Kenneth Odero

PhD in Urban and Regional Planning and can rely on more then 20 years of working experience in the transport sector in southern Africa worked in various capacities liaising with governments, donors, universities, consultants, and communities on the policy, strategy, feasibility, design, training and implementation of projects at urban, national and regional levels. academic career with regional, rural and urban planning theories and methods and shaping institutions for development at the University of Nairobi and the University of Zimbabwe on matters of sustainable transportation such as climate change issues, decarbonisation strategies / clean vehicles, non-motorised transport in urban and rural areas, accessibility of the poor, gender and HIV aspects in transportation.

Your project partners from TCP/Aurecon

7

Role Name Qualifications

Transport Modelling Specialist

Mrs Adri van de Wetering

Masters degree in transportation planning More then 10 years of experience in transport modelling She developed the transport model for the Transport Land-Use Study of the CoW, conducted the household survey, established the base year model, forecasted the traffic and did the report writing. She is also familiar with principles of sustainable transport especially with a view to environmental impact assessments

GIS and Traffic Analysis and Data Base Specialist

Mr. Carsten Schürmann

PhD in spatial planning: “Regional Impacts of Transport Infrastructures” More then 16 years of work experience in international consulting projects

Transport and accessibility modelling

Land use - transport feedback cycle and Transport Policy Analysis and strategy development

In-depth familiar with GIS and GIS applications in transport planning

GIS and Transport Planning Expert

Mrs. Nicolene Wattel

More then 18 years of experience in Town and Regional Planning Developed GIS based public transport routes and facilities scenarios to determine the optimum location of public transport facilities and required public transport mode and frequency Interactions between public transport, motorised and non-motorised transport and proposing solutions for conflict minimisation. Concept design for taxi and bus facilities and pedestrian walkways. Measuring impacts of trips generated by residential developments such as universities, shopping malls, museums and others.

Your project partners from TCP/Aurecon

8

Role Name Qualifications

Financial and Economic Analysis and Financing of Urban Transport

Prof. Dr. Rothen-gatter

More then 30 years of experience in transport research and transport projects in Europe and worldwide Highly renowned and widely acknowledged expert in all matters related to transport planning, transport economics, transport appraisal and transport charging and financing. University lecturer, author of numerous publications and leading various European research projects on transport economic related matters. Involved in several urban strategic and master planning projects, e.g. in Stuttgart, Hamburg and other cities in Europe and Overseas.

Financial and Economic Analysis, external costs of urban transportation

Dr. Niklas Sieber

PhD in Transport Economist, with post-graduate studies on Regional Planning 20 years of professional experience in the fields transport economics, urban mobility, spatial planning and environment. University lecturer on sustainable transportation in Germany and conducts courses on sustainable urban mobility in developing countries for UNITAR (United Nations Institute for Training and Research) Participated in several urban and national transport strategy and master planning projects, e.g. Saudi Arabia, Niger Delta as well as in numerous research projects on sustainable transportation. Road transport advisor to the Namibian Minister of Transport and workshop on financing urban roads in Windhoek

26.02.2013

3

Your project partners from TCP/Aurecon

9

Role Name Qualifications

Public Transport Specialist

Olaf Scholtz-Knobloch

Rail and Public Transport Engineer (Master Degree) More then 20 years of experience in system design of public transport systems Knowhow on all major public transport systems – guided such as LRT, Metro, Heavy Rail and non-guided such as BRT, Bus, Taxi. In-depth know-how about strengths and weaknesses of different public transport systems in certain environments, gained during several comparative studies undertaken Experienced in conceptualisation and PT system design for e.g. the cities of Malaga, Tel Aviv, Haifa, Santo Domingo, Cali, Guadalajara, Saragossa, Quito, Aguascalientes, Cuautitlan Izcalli, Panama City

Urban Transport Design Specialist

Dr. Carsten Simmonis

PhD in Civil Engineering dissertation on “Demand-oriented Optimisation of Urban Bus Routes” More then 40 years of working experience in Germany, Europe and worldwide Investigated in bus route network optimisation in numerous cities Development of sustainable mobility concepts in Johannesburg, Mumbai and Jakarta Latest know-how on all bus and LRT and MRT systems and technologies Investigations and advisory services in the field of optimum institutional and organisational set-up for urban public transportation systems.

Your project partners from TCP/Aurecon

10

Role Name Qualifications

Urban Planner, NMT and Transport Management

Specialist

James Scheepers

•Master of Science in Transportation Planning •More then 15 years of experience in urban transport planning •experience in surveying and strategy development for non-motorised transport infrastructure •Road safety audits and e.g. responsible for incorporating road safety in road design in Namibia in 2009 and low cost safety enhancement measures •Developing and implementing road application standards with reference to intersection control, non-motorised transport infrastructure such as walkways, crossing facilities, bridge crossings, signalling road markings, public transport infrastructure, building frontages and building lines •promotion of public transport and transport demand management,

NMT Specialist Roloef Wittink •Master Degree in Psychology •More then 35 years of working experience in cycling inclusive transport planning; road safety and behavioural modification and social marketing •Participated in various research projects on significance of NMT for developing countries and mobility and safety of vulnerable road users •Reseach on the effectiveness of non-motorised transport in relation to economic growth, reduction of poverty and quality of life in urban areas •Know-how on costs and benefits of cycling policies •Expertise on integrating cycling in transportation planning among other countries in South Africa Ghana, Tanzania, Kenya and Uganda.

Your project partners from TCP/Aurecon

11

Role Name Qualifications

Traffic micro-simulation and traffic safety specialist

Jaco de Vries Traffic and Transportation Engineer More then 16 years of experience In-depth familiar with traffic flow situation in Windhoek’s Central Business District as he did the optimisation of the traffic signalisation to improve traffic flows. Capacity analysis of transport infrastructure Micro-simulation of intersections in view of improved traffic flow and safety enhancement Micro-simulation of LRT systems impacts on traffic flow Multi-criteria decision matrixes for project prioritisation Modal Shift estimation Pedestrian accessibility investigations Road pricing in cities Establish base data for proposed BRT Systems

Further renowned Experts as might be required by project development and after having agreed upon with the Steering Committee.

Practical issues to be discussed in order to get the project running

12

Nomination of Counterparts

Setting up of the Steering Committee and Schedule of

Meetings

Office space, facilities and equipment

Office access and normal working hours

Telephone, Fax, Internet – availability

Provision of data and data gathering support

Agree on table of content

26.02.2013

4

Thank you

for your attention

13

Back-up slide

Why Stakeholder Involvement

14

Public participation is based on the belief that those who are affected by a

decision have a right to be involved in the decision-making process. It

includes the promise that the public's contribution will influence the

decision.

The main features of a stakeholder process are:

A creative public involvement process enables citizens to participate in

developing sustainable solutions.

An interactive communication process informs citizens about progress in

designing and implementing solutions.

Citizens see the result of implemented measures originating from the

consultation process.

Citizens take ownership and change their mobility behaviour.

Back-up slide, Table of Content of SUTMP

15

1. INTRODUCTION

1.1. Purpose

1.2. Background to the Master Plan

1.3. Stakeholder Engagement Process

1.4. Implementation Process

1.5. Report Format

2. STRATEGIC DIRECTION

2.1. Developing the Strategic Direction

2.2. Reference to national Strategies and Master

Plans and other Studies

2.3. Identification of the Strategic Direction

Scenarios

2.4. Selection of the Preferred Strategic

Direction

2.5. Making Sustainable Transport Attractive

2.6. Promotion of Sustainable Urban Transport

3. EXISTING AND FUTURE CONDITIONS

3.1. Existing and Planned Land Use

3.2. Existing Transportation System and

Characteristics

3.3. Existing pedestrian and cycling facilities

3.4. Existing Transportation Demands

3.5. Population and Employment Forecasts

3.6. Projected Transportation Demands

3.7. Screenline Capacity and Network Deficiencies

3.8. Traffic Safety

3.9. Other Deficiencies and current discussions

3.10. Recommendations to land use planning

4. INSTITUTIONAL AND LEGISLATIVE

FRAMEWORK

4.1. Existing Institutional Setting

4.2. Legislative and regulative Basis

4.3. General Policies of Road Transport

4.4. Conflicts of Interest and Deficiencies

4.5. Institutional Development

4.6. Law Enforcement

4.7. Development of Legislation and Regulation

5. PUBLIC TRANSPORT

5.1. Strategy

5.2. Recommended Innovations

5.3. Options of rail for meeting public transport

requirements

5.4. Integration of Taxi Services

5.5. Integration of Minibus Services

5.6. Network Aspects

5.7. Operational Concept

5.8. Tariff Concept and Technology

5.9. Public Transport Infrastructure

Back-up slide, Table of Content of SUTMP

16

6. NON-MOTORISED TRANSPORT

6.1. Strategy

6.2. Pedestrian and cycling infrastructure

improvements

7. MANAGING TRANSPORTATION

7.1. Impact to the Road Infrastructure and Road

Traffic

7.2. Optimising the Performance of the Road Network

7.3. Transportation Demand Management (TDM)

7.4. Road Safety

7.5. Introduction of Environment friendly

Technology

8. INTERCITY TRANSPORTATION

8.1. Intercity Transportation Demand

8.2. Integration of Intercity Public Transport

9. FINANCIAL AND ECONOMIC ANALYSIS

9.1. Capital Costs

9.2. Operating Costs

9.3. Economic Costs and Benefits

9.4. Multi-Criteria Analysis

10. FINANCIAL AND IMPLEMENTATION PLAN

10.1. Public and Private Funding Sources

10.2. Financing of public transport operation

10.3. Financing of public and non-motorised

transport investment

10.4. Priority Schedule

10.5. Staging and Investment Plan

Consultancy service provided by

2nd

Steering Committee Meeting

MINUTES 15 AUGUST 2012 8.30 AM COMMUNITY DEVELOPMENT OFFICE

CORNER OF HANS DIETRICH & LEONARD AUALA STR, KATUTURA

MEETING CALLED BY CoW, MWT, GIZ and TCP/Aurecon

TYPE OF MEETING Steering Committee Meeting for guiding the project on “Sustainable Urban Transport for City of Windhoek, including Rehoboth, Okahandja and Hosea Kataku International Airport”

FACILITATOR Clarence Rupingena

ATTENDEES

Name Institution Contact

1. C.I Morkel CoW-Police 0811402485

2. Browny Mutrifa CoW-Planning 0811225386

3. Clarence M.U Rupingena CoW-Public Transport 0811223927

4. Erwin Kamundu CoW-Public Transport 0812236933

5. E.N Kotjinjo CoW 0811221210

6. Horst Lisse CoW-Transportation 0812505412

7. James Kalundu CoW 0811221362

8. Carsten Schürmann TCP International +49 176 320 346 46

9. Frederik Strompen GIZ Technical Advisor 0816200806

10. Michelle Kwa GIZ Intern 0818641633

11. Angelika Zwicky TCP/Aurecon Team Leader 0818594545

12. Laetitia English TCP/Aurecon Project Assistant 0812159628

13. Kenneth Odero TCP International 0818594546

14. V.K Tjatindi CoW 0812811302

Consultancy service provided by

Agenda topics

1. COMMUNICATION FROM THE CHAIR CLARENCE, 25 MINUTES

CONCLUSIONS

Welcome and brief introduction of agenda points and of each of the attendees

Thanks to the host of the meeting

Absence of representative of MWT due to unavailability of Angeline was regretted, in future presence of MWT should be ensured.

2. CONFIRMATION OF MINUTES OF THE PREVIOUS MEETING HELD ON 18

TH JULY 2012

CLARENCE, 5 MINUTES

CONCLUSIONS

The Minutes of the first Steering Committee Meeting (Inception Meeting) were accepted by the participants and thanks given to GIZ for writing them.

3. MATTERS ARISING ALL, 20 MINUTES

DISCUSSION

Frequency of Steering Committee Meetings, main purpose of the Meetings and attendees of the Meetings

CONCLUSIONS

Steering Committee Meeting not to be on a frequent bi -weekly basis, but only called when crucial/vivid decision are to be taken; minimum once a month is to be envisaged, in the beginning there might be the need for more frequent Steering Committee Meetings.

Invite Damien from MWT to stand in for Angeline at Steering Committee meetings when she is not available

4. INCEPTION REPORT ANGELIKA, 5 MINUTES

CONCLUSIONS

Inception report is completed and will be handed out by Friday 17. August to partners

Thanks to the partners for supporting fast mobilisation and data gathering

Main problem of data gathering is missing up-to-date traffic counts -> own agenda point 5.

5. TRAFFIC COUNTS ALL, 25 MINUTES

DISCUSSION

1. Necessity of traffic counts for transport model and availability of data

2. Suggested approach for additional traffic counts

3. Unclear responsibility for conducting traffic counts

CONCLUSIONS

1. Horst confirmed necessity of actual traffic count data for modelling and traffic planning purposes and existing data gap.

Previous count data as of 2004 are outdated; calibrating the transport model on 2004 data would lead to unreliable results.

CoW does not have newer counts available.

Consultancy service provided by

2. SUTMP Consultants handed over a first approach for additional traffic counts based on the traffic count locations of the

study of 2004 extended by additional locations to give rise to different investigation target (PT and N MT) including vehicle

occupancy surveys with estimated costs of < 260,000 N$. This approach will be revised and detailed.

3. The workload and necessary resources for conducting the traffic counts will be shared between the SUTMP Consultant, the

Polytechnic of Windhoek, the GIZ and the responsible departments in CoW. Details will be discussed in an internal meeting

between the parties.

6. MAPS AND LOGOS CARSTEN, 15 MINUTES

DISCUSSION

1. Draft layout of a map for further use in the planning process was handed out -> overall layout, application of logos

2. Completeness of GIS data provided by CoW GIS Department to the SUTMP Consultant.

CONCLUSIONS

The approved layout is attached to this meeting notes

o There is a need for 2 different map layouts, one map template for Windhoek (to show details), another one for the

whole study area, i.e. including Rehoboth, Okahandja and Hosea Kutako International Airport

o the maps should be user friendly and include latest data

o the proposed map layout was agreed with one remark: the map header should include the full project title including

remark on Rehoboth, Okahandja and Hosea Kutako int. airport.

o Each map will be handed over in a raster format (i.e. png file format) for easy inclusion in reports, presentations,

newsletters etc., and in addition in vector file format (i.e. ai or eps file format) allowing GIZ and others to process the

maps in other drawing software.

The CoW already provided some GIS datasets to the SUTMP Consultant; unfortunately the datasets only included the geometries, but no attribute information. Attributes were lost on the GIS data, update is required, latest data should be obtained at the land use department of CoW. CoW to provide new GIS datasets including all required attributes.

7. AOB ALL, 40 MINUTES

DISCUSSION

1. Angelika introduced and explained purpose of 1st

stakeholders workshop to be held at 4th

of September.

2. Draft Agenda was handed out –> sequencing, agenda topics, key note speakers, moderator

3. Media invitation and briefing, responsibility and consistency in communication with media

CONCLUSIONS

1. There are 3 objectives for this 1st stakeholder workshop, i.e. a) raise awareness for necessity of sustainability in urban transport,

and, b) obtaining first ideas and feedback for sustainable urban transport measures, and, c) identifying and if possible founding

of stakeholder working groups for further follow-up.

2. The revised Agenda as agreed upon is attached to this meeting note.

Clarence and Immanual/GIZ take up contact with protocol sections of MWT, MRLGHRD, CoW and with the German

Embassy concerning invitation and briefing of Honorables for introductory session. Clarence concentrat es on CoW,

the GIZ on the Embassy and on the Ministers.

For moderation of the entire stakeholder workshop Damien was nominated by the majority as suitable candidate. GIZ

Consultancy service provided by

will address him and the MWT accordingly. Moderator briefing is done by Angelika.

3. All related media contacts will be in the sole responsibility of the GIZ.

Meeting ended at 10:45 am

Seite 1 von 5

3rd Steering Committee Meeting

MINUTES 1. OCTOBER 2012 9.00 AM BOARDROOM OF THE CEO,

CITY OF WINDHOEK

MEETING CALLED BY

CoW, MWT, GIZ and TCP/Aurecon

TYPE OF MEETING

Steering Committee Meeting for guiding the project on “Sustainable Urban Transport for City of Windhoek, including Rehoboth, Okahandja and Hosea Kataku International Airport”

FACILITATOR Clarence Rupingena on behalf of Ludwig Narib

ATTENDEES

Name Institution Contact

1. Faniel Maanda CoW-Planning 0811225386

2. Clarence M.U Rupingena CoW-Public Transport 0811223927

3. Erwin Kamundu CoW-Public Transport 0812236933

4. Horst Lisse CoW-Transportation 0812505412

5. Immanuel Shipanga GIZ 0811412330

6. Gregor Schmorl GIZ 0818114585

7. Angelika Zwicky TCP/Aurecon Team Leader 0818594545

8. Kenneth Odero TCP International 0818594546

9. Laetitia English TCP/Aurecon Project Assistant

0812159628

Seite 2 von 5

Agenda topics

1. COMMUNICATION FROM THE CHAIR CLARENCE, 5 MINUTES

CONCLUSIONS

Welcome and brief introduction of agenda points

Absence of Delegates from the MWT and the MRLGHD was regretted

Faniel Maanda was delegated to stand in for Browny Mutrifa

2. CONFIRMATION OF MINUTES OF THE PREVIOUS MEETING HELD ON 15

TH AUGUST

2012 CLARENCE, 10 MINUTES

CONCLUSIONS

The Minutes of the second Steering Committee Meeting were accepted with the following remarks;

For the 2nd

Meeting the MWT Delegate send an apology for not being able to attend

To point 5, actually the transport division conducted traffic counts in 2011. The results were handed over to the consortium partner Aurecon. Further traffic counts were necessary for the purpose of the present transport master plan modelling.

Page numbering to be introduced to the minutes.

3. MATTERS ARISING ALL, 20 MINUTES

DISCUSSION / INFORMATION

a) GIZ remarked that Steering Committee meetings need to be conducted every month as agreed.

Discussion on how to attain higher attendance and recognition of the necessity of the Steering

Committee.

b) Traffic Counts: Angelika informed that training of supervisors did take place between 19th

and 21st

of

September, counting started in the week thereafter and is on-going. TCP is happy to have identified and

could employ about 60 enumerators with support of the Polytec, Prof. Riethmüller. 30 – 40 enumerators

are employed per day. CoW departments are actively contributing with logistical support and Angelika

expressed her gratitude for this valuable support which will contribute to further improve the SUTMP

planning basis.

c) 1st

SUTMP Stakeholder Workshop: Angelika informed briefly, that the workshop was conducted as

planned and is viewed by most counterparts and stakeholders successful. Entire workshop documentation

is given in the Stakeholder Assessment Report of the Consultant. Many useful ideas could be drawn for

further consideration in the master planning process. Stakeholder Assessment Report is not an end in

itself, but stakeholder engagement will go on with different groups. Presently, stakeholder engagement is

with taxi industry and schools as well as with a newly formed group for revival of the CBD and with

employers in the Northern Industrial.

d) Informal meeting between the Consultant and Taxi Drivers at 23rd

of Sept.: the intention was to get some

more information on cost and revenue situation in this sector. However, instead of 5 – 6 more than 60

drivers and the media participated. Nevertheless, the meeting helped to get some more ideas on how to

incorporate the taxi industry in a future PT system.

The Taxi industry asked for further more formalised meetings with the Government and the CoW.

Discussion on how best to deal with the taxi industry further on.

CONCLUSIONS

To a) Next Steering Committee Meeting to take part in the premises of the MWT as host organisation, representatives of the Cities of Rehoboth and Okahandja should also be invited.

To d) The media reaction and publications was regarded positive marketing for the SUTMP by the Steering

Committee members. However, the Consultant was advised to take no further activities with the taxi industry. GIZ will care for more formalised meetings together with the responsible Government

Seite 3 von 5

entities.

4. PRESENTATION, DISCUSSION AND DECISION ON BASIC DEVELOPMENT ASSUMPTIONS

ANGELIKA, 40 MINUTES

DISCUSSION

Angelika handed out a paper on the SUTMP methodology going to be used for the master plan (please

find it enclosed with this meeting notes). She presented the principle development assumptions such as

GDP, Household Size, Household Income etc.

The sources and calculation basis for each of the assumptions was briefly discussed.

The necessity to match SUTMP framework data with general NPC country-wide data and with

National Transport Master Plan was discussed.

The scenario and modelling calculations will be done on this basis. Later, changes are not possible

without starting from the beginning which is not possible due to time and resource constraints. However,

in sensitivity analysis main modelling outcomes will be tested on their robustness. The only variable to be

easily changed later on is the proposed discount rate of 3 %.

CONCLUSIONS

The data presented was found to be a reasonable and thoroughly elaborated basis to be used for further SUTMP modelling and calculations.

There is no need to adjust the data to the National Master Plan data as the investigation areas differ.

5. PRESENTATION, DISCUSSION AND DECISION ON PRINCIPLE OUTLINE OF ENVISAGED PLANNING SCENARIOS

ANGELIKA, 40 MINUTES

DISCUSSION

The methodology paper handed out by the Team Leader contains also the proposed reference scenario

and three land-use scenarios as well as the multi-criteria analysis to be applied for selecting, evaluating

and prioritising transport measures. The multi-criteria analysis relies on the objectives and enablers of the

Namibia Vision 2030.

For getting more detailed information about poverty related criteria, the Consultant was able to add

some transport related issues to a household survey presently conducted by the Khomas regional

council for poorest households and can use this information in the further master planning process.

The adequacy of road safety data especially from the National Road Safety Council for SUTMP

planning purposes was discussed. However, the Consultant relies on the complete data kept with the

National Police and on the more detailed data giving also locations and severity of accidents from the

Municipal Traffic Police.

Presently, the City envisages revising the outdated structure plan for the City and the interrelation

between the structure plan and strategic decision to apply a certain land-use scenario was discussed.

CONCLUSIONS

The 3 land-use scenarios are accepted in principle as a good planning and decision-making basis but

need to be elaborated further on and get more detailed.

The methodology for the multi-criteria analysis was also regarded as thoroughly elaborated and

complete. It was widely accepted by the Steering Committee. However:

a. The regional statistics will be rechecked for household and poverty related data.

b. Walking and cycling have to be separated in two assessment criteria and not in one

combined criteria.

Seite 4 von 5

6. INITIAL PLANNING FOR THE “STRATEGIC DECISION WORKSHOP” ENVISAGED FOR BEGINNING OF NOVEMBER

ANGELIKA, 30 MINUTES

DISCUSSION

Objective of the Strategic Decision Workshop: Decision-making on strategic directions of future land-use and transport developments in Public Transportation, Non-motorised Transport and Transport Management and accompanying institutional, legal and financial issues.

Thus, the strategic decision making workshop needs highest-level attendance in order to get robust strategic decisions on which the further master planning process can build upon. The Consultant suggests a 2-day workshop for about 10 high-level participants at 13. /14. November, 2012 in an attractive venue outside Windhoek. Discussion on how to prepare and obtain those robust decisions .

Clarence explained about the restructuring of the CoW administration - more departments/divisions are directly involved.

Furthermore, involvement of MRLGHRD is still pending; an official meeting with the MRLGHRD was

requested and should be attended by GIZ, Angelika and Clarence.

CONCLUSIONS

Preparatory Strategic Decision Workshop at 5./6. November, 2012 involving the technical level

One week briefing of the decision-making level by the technical level

Strategic Decision Making Workshop at 13. or 14th

of November, 2012 for a day involving decision makers from MWT, CoW and MRLGHRD.

GIZ together with the MWT as the main owner of the project will make sure that the Workshops get the necessary attendance.

Angelika will elaborate a draft agenda by next week.

7. ANY OTHER BUSINESS ALL, 15 MINUTES

DISCUSSION

a) Public Transport Day at the Windhoek Show: the Public Transport Day was a success and a lot of

people were asking for brochures. The Committee participants thanked Immanuel for his successful

engagement.

b) Table of Content of the SUTMP: the table of content with its main chapters was in principle agreed

upon during the 1st

steering committee meeting. However, the consultant suggests to change slightly

the order of the chapters to get a more logical sequencing, i.e. make chapter 2 - strategic decisions

new chapter 3 and chapter 3 - existing traffic new chapter 2.

c) The logo for movewindhoek was discussed, because a similar logo was created in the framework of

the public transport day which appeared to be more attractive for some members of the committee.

Please see below:

d) Angelika informed that the Stakeholder Assessment Report was distributed and asked for fast

commenting. The CoW regarded the Assessment Report as a comprehensive document, apart from

the latest changes within the CoW.

Seite 5 von 5

CONCLUSIONS

To b) It is reasonable to change the sequencing of the SUTMP chapters 2 and 3. To c) The final movewindhoek logo is to be a mixture of both logos:

- from the left / old logo keep the icons on top, but walking and cycling from left to right - from the right / new logo that all is in one colour (check again the exact blue with the CoW), the

bold City of Windhoek script underneath, the small silhouette of the Aloe but without the script “City of Windhoek” in the blue circle, without grey circle around.

8. Meeting was closed by the Chair and ended at 11:45 am

Sustainable Urban Transport Master Plan For the City of Windhoek including Rehoboth, Okahandja and Hosea Kutako International Airport

Methodology of the Sustainable Urban Transport Master Plan

Presentation for SUTMP Steering Committee on October 1st 2012

A Project of the German – Namibian Cooperation together with the City of Windhoek

2

Authors: Dr. Niklas Sieber

Dr. Carsten Schürmann

M.Sc. (Econ) Angelika Zwicky

Editor: Prof. Dr. Rothengatter

Contact: Deutsche Gesellschaft für Internationale

Zusammenarbeit (GIZ) GmbH

P.O Box 8016 Windhoek, Namibia, www.sutp.org Ministry Work and Transport Head Office Building 6719 Bell St Snyman Circle Windhoek

Manager: Prof. Heinrich Strompen

Cover photo: Frederick Strompen

Windhoek, 01/10/2012

Consultancy services provided by

in consortium with

3

Methodology of the Sustainable Urban Transport Master

Plan

Presentation for SUTMP Steering Committee on October 1st 2012

Overview on the Approach

The Sustainable Urban Transport Master Plan will take a comprehensive multi-criteria approach to

evaluate the impacts of the various transport measures. Comprehensive implies that not only costs

and benefits are taken into account in the scenario evaluation, but as well safety, environment and

social aspects. The assessment criteria are derived from Namibia’s Vision 2030.

In order to be sustainable, the transport master plan needs to account for different future land use

options, since different settlement patterns and different urban structures will have different

impacts on the transport system, such as mode choice or route choice. Therefore, three land-use

scenarios will be developed that combine different settlement patterns with appropriate transport

interventions. An expert assessment will present the possible impacts in a matrix form that allows

decision makers to choose scenarios according to their preferences.

The Strategic Planning Workshop in November will select one scenario for which various transport

measures are calculated. The final output will be an action plan with a detailed set of activities to be

undertaken.

Proposed Multi-criteria Assessment

The assessment of the scenarios will take up the goals and basic enabling areas given in the Vision

2030. The main goal is a “high and sustained economic growth”. This shall be achieved through basic

enablers, of which “public infrastructure”, “reducing extreme poverty”, “health” and “institutional

environment” are relevant for SUTMP. These enablers will be specified by a number of variables

listed below:

4

Table 1: Goals and indicators for multi-criteria assessment of the scenarios

Topic Variable Unit Explanation

High and sustained economic growth

Cost Utility Net Present Value N$ All financial costs (infrastructure, operating) and revenues

Accessibility Average Travel time hours/day Total travel time

Impact on GDP GDP/Capita N$ Output of a system model

Impact on employment employment ratio % Output of a system model

Public infrastructure and NMT

Total investment costs Costs for roads, public transport infrastructure and vehicles

N$ Including avoided costs by improved public transport

Public transport usage Modal split of public transport % Model output

Balanced mode choice Modal split of NMT (walking&cycling combined)

X Model output

Cycle lanes Length of cycles lanes km

Walkways Length of cycles walkways km

Institutional sustainability Enabling legislative framework

Laws, by-laws and regulations related to sustainability

Marks 1-5 Expert judgement

Institutional capacities Coordination, financing, participative planning, administrative procedures, etc.

Marks 1-5 Expert judgement

Reducing extreme poverty

Transport cost for low income households

Share transport costs of disposable income

% Only lowest income group

Walking and cycling Duration of daily travel per household

minutes/day Only lowest income group

Public transport usage Share of population with less than X minutes access to next public transport stop Average travel time by PT to a set of X public facilities (for instance, to next school, next shopping centre, next bank, …) Or: Share of population with less than X minutes travel time by PT to a set of Y public facilities.

% minutes/day %

Only lowest income group; walking threshold in terms of walking times to be defined with the client number and type of facilities to be determined by the client.

Health/Environment

Road accidents Road fatalities Number p.a

Local air pollution NOx, CO,SO2, NO2 emissions Tons p.a. Model output

Climate Change Carbon dioxide emissions Tons p.a Model output

External Costs Climate Change, air pollution and accidents

N$ per year

5

Framework Data

The calculation requires the input of framework data that are used in all scenarios. These data relate

to the expected demographic, social and economic development in the study area until 2030. The

data will be harmonised with the input data of the National Transport Plan that are published end of

September.

Table 2: Framework data as input for scenario calculations

Framework Data Unit Year Value Source/Comment

Population development in Windhoek, Khomas region, Okahandja and Rehoboth (Trend)

Inhabitants

2011 384,400 Census data for 2011, CoW projections, trend projections, cautious variant1

2017 462,500

2022 555,500

2032 771,0002

Household Size Khomas Region Household Size 2020 Household Size Hardap Region (Rehoboth) Household size Otjozondjupa region (Okahandja)

Persons/hh

2011 2020 2011 2020 2011 2020

3.7 4.1 3.9 4.3 4.1 4.1

Population Census NIES 2009-2010; basic assumption is that in-migration mainly due to lower income households with larger household sizes

Economic growth rate Windhoek

GDP/Capita growth rate

Recent years 3-4% City of Windhoek Own estimate Own estimate Own estimate

2011-2017 3,5%

2017-2022 4,0%

2022-2032 4,5%

Income Khomas Region Income Windhoek Income according to quintiles

N$/capita p.a. 2011 price level

2009 36238 NIES 2009-2010 Estimate Estimate Estimate Estimate

2011 38819

2017 47719

2022 58057

2032 90161

Unemployment rates Unemployment rate

2000-2012 2012-2032

29,4% 29,4%

NIES 2009-2010 Assumption: In-migation of unemployed

Discount rate

2012-2032 3% Used to discount net present value of costs and benefits

Land-use scenarios

The background for the development of land-use scenarios is the fact that land-use patterns

determine transport more than any other factor. It is the strong opinion of the consultants that a

combined approach of transport and land-use planning is needed for a sustainable plan. Contrary to

European cities, where settlement structures are fairly stable, Windhoek has the advantage of being

able to influence future settlement structures in a manner that transport is avoided before it is

generated.

1 The breakdown of the population growth between Windhoek, Okahandja, Rehoboth and the Khomas region

2 A table with the figures is given in the annex.

6

At the same time, even in very modest scenarios the study area is expected to double population

figures until 2032 (see above), so there is urgent need for town planning to provide adequate space

for urban expansions.

The idea is, to locate new citizens and industries in a manner that reduces the overall transport

demand and volume. For this purpose, in addition to a reference scenario three different Land-Use

Scenarios for 2032 will be developed and combined with appropriate transport interventions.

The basic outlines of these scenarios are:

Reference Scenario 2012, depicting the actual situation in Windhoek. This scenario is only used as

benchmark for the other scenarios, to compare with.

Scenario A: Business as usual (BAU): This scenario will assume a continuation of the present

urban development trends. This will include further urban sprawl and the on-going, independent

development of Okahandja and Rehoboth. Only loose integration of Elisenheim in PT strategies.

No further developments in Finkenstein, Groot Aub, Omea beyond those that are currently

ongoing.

Scenario B: Densification of Windhoek: This scenario will focus the in-migration on the city of

Windhoek by increasing population densities and creating higher density settlement schemes in

vacant areas. Also, public services and jobs will be created in residence areas to achieve a higher

mix of functions. This scenario will as well apply an urban edge, mixed land-use and a moderate

development of Okahandja and Rehoboth, where Okahandja and Rehoboth apply the concepts of

urban edges and mixed land use as well.

Scenario C: Polycentric Development: moderate densification of Windhoek where possible,

moderate mixed land-use, decentral concentration, strong transit corridor oriented development

(TOD) towards Okahandja accommodating most of population growth. Strong integration of

Brakwater and Elisenheim in the TOD corridor. Possible development knots of a polycentric

scenario could be small locations in the vicinity to Windhoek, such as Finkenstein, Groot Aub,

Omea, international airport, Aris and Kappsfarm and others, which are well connected to

Windhoek via public transport.

The scenarios will be compared (without model calculations) through expert assessment. The

expected impacts are estimated according to experience gained from other regions. These results are

depicted in Table 3, using the assessment criteria listed in Table 1. The valuation will be comparative

using a coloured scale from green (very positive) to red (very negative). This will enable the decision

makers to compare how specific goals may be achieved or hampered through the scenarios.

7

Table 3: Expected impacts of scenarios

Goal Scenario A Scenario B Scenario C Description BAU - Sprawl Concentration Polycentric Development

High and sustained economic growth - Time spent in traffic(1) 3-4 times higher than in

Scenario B 3-4 times less than in Scenario A

1-2 times higher than in Scenario B

- Transit accessibility (3) <15 % of population <15 min to next PT service

>80 % of population <15 min to next PT service

>60 % of population <15 min to next PT service

- External Costs (3) 3 times higher than in compact communities

Only 1/3 of Scenario A. n/a

- Petroleum use per annum average per capita (5)

60,000 – 80,000 l 2,000 – 10,000 l 15,000 – 40,000 l

- Per capita annual car use (km) (5) 12,000 – 14,000 km 1,000 – 4,000 km 6,000 – 8,000 km Public infrastructure - Modal split PT (2) 3 – 10 % 40 – 60 % 20 – 40 % - Modal split NMT (2) 0 – 5 % 10 – 40 % 10 – 30 %

Institutional environment

Reducing extreme poverty - Costs for transport (3)

Double as Scenario B Half of Scenario A. n/a

Health/Environment negative

- Daily per capita greenhouse gas emissions (3)

- Activity density (population and jobs per ha) (3)

- Road death rates (death per 100,000 pop) (4)

8 – 10 kg < 20 26

0– 4 kg >35 6

4 -8 kg 35

n/a

Sources for general assessment: (1) Sierra Club, Costs of Sprawl (2012), http://www.sierraclub.org/sprawl/factsheet.asp#Traffic (2) Wikipedia (2012), http://en.wikipedia.org/wiki/Modal_share (3) Trubka, R.; Newman, P.; Bilsborough, D. (2010): The costs of urban sprawl – infrastructure and transportation. In: Environment

Design Guide, April 2010, GEN 83 Page 1-6: http://www.scribd.com/doc/59030944/Gen-83-The-Costs-of-Urban-Sprawl-Transport (4) Ontario College of Family Physicians (2005): The health impacts of sprawl. Road Injuries and fatalities. Vol. 2.

http://www.ocfp.on.ca/docs/committee-documents/urban-sprawl---volume-2---road-injuries-and-fatalities.pdf (5) Wikipedia (2012): Urban sprawl. http://en.wikipedia.org/wiki/Urban_sprawl

Scenario Development

On the basis of this assessment, the Decision Makers, present on the Strategic Workshop in

November, will decide upon which scenario to choose. Only for the chosen land-use scenario model

calculations will be done. For this scenario a set of alternative transport measures are planned, with

a special focus on

Public transport: bus and light rail

Non-motorised transport: walking and cycling

Traffic safety measures

Institutional strengthening

Transport Demand Management TDM

All scenarios will include projects in construction, planned and foreseen in 2012.

8

Table 4: Development of transport measures

Measures Measure 1 Measure 2 Measure 3 1. Public TP Bus BRT Independence New network of buslines …

2. Public TP Taxi Taxi Measure 1 Taxi Measure 1

3. Public TP LRT - LRT Okahandja-Windhoek

4. NMT Walking Walking Measure 1 Walking Measure 2

5. NMT Cycling Cycling Measure 1 Cycling Measure 2

…

Attention: These are not the planned measurers, but only examples!

Assessment of measures

The measures will be compiled in a manner that the outcomes for each of the above defined goals

(see Table 1) are depicted in a coloured table.

Table 5: Final comparison of scenarios / measures

Goal Economic growth

Public infrastructure

Institutional environment

Reducing poverty

Health/ Environment

Public TP Bus Measure 1 Very positive Public TP Bus Measure 2 Public TP Taxi Measure 1 Public TP Taxi Measure 2 Public TP LRT Measure 1 neutral Public TP LRT Measure 2 NMT Walking Measure 1 NMT Walking Measure 2 NMT Cycling Measure 1 Very negative NMT Cycling Measure 2

…

The results will be basis for selection and prioritisation of measures. The prioritised measures will be

transformed to an implementation/action plan and presented in the Draft Transport Master Plan.

9

Annex

Population Windhoek, Okahandja, and Rehoboth

2011 2017 2022 2032

Windhoek 333,100 406,000 495,000 737,000

Rehoboth 28,800 31,500 34,000 40,000

Okahandja 22,500 25,000 26,500 31,000

Sum 384,400 462,500 555,500 808,000

Consultancy service provided by

THE FOURTH STEERING COMMITTEE MEETING OF THE SUSTAINABLE URBAN TRANSPORT MASTER PLAN (SUTMP) FOR CITY OF WINDHOEK, INCLUDING

REHOBOTH, OKAHANDJA AND HOSEA KUTAKO INTERNATIONAL AIRPORT

MINUTES 29 JANUARY 2013 9.15 AM MINISRTY OF WORKS AND TRANSPORT

BOARD ROOM, 4TH

FLOOR

MEETING CALLED BY Project Team

TYPE OF MEETING Fourth Steering Committee Meeting

CHAIRMAN GM Mayumbelo

ATTENDEES

Name Institution/Position E-mail Tel/Mobile

1. GM Mayumbelo SE, CoW mgm@windhoekcc.org.na 0612902280

2. Cedric Limbo Ag Director, MWT climbo@mwtc.gov.na 0811402485

3. Clarence M.U Rupingena CoW-Public Transport cru@windhoekcc.org.na 0811223927

4. Damien Mabengano MWT dmabengano@yahoo.co.uk 0812415692

5. Robert Riethmueller NUST (Polytechnic) rriethmueller@polytechnic.edu 0612072961

6. Erwin Kamundu CoW –Public Transport kmu@windhoekcc.org.na 0612903670

7. Charl Morkel CoW-Police cmo@windhoekcc.org.na 0811402485

8. Frederik Strompen GIZ Technical Advisor Frederik.strompen@giz.de 0816200806

9. Angelika Zwicky TCP/Aurecon Team Leader az@tcp-international.de 0818594545

10. Niklas Sieber TCP/Aurecon ns@tcp-international.de 0818596502

11. Laetitia English TCP/Aurecon le@tcp-international.de 0812159628

12. Kenneth Odero SUTMP – Institutional Advisor ko@tcp-international.de 0818594546

13. Toini Paulus GIZ – Intern tnpaulus@gmail.com 0813945764

14. Markus Dammann GIZ – Intern Markus.dammann@giz.de 0813173864

Consultancy service provided by

Agenda topics

1. COMMUNICATION FROM THE CHAIR

5 MINUTES, CHAIR

CONCLUSIONS

The Chair welcomed the participants to this first meeting of the year

2. CONFIRMATION OF MINUTES OF THE PREVIOUS MEETING HELD ON 1

ST OCTOBER 2012

10 MINUTES, ALL

CONCLUSIONS

A true reflection of the deliberations

3. MATTERS ARISING 15 MINUTES, ALL

CONCLUSIONS

Meeting with taxi industry – there has been no follow-up from Government side; currently MWT seized; need to include all stakeholders and strive for a common approach

Chair of Steering Committee – MWT to consult and report to the next Meeting

4. SUTMP INVESTIGATIONS SINCE STRATEGIC DECISIONS - PRESENTATION AND DISCUSSIONS OF ASSESSMENT METHODOLOGY

15 MINUTES, DR. NIKLAS SIEBER

CONCLUSIONS

Brief presentation on refinement of assessment methodology as attached to this protocol

Scenario assessments to focus on polycentric land-use scenario as a basis for the Business as Usual (BAU) and the sustainable transport (ST) scenario; seven measures comprising bundles of interventions, multi-criteria methodology and comparison between BAU and ST in 2032; and four variants of PT measures are presently evaluated

A systems dynamic model to be added to the analysis and presented by Prof. Emer. Werner Rothengatter

4.

SUTMP INVESTIGATIONS SINCE STRATEGIC DECISIONS - PRESENTATION AND DISCUSSIONS ON NON-MOTORISED AND PUBLIC TRANSPORT AND INSTITUTIONAL, LEGAL AND FINANCIAL FRAMEWORK

50 MINUTES, ANGELIKA ZWICKY

DISCUSSION

Brief presentation of latest development since strategic directions as attached to this protocol

Main points of discussions concerning non-motorised Transport:

Pedestrianisation of the CBD: Urban Design competition during 1st year & traffic planning; cost estimates – prices for deconstruction, lining and marking between John Meinert and Fidel Castro streets + lump sum for design features = informed estimate on basic assumption; further parts of CBD pedestrianised from year 2023 onwards.

Western Bypass: There is an on-going discussion and outstanding institutional problems around the ownership and management of the Western Bypass between MWT and CoW regarding the Western Bypass; aggravating: there has been a mushrooming of housing development to the west of the road contributing to the heightened movement on the road and to increased no. of severe accidents along the road.

Main discussions concerning institutional, financial and implementation issues

There is political will from the principals which should be reflected in management meetings as well as continuity and regular attendance of delegates to the Steering Committee Meetings

Ensure that each key stakeholder inform their respective institution / feedback.

Briefings ought to find their way into management agenda

Role of the line ministry: to be clarified how does it fit in in the future?

Importance and need of a further Committee / Special Commission on Sustainable Transport after SUTMP delivery for implementation process.

Budget process is presently on-going: SUTMP first year budget of 64 mln needs to be broken down; indication on what budget to use from which key stakeholders needs also to be clarified.

Value of making piecemeal decisions: in the next 4 weeks the SUTMP will be presented; the decision process CoW and Ministry will intensify after receiving the Draft master plan.

Consultancy service provided by

There is a need for a meeting between the key project partners to discuss the next 5 year budget.

MWT need to look at the involved policy issues and take a pro-active role towards this project

Implementation of the Master Plan should progress and thought should be given to how this will happen

Continuity of GIZ support to this project is unclear; the main GIZ transport project is running out end of the year 2013, Namibian - German Government negotiations scheduled for Sept. 2013 will bring clarity on this issue.

CONCLUSIONS

The assumptions on pedestrianisation of CBD are realistic and implementable

NMT network should include the Western Bypass

A team from CoW and MWT will meet in short for solving SUTMP implementation budget issues

5. SUTMP DISSEMINATION STRATEGY (DATE, TIME, VENUE, PARTICIPANTS, PRESS INVITATION, ETC.)

15 MINUTES, ANGELIKA ZWICKY

CONCLUSION

The principal report structure will include

o Executive Summary for wider circulation;

o the main report for designated Steering Committee Members, and

o Technical Annex Report

Proposed date of official submission – 5 March 2013 is agreed upon;

High-level attendance is immediately to be organized by each entity represented in the Steering Committee itself.

Steering Committee Members stay in close contact for event organization.

6. STATUS OF STRATEGIC DIRECTIONS MOU SIGNATURE AND CABINET MEMO

5 MINUTES, FREDERICK STROMPEN

DISCUSSION

Progress to date has been slow and no actual information is available.

CONCLUSION

Limbo to follow up and report

7. INFORMATION ON OTHER RELATED PROJECTS BY STEERING COMMITTEE MEMBER INSTITUTIONS

10 MINUTES, ALL

DISCUSSION

National Transport Master Plan is delivered, relevant for SUTMP is the improvement of the Highway towards Okahandja for road safety

reasons. Those improvements will bring no major capacity increase.

No other relevant developments which ought to be taken into account in the SUTMP were mentioned.

CONCLUSION

SUTMP team representatives will be invited to National Master Plan dissemination at 4th

of February via Limbo.

8. ANY OTHER BUSINESS 15 MINUTES, ALL

DISCUSSION

1. Propose consultation: Sentiment shown by the Ministry, Mayor of Rehoboth – both should be briefed to get them up to speed

2. Follow up with the Mayors and MRLGHRD and give them a briefing; all stakeholders should be present

3. Media coverage very satisfying and positive, e.g.: New Era, NBC. Ministry and CoW make use of the homepage and Facebook-

Consultancy service provided by

Interview Chairperson (Mr. Mayumbelo); Positive Momentum ought to be retained in the near future.

CONCLUSION

Project Team to arrange for meeting with the two town Councils, as well as CoW and make presentations

9. Close of the Meeting 5 Minutes, Chair

Conclusion

Next meeting: 28 February 2013

The Chair closed the meeting at 11:40 am

Consultancy service provided by

Presentations

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Consultancy service provided by

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Consultancy service provided by

Consultancy service provided by

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THE FIFTH STEERING COMMITTEE MEETING OF THE SUSTAINABLE URBAN TRANSPORT MASTER PLAN (SUTMP) FOR CITY OF WINDHOEK, INCLUDING

REHOBOTH, OKAHANDJA AND HOSEA KUTAKO INTERNATIONAL AIRPORT

MINUTES 28 FEBRUARY 2013 9.00 AM

MINISTRY OF WORKS AND TRANSPORT BOARD ROOM, 8

TH FLOOR

MEETING CALLED BY SUTMP Project Team

TYPE OF MEETING 5th

Steering Committee Meeting

CHAIRMAN Cedrik Limbo

ATTENDEES

Name Institution/Position E-mail Tel/Mobile

1. Cedric Limbo Act. Director, MWT climbo@mwtc.gov.na 0811402485

2. Clarence M.U Rupingena

CoW-Public Transport cru@windhoekcc.org.na 0811223927

3. Charl Morkel CoW-Police cmo@windhoekcc.org.na 0811402485

4. Browny Mutrifa CoW Urban Planning 0612072961

5. Horst Lisse CoW-Chief Engineer

6. Robert Riethmueller Polytechnic rriethmueller@polytechnic.edu 0612072961

7. Angelika Zwicky TCP/Aurecon Team Leader az@tcp-international.de 0818594545

8. Kenneth Odero TCP/Aurecon – Institutional Advisor

ko@tcp-international.de 0818594546

9. Laetitia English TCP/Aurecon le@tcp-international.de 0812159628

10. Frederik Strompen GIZ Technical Advisor Frederik.strompen@giz.de 0816200806

11. Toini Paulus GIZ – Intern tnpaulus@gmail.com 0813945764

12. Immanuel Shipanga GIZ Immanuel.shipanga@giz.de 0811412330

13. Gregor Schmorl GIZ gregor.schmorl@giz.de 0811426844

Consultancy service provided by

Agenda topics

1. COMMUNICATION FROM THE CHAIR

5 MINUTES, CHAIR

CONCLUSIONS

The chairman welcomed the committee

Apologies: George Mayombelo, Adam Eiseb

2. CONFIRMATION OF MINUTES OF THE PREVIOUS MEETING HELD ON 29

TH JANUARY 2013

10 MINUTES, ALL

CONCLUSIONS

The printed version distributed during this meeting is an old version – apologies by the team leader for that. But the version sent right after the last meeting was the correct one.

AG should be acting director(AD) for Cedric Limbo

With above clarifications / corrections, the meeting notes of the 4th

Steering Committee Meeting were accepted.

3. MATTERS ARISING 15 MINUTES, ALL

DISCUSSION

Taxi Industry:

The representation of the taxi industry is presently rather uncertain, especially with a view that NABTA has no governmental registration any more.

Irrespective of the official status of the taxi industry representatives all three bodies should be treated as concern groups and are to be involved.

The taxi industry has been part of the stakeholder involvement and continuation in all further project stages is needed as this project will have a strong impact on their business

Responsible for the further involvement and follow-up with the taxi industry is Damien.

The SUT Master Plan contains recommendations on how to involve the taxi industry. The MWT can consider these recommendations when consulting the taxi industry.

The message for the involvement should be that they will play a role and they are not left behind.

Western Bypass

The CoW – Horst – had a meeting with the RA concerning the problems with and the hand-over of the Western Bypass to the City. However, there was a clear statement that the Western Bypass will stay a national road.

In order to achieve a common understanding and approach, the Road Authority is to be invited to all technical meetings.

Involvement of the Ministry of Regional and Local Government, Housing and Rural Development (MRLGHRD)

The MRLGHRD has to play an important role especially concerning the land use development, public transportation and

cascading SUTMP principles towards other towns.

The Deputy Minister was briefed, but further contacts need to be established and involvement needs to be strengthened, especially with

a view to 5 year budget planning and realignment between both ministries.

CoW’s role is piloting on NMT and PT, but the Central Government has to take ownership of the entire process.

Partnership between the CoW and the MRLGHRD especially with a view to the development of public transport, i.e. also stated by the Mayor of Whk.

SUTMP project related communication need to be established from one Ministry to the other, i.e. MWT and MRLGHRD need to meet on a high-level.

SUTMP Budget and Support

5 year plan for the Ministry of Works made considerable provisions for the SUTMP project realisation.

For this financial year there is not a specifically determined MWT budget item but from the next year onwards there will be a determined budget item according to the five year plan.

The CoW’s budget cycle is right now and there will be a budget item inserted for SUTMP measures.

As a consequence of the German – Namibian Consultations, where Clarence had a speech in favor of the SUTMP project, the present GIZ Transport Project is presently under review. There will be a change of its content towards urban transportation. The review team will come in September in advance to the German – Namibian Government negotiations for preparing those changes. The official political partner of the GIZ is the Ministry of Works. Thus, it is to be expe cted that the GIZ support will continue.

Cabinet memorandum

This matter is urgent with a view to the planned dissemination. Cedric is following up with Under Secretary who promised to do his part and communicate with the Permanent Secretary. It is expected that after next week, this cabinet memo is forwarded by the MWT.

The National Assembly decision on promoting PT and NMT will give a new momentum to this entire issue. The NA decision making process started two years ago but the decision came in the right time since the SUTMP is now released.

Repercussions of National Master Plan on the SUTMP

Angelika informed the audience that apart from the National Master Plan Workshop there were several further meetings and contacts with the National Master Plan team. In principle there are two fields of interaction with the national master plan, i.e.

Consultancy service provided by

o The pace in which the railway in the SUTMP study area will be rehabilitated as this will determine the pace in which the proposed commuter trains might be established and the detailed design of the rehabilitation measures must also consider the proposed commuter infrastructure needs (e.g. additional stations in Brakwater etc.). The up -dating of the master plan in 5 years must have a specific look into this area and maybe also already the feasibility study.

o The pace in which the capacity of the existing roads towards Okahandja, Rehoboth and Hosea Kutako is increased. As long as there are only safety enhancement measures such as passing lanes envisaged, and this appears to be the case right now, the modal split forecasting of the SUTMP remains valid.

Data collected and recommendations made should also be submitted to Trans Namib for further review. Meetings with Councils of Rehoboth and Okahandja

Angelika briefly informed the audience that the meetings took place in Rehoboth and in Okahandja. The participants were informed in general without forwarding already detailed findings and recommendations.

Major concerns of both cities were the road situation and what happens to the railway connection. Okahandja expressed some interest in cascading the SUTMP principles to their city.

The SUTMP Consulting Team is stand-by for Whk council meetings. This should be envisaged especially with a view to some shifts within the council.

CONCLUSIONS

Damien is responsible for the follow up with the taxi industry; all three bodies presently representing the taxi industry irrespective of their legal status will be treated as concern groups and should be invited to the SUTMP dissemination event.

Western Bypass will most probably stay a national road; RA is to be involved in all technical SUTMP meetings from now on.

MWT will take ownership and take-up contact with its counterparts at MRLGHRD to discuss outstanding issues.

Cabinett Memorandum will be further followed-up by Cedric together with the Under-Secretary.

A similar briefing as with the councils of Rehoboth and Okahandja should be undertaken for Windhoek, but referring also to findings and recommendations. Clarence Rupingena will organize. The GIZ Consulting Team is stand -by until the forthcoming week.

4. RELEASE AND DISCUSSION OF DRAFT SUTMP 20 MINUTES, ANGELIKA ZWICKY AND

KENNETH ODERO

DISCUSSION

Angelika introduced the report consisting of executive summary report, main report and technical annex report.

Kenneth gave an overview of main findings and recommendations.

The audience preferred to in-depth familiarize themselves with the content of the reports before discussing the details.

Pilot project starting on short term notice was supported for non-motorized transport, but with prior public consultation.

The importance of the summary report was stressed as this document will be the main reference document for the broader public but

also for the high-level governmental staff, politicians, media and last but not least donors.

SUTMP dissemination strategy starting with the rescheduled dissemination event was briefly discussed.

CONCLUSIONS

Hard copies of all three reports were distributed at the end of the meeting in the amount requested by the Terms of Reference.

Soft copies are in the production process and will be distributed within the next days to all members of the Steering Committee.

Presentation of recommendations and findings needs to be convincing and attractive.

The presentation for the rescheduled dissemination event should be circulated 5 days in advance.

GIZ marketing company will produce SUTMP dissemination material for the dissemination event.

The broader public will obtain access to the SUTMP findings and recommendations via the executive summary. The summary will be placed on the MoveWindhoek website and on different other media.

5. DETERMINATION OF HANDLING OF COMMENTS FOR INCLUSION IN THE FINAL REPORT

15 MINUTES, ALL

DISCUSSION

Comments from different stakeholders need to be handled in different ways. The professional governmental staff should

comment first before the SUTMP is released to the broader public.

Discussion on how the broader public could give their remarks and inputs. One way could be the radio station morning show

which frequently allows the public pose questions to different subjects which are answered by competent persons and also

newspapers.

CONCLUSION

The Steering committee Members will comment on the entire report before 26th of March 2013

Changes arising from those comments will be reflected in an up-dated version of the draft final executive summary report before the rescheduled dissemination event and releasing it to the broader public, and, in the main and technical annex report together with comments of the broader public in the final reporting before end of May.

Consultancy service provided by

Each entity (CoW, MWT and GIZ) determine someone who coordinates and channels the comments to the Consulting Team.

MWT (Cedric Limbo) gets in touch with MRLGHRD (Frieda Andreas) for obtaining their opinion and comments on the report .

The broader public is requested to comment only after the rescheduled dissemination event.

6. FINAL ORGANISATIONAL MATTERS OF ORGANISATION OF 5

TH OF MARCH EVENT

15 MINUTES, ALL

CONCLUSION

All MWT staff members will be on performance appraisals in the next week. Thus, the dissemination event of the 5th of March needs to

be postponed.

All high-level invitees/speakers are already informed accordingly

Angelika will send an official cancelation mail for the dissemination event to Clarence.

New proposed dates in the 2nd

or 3rd

week in April 2013

Briefings of the deputy minister and other VIPs could still be made as scheduled while Angelika is still in the country.

7. ANY OTHER BUSINESS 5 MINUTES, ALL

CONCLUSION

None

8. Close of the Meeting 5 Minutes, Chair

Conclusion

Next meeting: Frederik Strompen pointed out that the Steering Committee Meetings will be called upon also after the Consultant Team has finalized their work.

The Chair closed the meeting at 11:30 am

Annex C

Memorandum of

Understanding

Sustainable Urban Transport Master Plan City of Windhoek including Rehoboth, Okahandja and Hosea Kutako International Airport

Draft MEMORANDUM OF UNDERSTANDING

Page | 2

Sustainable Urban Transport Master Plan for the City of Windhoek,

including Okahandja, Rehoboth and Hosea Kutako International

Airport (SUTMP)

Joint Declaration on Strategic Directions to be taken by the MWT,

MRLGHRD, CoW, Rehoboth Town Council and Municipality of

Okahandja

The Ministry of Works and Transport (MWT) and the City of Windhoek

(CoW), being joint owners and sponsor of the Sustainable Urban

Transport Master Plan (SUTMP) respectively, met at a Preparatory

Strategic Directions Workshop in Windhoek during 5-6 November 2012

and a Strategic Decision Making Workshop at 13th of November, 2012 to

formulate strategic directions for future land use and transportation for

the City of Windhoek including Rehoboth Town Council, Municipality of

Okahandja and Hosea Kutako International Airport.

The Workshop participants confirmed the mutual interest for the

progressive integration of their respective transport networks and

markets in accordance with international standards with the aim to

enhance performance of the urban public transport sector including non-

motorised transport. Moreover, they recognised the importance of public

involvement and an enhanced co-operation in the transport sector for

achieving sustainable economic, environmental and social development

as well as contributing to social inclusion, growth and income generation,

in the project region.

Page | 3

1) For Land Use Planning:

Having considered three land use scenarios (Scenario A – Business as

Usual, Scenario B – Densification of Windhoek, and Scenario C –

Polycentric Development);

And further having considered that there is a need for strong

commitment by all levels of Government, stakeholders and partners to

incorporate public transport in all future settlement structures;

And having stated that there is a need for revising the national housing

and land-use strategy in order to get the scenario reality;

it is agreed that:

Scenario C – Polycentric development will be the basis for further

SUTMP elaborations.

2) For Public Transport:

Bearing in mind the need to modernise public transport in Windhoek and

surrounding region;

And having considered the various strategic options for modernising

public transport, namely normal bus, bus on dedicated marked bus lane,

bus rapid transit (Bus Rapid Transit), light rail transit (Light Rail Transit),

minibus and taxi distributor service, and commuter rail as well as

integrated approaches comprising several of the Public Transport

options;

And based on the land-use scenario C;

Page | 4

And aiming at providing affordable transport for all residents in the

project region;

It is agreed that:

a. a highly integrated system of Public Transport is required in

Windhoek;

b. Bus Rapid Transit and Light Rail Transit options will be further

investigated (costs, required capacities according to forecasted

passenger volumes) for high frequency transit corridors;

c. the Public Transport system requires space which needs to be

secured either from existing road space in high frequency (transit)

corridors; or within railway servitudes; or acquisition of additional

land.

d. in further land developments there need to be reservations for rail

right of-way and bus lanes and stations;

e. the Public Transport system needs to have priority at intersections;

f. the Public Transport system needs to be implemented stepwise

and gradually extended according to actual demands;

g. within existing railway servitudes, options for commuter trains

integrated with improved inner city options for urban transport will

be further investigated;

h. easy access for mobility restricted persons;

i. The taxi industry is to be integrated in the overall public

transportation scheme.

Page | 5

3) For Non-motorised Transport:

Bearing in mind that the majority of trips generated are by pedestrians

and walking and cycling as affordable, efficient, environmental friendly,

healthy modes;

And considering that improved, safe and secure facilities for walking and

cycling will considerably contribute to liveable cities;

And having considered the options for core and secondary Non-

motorised Transport networks;

And being of the opinion that only continuous networks will have the

desired effects;

It is therefore agreed that:

a. the core network and the links for Non-motorised Transport is a

good basis for further SUTMP elaborations;

b. within the core network there is need for optimisation and

extended coverage towards the following areas, for example

routes to Otjomuise, the riverbed tracks from Avis dam to Eros

and northerly expansion to Okuryangava;

c. the yellow route (strategic links to various employment and social

opportunities in the north), the red route (CBD and further north)

and the pink route (north-western Windhoek along two hospitals

and linked with Red Route) should be developed in parallel as

priority;

d. the Western Bypass is a barrier to Non-motorised Transport and

appropriate grade separated crossings are a necessity;

Page | 6

e. the network coverage for educational facilities needs to be further

investigated and prioritised (precedence needs to be given to

school precincts);

f. to convert portion(s) of Independence Avenue to pedestrianised

zones, sequenced with suitable public transport alternatives;

g. non-motorised Transport campaigns are critical to the successful

implementation of Non-motorised Transport networks and

facilities;

h. there is a need to provide also for adequate Non-motorised

Transport facilities such as bicycle storage, lockers, and safe

interchange with Public Transport;

i. security issues are to be addressed when developing Non-

motorised Transport networks and facilities;

j. easy access for mobility restricted persons.

4) For Traffic Management:

Bearing in mind that there is a need to accompany the objectives for a

modal shift and improvement of sustainable modes of transport;

And bearing in mind, that efficient, reliable, affordable, safe, secure,

integrated, convenient Public Transport and Non-motorised Transport

contribute to sustainability;

And having considered the wide variety of possible transport demand

measures;

It is agreed:

Page | 7

a. to reclassify the urban road network, e.g. in arterial roads,

collector roads, residential access roads, residential street and

pedestrian area, and attribute different speed limits combined with

modern, low cost design standards;

b. that the reclassification ought to be done in close consultation with

residents, stakeholders and partners, tested via pilot schemes;

c. that the reclassification should also incorporate Non-motorised

Transport and Public Transport infrastructure provisions;

d. that the taxi industry has to be incorporated in all relevant

transport demand management measures;

e. that parking management is important but parking restrictions

should not be implemented before viable Public Transport and

Non-motorised Transport Alternatives are provided;

f. that education and awareness measures are essential for

achieving sustainable urban transport objectives through

Transport Demand Management measures.

g. that all SUTMP measures should take road safety impacts into

account within the entire life cycle of the measures.

5) For Institutions, Legal Framework and Financing Options

Having considered the various strategic options for the institutional set-

up of efficient sustainable modes, namely strengthening of existing

institutional set-up, establishing a Transport Agency, privatisation of

existing operational PT services, and Public Private Partnership for

complete renewal of Public Transport system;

And taking into account the financial constraints of the City of Windhoek;

Page | 8

And taking into account that the operational costs of Public Transport

systems need to be covered by efficient Public Transport operations;

And taking into account uneven investments of the Central Government

for different modes of transport;

It is agreed that:

a. commercialisation of public transport has to go along with secure

financing;

b. there is a need for a strong regulatory entity and ensuring that

Public Transport operation is tendered for competitively;

c. Road Fund Administration can take over part of the investment

costs, if overall life cycle costs are reduced e.g. by low cost design

standards;

d. the potential for increasing fuel levy in order to finance Public

Transport and Non-motorised Transport needs to be investigated;

e. the regulation and administrative functions for Public Transport

ought to be taken over by a national transport agency;

f. the coverage of investment costs is not a challenge as long as it

follows certain principles such as user chooses his/her services,

Public Service Obligations are addressed and the Government

does not limit service provision;

g. coverage of public service obligations is not a challenge if it goes

along with efficient service provision;

h. the process of legal reforms should be supported;

i. to form an interagency/intergovernmental Committee aiming at

further elaboration of institutional, legal and funding implications of

Public Transport and Non-motorised Transport measures after

SUTMP submission.

Page | 9

The participants underlined the importance of ensuring continuous

dialogue and consultation.

Signed at Windhoek, the xth of November, 2012

_______________________ _______________________

MWT MRLGHRD

_______________________ _______________________

City of Windhoek City of Okahandja

_______________________

City of Rehoboth

Page | 10

Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH P.O Box 8016 Windhoek,Namibia, www.sutp.org Ministry Work and Transport Head Office Building 6719 Bell St Snyman Circle Windhoek

Annex D

Maps

The following tables give an overview of all maps inserted in this annex as announced in the main report. In case of need of another print out forms, please address the SUTMP Team Members.

The following tables give an overview of all maps inserted in this annex as announced in the main report. In case of need of another print out forms, please address the SUTMP Team Members.

Map Title Description

Map 1.1 Population

density

The highest population figures can be found to the North-western

part of the city of Windhoek. These areas are characterised by their

informal structures. The areas with the highest population figures are

Okuryangava, Kakahana, Wanaheda, Goreangab and Havan with

population figures ranging from 4401 to 28 000.

Map 1.2 Land use CBD, commercial, industrial and institutional land-uses, including

retail and open spaces. As shown, it is evident that there is an

adequate open space network in Windhoek that connects to all major

land uses and retail centres. This is specifically important the

formulation of attractive NMT routes.

Map 2.1 Bus stops and

bus routes

The map shows the bus routes and bus stops. All scheduled buses

depart from most areas of the north-western residential suburb of

Katutura, including Goreagab and parts of Otjomuise to various

employment locations in the east, the south and in the city centre.

Map 2.2 Type of

Busstops

The map shows wether the bus stops on the road are marked or not

or wether it is in the form of a bus cap. The majority is in the form

of a bus cap.

Map 2.3 Availability of

Signs indicating

a bus stop

The map gives the location where bus stops are marked. 134 of the

total are not signed at all and thus hard to recognise for the

(potential) users.

Map 2.4 Availability of

Shelters

The map shows where shelters for passenger convenience are

provided at the bus stops.

Map 2.5. Shelter

conditions

The map shows the shelter condition of the bus stops. Very good

and good condition stops can be found mainly in the central districts,

no shelter at all or poor conditions are to be found mainly in the

outer areas of Windhoek

Map 2.6 Current

Advertisement

This map shows that presently only 19 out of the total of bus stops

are used for the disposal of advertisements. This leaves room for

future income generation via advertisements at additional stops.

Map 2.7 Current Bus

Stop Service

Areas

This map shows that the catchment area around municipal bus stops

for 250, 400, 500, 700 and 1000 meter is fair. The majority of the

population has access to a bus stop within an acceptable walking

distance of 400 – 700 meter. However, it shows also very clear, that

some outskirts and the entire Khomasdal area are not covered at all

by municipal buses.

Map 2.8 Linear Distance

of selected

public facilities

to the closest

bus stop

This map shows selected public educational facilities such as

Kindergardens, Schools, Polytechnic and University. The map clearly

reveals that bus routes do hardly touch those educational facilities

and distances are mostly more than 300 meter and more for the

children and juveniles to overcome. Besides no buses are going after

school hours.

Map 2.9 Railroads in

Windhoek

The map shows the existing railway right-of-way crossing the entire

Capital and the industrial lines distributed mainly at northern

industrial area and along the eastern branch line.

Map 2.10 Taxi rank

locations

In Windhoek there are presently about 6000 taxis officially registered

at the City of Windhoek, providing services from 295 official taxi

stops.

Map 2.11 Road

Infrastructure /

Number of

lanes

The existing road network centreline information was provided by

the City of Windhoek. The map shows the updated road network

with the number of lanes per link. Windhoek has an extensive road

network. The road width for single lines delivers comfortable

conditions for motorised road users and allowing fast speeds.

Several arteries with four or six lanes deliver fast access to most

suburbs.

Map 3.1 First Phase of the implement-tation plan

The First Phase of the implementation plan involves additional capacity on Sam Nujoma West (from Bach up to Bismarck); Monte Christo (from Hosea Kutako up to Hereford) and at the John Meinert / Hosea Kutako intersection on the left turn off ramp from Hosea Kutako onto John Meinert.

Map 3.2 Second Phase of the implementation plan

The map shows the Second Phase of the implementation plan. It includes capacity improvements on:

Sam Nujoma West (between the Western Bypass and Hendrik Witbooi Drive)

Sam Nujoma East (from Mission up to Gobabis District Road)

Florence Nightingale (from Bach up to Frans Indongo)

Aus Road (from Sean McBride up to Mandume Ndemufayo)

Hochland Road (from Mandume Ndemufayo up to Snyman Circle)

Otjomuise Road (from Independence up to Sam Nujoma); and

Independence Avenue from (Western Bypass up to Robert Mugabe Circle)

Map 4.1 Survey

locations:

Classified

intersection

counts

The map shows the location of the

15 Classified Intersection Counts.

The Consortium proposed that the

counts and surveys be undertaken at

the same locations as in 2004, with

some additional counts proposed to

improve the accuracy of the model.

Map 4.2 Survey

locations:

Vehicle

occupancy

counts

The map shows the location 6

Vehicle Occupancy Counts. Vehicle

occupancy is of particularly

important since the study will have a

strong focus on public transport.

Map 4.3 Survey

locations: OD

surveys and

link counts

The map shows the location 3 OD

Surveys & Link Counts. OD surveys

added great value especially since the

study also focussed on longer

commuter trips. 12-hour link counts

were also carried out at these

locations

Map 4.4 Survey

locations:

Pedestrian and

bicycle counts

The map shows the location 10

Pedestrian & Bicycle Counts. It was

proposed that 10 pedestrian/bicycle

screenline counts be undertaken with

the focus on the northern suburbs in

particular between Katatura and the

industrial area as well as Katatura

and the Central Business District.

Map 5.1 Reference

Scenario (2012)

AM Peak Hour

Vehicle

Volumes

The map shows the AM peak hour vehicle volumes for the

Reference scenario (2012). There are high volumes of traffic from

the north and north-west of Windhoek moving towards the CBD.

There is also a clear difference between the volumes moving from

the north and north-west to the CBD, and the volumes originating

from the south-east.

Map 5.2 Reference

Scenario (2012)

AM Peak Hour

Public

Transport

Passengers

The map shows the AM peak hour public transport passenger

volumes for the Reference scenario (2012).

Map 6.1 Workplace

Projection

The map shows the workplace projection over time following the

basic land use schemes for the chosen scenario C – polycentric

development.

Map 7.1 Business as

Usual Scenario

(2032) AM

Peak Hour

Vehicle

Volumes

The map shows the AM peak hour vehicle volumes for the Business

as Usual Scenario (2032). The results reveal very high vehicle

volumes from the Brakwater area towards Windhoek as a result of a

lack of formal public transport in the Northern Corridor.

Map 7.2 Business as

Usual Scenario

(2032) AM

Peak Hour

Public

Transport

Passengers

The map shows the AM peak hour public transport passenger

volumes for the Business as Usual Scenario (2032). The results

shows limited public transport passengers from the Brakwater area

towards Windhoek as a result of a lack of formal public transport in

the Northern Corridor.

Map 7.3 Sustainable

Transport

Scenario (2032)

AM Peak Hour

Vehicle

Volumes

The map shows the AM peak hour vehicle volumes for the

Sustainable Transport Scenario (2032). The results reveal reduced

vehicle volumes from the Brakwater area towards Windhoek as a

result of the introduction of a formal mass-transit public transport

system in the Northern Corridor.

Map 7.4 Sustainable

Transport

Scenario (2032)

AM Peak Hour

Public

Transport

Passengers

The map shows the AM peak hour public transport passenger

volumes for the Sustainable Transport Scenario (2032). The results

show an increase in public transport passengers from the Brakwater

area towards Windhoek as a result of the introduction of a formal

mass-transit public transport system in the Northern Corridor.

Map 8.1 Reference

Scenario (2012)

AM Peak Hour

Volume

Capacity Ratio

The map shows the AM peak hour Volume Capacity Ratio. It shows

that most of the network is currently operating at acceptable levels of

service in terms of capacity

Map 8.2 Business as

Usual Scenario

(2032) AM

Peak Hour

Volume

Capacity Ratio

The map shows the AM peak hour Volume Capacity Ratio for the

Business as Usual Scenario (2032). It shows that the network, in

particular the northern corridor would be under severe pressure by

2032 if there is no major improvement to the current transport

system. Other links that would be under pressure are those from the

north-west (in particular from Katatura and Khomasdal areas)

towards the CBD and other places of employment

Map 8.3 Sustainable

Transport

Scenario (2032)

AM Pak

Volume

Capacity Ratio

The map shows the AM peak hour Volume Capacity Ratio for the

Sustainable Transport Scenario (2032). It shows a much improved

situation in terms of volume capacity ratio. It does however reveal

that there would still be some congestion on the northern corridor.

Map 9.1 Principal NMT

network

As shown in blue the principle NMT network acts as the ‘core’ or

primary routes within Windhoek.

It is intended that these routes be developed first, and the NMT

‘Link’ routes (Map 11) be developed progressively to build upon

and extend this network.

In addition to the principle NMT network, a Western Bypass path

has been requested through stakeholder consultation.

Map 9.2 Principal NMT

network and

land uses

This map shows how the principle NMT network relates to

existing land uses and future institutional uses.

The proposed NMT Network is situated on major roads as most of

these land uses are accessed from these roads.

Map 9.3 Principal NMT

Network and

NMT Links

The NMT links are informal or feeder routes for the principle NMT

network through river beds or open spaces; it is vital that these

routes be formalised as they will ultimately increase the

accessibility of Windhoek.

Map 9.4 Principal NMT

Network, NMT

Links and land

uses

There is a strong correlation between all the proposed routes and

land uses.

The routes provide adequate access to all main land uses.

Map 9.5 Pre-Primary

School

(500m buffer)

Maximum capture distance = 500m.

Pre-primary school children cannot travel vast distances.

Map 9.6 Primary

Schools

(1 km buffer)

Maximum capture distance = 1km.

This is considered an acceptable distance to walk or cycle to

school for children between the ages of 6 and 12.

Map 9.7 Secondary

Schools

(2km buffer)

Maximum capture distance = 2km.

It is considered that young adults between the ages of 13 and 18

can travel larger distances to access educational facilities. Thus

2km can be seen as an acceptable capture zone.

Map 9.8 Tertiary

Institution

(5km buffer)

Maximum capture distance = 5km.

Adults from the age of 18 attend these institutions. Due to the

lack of options in terms of tertiary institutions the willingness to

travel is bigger, thus capture zones are larger.

Map 9.9 Speciality

Institutions

(500 m buffer)

Maximum capture distance = 1km.

These are a variety of institutions that cater for either disabled

children or provide other specialised services. The distance of

1km was seen as a realistic walking or cycling capture zone; as

people may not have the capabilities to walk or cycle to these

institutions.

Map

9.10

Other Training

Institution’s

(1 km buffer)

Maximum capture distance = 1km.

Institutions that provide skills development such as artisan skills,

etc. Due to the nature of these training facilities and the fact that

specialised tools may be needed to attend these institutions, 1km

was seen as a reasonable distance to travel.

Map

9.11

Hospital and

Clinics

(8km and 3km

buffer

respectively)

Maximum capture distance = 8km hospital, 3km clinic

Clinics generally act as a neighbourhood facility and thus the

capture site is not as extensive as is the case for Hospitals. The

proposed capture zone for hospitals is estimated to be 8km; as

hospitals will ultimately cater for a greater region.

Map

9.12

Regional and

Local Shopping

Centres

(5km and 1km

buffer

respectively)

Maximum capture distance = 5km regional, 1km local

The difference between regional and local shopping centres is the

level of goods and service that can be delivered. In regional

shopping centres a variety of stores are available, providing the

consumer with a greater choice in terms of goods and services,

however in local shopping centres choice is limited; in many

instances one can only find essential goods and services. The

buffer around the Regional shopping centre is 5km; as people will

travel further for more specialise products. The buffer around the

local shopping centre is 1km; as it will generally cater for basic

needs in a specific area.

Map

9.13

NMT principal

and link net-

work coverage

of existing bus

stops and taxi

ranks

This map shows how the principle NMT network relates to

existing bus stops and taxi ranks.

Map

9.14

NMT principal

and link net-

work coverage

of shopping

centres

This map shows how the NMT network relates to existing

shopping centres. It shows that it provides access to the majority

of those centres.

Map 1.1. New population information

85

Map 1.2. New land-use information

87

Map 2.1. Current bus routes and bus stops in Windhoek.

Map 2.2. Bus stops: Type of bus stops.

Map 2.3. Bus stops: Availability of signs in the street profile indicating a bus stop.

Map 2.4. Bus stops: Availability of Shelters.

Map 2.5. Bus stops: General shelter conditions.

Map 2.6. Bus stops: Current availability of advertisements.

Map 2.7. Bus stops: Service areas (250, 400, 500, 700 and 1,000 meters).

Map 2.8. Linear distances of selected public facilities to the closest bus stop.

Map 2.9. Railroads in Windhoek.

Map 2.10. Location of taxi ranks.

Ist Latest Network information die erstefolie.

99

Map 3.1. First Phase of the arterial roadmaster plan implementation

100

1

2

3

First order 5 year implementation plan(2005 – 2010)

1

2

3

Dual capacity from Bach up to BismarckSam Nujoma West (Phase I)

Dual capacity from Hosea Kutako up to HerefordMonte Christo (Phase I)

Additional lane for left turn off ramp from Hosea Kutako onto John MeinertJohn Meinert / Hosea Kutako intersection

First order 5 year implementation plan(2005 – 2010)

Second order 5 year implementation plan(2010 – 2015)

Map 3.2. Second Phase of the arterialroad master plan implementation

102

1

Second order 5 year implementation plan(2010 – 2015)

1Dual capacity from Western Bypass up to Hendrik Witbooi DriveSam Nujoma West (Phase II)

Dual capacity from Mission up to Gobabis District RoadSam Nujoma East (Phase I)

Dual capacity from Bach up to Frans IndongoFlorence Nightingale (Phase I)

2

3

4

6

5

7

2

3

4

5

Dual capacity from Sean McBride up to Mandume NdemufayoAuas Road

Additional lane to three lanes per direction from Mandume Ndemufayo up to Snyman CircletHochland (Phase I)

6Dual capacity from Independence up to Sam NujomaOtjomuise

Additional lane to four lanes per direction fromWestern Bypass up to Robert Mugabe CircleIndependence

7

First order 5 yearimplementation plan (2005 – 2010)

Second order 5 yearimplementation plan(2010 – 2015)

Surveys Locations:

§ Map 4.1. Classified Intersection Counts

Surveys Locations:

§ Map 4.2. Vehicle Occupancy Counts

Surveys Locations:

§ Map 4.3. OD Surveys & LinkCounts

Surveys Locations:

§ Map 4.4. Pedestrian & Bicycle Counts

Map 5.1. Reference Scenario(2012) AMPeak Hour Vehicle Volumes

108

Map 5.2. Reference Scenario(2012) AMPeak Hour Public Transport Passengers

110

Map 6.1. Workplace Projection

112

Sustainable Urban Transport Master plan for the City of Windhoek (SUTMP Windhoek) including Rehoboth, Okahandja and Hosea Kutako International Airport

Township Boundary

Model Road NetworkRailways (Model Nertwork)

Additional Jobs 2017

0 -

50

51 -

150

151

- 3

50

351

- 60

0

601

- 1

10

0

1101

- 2

000

200

1 -

350

0

3501

- 7

000

Legend

City of Windhoek

Additional Jobs 2017 Additional Jobs 2022 Additional Jobs 2032

Additional Jobs 2017

0 -

50

51

- 1

50

151

- 3

50

351

- 6

00

601

- 1

100

110

1 -

20

00

200

1 -

350

0

350

1 -

700

0

Map 7.1. Business as UsualScenario(2032) AM Peak Hour Vehicle

Volumes

114

Map 7.2. Business as UsualScenario(2032) AM Peak Hour Public

Transport Passengers

116

Map 7.3. Sustainable Transport Scenario(2032) AM Peak Hour Vehicle Volumes

118

Map 7.4. Sustainable Transport Scenario(2032) AM Peak Hour Public Transport

Passengers

120

Map 8.1. Reference Scenario (2012) AMPeak Hour Volume Capacity Ratio

122

Map 8.2.Business as Usual Scenario(2032) AM Peak Hour Volume Capacity

Ratio

124

Map 8.3.Sustainable Transport Scenario(2032) AM Pak Volume Capacity Ratio

126

Map 9.1. Principal NMT network

128

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Windhoek

Katutura

Khomasdal

Goreangab

Okuryangava

Klein Windhoek

Pionierspark

Otjomuise

Auasblick

Kleine Kuppe

Olympia

Havana

Wanaheda

Hochland Park

Academia

Prosperita

Eros Park

Cimbebasia

Rocky Crest

Dorado Park

LafrenzHakahana

OT

JOM

UIS

E R

D

HO

SE

A K

UTA

KO

SB

MOSES GAROËB ST

MONTE CHRISTO RD

DAVID HOSEA MERORO

SAM NUJOMA DR

HO

SE

A K

UTA

KO

DR

BR

AK

WA

TE

R S

T

RO

BE

RT M

UG

AB

E SB

SAM NUJOMA EB

RO

BE

RT M

UG

AB

E N

B

MA

ND

UM

E N

DE

MU

FAY

O A

VE

MATSHIT

SHI ST

INDEPENDENCE EB

MICHELLE MCLEAN ST

FLORENCE NIGHTINGALE ST

HOSEA K

UTAKO

DR

SAM NUJOMA WB

City of Windhoek

±

0 1 2 3 40.5

Kilometers

Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

Legend

Railways

Residential, Local, Unknown RoadsFreeway, Primary, District Roads

Township Boundary

Principle NMT Network

Map 9.2. Principal NMT network andland uses

130

!H

!H

!H

!H

!H

!H

!H

!H

!H

!H!H

!H

!H

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!H

!H

!H

!H!H

!H

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RT M

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AB

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AS

HE

GO

WE

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ER

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YP

AS

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AN

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FR

ED

ER

ICK

S S

T

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WE

ST

ER

N B

YP

AS

S

Windhoek

Katutura

Khomasdal

Goreangab

Okuryangava

Klein Windhoek

Pionierspark

Otjomuise

Auasblick

Kleine Kuppe

Olympia

Havana

Wanaheda

Hochland Park

Academia

Prosperita

Eros Park

Cimbebasia

Rocky Crest

Dorado Park

LafrenzHakahana

OT

JOM

UIS

E R

D

HO

SE

A K

UTA

KO

SB

MOSES GAROËB ST

MONTE CHRISTO RD

DAVID HOSEA MERORO

SAM NUJOMA DR

HO

SE

A K

UTA

KO

DR

BR

AK

WA

TE

R S

T

RO

BE

RT M

UG

AB

E SB

SAM NUJOMA EB

RO

BE

RT M

UG

AB

E N

B

MA

ND

UM

E N

DE

MU

FAY

O A

VE

MATSHIT

SHI ST

INDEPENDENCE EB

MICHELLE MCLEAN ST

FLORENCE NIGHTINGALE ST

HOSEA K

UTAKO

DR

SAM NUJOMA WB

City of Windhoek

±

0 1 2 3 40.5

Kilometers

Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

LegendRailways

Residential, Local, Unknown RoadsFreeway, Primary, District Roads

Township Boundary

H Hospitals

!H Shopping Centres

Principle NMT Network

Green Spaces (Open Space Network)

Main Commercial Area (CBD)

Industrial Land Uses

Future Institutional Land Uses

Institutional Land Uses

Map 9.3. Principal NMT Network andNMT Links

132

RO

BE

RT M

UG

AB

E N

BN

ELS

ON

MA

ND

ELA

AVE

AB

RA

HA

M M

AS

HE

GO

WE

ST

ER

N B

YP

AS

S

FR

AN

KIE

FR

ED

ER

ICK

S S

T

WESTERN BYPASS

WE

ST

ER

N B

YP

AS

S

Windhoek

Katutura

Khomasdal

Goreangab

Okuryangava

Klein Windhoek

Pionierspark

Otjomuise

Auasblick

Kleine Kuppe

Olympia

Havana

Wanaheda

Hochland Park

Academia

Prosperita

Eros Park

Cimbebasia

Rocky Crest

Dorado Park

LafrenzHakahana

OT

JOM

UIS

E R

D

HO

SE

A K

UTA

KO

SB

MOSES GAROËB ST

MONTE CHRISTO RD

DAVID HOSEA MERORO

SAM NUJOMA DR

HO

SE

A K

UTA

KO

DR

BR

AK

WA

TE

R S

T

RO

BE

RT M

UG

AB

E SB

SAM NUJOMA EB

RO

BE

RT M

UG

AB

E N

B

MA

ND

UM

E N

DE

MU

FAY

O A

VE

MATSHIT

SHI ST

INDEPENDENCE EB

MICHELLE MCLEAN ST

FLORENCE NIGHTINGALE ST

HOSEA K

UTAKO

DR

SAM NUJOMA WB

City of Windhoek

±

0 1 2 3 40.5

Kilometers

Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

Legend

Railways

Residential, Local, Unknown RoadsFreeway, Primary, District Roads

Township Boundary

Principle NMT NetworkPrinciple NMT Links

Map 9.4. Principal NMT Network, NMTLinks and land uses

134

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!H

!H

!H

!H!H

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ON

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ELA

AVE

AB

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M M

AS

HE

GO

WE

ST

ER

N B

YP

AS

S

FR

AN

KIE

FR

ED

ER

ICK

S S

T

WESTERN BYPASS

WE

ST

ER

N B

YP

AS

S

Windhoek

Katutura

Khomasdal

Goreangab

Okuryangava

Klein Windhoek

Pionierspark

Otjomuise

Auasblick

Kleine Kuppe

Olympia

Havana

Wanaheda

Hochland Park

Academia

Prosperita

Eros Park

Cimbebasia

Rocky Crest

Dorado Park

LafrenzHakahana

OT

JOM

UIS

E R

D

HO

SE

A K

UTA

KO

SB

MOSES GAROËB ST

MONTE CHRISTO RD

DAVID HOSEA MERORO

SAM NUJOMA DR

HO

SE

A K

UTA

KO

DR

BR

AK

WA

TE

R S

T

RO

BE

RT M

UG

AB

E SB

SAM NUJOMA EB

RO

BE

RT M

UG

AB

E N

B

MA

ND

UM

E N

DE

MU

FAY

O A

VE

MATSHIT

SHI ST

INDEPENDENCE EB

MICHELLE MCLEAN ST

FLORENCE NIGHTINGALE ST

HOSEA K

UTAKO

DR

SAM NUJOMA WB

City of Windhoek

±

0 1 2 3 40.5

Kilometers

Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

LegendRailways

Residential, Local, Unknown RoadsFreeway, Primary, District Roads

Township Boundary

H Hospitals

!H Shopping Centres

Principle NMT Network

Green Spaces (Open Space Network)

Main Commercial Area (CBD)

Industrial Land Uses

Future Institutional Land Uses

Institutional Land Uses

Principle NMT Links

Map 9.5. Pre-Primary School (500mbuffer)

136

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HE

GO

WE

ST

ER

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YP

AS

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AN

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FR

ED

ER

ICK

S S

T

WESTERN BYPASS

WE

ST

ER

N B

YP

AS

S

Windhoek

Katutura

Khomasdal

Goreangab

Okuryangava

Klein Windhoek

Pionierspark

Otjomuise

Auasblick

Kleine Kuppe

Olympia

Havana

Wanaheda

Hochland Park

Academia

Prosperita

Eros Park

Cimbebasia

Rocky Crest

Dorado Park

LafrenzHakahana

OT

JOM

UIS

E R

D

HO

SE

A K

UTA

KO

SB

MOSES GAROËB ST

MONTE CHRISTO RD

DAVID HOSEA MERORO

SAM NUJOMA DR

HO

SE

A K

UTA

KO

DR

BR

AK

WA

TE

R S

T

RO

BE

RT M

UG

AB

E SB

SAM NUJOMA EB

RO

BE

RT M

UG

AB

E N

B

MA

ND

UM

E N

DE

MU

FAY

O A

VE

MATSHIT

SHI ST

INDEPENDENCE EB

MICHELLE MCLEAN ST

FLORENCE NIGHTINGALE ST

HOSEA K

UTAKO

DR

SAM NUJOMA WB

City of Windhoek

±

0 1 2 3 40.5

Kilometers

Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

Legend

Railways

Residential, Local, Unknown RoadsFreeway, Primary, District Roads

Township Boundary

Pre-Primary Schools

500 M Buffer Surrounding Pre-Primary Schools!

!S

Principle NMT NetworkPrinciple NMT Links

Map 9.6. Primary Schools (1 km buffer)

138

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!S

!S

!S

!S

!S

!S

!S

!S

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ER

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AS

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AN

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FR

ED

ER

ICK

S S

T

WESTERN BYPASS

WE

ST

ER

N B

YP

AS

S

Windhoek

Katutura

Khomasdal

Goreangab

Okuryangava

Klein Windhoek

Pionierspark

Otjomuise

Auasblick

Kleine Kuppe

Olympia

Havana

Wanaheda

Hochland Park

Academia

Prosperita

Eros Park

Cimbebasia

Rocky Crest

Dorado Park

LafrenzHakahana

OT

JOM

UIS

E R

D

HO

SE

A K

UTA

KO

SB

MOSES GAROËB ST

MONTE CHRISTO RD

DAVID HOSEA MERORO

SAM NUJOMA DR

HO

SE

A K

UTA

KO

DR

BR

AK

WA

TE

R S

T

RO

BE

RT M

UG

AB

E SB

SAM NUJOMA EB

RO

BE

RT M

UG

AB

E N

B

MA

ND

UM

E N

DE

MU

FAY

O A

VE

MATSHIT

SHI ST

INDEPENDENCE EB

MICHELLE MCLEAN ST

FLORENCE NIGHTINGALE ST

HOSEA K

UTAKO

DR

SAM NUJOMA WB

City of Windhoek

±

0 1 2 3 40.5

Kilometers

Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

LegendPrimary Schools

1 KM Buffer Surrounding Primary Schools!

!S

Railways

Residential, Local, Unknown Roads

Freeway, Primary, District Roads

Township Boundary

Principle NMT NetworkPrinciple NMT Links

Map 9.7. Secondary Schools (2km buffer)

140

!S

!S

!S

!S

!S

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!S

!S

!S!S

!S

!S

!S

!S

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!S

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RT M

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AVE

AB

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HE

GO

WE

ST

ER

N B

YP

AS

S

FR

AN

KIE

FR

ED

ER

ICK

S S

T

WESTERN BYPASS

WE

ST

ER

N B

YP

AS

S

Windhoek

Katutura

Khomasdal

Goreangab

Okuryangava

Klein Windhoek

Pionierspark

Otjomuise

Auasblick

Kleine Kuppe

Olympia

Havana

Wanaheda

Hochland Park

Academia

Prosperita

Eros Park

Cimbebasia

Rocky Crest

Dorado Park

LafrenzHakahana

OT

JOM

UIS

E R

D

HO

SE

A K

UTA

KO

SB

MOSES GAROËB ST

MONTE CHRISTO RD

DAVID HOSEA MERORO

SAM NUJOMA DR

HO

SE

A K

UTA

KO

DR

BR

AK

WA

TE

R S

T

RO

BE

RT M

UG

AB

E SB

SAM NUJOMA EB

RO

BE

RT M

UG

AB

E N

B

MA

ND

UM

E N

DE

MU

FAY

O A

VE

MATSHIT

SHI ST

INDEPENDENCE EB

MICHELLE MCLEAN ST

FLORENCE NIGHTINGALE ST

HOSEA K

UTAKO

DR

SAM NUJOMA WB

City of Windhoek

±

0 1 2 3 40.5

Kilometers

Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

LegendSecondary Schools

2 KM Buffer Surrounding Secondary Schools!

!S

Railways

Residential, Local, Unknown RoadsFreeway, Primary, District Roads

Township Boundary

Principle NMT NetworkPrinciple NMT Links

Map 9.8. Tertiary Institution (5kmbuffer)

142

0

0

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0

0

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Katutura

Khomasdal

Goreangab

Okuryangava

Klein Windhoek

Pionierspark

Otjomuise

Auasblick

Kleine Kuppe

Olympia

Havana

Wanaheda

Hochland Park

Academia

Prosperita

Eros Park

Cimbebasia

Rocky Crest

Dorado Park

LafrenzHakahana

OT

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MOSES GAROËB ST

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DAVID HOSEA MERORO

SAM NUJOMA DR

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SE

A K

UTA

KO

DR

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AK

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BE

RT M

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SAM NUJOMA EB

RO

BE

RT M

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AB

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UM

E N

DE

MU

FAY

O A

VE

MATSHIT

SHI ST

INDEPENDENCE EB

MICHELLE MCLEAN ST

FLORENCE NIGHTINGALE ST

HOSEA K

UTAKO

DR

SAM NUJOMA WB

City of Windhoek

±

0 1 2 3 40.5

Kilometers

Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

LegendTertiary Institutions

5 KM Buffer Surrounding Tertiary Institutions!

.

Railways

Residential, Local, Unknown Roads

Freeway, Primary, District Roads

Township Boundary

Principle NMT NetworkPrinciple NMT Links

Map 9.9. Speciality Institutions (500 mbuffer)

144

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Katutura

Khomasdal

Goreangab

Okuryangava

Klein Windhoek

Pionierspark

Otjomuise

Auasblick

Kleine Kuppe

Olympia

Havana

Wanaheda

Hochland Park

Academia

Prosperita

Eros Park

Cimbebasia

Rocky Crest

Dorado Park

LafrenzHakahana

OT

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HO

SE

A K

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MOSES GAROËB ST

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AB

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MA

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UM

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DE

MU

FAY

O A

VE

MATSHIT

SHI ST

INDEPENDENCE EB

MICHELLE MCLEAN ST

FLORENCE NIGHTINGALE ST

HOSEA K

UTAKO

DR

SAM NUJOMA WB

City of Windhoek

±

0 1 2 3 40.5

Kilometers

Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

LegendSpecialty Institutions

500m Buffer Surrounding Specialty Institutions!

[

Railways

Residential, Local, Unknown Roads

Freeway, Primary, District Roads

Township Boundary

Principle NMT NetworkPrinciple NMT Links

Map 9.10. Other Training Institution’s (1km buffer)

146

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T

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AS

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Windhoek

Katutura

Khomasdal

Goreangab

Okuryangava

Klein Windhoek

Pionierspark

Otjomuise

Auasblick

Kleine Kuppe

Olympia

Havana

Wanaheda

Hochland Park

Academia

Prosperita

Eros Park

Cimbebasia

Rocky Crest

Dorado Park

LafrenzHakahana

OT

JOM

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E R

D

HO

SE

A K

UTA

KO

SB

MOSES GAROËB ST

MONTE CHRISTO RD

DAVID HOSEA MERORO

SAM NUJOMA DR

HO

SE

A K

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KO

DR

BR

AK

WA

TE

R S

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RT M

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AB

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SAM NUJOMA EB

RO

BE

RT M

UG

AB

E N

B

MA

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UM

E N

DE

MU

FAY

O A

VE

MATSHIT

SHI ST

INDEPENDENCE EB

MICHELLE MCLEAN ST

FLORENCE NIGHTINGALE ST

HOSEA K

UTAKO

DR

SAM NUJOMA WB

City of Windhoek

±

0 1 2 3 40.5

Kilometers

Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

LegendOther Training Institutions

1 KM Buffer Surrounding Other Training Institutions!

T

Railways

Residential, Local, Unknown RoadsFreeway, Primary, District Roads

Township Boundary

Principle NMT NetworkPrinciple NMT Links

Map 9.11. Hospital and Clinics (8km and3km buffer respectively)

148

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Khomasdal

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Kleine Kuppe

Olympia

Havana

Wanaheda

Hochland Park

Academia

Prosperita

Eros Park

Cimbebasia

Rocky Crest

Dorado Park

LafrenzHakahana

City of Windhoek

±

0 1 2 3 40.5

Kilometers

Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

Legend

G

q

!

!

Clinics

Hospitals

3 KM Buffer Surrounding Clinics

8 KM Buffer Surrounding Hospitals

Railways

Residential, Local, Unknown RoadsFreeway, Primary, District Roads

Township Boundary

Principle NMT NetworkPrinciple NMT Links

Map 9.12. Regional and Local ShoppingCentres (5km and 1km buffer

respectively)

150

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Olympia

Havana

Wanaheda

Hochland Park

Academia

Prosperita

Eros Park

Cimbebasia

Rocky Crest

Dorado Park

LafrenzHakahana

City of Windhoek

±

0 1 2 3 40.5

Kilometers

Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

Legend

\

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!

!

Regional Shopping Centres

Local Shopping Centres

1 KM Buffer Surrounding Local Shopping Centres

3 KM Buffer Surrounding Regional Shopping Centres

Railways

Residential, Local, Unknown RoadsFreeway, Primary, District Roads

Township Boundary

Principle NMT NetworkPrinciple NMT Links

Map 9.13. NMT principal and linknetwork coverage of existing bus stops

and taxi ranks

152

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Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

Legend

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Residential, Local, Unknown RoadsFreeway, Primary, District Roads

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Map 9.14. NMT principal and linknetwork coverage of shopping centres

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Sustainable Urban Transport Masterplan for theCity of Windhoek (SUTMP Windhoek) including

Rehoboth, Okahandja and Hosea Kutako International Airport

Project implemented by

Legend

Railways

Residential, Local, Unknown RoadsFreeway, Primary, District Roads

Township Boundary

!H Shopping Centres

Principle NMT NetworkPrinciple NMT Links

Annex E

Strategic Options

07.11.2012 Seite 1

Preparatory Meeting for the Strategic Decision Making Workshop

Sustainable Urban Transport Master Plan

Introductory Note by Angelika Zwicky

5th of November 2012

07.11.2012 Seite 2 Page 2 07.11.2012

Quotations: “Within the next 13 – 18 years urban growth will fill the Windhoek Basin. Thereafter,

i.e. from about 2010 – 2015, the bulk of growth will take place outside the basin…”

“….Opportunities for public transport should be designed into the developing structure of the

City…..”

Traffic will be more widely distributed requiring a good road and public transport system that is

able to reach a larger area. Many out of the population do not have or cannot afford their own

vehicle. Public transport in one form or another is expected to grow in importance.

“…result in a high frequency of busses along the most important areas of job opportunities and

trade and, with only one change of bus, could make all areas of the City reasonably accessible.

The road pattern of the City will support such a service, but must be built upon to ensure public

transport can operate without being clogged by congestion….”

“...Public transport, cycling and walking can be encouraged in place of car use…”

Already in 1996, the Windhoek Structure Plan stated the

necessity for an efficient Public Transport System and

non-motorised Transport latest from 2010 onwards.

And here we are, its high time to decide upon and

implement it.

07.11.2012 Seite 3 Page 3

We made thorough stakeholder analysis. Some stakeholder‘s

view about nowadays transport system:

07.11.2012

„I get up at 4:30

in the morning

and walk to

work and when

I arrive I am

already

exhausted.“ A

worker in

Northern

industrial

„My children are

not allowed to go

to school by

bicycle, it is just

too dangerous

for them“ A

Mother

„TransNamib

is technically

bankrupt „

A newspaper

headline

„Until

previously I

was not even

aware that

quite close to

my house is

a bus stop“

A citizen

„If we can get

bicycle lanes in

Whk I will use

it: it is cheaper,

it is healthier,

no traffic jams.“

A facebook

commentator

„There is much

fear about taking

space from cars

and designating

it to other

purposes”

A government

official

„I urge my

mom on the

farm to sell

some cows

so that I can

afford a car“

a guard

„We do not like

to go to CBD for

meetings or for

lunch – there is

no parking and a

lot of

congestion.“

A retailer

„I often come

late to work

because the

taxi driver does

not go directly

to my

workplace even

if I was the first

in the taxi“

A saleswoman

„Our employees

do not want to

make overtime

due to missing

transport

opportunities in

the evening. This

hinders us to

increase

production in

case of higher

demand“

A Windhoek

manufacturer

„Our people meet

and laugh

together on the

roads“ A

Katatura

inhabitant

07.11.2012 Seite 4 Page 4

Transport is a means to an end (derived demand)

07.11.2012

Over-provision is as bad as inadaquate provision

If the population grows, if the economy grows, transport

supply needs to grow

Or vice versa: if mobility needs and demands are not

satisfied, the economy can not prosper and people are

socially isolated and excluded.

07.11.2012 Seite 5 Page 5

It is up to your dedication how this City is developing

07.11.2012

car dependent with good mobility

opportunities for the minority

revitalised, attractive urban spaces offering mobility to the

majority

07.11.2012 Seite 6 Page 6

SUTMP

Study Area

07.11.2012

07.11.2012 Seite 7 Page 7

SUTMP Windhoek Project - Objectives

“Structured sustainable urban transport master plan, allowing decision makers to develop

affordable, accessible, attractive and efficient public transport and non-motorised transport

system, including implementation strategies and actions, benchmarked with world-wide urban

transport systems.”

07.11.2012

State-of-the-art transport master plan

Modal split shift &

participation

07.11.2012 Seite 8 Page 8 07.11.2012

Stakeholder Engagement and Public Hearings

Creating the enabling institutional and legal and financial framework

Capacity Building

Accompanying transport management measures

SUTMP

Pre-/ Feasibi-

lity Studies for PT

and NMT

Design Ten-

dering

Execu-tion

drawings

Civil works

and systems

Trial runs and accep-tance

testing

Opera-tion,

mainte-nance and

network exten-sion

The SUTMP will give the overall picture, but it is just the beginning of a long

way towards more sustainable transportation in the study area

07.11.2012 Seite 9 Page 9 07.11.2012

The next two days we will hear, discuss and decide upon

WS 5 - Institutional, Legal and Financial Implications and Options

WS 4 - Transport Management and Road Safety Options

WS 3 - Non-motorised Transport Options

WS 2 - Public Transport Options

WS 1 - Existing traffic situation and land-use planning

07.11.2012 Seite 10 Page 10 07.11.2012

Developing

Strategic

Directions

Part 1

07.11.2012 Seite 11 Page 11 07.11.2012

Developing

Strategic

Directions

Part 2

07.11.2012 Seite 12 Page 12 07.11.2012

Developing

Strategic

Directions

Part 3

07.11.2012 Seite 13 Page 13 07.11.2012

Thank you for your attention

07.11.2012 Seite 1

Preparatory Meeting for the Strategic Decision Making Workshop

Sustainable Urban Transport Master Plan

Land Use Scenarios

N.Sieber/C.Schürmann, November 5, 2012

07.11.2012 Seite 2 Page 2

Land use transport feedback cycle

07.11.2012

M. Wegener

Inte

gra

ted

tra

ns

po

rt

& l

an

d u

se

pla

nn

ing

ne

ed

ed

07.11.2012 Seite 3 Page 3

Land use scenarios

Reference scenario 2012 (=benchmark)

Scenario A: Business as usual (BAU)

Scenario B: Densification of Windhoek

Scenario C: Polycentric development

07.11.2012

2011 2017 2022 2032

Windhoek 333,100 406,000 495,000 737,000

Rehoboth 28,800 31,500 34,000 40,000

Okahandja 22,500 25,000 26,500 31,000

Sum 384,400 462,500 555,500 808,000

Scenarios

differ in how

they allocate

population

growth

07.11.2012 Seite 4 Page 4

Scenario A: Business as usual (BAU) This scenario will assume a

continuation of the present urban

development trends. This will include

further urban sprawl and the ongoing,

independent developments of

Okahandja and Rehoboth. Only loose

integration of Elisenheim in PT

strategies. No further developments in

Finkenstein, Groot Aub, Omea beyond

those that are currently ongoing. PT in

Windhoek based upon bus systems.

Sprawl predominantly concentrates on

the North-Western fringe of Windhoek.

sprawl no development

07.11.2012

07.11.2012 Seite 5 Page 5

Scenario B: Densification of Windhoek This scenario allocates the in-migration

into the city of Windhoek by increasing

population densities and creating

higher density settlement schemes in

vacant areas. Public services and jobs

will be created in residence areas to

achieve a higher mix of functions. The

scenario will also apply an urban edge,

mixed land use and a moderate

development of Okahandja and

Rehoboth, where Okahandja and

Rehoboth apply the concept of urban

edges and mixed land use as well.

densification no development

07.11.2012

07.11.2012 Seite 6 Page 6

Scenario C: Polycentric development Moderate densification of Windhoek

where possible, moderate mixed-land

use, decentral concentration, strong

transit corridor oriented development

(TOD) towards Okahandja

accommodating most of population

growth. Strong integration of Brakwater

and Elisenheim in the TOD corridor by

high-quality PT. Development knots of

polycentric scenario are small locations

in vicinity to Windhoek well connected

to Windhoek via PT.

densification TOD sprawl

07.11.2012

07.11.2012 Seite 7 Page 7

Scenarios: Population growth (abs.)

07.11.2012

Stu

dy

are

a

Win

dh

oek

Scenario A Scenario B Scenario C

07.11.2012 Seite 8 Page 8

Scenarios: Population in 2032

07.11.2012

Stu

dy

are

a

Win

dh

oek

Scenario A Scenario B Scenario C

07.11.2012 Seite 9 Page 9

Scenarios: Population density in 2032

07.11.2012

Stu

dy

are

a

Win

dh

oek

Scenario A Scenario B Scenario C

07.11.2012 Seite 10 Page 10

Comparison of Scenarios (I)

07.11.2012

A: BAU B: Densification C: Polycentric

Time spent in traffic 3-4 > Scenario B 3-4 < Scenario A 1-2 > Scenario B

Transit accessibility < 15% of pop less

than 15 min to next

PT

>80% of pop less

than 15 min to next

PT

> 60% of pop less

than15 min to next

PT

External costs 3x higher than in

compact cities

Only 1/3 of

Scenario A

n/a

Fuel use per capita

60,000 – 80,000 l 2,000 – 10,000 l 15,000 – 40,000 l

Per capita car use 12,000 – 14,000 km 1,000 – 4,000 km 6,000 – 8,000 km

Modal split PT 3 – 10 % 40 – 60 % 20 – 40 %

Modal split NMT 0 – 5 % 10 – 40 % 10 – 30 %

07.11.2012 Seite 11 Page 11

Comparison of Scenarios (II)

07.11.2012

A: BAU B: Densification C: Polycentric

Costs for transport Double as Scenario

B

Half of Scenario A n/a

Daily greenhouse

gas emissions

8 – 10 kg 0 – 4 kg 4 – 8 lg

Activity density (pop

& jobs per ha)

< 20 > 35 35

Road death rates

(deaths per 100,000

pop)

26 6 n/a

07.11.2012 Seite 12 Page 12

Implementation Scenario A

07.11.2012

It represents a continuation of current trend, no particular

policies required. Danger that game reserve and other

ecological values areas are affected.

07.11.2012 Seite 13 Page 13

Implementation Scenario B

07.11.2012

Scenario B requires step change in town planning schemes:

High-raised buildings in mixed areas along transport arteries

Conversion of industrial sites to residences and offices

Change of ‚traditional‘ low-density housing to high-density

structures, including demolishion of existing buildings

All blocks affected.

Densification applied to entire city to cope with pop growth

07.11.2012 Seite 14 Page 14

Implementation Scenario C

07.11.2012

Scenario C requires change in town planning with

- strong focus on TOD corridor towards the north

- development of polycentric growth poles.

- restriction of developments in other parts of the town.

07.11.2012 Seite 15 Page 15 07.11.2012

Thank you for your attention

07.11.2012 Seite 1

Preparatory Meeting for the Strategic Decision Making Workshop

Sustainable Urban Transport Master Plan

Existing Traffic Situation and Land-Use

Adri van de Wetering, 5th of November 2012

07.11.2012 Seite 2 Page 2 07.11.2012

Contents

Why demand modelling?

SUTMP Transport Demand Model

Surveys

Base year results

Future Land-use scenarios?

07.11.2012 Seite 3 Page 3 07.11.2012

Why demand modelling?

Valuable for scenario comparisons

A model is a simplified representation of the real world

Replicate as system through mathematical equations

based on some theoretical statements

Typical output:

Demand estimates per mode

Traffic volumes

Vehicle km

Passenger km

Travel time

Level of congestion

07.11.2012 Seite 4 Page 4 07.11.2012

SUTMP Transport Demand Model

Models are problem and viewpoint specific

This model is strategic in nature

Based on existing transport demand model of Windhoek

(2006)

Expanded to include:

Okanhadja

Rehoboth

Hosea Kutako International Airport

Latest network information

New population and land-use information

Traffic surveys

Latest airport data

07.11.2012 Seite 5 Page 5 07.11.2012

Base Year Network

High order roads:

Class 1

Class 2

Class 3

Public Transport Network

Bus Stops

Bus Routes

Taxi Ranks

07.11.2012 Seite 6 Page 6 07.11.2012

Public Transport System

Bus Stops and Routes Taxi Rank Locations

07.11.2012 Seite 7 Page 7 07.11.2012

Population

The majority

of the

population

resides in the

north-west

Discrepancy

between

population

density and

income levels

between

north-west

and south-

east

07.11.2012 Seite 8 Page 8 07.11.2012

Land-use

The majority of job opportunities

is in and around the CBD

Public Transport

Private Transport

07.11.2012 Seite 9 Page 9

Classified Intersection Counts

AM, Midday & PM peak periods

Link Counts

12-hours

Vehicle Occupancy Counts

AM & PM peak periods

Pedestrian & Bicycle Link Counts

AM, Midday & PM peak periods

Origin-Destination Surveys

12-hours

07.11.2012

Traffic Surveys Types:

07.11.2012 Seite 10 Page 10

Traffic Surveys Process:

07.11.2012

Supervisor Training - Theory

Trial Supervisor Survey - Practical

Enumerator Introductory Training

Conduct Surveys

Data capturing, Processing & Analyses

07.11.2012 Seite 11 Page 11

Surveys Locations:

07.11.2012

15 Classified Intersection

Counts

07.11.2012 Seite 12 Page 12

Surveys Locations:

07.11.2012

6 Vehicle Occupancy Counts

07.11.2012 Seite 13 Page 13

Surveys Locations:

3 OD Surveys & Link Counts

07.11.2012

07.11.2012 Seite 14 Page 14

Surveys Locations:

10 Pedestrian & Bicycle

Counts

07.11.2012

07.11.2012 Seite 15 Page 15

Nine (9) Supervisors trained to perform and

supervise five (5) different types of surveys

60+ Enumerators trained and undertook surveys

Surveys undertaken over six (6) days

34 locations surveyed

07.11.2012

Surveys Quick Facts:

07.11.2012 Seite 16 Page 16

07.11.2012

Classified Counts Highlights:

AM Peak

Hour PM Peak

Hour

Volume (veh/hr) PHF

AM 07:30 - 08:30 4,249 0.91

PM 17:15 - 18:15 4,322 0.96

Peak Period

07.11.2012 Seite 17 Page 17

07.11.2012

Classified Counts Highlights :

AM Peak

Hour PM Peak

Hour

Volume (veh/hr) PHF

AM 07:30 - 08:30 4,007 0.92

PM 17:15 - 18:15 3,883 0.88

Peak Period

07.11.2012 Seite 18 Page 18

07.11.2012

Classified Counts Highlights :

AM Peak

Hour PM Peak

Hour

Volume (veh/hr) PHF

AM 07:30 - 08:30 2,596 0.85

PM 17:30 - 18:30 2,087 0.94

Peak Period

07.11.2012 Seite 19 Page 19

07.11.2012

Classified Counts Summary :

Peak Period Volume (veh/hr) PHF Peak Period Volume (veh/hr) PHF

Western Bypass & Independence (East) 07:30 - 08:30 4,249 0.91 17:15 - 18:15 4,322 0.96

Western Bypass & Independence (West) 07:45 - 08:45 4,359 0.92 17:30 - 18:30 3,587 0.67

2 Hosea Kutako & Independence 08:15 - 09:15 4,369 0.96 17:15 - 18:15 4,863 0.89

3 Western Bypass & Nightingale (East) 07:30 - 08:30 4,121 0.95 17:30 - 18:30 3,285 0.91

7 Sam Nujoma & Hosea Kutako 07:30 - 08:30 3,812 0.91 17:30 - 18:30 3,661 0.95

8 Sam Nujoma & Robert Mugabe 07:30 - 08:30 4,007 0.92 17:15 - 18:15 3,883 0.88

9 Nelson Mandela & Sam Nujoma 07:30 - 08:30 2,749 0.94 17:30 - 18:30 2,503 0.87

12 Monte Christo & Omvapu 07:15 - 08:15 1,743 0.95 17:00 - 18:00 1,933 0.99

13 Abraham Mashengo & Independence 07:30 - 08:30 2,873 0.97 17:45 - 18:45 3,000 0.93

14 Mungunda & Florence Nightingale 07:30 - 08:30 1,763 0.98 17:45 - 18:45 1,767 0.94

18 Hendrik Witbooi & Hocland (David Hosea) 07:30 - 08:30 3,886 0.89 17:30 - 18:30 3,185 0.90

19 Hochland & Hosea Kutako 07:30 - 08:30 4,281 0.93 17:30 - 18:30 1,732 0.89

20 Rehoboth & Mandume 07:30 - 08:30 4,776 0.93 17:30 - 18:30 4,824 0.72

23 Independence & Otjomuise 07:15 - 08:15 2,544 0.94 17:45 - 18:45 2,380 0.95

24 Moses Garoeb & Otjomuise 07:30 - 08:30 2,596 0.85 17:30 - 18:30 2,087 0.94

PMAMLocation

1

Common Peaks:

07:30 – 08:30 (AM) & 17:30 – 18:30 (PM)

Weighted PHF:

0.93 (AM) & 0.88 (PM)

AM Peak Hour

– more dominant in most regions

07.11.2012 Seite 20 Page 20 07.11.2012

Airport data

Main operator is Air Namibia

Other Operators

South African Airways

British Airways

AirBerlin

TAAG

Source: Namibia Airports Company

07.11.2012 Seite 21 Page 21 07.11.2012

Airport data

Origins and destinations

Johannesburg, Cape Town,

Walvis Bay, Accra, Berlin,

Frankfurt, Gaborone, Harare,

Luanda, Lubango, Luderitz,

Lusaka, Maun, Ondjiva &

Victoria Falls

On average weekday 17

aircraft arrivals and 17

aircraft departures

90% international trips; larger

aircrafts

Source: Airline Route Maps.com

07.11.2012 Seite 22 Page 22 07.11.2012

Reference year / Base year results

High volumes of traffic from the

north and north-west moving

towards the CBD

The minibus taxi dominates the

public transport sector

Most taxi users are in the north-

west.

The bus service is underutilised

Persons whose main mode of

transport is walking are

concentrated in north and north-

west.

Taxi transport / Walking

07.11.2012 Seite 23 Page 23 07.11.2012

Reference year

results

Relative high volumes

to & from Rehoboth,

Okahandja & Hosea

Kutako per day

Peak hour travel is

between 4% and 10%

for Okahandja &

Hosea Kutako

Peak hour travel to

and from Rehoboth is

25%

07.11.2012 Seite 24 Page 24 07.11.2012

Future Land-Use Scenarios

Decision makers will decide upon future land-use

scenario

Detail calculations will be done for chosen land-use

scenario

07.11.2012 Seite 25 Page 25 07.11.2012

Thank you for your attention

07.11.2012 Seite 1

Preparatory Meeting for the Strategic Decision Making Workshop

Sustainable Urban Transport Master Plan

Strategic Options for Modernising Public Transport

Dr. Simonis 5th of November 2012

07.11.2012 Seite 2 Page 2 07.11.2012

07.11.2012 Seite 3 Page 3 07.11.2012

07.11.2012 Seite 4 Page 4 07.11.2012

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07.11.2012 Seite 6 Page 6 07.11.2012

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07.11.2012 Seite 9 Page 9

Develop a clear «Pro- Public Transport Policy» providing

priority of public transport

at road intersections

during road rehabilitation measures

during road new construction measures

during development of land use concepts

etc.

Quintessence of the Basic Criteria pro Public Transport

07.11.2012 Seite 10 Page 10 07.11.2012

07.11.2012 Seite 11 Page 11

Normal Bus

07.11.2012

operating on normal city streets in

normally non-segregated ROW

sometimes seamless access (also) for mobility-restricted persons

diesel or electric (Trolley Bus) or CNG or LPG propulsion

often with ticket selling by the driver

sometimes comfortable stations with shelters and other equipment

07.11.2012 Seite 12 Page 12 07.11.2012

=> Bus Lanes

Normal Bus on dedicated / marked Right of Way

widely without disturbances from MIT

possibly with priority at intersections

often with ticket selling by the driver

comfortable stations with shelters etc.

possibly with housed stations and preboarding

07.11.2012 Seite 13 Page 13

Bus Rapid Transit (BRT)

07.11.2012

bus way corridors on segregated or exclusive ROW

at-grade or grade separated alignment

modernised and clean bus technology

diesel or electric (Trolley Bus) propulsion

rapid boarding and alighting by seemless access

efficient fare collection

comfortable shelters and stations

preboarding

today, there are more than 80 BRT systems around the world

very environment friendly in case of electric propulsion (trolley bus)

07.11.2012 Seite 14 Page 14 07.11.2012

Sustainable BRT with electric propulsion

07.11.2012 Seite 15 Page 15

Light Rail Transit (LRT)

07.11.2012

Metropolitan electric Railway System

variable frequencies, capacities and

speeds

operates in mixed traffic as well as on

segregated and exclusive Right of Way

can partly combine standards of tramway,

light metro or commuter rail

Cairo, Egypt

Hannover, Germany

07.11.2012 Seite 16 Page 16

Minibus / Taxi

07.11.2012

distributor and feeder service in areas aside of main corridors

small units with relatively low capacity (max. 20 passengers)

various possibilities of organization

operating on demand

07.11.2012 Seite 17 Page 17

Commuter Rail

07.11.2012

electric or diesel Railway System

interurban, suburban and urban service

variable frequencies, capacities and speeds

mostly in adapted existing railway corridors

can be combined with LRT-Technology

(Tramtrain)

07.11.2012 Seite 18 Page 18 07.11.2012

Capacities of Public Transport Modes

07.11.2012 Seite 19 Page 19 07.11.2012

07.11.2012 Seite 20 Page 20 07.11.2012

Overall Objective

To the benefit of all citizen of Windhoek & Neighbourhoods:

Create within the Metropolitan Area of Windhoek a First Class Integrated

Public Transport System, potentially consisting of

Commuter Rail

LRT- Light Rail Transit

BRT- Bus Rapid Transit

Normal Bus

Minibus

Taxis

whereas each of these Transport Modes shall contribute to optimised

integrated PT- Services according to its typical service characteristics.

07.11.2012 Seite 21 Page 21 07.11.2012

Qualitative Service Objectives for Public Transport

07.11.2012 Seite 22 Page 22 07.11.2012

07.11.2012 Seite 23 Page 23 07.11.2012

Scenario A: Business as usual (BAU)

City of Windhoek • same Bus-System as before

• some more lines, some more Buses

07.11.2012 Seite 24 Page 24 07.11.2012

Scenario A: Business as usual (BAU)

Windhoek Regional Area

Regional Public Transport Network

Okahandja and Rehoboth

• like at present: Minibus services

• frequency probably adapted to demand

Airport Hosea Kutako

• like at present: no regular Bus services

07.11.2012 Seite 25 Page 25 07.11.2012

Scenario B -

Densification of Windhoek:

City of Windhoek

Urban Public Transport Network

Option 1: Buses on dedicated Bus lanes

• dense Bus network

• accessibility to all neighborhoods

• high frequency on all Bus lines (due to high density

settlement all over the city)

• feeder services by minibuses / taxis

07.11.2012 Seite 26 Page 26 07.11.2012

Scenario B -

Densification of Windhoek:

City of Windhoek

Urban Public Transport Network

Option 2: On main corridors: BRT or LRT;

on further lines: buses on bus lanes

• dense network

• accessibility of all neighbourhoods

• high frequency on all PT lines (due to high density

settlement all over the city)

• main lines (1,3 and 6) operated by BRT or LRT

• feeder services by minibuses / taxis

07.11.2012 Seite 27 Page 27 07.11.2012

Scenario B:

Densification of Windhoek

Windhoek Regional Area

Regional Public Transport Network

Okahandja and Rehoboth

• hourly Bus services during the day

• densified services during peak hour

Airport Hosea Kutako

• hourly Bus services during the day

• additional Bus services in accordance to landing

and starting of aircrafts

07.11.2012 Seite 28 Page 28 07.11.2012

Scenario C:

Polycentric Development

City of Windhoek and

Windhoek Regional Area

Urban and Regional Public Transport Network

• accessibility to all neighborhoods

• dense PT network

• high frequency only in densly settled corridors or

between densly settled centers

• Main line (1) may be changed to Tramtrain, operating partly

on existing Rail ROW

• in further corridors: Bus or BRT services depending on future

passenger volumes

• feeder services by minibuses / taxis

• Commuter Railway Line Okahandja - Windhoek - Rehoboth

• Commuter Railway Line Windhoek - Hosea Kutako Airport

07.11.2012 Seite 29 Page 29 07.11.2012

Scenario C:

Polycentric Development

City of Windhoek and

Windhoek Regional Area

Windhoek Central Station

Windhoek north (several stations)

Brackwater (several stations)

Windhoek south (several stations)

Urban and Regional Public Transport Network /

Option 1 Commuter Rail

• accessibility of sub-centers

• main corridor operation

• medium frequency of trains, higher capacity per rail vehicle

compared to urban transport

Okahandja

Rehoboth

Airport Hosea Kutako

07.11.2012 Seite 30 Page 30 07.11.2012

Scenario C:

Polycentric Development

City of Windhoek and

Windhoek Regional Area

Windhoek Central Station

Windhoek north (several stations)

Brackwater (several stations)

Windhoek south (several stations)

Okahandja

Rehoboth

Air

po

rt H

osea K

uta

ko

Katutura

Urban and Regional Public Transport Network

Option 2: Commuter Rail plus

LRT or BRT

• LRT/BRT on red line and

Commuter trains on all other lines

• segragated ROW for LRT in city streets

• partly using railway infrastructure

Option 3: Tramtrains on all Lines

• widely using railway infrastructure in- and

outside down town area

• segragated ROW for Tramtrain in city streets

in- and outside Windhoek

Ho

ch

lan

d P

ark

07.11.2012 Seite 31 Page 31 07.11.2012

07.11.2012 Seite 32 Page 32 07.11.2012

Thank you for your attention

07.11.2012 Seite 1

Preparatory Meeting for the Strategic Decision Making Workshop

Sustainable Urban Transport Master Plan

Non-Motorised Transport

James Scheepers, 5th of November 2012

Content

Background and Context

NMT Methodology

Current Situation / Status Quo

NMT Network Proposals

NMT Route Options

NMT Facility Options (per land use)

Prioritisation of Interventions

NMT Promotional Activities

Summary of Options

1st Stakeholder Workshop

• Pedestrian Walkways and Cycle Paths

NMT Infrastructure and Facility Provision

• Awareness Campaigns

• Changing Perceptions of NMT

Awareness and Institution / Legislative reforms

• Cargo Transport

• NMT Taxis / “Rickshaws”

• NMT Ambulances

Promotion and role out of different cycle modes and their role in urban transport

1

2

3

Main Issues

Thought Process

Contextual Analysis

Pockets of Poor (High Density)

Education

Pocket

(University

students)

High Income

Pockets (Low

Density)

Employment Opportunity

NW of city segregated from major

employment & commercial

opportunities. Links required to

integrate with the CBD.

Education Pocket reliant upon

NMT modes to access

opportunities. Link required to

strengthen access to CBD.

Proposed NMT routes should:

Promote access to various

opportunities in poor areas

Create networks that are

viable and readily accessible

to all

Decrease travel time for NMT

users by implementing most

direct paths to work

opportunities.

Methodology

NMT requirements

Existing conditions &

issues

Population & economy

Land uses Available

space

Connect origins and destinations

Determine suitable NMT

facilities

Priorities and action plan

NMT Network

• Space to ride

• Smooth riding surfaces

• Speed maintenance

• Clear sight lines

• Connectivity

• Information

• Connected

• Convivial

• Comfortable

• Convenient

• Coherent

•Cyclist paths

•Crossings

•Storage facilities / lockers / showers

•Interchange spaces

•Public spaces

• Links / footpaths

• Crossings

• Public transport waiting areas

• Interchange spaces

• Public spaces

Pedestrian facilities

Cyclist facilities

Cyclist network

Pedestrian network

Density and Income

Vehicle Ownership and Mode

Status Quo NMT Infrastructure Composite Land-use

Principle NMT Network

Possible

Car-free

Zone

Possible

Car-free

Zone

Principle NMT Links

Possible

Car-free

Zone

Possible

Car-free

Zone

NMT / Public Transport

Integration

NMT Network / Link Coverage

NMT Network / Link Coverage

07.11.2012 Seite 16

Red Route: Core of the network.

Seen as Priority development area

(Independence Ave Closure)

Pink Route: Connects to Red

Network and serves as Emergency

path. Will assist with NMT

ambulances in Rural areas. Has a

direct link to 2 major hospitals.

Yellow Route: Strategic links to

various employment and social

opportunities

Orange Route: Connecting university

to opportunity routes. Educational

zone route.

Green Route: Seen as the collector

and recreational route

NMT Route Options

07.11.2012 Seite 17

Bicycle Hierarchy

Bicycle roads

Class I

Independently aligned; typically not provided in road reserve

Class II

Parallel to a street or road;

within road reserve

On-road bicycle lanes

Class III

Marked on road pavement

Class IV

Not specifically marked; shared with other traffic

Class II or III

Class IV

Class I

07.11.2012 Seite 19

Red Route: Class I or II

Pink Route: Class II or III

Yellow Route: Class I, II or III

Orange Route: Class II or III

Green Route: Class I or II

NMT Principal Network

NMT facilities for critical land uses

Education

NMT required radius

Pedestrian path

Minimum cycle path provision

On premises

Primary school

500m walking, 2km cycling

Continuous path on one side (min.)

Class I or II

Secure bicycle storage, drinking

fountains

High school

1km walking, 2km cycling

Continuous path on one side (min.)

Class I or II

Secure bicycle storage, drinking

fountains, showers

Tertiary

2km walking, 5km cycling

Continuous path on one side (min.)

Class II or III

Secure bicycle storage, drinking

fountains, showers

NMT facilities for critical land uses

NMT required radius

Pedestrian path

Minimum cycle path provision

On premises

CBD

500m walking, 2km cycling

Continuous path on one side (min.)

Class I or II

Secure bicycle storage, drinking

fountains

Major employment

zones

1km walking, 2km cycling

Continuous path on one side (min.)

Class II or III

Secure bicycle storage, drinking

fountains, showers

Shops

1km walking, 5km cycling

Continuous path on one side (min.)

Class II to III

Secure bicycle storage, drinking

fountains

Goal Achievement Matrix

To confront poverty with affordable mobility

30%

Create an interconnected NMT network that provides access to key destinations

within Windhoek

20%

To allow or educate

walkers and cyclists to

arrive at their destinations

safe from vehicle conflict

and crime activity

30%

Make NMT an attractive

travel alternative to

motorised vehicles

10%

Ensuring that accessibility is provided for those with mobility

challenges

10%

Score each goal or objective out of 5:

Multiply by above weight to obtain total score

Principal NMT Network

Route

Total score

Importance

Timeframe

Red route

5

Crucial

Immediate

Pink route

4.8

Crucial

Immediate

Yellow route

4.7

High

Short

Orange route

4.4

High

Short

Green route

3.4

Medium

Medium

Principle Network Priorities

Principal NMT Links

Area

Total score

Importance

Timeframe

Red area

4.8

Crucial

Immediate

Pink area

4.6

High

Short

Yellow area

4.5

High

Short

Orange area

4.2

High

Short

Green area

3

Low

Long

Principle Link Priorities

Land uses

Land use

Total Score

Importance

Timeframe

Infrastructure

Education

4.4

Crucial

Immediate

CBD

4.7

Crucial

Immediate

Employment

4.4

High

Short

Initiatives

Education

4.2

High

Immediate

CBD

3.9

Medium

Immediate

Employment

4.2

High

Immediate

Land use

Total Score

Importance

Timeframe

Community and promotion

Events

3.4

Medium

Short

Education

5

Crucial

Immediate

Enforcement and speed

Default speed

reduction to 50km/hr

4.2

High

Short

40km/hr school speed zones

4.6

High

Short

Active enforcement

4.5

High

Immediate

Options for NMT Promotion

Successful Campaigning

Understand measures that allow movement towards NMT

Understanding the stages of change that takes place for a person to move toward NMT

Understanding the economic context

Reaching the desired target group

Making use of existing campaign examples and comparing them

to the African context

Understand conditions for sustainable campaign

implementation

Understanding what the promotional barriers are

• Newspaper

• Social Media (Blogs,

Facebook, Twitter)

• Radio

• Bill Boards

• Television

• Webpage

• Pamphlets (School

and Work)

Substance

• Content of campaigns

• Vision, mission and objectives

• Target groups

• Intended outcomes

• Implementation criteria

Political

• Bureaucracy and political willingness to:

• Support and implement campaign initiatives

• Endorse campaigns through local policies

• Allocate budgets to assist campaigns

• Create enabling environment for all

stakeholders

Organizational

• Capacity of various planners, designers and executors to implement

campaign

• Institutional and technical knowledge

NMT in Windhoek

High Income-Primarily use cars

- Make use of NMT for recreational purposes

Low Income - NMT Captured Mode

- Need to priorities NMT

Perceived as being primarily a “poor” mode of transport

NMT associated with active transportation

form

NMT only means to mobilise people out of

poverty to areas of opportunity

Stigma of NMT and ‘Poorness’ intensified

Drive to make use of more Bicycles

Outdoor shopping experience

Drive to Implement Sustainable Transportation Master Plan (NMT one

of main components)

Moving Beyond Current

Situation

NMT associated with leisure activity

Create urban environment conducive to NMT, especially

in inner city.

Greater emphasis on street frontage stores

Improve Inner city pedestrian lanscaping

Campaigns:- Pedestrian & Cyclist awareness

campaigns in Rural areas (focusing on public transportation awareness of

safety measures)- Signal Education for NMT

- Security Campaigns (how to ensure bike does not get stolen)

- Using bikes for employment and ambulance use

- Bicycle funding campaings

Provision of Infrastructure

NMT Orientated

Modes

Campaigns:- Cycling to school- Cycling to work

- Critical Mass Ride Promotions (bicycle awareness campaigns)

- Close off CBD for NMT once a month

Development of a core

network of continuous

bicycling links.

Safe pedestrian access to

all service centres and bus

stops

Establishment of intermodal

facilities for NMT at major

PT stops

Conduct promotional

activities for NMT

Convert Independence

Avenue into a car-free

zone.

Summary of Options

Possible

Car-free

Zone

07.11.20

12

Thank you for your attention

07.11.2012 Seite 1

Preparatory Meeting for the Strategic Decision Making Workshop

Sustainable Urban Transport Master Plan

Transport Management including

Safety Enhancement

6th of November 2012

07.11.2012 Seite 2 Page 2

What is Traffic Management /Traffic Demand Management?

07.11.2012

TDM refers to transport strategies

which encourage efficient,

sustainable transport.

It aims to:

reduce private vehicle trips;

specifically that of single-

occupancy vehicles;

change travel demand – in terms

of mode and time; and

provides options for person trip

demand.

Gives priority to the use of public

transport and NMT, whilst

constraining private vehicle

usage.

A TDM approach to

transport can deliver

a cost-effective

alternative to

increasing capacity,

improving

environmental

outcomes, road

safety, resulting in

more prosperous and

liveable cities.

07.11.2012 Seite 3 Page 3

Possible TM Options Demand side measures:

ensure better usage of existing road

capacities and restrict access to urban space / urban roads for unsustainable or unsafe

usage

• On-road Travel Information

• Network TDM capacity improvements

• Work schedules

• Parking management / Parking Supply Limitations

• Access restriction / access control, e.g. private vehicle restriction zones, freeway ramp control, HOV lanes

• Ride-share programmes

• Intersection control, intersection design, traffic signal settings

• Taxation policy e.g. on car purchases, fuels, vehicle registration tax

• Shadow tolls, road pricing, congestion pricing

• Tele-commuting, conferencing and education

• Freight management

• Land use / Zoning policies

• In vehicle travel

Supply side measures:

expand the supply, availability, attractiveness, safety and security of the more sustainable

modes

• Connector / Feeder Services

• Uninterrupted non-motorised transport facilities

• Bike share systems

• Dense public transport network

• Improved public transport service (optimal time table, punctuality, attractive tariffs, safety and security, comfort, clean vehicles)

• User-friendly stations and easy transfers between modes

• Park-and-Ride / Bike-and-ride

• Marketing measures to influence traffic behaviour and NMT and PT image

• Public transport subsidies

• Pre-Trip Travel Information

07.11.2012

07.11.2012 Seite 4 Page 4

Impact of TM measures

07.11.2012

Implement TDM Mechanism # 1

Implement TDM Mechanism #2

Implement TDM Mechanism #3

Time

Desired Level of Service

Traffic Congestion

Reduction in Level of

service

Improved Level of Service

07.11.2012 Seite 5 Page 5

Effectiveness of selected TDM measures

07.11.2012

Supply Side Management

De

ma

nd

Sid

e M

an

ag

em

en

t

· Congestion Pricing

Hig

h Im

pa

ct

(re

du

ce

trip

s o

r

sig

nific

an

t m

od

al sh

ift)

Lo

w Im

pa

ct

(M

inim

al tr

ip r

ed

uctio

n

or

mo

da

l sh

ift)

Low Impact (Minimal reduction infrastructure

provision)

High Impact (Major reduction infrastructure

provision)

· Travel pricing

· Parking management

· Work schedules

· Ride share

programmes

· Land use and zoning

policies

· Private vehicle

restriction zones

· Taxation policies

· Transit subsidies

· Tele-commuting,

conferencing and

education

· Pre-trip traveller

information

· Improved public transport

service/ image

· Shadow tolling

· Parking supply

limitations

· In vehicle travel

information

· On road travel

information · Freeway ramp control

· Traffic signal settings

· Network TDM capacity

improvements

· HOV lanes

· Park and ride

· Connector/feeder

services

· NMT facilities

· Supply side TDM measures · Demand Side TDM Measures

· Freight management

07.11.2012 Seite 6 Page 6

Road and

traffic

safety

Land Use and Traffic

Flow

Public Transport

Non-Motorised Transport

Transport Management

Options

Institutional and Legal framework

Funding options

Road safety is an integral component of SUTMP

measures

07.11.2012

07.11.2012 Seite 8 Page 8

Regional Roads with the highest number of accidents (normalised per km, 2007-2009)

07.11.2012 Seite 9 Page 9 07.11.2012

Roads with the

highest number of

fatalities (2007-2009)

Areas with the

highest number of

fatalities (2007-2009)

Road safety – the current reality in the study area

07.11.2012 Seite 10 Page 10

Road safety – the current reality in the study area

07.11.2012

50% of all Namibian accidents occur in Khomas

50% of all accidents Khomas involves pedestrians

The suburbs with the most accidents are the CBD, the greater Katatura and Khomasdal.

The number of fatalities per suburb correlates with the suburbs where the hightest number of pedestrians can

be expected

Source: Transport Safety Plan for the Khomas Region

07.11.2012 Seite 11 Page 11

Several TM strategic options fit also in the

Namibian Road Safety Strategy

Functional Programme Strategic Goals

Functional Programme Areas

NRSS Action Plan:

30% reduction in Casualties by 2015

50% reduction in Casualties by 2030

Safer Road Users

Improved Road User Behaviour

Safer Vehicles

Improved Vehicle Safety

Safer Roads

Improved Safety of Road Infrastructure

and Road Environment

Trauma Response

Improved Trauma

Care and Medical

Emergency Services

Administration, Research and

Legislation

Improved Organisational

set-up, Administration

and Information Management

07.11.2012 Seite 12 Page 12 07.11.2012 07.11.2012

Suitable options – road improvements

Reclassification of roads and

application of modern design features,

eg, for

main arterial roads,

feeder roads,

residential access roads,

residential living streets

07.11.2012 Seite 13 Page 13 07.11.2012

Suitable options for modern road design features

Roadway designs that reduce

traffic speeds (different

design speeds for different

road categories)

Segregated bicycle lanes

when car traffic has high

speeds

Integrated bicycle lanes

where vehicles travel at low

speeds

Speed limits according to

road classes

07.11.2012 Seite 14 Page 14 07.11.2012

Options for parking management

On-street parking regulations (where, who,

how long)

Pricing of parking

Reduction of available parking space

Parking guidance systems

Park-and-ride facilities

07.11.2012 Seite 15 Page 15 07.11.2012

Suitable options I – transit priority

Reserved lanes

Turn restrictions

Reduced on-street parking

Enforcement

Ease of modal transfers

07.11.2012 Seite 16 Page 16 07.11.2012

Use of “signal priority” for

Public Transport (ie, installing

a system in which a

transmitter signals to traffic

lights upon a bus’s approach,

keeping green lights green or

changing red lights to green)

Suitable options II – transit priority

07.11.2012 Seite 17 Page 17 07.11.2012

Option – Transit use and pooling

07.11.2012

Subsides public transport for certain

traveler groups

Improve and distribute transit and

carpool rider information

Customer information and fare integration

Build park-and-ride, bike-and-ride

facilities and HOV lanes where

appropriate

Support car-sharing and bike sharing

systems

07.11.2012 Seite 18 Page 18 07.11.2012

Suitable options to integrate taxis/minibus

Integrate taxi/minibus into overall PT

system as provider of feeder service

Optimised taxi ranks and off-loading

zones and new zoning

Vehicle renewal schemes with low

emission and noise

Better regulation and education

Extended service hours

Easy to board and alight for mobility

restricted persons

Defined access (eg. secondary arterials,

shared use with bus lanes)

07.11.2012 Seite 19 Page 19 07.11.2012

Options – Congestion pricing

Variable priced lanes

Variable tolls on entire roadways

Cordon charges

Area-wide charges

Variable tolls to use freeway on or off-ramps

07.11.2012 Seite 20 Page 20 07.11.2012

Thank you for your attention

07.11.2012 Seite 1

Preparatory Meeting for the Strategic Decision Making Workshop

Sustainable Urban Transport Master Plan

Institutional, Legal and Funding Options Angelika Zwicky, Dr. Kenneth Odero, 6th of November 2012

07.11.2012 Seite 2 Page 2 07.11.2012

Within

• existing institutional set-up,

human resources and capacities

• existing level of funding, and

• existing legal framework

a paradigm shift towards more

sustainable urban transport could

not be achieved.

BaU is no strategic option !

07.11.2012 Seite 3 Page 3 07.11.2012

Possibilities for organising transportation

Statal provision of transport

Advantage

• public good character of transport

infrastructure receives due attention

• mitigation of negativ external effects

easily possible

• marginal regions and groups can be

considered

Disadavantage

• endanger of sub-optimal allocation of

scarce resources

• no incentives for better provision of

transport services

• conflict of interests between policy-

making, regulative and operative

activities often neglected

Private provision of transport

Advantage

• best method for economic allocation of

scarce resources

• price mechanism matches demand and

supply according to priority needs

• competition leeds to high cost-efficiency and

flexibility

• fast adoption of technological progress

Disadavantage

• public goods character of parts of the

infrastructure and sovereignty tasks not given

attention

• tendency for ruineous competition and

monopolies

• external effects of transport activities not

internalised

• marginal regions and groups of population

will poorly be served

state-regulated private provision of transport services can combine

the advantages of both possibilities

Institutional Directions – Recalling

the Principles

07.11.2012 Seite 4 Page 4 07.11.2012

Policy

functions

Executive

functions

Operational

functions

Ministry of

Transport

Transport

Agencies

Transport

Companies

Basic structure of the transport sector

The transport sector of all OECD-countries comply with this basis structure, e.g.

Australia, Belgium, Canada, Danmark, France, Germany, Greece, Japan, Spain, UK, USA

Institutional Directions – Recalling

the Principles

07.11.2012 Seite 5 Page 5 07.11.2012

Guiding principles for institutional sustainability of the

transport sector

clear definition of functions and tasks

division of functions in market-driven and socially driven components

no overlapping responsibilities and clear authorities

decentralisation/delegation of decision-making power for closer-to-the-people decisions

secure flow of sufficient funds generated by user charges

motivated and well-trained staff in transport sector institutions

involvement of stakeholders and private sector wherever possible

well-designed management information systems as basis for decision-making

Institutional Directions – Recalling

the Principles

07.11.2012 Seite 6 Page 6 07.11.2012

policy

level

executive

functions

provision

of transport

Transport Authority / Agency / Departments

Public and Private rail and road-based Transport Providers

Desired level and quality

MT, NMT and PT services

Provision of desired,

services

Institutional Directions

Strategic Options to be decided upon

Cow Khomas

Region

MWT MLRGHD Okahan-

dja

Reho-

both

Interest

Groups

07.11.2012 Seite 7 Page 7

07.11.2012

Possible organisation of transport operations

Efficiency

Re

gu

lato

ry e

ffo

rt o

f th

e s

tate

State-run

administrative unit

State-run company under

administrative / public law

State-run company under

private / company law

Management contract

Leasing, renting

BOT- / BOO-

Models

Concession

Private

company

Inc

rea

sin

g p

riva

te c

ap

ita

l s

ha

res

Institutional Directions

07.11.2012 Seite 8 Page 8 07.11.2012

There are numerous examples for the

institutional set-up of urban transport.

But

The success of an institutional and

organisational structure is measured in terms of

its results.

What brings good results within one city does

not necessarily bring the same results in another

political and institutional culture.

Institutional Directions

07.11.2012 Seite 9 Page 9 07.11.2012

Possible Strategic Directions for the policy and executive functions

• Strengthen the NMT planning function within existing MWT and CoW road and traffic planning divisions

• Further enhancing cooperation between land-use and transport planning (MT; NMT; PT)

• Strengthen the PT service planning and PT regulatory functions including taxi regulation

• Expanding PT services within existing division of CoW

• Maintaining self-regulating rail company TransNamib and amend task description of TransNamib by commuter and eventually railbound PT systems.

• Maintaining safety monitoring for infrastructure, vehicles and drivers within traffic police and road administration

Strategic Direction 1 -

Strengthening of existing

institutional set-up

Fast and easy

implementation

Minimum changes in legal

and funding framework

required

Organisational behavior might be persistent

Easy political interference in day-to-day management

might cause «muddling through»

Low Image of PT and NMT in existing institutional

set-up will be hard to overcome

Intensive training requirements

Funding options restricted mainly to budgetary

funding incl. general PT deficit coverage

Institutional Directions

07.11.2012 Seite 10 Page 10 07.11.2012

Possible Strategic Directions for the policy and executive functions

• regulating and monitoring PT services countrywide including Transnamib

• MT, NMT and PT infrastructure and service planning remains on decentralised level in the responsibility of the municipality

• Management Board can comprise representatives from Municipalites and other statal and private stakeholders

Strategic Direction 2 -

Establishing a Transport Authority on National Level

Can attract rarely available skilled staff from all over

the country

PT sector in overall Namibia acc. to same standards

Economy of scale achievable

Allows easily for all operational and funding options

Integration of central road and rail access regulatory

functions easily possible

Most efficient advisory service for national policy level

Easily accomodates TransNamib so that it is no longer

self-regulating

Transfer of some safety and regulatory

functions from municipal / regional / national

level might face political resistance

Does not allow for PSO, marketing and fare

integration strategies in a more advance PT

environment

Institutional Directions

07.11.2012 Seite 11 Page 11 07.11.2012

Possible Strategic Directions for the policy and executive functions

• regulating and monitoring PT services countrywide including Transnamib

• MT, NMT and PT infrastructure and service planning remains on decentralised level in the responsibility of the municipality

• Management Board can comprise representatives from Municipalites and other statal and private stakeholders

Strategic Direction 3 -

Establishing a Transport Agency

on City Level

Close-to-people decisions

Can start small scale with view functions and

be easily stepwise extended for taking over

more and more regulatory functions and

marketing and fare integration strategies

Can easily be extended to accommodate

further stakeholders

Allows easily for all operational and funding

options

Advisory service for national policy level

No economy of scale achievable

Integration of TransNamib in municipal PT

schemes aggravated

Institutional Directions

07.11.2012 Seite 12 Page 12 07.11.2012

Possible Strategic Directions for the Operational Level

• Outsourcing the PT division of the municipality in an independent company with statal ownership and monopoly (alike TransNamib)

• MT, NMT and PT infrastructure and service planning remains on decentralised level in the responsibility of the municipality

• Regulatory and executive functions remain either within the municipality or within a transport agency.

Strategic Direction 4 – Creation of a

statal PT company

Clear separation of social and commercial PT

services possible

Gives more freedom in the day-to-day

management of operational services

doesn’t allow for taking advantage of

competition and private sector efficiency

Integration of TransNamib in municipal PT

schemes aggravated

Transformation might be hampered by labour

interests

Institutional Directions

07.11.2012 Seite 13 Page 13 07.11.2012

Possible Strategic Directions for the Operational Level

• Outsourcing the PT division of the municipality in a independent company with statal ownership and monopoly (alike TransNamib)

• MT, NMT and PT infrastructure and service planning remains on decentralised level in the responsibility of the municipality

• Regulatory and executive functions remain either within the municipality or within a transport agency.

• Requires organisation of regulated competition for the market

Strategic Direction 5 –

Privatisation of existing operational

PT services

Enhances efficiency

Allows easily for PSOs to compensate for

social obligations

Easy integration of TransNamib in overall PT

scheme

Allows easily to accommodate taxi drivers

interest

Requires advanced competences in order to

fulfil the regulatory and executive functions

Integration of TransNamib in municipal PT

schemes aggravated

Transformation might be hampered by labour

interests

Institutional Directions

07.11.2012 Seite 14 Page 14 07.11.2012

Possible Strategic Directions for the Operational Level

• Strategic Planning remains within City

• Determination of PPP form and statal PT assets and involvement

• Tendering for private sector participation in construction, financing , etc.

• Foundation of a SPV with private and public involvement

• Transfer of existing statal PT assets (bus stops, right-of-way, vehicles) etc. to the SPV

Strategic Direction 6 – Foundation of a PPP for complete

renewal of PT system

Enhances efficiency

Allows easily for PSOs to compensate for

social obligations

TransNamib could participate in such a PPP

scheme

Allows for considerable private know-how and

funds influx to the PT market in Namibia

Requires advanced competences in order to

optimise contracting and fulfil the regulatory

and executive functions

lack of capacity in the transport sector

Transformation might be hampered by labour

interests

New image to PT easy to achieve

Institutional Directions

07.11.2012 Seite 15 Page 15 07.11.2012

policy

level

executive

functions

provision

of transport

Transport Authority / Agency / Departments

Public and Private rail and road-based Transport Providers

National, regional

and municipal

funds and private

contributions

Desired level and quality

MT, NMT and PT services

Provision of desired,

services

ticket and

other

revenues

Financial Directions

Strategic Options to be decided upon

Cow Khomas

Region

MWT MLRGHD Okahan-

dja

Reho-

both

Interest

Groups

07.11.2012 Seite 16 Page 16 07.11.2012

• Government funds come from

• the general budget or

• dedicated funds such as the road fund or

• loans which spread the burden on government budget over a number of years

• Private sector funds come through private development of transport infrastructure and systems and private provision of transport services

• Public-private-partnership (PPP) between the government and private sector

Government can fund

investment in transport either itself or through the private

sector

Funding Options

Financial Directions – Recalling the

Principles

07.11.2012 Seite 17 Page 17 07.11.2012

Revenues from

transport:

Public transport:

ticket revenues

other revenues

Private transport:

tax on vehicles purchases

registration tax

annual tax

fuel tax

parking fees

road pricing

fines

Spending for

transport:

Urban public transport by Bus:

infrastructure investment

rolling stock investment

operation and maintenance

Railways:

infrastructure investment

(rolling stock investment)

(operation and maintenance)

Roads:

infrastructure investment

operation and maintenance

traffic control

Others:

shipping and ports

aviation and airports

Public

budgets

Financial Directions - Main financing

streams for transport in Namibia

07.11.2012 Seite 18 Page 18 07.11.2012

Within existing level of funding a move towards

more sustainable urban transport is not possible

Some facts and figures

The existing level of investments in NMT infrastructure is 2 % of the total municipal road repair and maintenance budget.

The envisaged NMT budget of the MWT for the next fiscal year is in the promille range.

The present budget of the road fund is not sufficient to maintain the existing road network. Thus, there is no possibility to channel road fund means for public transport.

Road Fund contribution to the CoW road and stormwater maintenance budget for roads within the municipal boarders were 11% of the total budget.

TransNamib losses of the last years amounts to billions and TransNamib asked for 2bN$ bailout.

The direct operational costs of the municipal bus service are covered only by 60% revenues. Total PT costs are only covered with 31%.

Financial Directions

07.11.2012 Seite 19 Page 19 07.11.2012

Possible Strategic Directions for financing sustainable transport

• Closely combined with institutional strategy 1 but also valid for most other institutional options

• Revise tariff structure for bus and taxi usage along with an improved service provision

• Increase income by advertisement and marketing, parking fees, fines for offences, etc.

• Introduce sponsorships for bus stations

• Impose improvement of sidewalks on land-owners but with clear construction standards,

• draw on other budgets such as park management etc.

• Earmark revenues from municipal and government land sales for NMT and PT links

• Stepwise increase of regular available budget for PT and NMT

Strategic Direction 1 –

Revenue optimising

strategy and stepwise

increase of available budgets

Requires only slight up-dates of legal

framework

Makes best use of existing assets and

potentials

Increased fees and fines can be also taken

as pull measure for influencing the modal

split

Will not allow for major investments, but small

step approach

Requires some adaptation in fiscal laws

concerning statutory funds

Some measures might have negativ

repercussions on low-income groups

Needs every fiscal year renewed justification.

Financial Directions

07.11.2012 Seite 20 Page 20 07.11.2012

Revenues from

transport:

Public transport:

ticket revenues

other revenues

Private transport:

tax on vehicles purchases

registration tax

annual tax

fuel tax

parking fees

road pricing

fines

Spending for

transport:

Urban public transport by Bus:

infrastructure investment

rolling stock investment

operation and maintenance

Railways:

infrastructure investment

(rolling stock investment)

(operation and maintenance)

Roads:

infrastructure investment

operation and maintenance

traffic control

Others:

shipping and ports

aviation and airports

Public

budgets

Financial Directions - Redirecting

some Financing Streams

07.11.2012 Seite 21 Page 21 07.11.2012

Possible Strategic Directions for financing sustainable transport

• Can go along with all institutional strategies and involves financial strategy no. 1

• Earmark budgetary funds (revenues, fines for traffic offences, parking fees, additional fuel levies, etc.) stemming from transport users to the utmost extent possible towards NMT, road safety and PT

• Must go along with all options for commercialisation of PT operations

• Includes adding a fuel levy designated for PT and NMT to relieve road network usage and channel additional funds through road fund towards municipalities NMT and PT tasks

Strategic Direction

2– Revenue increasing

strategy (User-pays-principle)

Increases accountability

Can go along with introduction of PSOs

Enables long-term viable financing

streams

Imcreases efficiency and better allocation

of resources

Reduces deficits of present PT systems

Some measures might have negativ

repercussions on low-income groups which need

to be mitigated

Requires major adaptions of the legal framework

and political commitment

Financial Directions

07.11.2012 Seite 22 Page 22 07.11.2012

Possible Strategic Directions for financing sustainable transport

• Can contain elements of the former financing strategies and fits to institutional strategies 2 - 5

• Investments based on thorough economic and financial justification

Strategic Direction 3

– Borrowing

strategy

Investments need to be based on thorough

economic and financial advantage (FIRR and

EIRR > interest on capital)

High direct and indirect contribution to

growth and employment

Allows fast improvement of PT and NMT for

serving the mobility needs of people

Only marginal adjustments of existing legal

framework necessary

Can be combined with labour intensive NMT

construction

Increases debt ratio of the State

Requires high implementaiton capacities

of the responsible entities

Needs to go along with commercialisation

of PT in Namibia

Financial Directions

07.11.2012 Seite 23 Page 23 07.11.2012

Possible Strategic Directions for financing sustainable transport

• Has to go along with institutionalised PPP approaches

• Most advantegous for establishing new PT System

Strategic Direction 4 – Increased private sector

participation in infrastructure and

service funding

Increases accountability

Relieves Government budgets

Capital shares of the Government can be

in form of existing assets (right of way,

stations etc.)

Combines private efficiency with

governmental objectives

Brings in new know-how which is not

readily available within Namibia work

force.

Achievment of fair risk sharing between

private and public entities requires

sophisticated capacities in the Government

Sector.

Requires high regulatory effort of the State

and a functioning transport authoritiy

Requires major changes in the legal

framework

Financial Directions

07.11.2012 Seite 24 Page 24 07.11.2012

Necessary adaptations of the legal framework depend on

the institutional and financial directions taken.

But

When striving for enhanced sustainability in urban

transportation, with regard to all strategic directions

minimum the following laws, rules and regulations have

to be revised:

a) Legal framework for road standards: road

standards ought to give clearer instructions and engineering standards on road space usage

including NMT, bicycle lanes, different urban road categories with different speed

restrictions, minimum safety measures and markings around schools etc.

b) Legal framework on Land-use: public and private

land developers need to respect the need for mixed land-use and transport provision to the

development sites and ought to be fined if they reuse designated land for other purposes.

Legal Framework Directions

07.11.2012 Seite 25 Page 25 07.11.2012

Accompanying legal framework measures

Legal Framework Directions

07.11.2012

• Revise existing planning laws and guidelines to ensure PT and NMT considerations are better reflected in land use planning

• Make provision for legal authority and regulatory instruments to enforce urban development that is supportive of sustainable PT and NMT

Institutional Strategic

Direction 1

• Review and amend relevant legislation, for example, Local Authorities Act (Act No. 23 of 1992), Police Act (Act No. 19 of 1990), Road Traffic and Transport Act (Act No. 22 of 1999) , Roads Authority Act (Act No. 17 of 1999), National Transport Services Holding Company Act (Act No. 28 of 1998), etc.

Institutional Strategic

Direction 2

• Such a transport authority must be a legal entity that is fairly autonomous and as independent as possible

• To be effective, most of the points mentioned under Strategic Direction 1 should be viewed as prerequisites

Institutional Strategic

Direction 3

07.11.2012 Seite 26 Page 26 07.11.2012

Accompanying legal framework measures

Legal Framework Directions

• The State-owned Enterprises Governance Act (Act No. 2, 2006) makes provision for the efficient governance of SOEs and the monitoring of their performance

• Special provision to include sufficient regulatory powers to ensure effective execution of oversight functions

Institutional Strategic

Direction 4

• Review relevant legal instruments and procedures establishing competitive bidding mechanisms/processes

• Create autonomous independent regulators

• Build legal capacity to address problems of corrupt corporate practices

Institutional Strategic

Direction 5

• Comprehensive regulatory and institutional review/reforms necessary to establish that the legal framework (a) guarantees property rights are effectively enforced, (b) there is effective protection for intellectual property, (c) the judiciary demonstrates professionalism, independence and efficiency, (d) protection of the environment through specific regulations (eg, on transport related-emission), etc.

Institutional Strategic

Direction 6

07.11.2012 Seite 27 Page 27 07.11.2012

Several stakeholders and also the SUTMP Consulting Team strongly recommends the establishment of an interministerial / interagency ILF (institutional, legal and

financial) – Committee consisting of representatives of relevant government

entities and municipal departments.

07.11.2012 Seite 28 Page 28 07.11.2012

Thank you for your attention

Annex F

Agenda and List of

Invitees of Strategic

Direction Workshops

Consultancy services provided by

PREPARATORY MEETING FOR THE STRATEGIC DECISION MAKING WORKSHOP OF THE SUSTAINABLE URBAN TRANSPORT MASTER PLAN (SUTMP) FOR CITY OF WINDHOEK,

INCLUDING REHOBOTH, OKAHANDJA AND HOSEA KUTAKO INTERNATIONAL AIRPORT

DATE OF MEETING: 05th and 6th of November 2012

VENUE: Kalahari Sands Hotel, Moringa Room, Rooftop

MEETING AGENDA

DAY 1

Opening Session

8:30 – 9:00 hours

Welcome Philip Amunyela, Under-Secretary, Ministry of Works and Transport

Welcome NK Taapopi,- CEO, City of Windhoek

Introductory Presentation Angelika Zwicky, SUTMP Team Leader

1. Working Session Existing Traffic Situation and Land-Use Scenarios

Facilitator and main presenter: Adri van de Wetering Co-Facilitator: Dr. Niklas Sieber

09:00 – 09:30 hours Presentation 09:30 – 10:30 hours Discussions, Input, Comments 10:30 – 11:00 hours Summary and Conclusion of the 1st working session 11:00 –11:15 hours Tea Break

Consultancy services provided by

2. Working Session Strategic Options for Modernising Public Transport

Facilitator and main presenter: Carsten Simonis Co-Facilitator: Angelika Zwicky

11:15 – 11:45 hours Presentation 11:45 – 12:45 hours Discussions, Input, Comments

12:45 –14:00 hours Lunch Break

2. Continuation 2nd Working Session 14:00 – 14:30 hours Summary and Conclusion of the 2nd working session 3. Working Session Strategic Options for Enhancing and Improving Non-Motorised

Transport Facilitator and main presenter: James Scheeper

Co-Facilitator: Dr. Niklas Sieber

14:30 – 15:00 hours Presentation 15:00 – 16:00 hours Discussions, Input, Comments 16:00 – 16:30 hours Summary and Conclusion of the 3rd working session

16:30 hours End of Day 1

DAY 2

Welcome Session

8:00 – 08:15 hours Welcome by the host MWT

4. Working Session Strategic Options in the field of Transport Management including Safety Enhancement

Facilitator and main presenter: Jaco de Vries

Co-Facilitator: Angelika Zwicky

08:15 – 80:45 hours Presentation 08:45 – 09:45 hours Discussions, Input, Comments 09:45 – 10:15 hours Summary and Conclusion of the 4th working session

Consultancy services provided by

10:15 – 10:30 hours Tea break

5. Working Session Strategic Options for institutional and legal framework and funding options

Facilitator and main presenter: Angelika Zwicky

Co-Facilitator: Dr. Kenneth Odero

10:30 – 11:00 hours Presentation 11:00 – 12:00 hours Discussions, Input, Comments 12:00 – 12:30 hours Summary and Conclusion of the 5th working session 12:30 – 14:00 hours Lunch break Summary Session and Preparation Memorandum of Understanding

14:00 – 15:30 hours Facilitator: MWT representative to be nominated

Co-Facilitation: SUTMP Team

Suggested List of Participants

Preparatory Workshop for the Strategic Decision Making

5./6. November, 2012

(Opening by the MWT Under-Secretary Department of Transport Philip Amunyela)

Name Position Institution

Philip Amunyela Under-Secretary Department of Transport

Ministry of Works and Transport

Ludwig Narib Strategic Executive Urban Planning and Property Management

City of Windhoek

Horst Lisse Planning, Design and Traffic Flow

City of Windhoek

Browny Mutrifa Urban Planner City of Windhoek Faniel Maanda Urban Planner City of Windhoek George Mayumbelo Strategic Executive

Community Services City of Windhoek

Clarence Rupingena Community Services City of Windhoek Johanna Shikukutu Bus Operations City of Windhoek Adam Eiseb Deputy Chief City of Windhoek RM Gertze Strategic Executive

Finance City of Windhoek

Utete Karimbue-Mupaine Strategic Executive Economic Developm. and Environment

City of Windhoek

Angelina Paulo Simana Director Policy and Regulation

Ministry of Works and Transport

Cedric Limbo Deputy Director Policy Ministry of Works and Transport Damien Mabengano Deputy Director

Regulation Ministry of Works and Transport

Cris Fikunawa Deputy Director: Legislation

Ministry of Works and Transport

Asteria Nashaya Director Transportation Infrastructure

Ministry of Works and Transport

Alberto Zilberstein Toruncha

Chief Engineer Transportation Infrastructure

Ministry of Works and Transport

Robert Kalomo Director Railways Ministry of Works and Transport Gregor Schmorl Technical Advisor GIZ Immanuel Shipanga Technical Advisor GIZ Transport Project Frederik Strompen Technical Advisor GIZ Transport Project Relevant SUTMP Team Members

Advisors TCP /Aurecon

Rauna Hanghuwo Manager Network Planning

Roads Authority

Hippy Tjivikua Manager Operations TransNamib To be defined MRLGHD E. Goaseb Road Fund Administration

Ben Mulongeni CRO Khomas Regional Council Theo Jankowski CEO Rehoboth Town Council E de Waal Technical Manager Rehoboth Town Council Frans Enkali CEO Okahandja Town Council Beven Kaurimuje Strategic Executive

Engineering Okahandja Town Council

Struggle Lihuhua Airport Manager Hosea Kutako

NAC - Hosea Kutako

Robert Riethmüller Lecturer Polytechnic of Namibia, Department of Land Management

Suggested List of Participants

Strategic Decision Making Workshop

13th of November

Name Position Institution

Elaine Trepper Mayor City of Windhoek Clir AM Kafula Chairperson Management

Committee Council, City of Windhoek

GH Kamatuka Deputy Mayor Council, City of Windhoek Niilo Tapopi CEO City of Windhoek Ludwig Narib Strategic Executive City of Windhoek George Mayumbelo Strategic Executive City of Windhoek Abraham Kanime Chief City Police City of Windhoek RM Gertze Strategic Executive City of Windhoek Utete Karimbue-Mupaine Strategic Executive City of Windhoek Peter Mwatile Permanent Secretary Ministry of Works and Transport Philip Amunyela Under-Secretary

Department of Transport Ministry of Works and Transport

Angelina Paulo Simana Director Policy and Regulation

Ministry of Works and Transport

Eugenia Taylor-Tjaronda Acting CEO TransNamib Sirkka Ausiku Permanent Secretary MRLGHD Prof. Heinrich Semar Project Manager GIZ Michael Engelskirchen Technical Advisor GIZ Frederick Strompen Technical Advisor GIZ Relevant SUTMP Team Members

Technical Advisors TCP /Aurecon

Cllr David Uri-khob Mayor Okahandja Town Eve Maasdorp Mayor Rehoboth Town Conrad Lutomkbi Acting CEO Roads Authority Theo Jankowski CEO Rehoboth Frans Enkali CEO Okahandja Ben Mulongeni CRO Khomas Regional Council Ben Biwa CEO NAC

Annex G

Public Transport

Operational Data per

Line

Annexes Public Transportation

a) PT demand according to the traffic modell for 2012, 2017, 2032

1

b) Simulation runs for the different Public Transportation lines.

I: Line 1 Independence north bound

II: Line 2 Monte Cristo

III: Line 1 Independence complete

IV: Line 3 Rocky Crest

V: Line 4 Florence Nightingaile

VI: Line 5 Eros Airport

VII: Line 6 Hosea Kutako

2

I: Line 1 Independence north bound

Input Data Line 1: Independence (phase 1) Output Datamax speed 50 km/h average speed 8,2 [m/s] price / bus 3.500.000 $

1 m/s2 average speed 29,7 [km/h] places / bus (seated) 80 turn time Independence Otjomuise 5 min1 m/s3 places / bus (standees) 70 turn time Mandume NdemufayoCentral Bus Station 5 min5 % minimum round trip time: 48,0 [min] places / bus (totl) 150 time reserve at terminus station 2 min

headway 3 min need of buses 16 buses pass / h / dir 3.000 all buses 56.000.000 $

section distance vma x vmax stop time ditance travel time average from to acceleration continous vmax braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything

[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]0+000 Independence Otjomuise 0+700 Independence Omongo 700 60 16,7 0 16,7 26,6 16,7 277,8 422,2 59,9 62,9 62,9 1,0 1,0 40,00+700 Independence Omongo 1+200 Independence Caesar 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 2,2 25,81+200 Independence Caesar 1+650 Independence Soweto Market 450 60 16,7 20 16,7 10,9 16,7 277,8 172,2 44,2 46,4 66,4 1,1 3,3 24,41+650 Independence Soweto Market 2+230 Independence Clemence Kapuuo 580 60 16,7 20 16,7 19,0 16,7 277,8 302,2 52,4 55,0 75,0 1,2 4,6 27,82+230 Independence Clemence Kapuuo 2+780 Independence Shanghai 550 60 16,7 20 16,7 17,2 16,7 277,8 272,2 50,5 53,0 73,0 1,2 5,8 27,12+780 Independence Shanghai 3+280 Independence Wilibald Kaouenene 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 6,9 25,83+280 Independence Wilibald Kaouenene 4+030 Independence Hans Dietrich Genscher 750 60 16,7 20 16,7 29,8 16,7 277,8 472,2 63,1 66,2 86,2 1,4 8,4 31,34+030 Independence Hans Dietrich Genscher 5+230 Independence Husea Kutako 1.200 60 16,7 20 16,7 58,1 16,7 277,8 922,2 91,4 96,0 116,0 1,9 10,3 37,25+230 Independence Husea Kutako 6+830 Independence Eros 1.600 60 16,7 20 16,7 83,3 16,7 277,8 1.322,2 116,6 122,5 142,5 2,4 12,7 40,46+830 Independence Eros 7+330 Independence Nelson Mandela 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 13,9 25,87+330 Independence Nelson Mandela 7+730 Independence Uhland 400 60 16,7 20 16,7 7,7 16,7 277,8 122,2 41,0 43,1 63,1 1,1 14,9 22,87+730 Independence Uhland 8+230 Independence Banhofstr. 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 16,1 25,8

8+230 Independence Banhofstr. 8+530 Railwaystation 300 60 16,7 20 16,7 1,4 16,7 277,8 22,2 34,7 36,5 56,5 0,9 17,0 19,18+530 Railwaystation 8+930 Mandume Ndemufayo Central Bus Station 400 60 16,7 20 16,7 7,7 16,7 277,8 122,2 41,0 43,1 63,1 1,1 18,1 22,8

sum 8.930 233,3 317,6 233,3 3.888,9 5.041,1 784,3 823,5 1.083,5 18,1 29,7average 638 20

average accelertion

brakingtime reserve

time of travel time

Input Data Line 1: Independence (phase 1) Output Datamax speed 50 km/h average speed 8,2 [m/s] price / bus 3.500.000 $

1 m/s2 average speed 29,7 [km/h] places / bus (seated) 80 turn time Independence Otjomuise 5 min1 m/s3 places / bus (standees) 70 turn time Mandume NdemufayoCentral Bus Station 5 min5 % minimum round trip time: 48,0 [min] places / bus (totl) 150 time reserve at terminus station 2 min

headway 3 min need of buses 16 buses pass / h / dir 3.000 all buses 56.000.000 $

section distance vmax vmax stop time ditance travel time average from to acceleration continous vma x braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything

[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]0+000 Independence Otjomuise 0+700 Independence Omongo 700 60 16,7 0 16,7 26,6 16,7 277,8 422,2 59,9 62,9 62,9 1,0 1,0 40,00+700 Independence Omongo 1+200 Independence Caesar 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 2,2 25,81+200 Independence Caesar 1+650 Independence Soweto Market 450 60 16,7 20 16,7 10,9 16,7 277,8 172,2 44,2 46,4 66,4 1,1 3,3 24,41+650 Independence Soweto Market 2+230 Independence Clemence Kapuuo 580 60 16,7 20 16,7 19,0 16,7 277,8 302,2 52,4 55,0 75,0 1,2 4,6 27,82+230 Independence Clemence Kapuuo 2+780 Independence Shanghai 550 60 16,7 20 16,7 17,2 16,7 277,8 272,2 50,5 53,0 73,0 1,2 5,8 27,12+780 Independence Shanghai 3+280 Independence Wilibald Kaouenene 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 6,9 25,83+280 Independence Wilibald Kaouenene 4+030 Independence Hans Dietrich Genscher 750 60 16,7 20 16,7 29,8 16,7 277,8 472,2 63,1 66,2 86,2 1,4 8,4 31,34+030 Independence Hans Dietrich Genscher 5+230 Independence Husea Kutako 1.200 60 16,7 20 16,7 58,1 16,7 277,8 922,2 91,4 96,0 116,0 1,9 10,3 37,25+230 Independence Husea Kutako 6+830 Independence Eros 1.600 60 16,7 20 16,7 83,3 16,7 277,8 1.322,2 116,6 122,5 142,5 2,4 12,7 40,46+830 Independence Eros 7+330 Independence Nelson Mandela 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 13,9 25,87+330 Independence Nelson Mandela 7+730 Independence Uhland 400 60 16,7 20 16,7 7,7 16,7 277,8 122,2 41,0 43,1 63,1 1,1 14,9 22,87+730 Independence Uhland 8+230 Independence Banhofstr. 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 16,1 25,8

8+230 Independence Banhofstr. 8+530 Railwaystation 300 60 16,7 20 16,7 1,4 16,7 277,8 22,2 34,7 36,5 56,5 0,9 17,0 19,18+530 Railwaystation 8+930 Mandume Ndemufayo Central Bus Station 400 60 16,7 20 16,7 7,7 16,7 277,8 122,2 41,0 43,1 63,1 1,1 18,1 22,8

sum 8.930 233,3 317,6 233,3 3.888,9 5.041,1 784,3 823,5 1.083,5 18,1 29,7average 638 20

average accelertion

brakingtime reserve

time of travel time

3

II: Line 2 Monte Cristo

Input Data Line 2: Monte Cristo (phase 1) Output Datamax speed 60 km/h average speed 8,3 [m/s] price / bus 3.500.000 $

1 m/s2 average speed 30,0 [km/h] places / bus (seated) 80 turn time Monte Cristo 5 min1 m/s3 places / bus (standees) 70 turn time Central Bus Station 5 min

5 % minimum round trip time: 60,0 [min] places / bus (totl) 150 time reserve at terminus station 2 min

headway 3 min need of buses 20 vehicles pass / h / dir 3.000 all buses 70.000.000 $

section distance vmax vmax stop time ditance travel time average from to acceleration continous vma x braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything

[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]

0+000 Monte Cristo 0+600 Monte Cristo 600 60 16,7 0 16,7 20,3 16,7 277,8 322,2 53,6 56,3 56,3 0,9 0,9 38,40+600 Monte Cristo 1+300 Monte Cristo 700 60 16,7 20 16,7 26,6 16,7 277,8 422,2 59,9 62,9 82,9 1,4 2,3 30,41+300 Monte Cristo 2+000 Monte Cristo 700 60 16,7 20 16,7 26,6 16,7 277,8 422,2 59,9 62,9 82,9 1,4 3,7 30,42+000 Monte Cristo 2+700 Monte Cristo 700 60 16,7 20 16,7 26,6 16,7 277,8 422,2 59,9 62,9 82,9 1,4 5,1 30,42+700 Monte Cristo 3+400 Monte Cristo 700 60 16,7 20 16,7 26,6 16,7 277,8 422,2 59,9 62,9 82,9 1,4 6,5 30,43+400 Monte Cristo 3+900 Monte Cristo 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 7,6 25,83+900 Monte Cristo 4+400 Monte Cristo 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 8,8 25,84+400 Monte Cristo 5+400 Monte Cristo 1.000 60 16,7 20 16,7 45,5 16,7 277,8 722,2 78,8 82,8 102,8 1,7 10,5 35,0

5+400Monte Cristo

6+100 Hosa Kutako 700 60 16,7 20 16,7 26,6 16,7 277,8 422,2 59,9 62,9 82,9 1,4 11,9 30,4

6+100

Hosa Kutako

6+800 Hosa Kutako 700 60 16,7 20 16,7 26,6 16,7 277,8 422,2 59,9 62,9 82,9 1,4 13,3 30,4

6+800 Hosa Kutako 7+600 Hosa Kutako 800 60 16,7 20 16,7 32,9 16,7 277,8 522,2 66,2 69,5 89,5 1,5 14,8 32,27+600 Hosa Kutako 8+400 Independence 800 60 16,7 20 16,7 32,9 16,7 277,8 522,2 66,2 69,5 89,5 1,5 16,3 32,28+400 Independence 10+000 Independence 1.600 60 16,7 20 16,7 83,3 16,7 277,8 1.322,2 116,6 122,5 142,5 2,4 18,6 40,4

10+000 Independence 10+500 Independence 500 50 13,9 20 13,9 23,2 13,9 192,9 307,1 51,0 53,5 73,5 1,2 19,9 24,510+500 Independence 11+000 Independence 500 50 13,9 20 13,9 23,2 13,9 192,9 307,1 51,0 53,5 73,5 1,2 21,1 24,511+000 Independence 11+400 Independence 400 50 13,9 20 13,9 15,7 13,9 192,9 207,1 43,4 45,6 65,6 1,1 22,2 21,911+400 Independence 11+700 Railwaystation 300 50 13,9 20 13,9 8,1 13,9 192,9 107,1 35,9 37,7 57,7 1,0 23,1 18,711+700 Railwaystation 12+100 Central Bus Station 400 50 13,9 20 13,9 15,7 13,9 192,9 207,1 43,4 45,6 65,6 1,1 24,2 21,9

sum 12.100 286,1 488,3 286,1 4.575,6 7.524,4 1.060,6 1.113,6 1.453,6 24,2 30,0

average 672 20

average accelertionbraking

time reserve

time of travel time

Input Data Line 2: Monte Cristo (phase 1) Output Datamax speed 60 km/h average speed 8,3 [m/s] price / bus 3.500.000 $

1 m/s2 average speed 30,0 [km/h] places / bus (seated) 80 turn time Monte Cristo 5 min1 m/s3 places / bus (standees) 70 turn time Central Bus Station 5 min

5 % minimum round trip time: 60,0 [min] places / bus (totl) 150 time reserve at terminus station 2 min

headway 3 min need of buses 20 vehicles pass / h / dir 3.000 all buses 70.000.000 $

section distance vmax vmax stop time ditance travel time average from to acceleration continous vma x braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything

[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]

0+000 Monte Cristo 0+600 Monte Cristo 600 60 16,7 0 16,7 20,3 16,7 277,8 322,2 53,6 56,3 56,3 0,9 0,9 38,40+600 Monte Cristo 1+300 Monte Cristo 700 60 16,7 20 16,7 26,6 16,7 277,8 422,2 59,9 62,9 82,9 1,4 2,3 30,41+300 Monte Cristo 2+000 Monte Cristo 700 60 16,7 20 16,7 26,6 16,7 277,8 422,2 59,9 62,9 82,9 1,4 3,7 30,42+000 Monte Cristo 2+700 Monte Cristo 700 60 16,7 20 16,7 26,6 16,7 277,8 422,2 59,9 62,9 82,9 1,4 5,1 30,42+700 Monte Cristo 3+400 Monte Cristo 700 60 16,7 20 16,7 26,6 16,7 277,8 422,2 59,9 62,9 82,9 1,4 6,5 30,43+400 Monte Cristo 3+900 Monte Cristo 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 7,6 25,83+900 Monte Cristo 4+400 Monte Cristo 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 8,8 25,84+400 Monte Cristo 5+400 Monte Cristo 1.000 60 16,7 20 16,7 45,5 16,7 277,8 722,2 78,8 82,8 102,8 1,7 10,5 35,0

5+400Monte Cristo

6+100 Hosa Kutako 700 60 16,7 20 16,7 26,6 16,7 277,8 422,2 59,9 62,9 82,9 1,4 11,9 30,4

6+100

Hosa Kutako

6+800 Hosa Kutako 700 60 16,7 20 16,7 26,6 16,7 277,8 422,2 59,9 62,9 82,9 1,4 13,3 30,4

6+800 Hosa Kutako 7+600 Hosa Kutako 800 60 16,7 20 16,7 32,9 16,7 277,8 522,2 66,2 69,5 89,5 1,5 14,8 32,27+600 Hosa Kutako 8+400 Independence 800 60 16,7 20 16,7 32,9 16,7 277,8 522,2 66,2 69,5 89,5 1,5 16,3 32,28+400 Independence 10+000 Independence 1.600 60 16,7 20 16,7 83,3 16,7 277,8 1.322,2 116,6 122,5 142,5 2,4 18,6 40,4

10+000 Independence 10+500 Independence 500 50 13,9 20 13,9 23,2 13,9 192,9 307,1 51,0 53,5 73,5 1,2 19,9 24,510+500 Independence 11+000 Independence 500 50 13,9 20 13,9 23,2 13,9 192,9 307,1 51,0 53,5 73,5 1,2 21,1 24,511+000 Independence 11+400 Independence 400 50 13,9 20 13,9 15,7 13,9 192,9 207,1 43,4 45,6 65,6 1,1 22,2 21,911+400 Independence 11+700 Railwaystation 300 50 13,9 20 13,9 8,1 13,9 192,9 107,1 35,9 37,7 57,7 1,0 23,1 18,711+700 Railwaystation 12+100 Central Bus Station 400 50 13,9 20 13,9 15,7 13,9 192,9 207,1 43,4 45,6 65,6 1,1 24,2 21,9

sum 12.100 286,1 488,3 286,1 4.575,6 7.524,4 1.060,6 1.113,6 1.453,6 24,2 30,0

average 672 20

average accelertionbraking

time reserve

time of travel time

4

III: Line 1 Independence complete

Input Data Line 1: Independence (phase 2) Output Datamax speed 50 km/h average speed 7,8 [m/s] price / bus 3.500.000 $

1 m/s2 average speed 28,1 [km/h] places / bus (seated) 80 turn time Independence Otjomuise 5 min

1 m/s3 places / bus (standees) 70 turn time University UNAM 5 min5 % minimum round trip time: 75,0 [min] places / bus (totl) 150 time reserve at terminus station 1 min3 min need of buses 25 buses pass / h / dir 3.000 all buses 87.500.000 $

section distance vma x vmax stop time ditance travel time average from to acceleration continous vmax braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]

0+000 Independence Otjomuise 0+700 Independence Omongo 700 60 16,7 0 16,7 26,6 16,7 277,8 422,2 59,9 62,9 62,9 1,0 1,0 40,00+700 Independence Omongo 1+200 Independence Caesar 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 2,2 25,81+200 Independence Caesar 1+650 Independence Soweto Market 450 60 16,7 20 16,7 10,9 16,7 277,8 172,2 44,2 46,4 66,4 1,1 3,3 24,41+650 Independence Soweto Market 2+230 Independence Clemence Kapuuo 580 60 16,7 20 16,7 19,0 16,7 277,8 302,2 52,4 55,0 75,0 1,2 4,6 27,82+230 Independence Clemence Kapuuo 2+780 Independence Shanghai 550 60 16,7 20 16,7 17,2 16,7 277,8 272,2 50,5 53,0 73,0 1,2 5,8 27,12+780 Independence Shanghai 3+280 Independence Wilibald Kaouenene 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 6,9 25,83+280 Independence Wilibald Kaouenene 4+030 Independence Hans Dietrich Genscher 750 60 16,7 20 16,7 29,8 16,7 277,8 472,2 63,1 66,2 86,2 1,4 8,4 31,34+030 Independence Hans Dietrich Genscher 5+230 Independence Husea Kutako 1.200 60 16,7 20 16,7 58,1 16,7 277,8 922,2 91,4 96,0 116,0 1,9 10,3 37,25+230 Independence Husea Kutako 6+830 Independence Eros 1.600 60 16,7 20 16,7 83,3 16,7 277,8 1.322,2 116,6 122,5 142,5 2,4 12,7 40,46+830 Independence Eros 7+330 Independence Nelson Mandela 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 13,9 25,87+330 Independence Nelson Mandela 7+730 Independence Uhland 400 60 16,7 20 16,7 7,7 16,7 277,8 122,2 41,0 43,1 63,1 1,1 14,9 22,87+730 Independence Uhland 8+230 Independence Banhofstr. 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 16,1 25,88+230 Independence Banhofstr. 8+530 Railwaystation 300 60 16,7 20 16,7 1,4 16,7 277,8 22,2 34,7 36,5 56,5 0,9 17,0 19,18+530 Railwaystation 8+930 Mandume Ndemufayo Central Bus Station 400 60 16,7 20 16,7 7,7 16,7 277,8 122,2 41,0 43,1 63,1 1,1 18,1 22,88+930 Mandume Ndemufayo Central Bus Station 9+480 0 0 550 60 16,7 20 16,7 17,2 16,7 277,8 272,2 50,5 53,0 73,0 1,2 19,3 27,19+480 10+030 550 60 16,7 20 16,7 17,2 16,7 277,8 272,2 50,5 53,0 73,0 1,2 20,5 27,1

10+030 10+580 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 21,8 25,510+580 11+130 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 23,1 25,511+130 11+680 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 24,4 25,511+680 12+230 550 51 14,2 20 14,2 25,9 14,2 200,7 349,3 54,2 56,9 76,9 1,3 25,6 25,712+230 12+780 550 52 14,4 20 14,4 24,8 14,4 208,6 341,4 53,7 56,4 76,4 1,3 26,9 25,912+780 13+330 550 53 14,7 20 14,7 23,8 14,7 216,7 333,3 53,2 55,9 75,9 1,3 28,2 26,113+330 13+880 550 54 15,0 20 15,0 22,8 15,0 225,0 325,0 52,8 55,4 75,4 1,3 29,4 26,313+880 14+430 550 55 15,3 20 15,3 21,8 15,3 233,4 316,6 52,3 54,9 74,9 1,2 30,7 26,414+430 14+980 University UNAM 550 56 15,6 20 15,6 20,8 15,6 242,0 308,0 51,9 54,5 74,5 1,2 31,9 26,6

sum 14.980 397,5 572,7 397,5 6.349,6 8.630,4 1.367,7 1.436,0 1.916,0 31,9 28,1average 599 20

average accelertion

braking

headway during peak hourtime reserve

time of travel time

Input Data Line 1: Independence (phase 2) Output Datamax speed 50 km/h average speed 7,8 [m/s] price / bus 3.500.000 $

1 m/s2 average speed 28,1 [km/h] places / bus (seated) 80 turn time Independence Otjomuise 5 min

1 m/s3 places / bus (standees) 70 turn time University UNAM 5 min5 % minimum round trip time: 75,0 [min] places / bus (totl) 150 time reserve at terminus station 1 min3 min need of buses 25 buses pass / h / dir 3.000 all buses 87.500.000 $

section distance vmax vma x stop time ditance travel time average from to acceleration continous vma x braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]

0+000 Independence Otjomuise 0+700 Independence Omongo 700 60 16,7 0 16,7 26,6 16,7 277,8 422,2 59,9 62,9 62,9 1,0 1,0 40,00+700 Independence Omongo 1+200 Independence Caesar 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 2,2 25,81+200 Independence Caesar 1+650 Independence Soweto Market 450 60 16,7 20 16,7 10,9 16,7 277,8 172,2 44,2 46,4 66,4 1,1 3,3 24,41+650 Independence Soweto Market 2+230 Independence Clemence Kapuuo 580 60 16,7 20 16,7 19,0 16,7 277,8 302,2 52,4 55,0 75,0 1,2 4,6 27,82+230 Independence Clemence Kapuuo 2+780 Independence Shanghai 550 60 16,7 20 16,7 17,2 16,7 277,8 272,2 50,5 53,0 73,0 1,2 5,8 27,12+780 Independence Shanghai 3+280 Independence Wilibald Kaouenene 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 6,9 25,83+280 Independence Wilibald Kaouenene 4+030 Independence Hans Dietrich Genscher 750 60 16,7 20 16,7 29,8 16,7 277,8 472,2 63,1 66,2 86,2 1,4 8,4 31,34+030 Independence Hans Dietrich Genscher 5+230 Independence Husea Kutako 1.200 60 16,7 20 16,7 58,1 16,7 277,8 922,2 91,4 96,0 116,0 1,9 10,3 37,25+230 Independence Husea Kutako 6+830 Independence Eros 1.600 60 16,7 20 16,7 83,3 16,7 277,8 1.322,2 116,6 122,5 142,5 2,4 12,7 40,46+830 Independence Eros 7+330 Independence Nelson Mandela 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 13,9 25,87+330 Independence Nelson Mandela 7+730 Independence Uhland 400 60 16,7 20 16,7 7,7 16,7 277,8 122,2 41,0 43,1 63,1 1,1 14,9 22,87+730 Independence Uhland 8+230 Independence Banhofstr. 500 60 16,7 20 16,7 14,0 16,7 277,8 222,2 47,3 49,7 69,7 1,2 16,1 25,88+230 Independence Banhofstr. 8+530 Railwaystation 300 60 16,7 20 16,7 1,4 16,7 277,8 22,2 34,7 36,5 56,5 0,9 17,0 19,18+530 Railwaystation 8+930 Mandume Ndemufayo Central Bus Station 400 60 16,7 20 16,7 7,7 16,7 277,8 122,2 41,0 43,1 63,1 1,1 18,1 22,88+930 Mandume Ndemufayo Central Bus Station 9+480 0 0 550 60 16,7 20 16,7 17,2 16,7 277,8 272,2 50,5 53,0 73,0 1,2 19,3 27,19+480 10+030 550 60 16,7 20 16,7 17,2 16,7 277,8 272,2 50,5 53,0 73,0 1,2 20,5 27,1

10+030 10+580 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 21,8 25,510+580 11+130 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 23,1 25,511+130 11+680 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 24,4 25,511+680 12+230 550 51 14,2 20 14,2 25,9 14,2 200,7 349,3 54,2 56,9 76,9 1,3 25,6 25,712+230 12+780 550 52 14,4 20 14,4 24,8 14,4 208,6 341,4 53,7 56,4 76,4 1,3 26,9 25,912+780 13+330 550 53 14,7 20 14,7 23,8 14,7 216,7 333,3 53,2 55,9 75,9 1,3 28,2 26,113+330 13+880 550 54 15,0 20 15,0 22,8 15,0 225,0 325,0 52,8 55,4 75,4 1,3 29,4 26,313+880 14+430 550 55 15,3 20 15,3 21,8 15,3 233,4 316,6 52,3 54,9 74,9 1,2 30,7 26,414+430 14+980 University UNAM 550 56 15,6 20 15,6 20,8 15,6 242,0 308,0 51,9 54,5 74,5 1,2 31,9 26,6

sum 14.980 397,5 572,7 397,5 6.349,6 8.630,4 1.367,7 1.436,0 1.916,0 31,9 28,1average 599 20

average accelertion

braking

headway during peak hourtime reserve

time of travel time

5

IV: Line 3 Rocky Crest

Input Data Line 3: Rocky Crest (phase 2) Output Datamax speed 50 50 km/h average speed 7,6 [m/s] price / bus 2.500.000 $

1 m/s2 average speed 27,3 [km/h] places / bus (seated) 80 turn time Indpendence Otjomuise 5 minbraking 1 m/s3 places / bus (standees) 70 turn time Mandume NdemufayoRocky Crest 5 min

5 % minimum round trip time: 85,0 [min] places / bus (totl) 150 time reserve at endstation 3 minheadway 5 min need of buses 17,0 buses pass / h / dir 1.800 all buses 42.500.000 $

section distance vmax vma x stop time ditance travel time average from to acceleration continous vma x braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]

0+000 Indpendence Otjomuise 0+550 2 550 50 13,9 0 13,9 27,0 13,9 192,9 357,1 54,8 57,5 57,5 1,0 1,0 34,4

0+550 2 1+100 3 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 2,3 25,5

1+100 3 1+650 4 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 3,5 25,5

1+650 4 2+200 5 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 4,8 25,5

2+200 5 2+750 6 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 6,1 25,5

2+750 6 3+300 7 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 7,4 25,5

3+300 7 3+850 8 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 8,7 25,5

3+850 8 4+400 9 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 10,0 25,5

4+400 9 4+950 10 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 11,3 25,5

4+950 10 5+500 11 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 12,6 25,5

5+500 11 6+050 12 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 13,9 25,5

6+050 12 6+600 13 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 15,2 25,5

6+600 13 7+150 14 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 16,5 25,5

7+150 14 7+700 15 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 17,8 25,5

7+700 15 8+250 16 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 19,0 25,5

8+250 16 8+800 17 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 20,3 25,5

8+800 17 9+350 18 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 21,6 25,59+350 18 9+900 19 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 22,9 25,59+900 19 10+300 20 400 50 13,9 20 13,9 15,7 13,9 192,9 207,1 43,4 45,6 65,6 1,1 24,0 21,9

10+300 20 10+700 21 400 50 13,9 20 13,9 15,7 13,9 192,9 207,1 43,4 45,6 65,6 1,1 25,1 21,910+700 21 11+550 22 850 50 13,9 20 13,9 49,7 13,9 192,9 657,1 77,5 81,3 101,3 1,7 26,8 30,211+550 22 12+250 23 700 50 13,9 20 13,9 38,3 13,9 192,9 507,1 66,1 69,4 89,4 1,5 28,3 28,212+250 23 13+450 24 1.200 50 13,9 20 13,9 76,1 13,9 192,9 1.007,1 103,9 109,1 129,1 2,2 30,4 33,513+450 24 14+100 25 650 50 13,9 20 13,9 34,6 13,9 192,9 457,1 62,3 65,5 85,5 1,4 31,9 27,414+100 25 15+300 26 1.200 50 13,9 20 13,9 76,1 13,9 192,9 1.007,1 103,9 109,1 129,1 2,2 34,0 33,515+300 26 16+400 Mandume Ndemufayo Rocky Crest 1.100 50 13,9 20 13,9 68,6 13,9 192,9 907,1 96,4 101,2 121,2 2,0 36,0 32,7

sum 16.400 361,1 860,7 361,1 5.015,4 11.384,6 1.582,9 1.662,0 2.162,0 36,0 27,3average 631 20

average accelertion

time reserve

time of travel time

Input Data Line 3: Rocky Crest (phase 2) Output Datamax speed 50 50 km/h average speed 7,6 [m/s] price / bus 2.500.000 $

1 m/s2 average speed 27,3 [km/h] places / bus (seated) 80 turn time Indpendence Otjomuise 5 minbraking 1 m/s3 places / bus (standees) 70 turn time Mandume NdemufayoRocky Crest 5 min

5 % minimum round trip time: 85,0 [min] places / bus (totl) 150 time reserve at endstation 3 minheadway 5 min need of buses 17,0 buses pass / h / dir 1.800 all buses 42.500.000 $

section distance vmax vma x stop time ditance travel time average from to acceleration continous vma x braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]

0+000 Indpendence Otjomuise 0+550 2 550 50 13,9 0 13,9 27,0 13,9 192,9 357,1 54,8 57,5 57,5 1,0 1,0 34,4

0+550 2 1+100 3 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 2,3 25,5

1+100 3 1+650 4 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 3,5 25,5

1+650 4 2+200 5 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 4,8 25,5

2+200 5 2+750 6 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 6,1 25,5

2+750 6 3+300 7 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 7,4 25,5

3+300 7 3+850 8 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 8,7 25,5

3+850 8 4+400 9 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 10,0 25,5

4+400 9 4+950 10 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 11,3 25,5

4+950 10 5+500 11 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 12,6 25,5

5+500 11 6+050 12 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 13,9 25,5

6+050 12 6+600 13 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 15,2 25,5

6+600 13 7+150 14 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 16,5 25,5

7+150 14 7+700 15 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 17,8 25,5

7+700 15 8+250 16 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 19,0 25,5

8+250 16 8+800 17 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 20,3 25,5

8+800 17 9+350 18 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 21,6 25,59+350 18 9+900 19 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 22,9 25,59+900 19 10+300 20 400 50 13,9 20 13,9 15,7 13,9 192,9 207,1 43,4 45,6 65,6 1,1 24,0 21,9

10+300 20 10+700 21 400 50 13,9 20 13,9 15,7 13,9 192,9 207,1 43,4 45,6 65,6 1,1 25,1 21,910+700 21 11+550 22 850 50 13,9 20 13,9 49,7 13,9 192,9 657,1 77,5 81,3 101,3 1,7 26,8 30,211+550 22 12+250 23 700 50 13,9 20 13,9 38,3 13,9 192,9 507,1 66,1 69,4 89,4 1,5 28,3 28,212+250 23 13+450 24 1.200 50 13,9 20 13,9 76,1 13,9 192,9 1.007,1 103,9 109,1 129,1 2,2 30,4 33,513+450 24 14+100 25 650 50 13,9 20 13,9 34,6 13,9 192,9 457,1 62,3 65,5 85,5 1,4 31,9 27,414+100 25 15+300 26 1.200 50 13,9 20 13,9 76,1 13,9 192,9 1.007,1 103,9 109,1 129,1 2,2 34,0 33,515+300 26 16+400 Mandume Ndemufayo Rocky Crest 1.100 50 13,9 20 13,9 68,6 13,9 192,9 907,1 96,4 101,2 121,2 2,0 36,0 32,7

sum 16.400 361,1 860,7 361,1 5.015,4 11.384,6 1.582,9 1.662,0 2.162,0 36,0 27,3average 631 20

average accelertion

time reserve

time of travel time

6

V: Line 4 Florence Nightingaile

Input Data Line 4: Florence Nightingail (phase 2) Output Datamax speed 50 50 km/h average speed 7,4 [m/s] price / bus 2.500.000 $average accelertion 1 m/s2 average speed 26,7 [km/h] places / bus (seated) 80 turn time 1 5 min

1 m/s3 places / bus (standees) 70 turn time #BEZUG! 5 mintime reserve 5 % minimum round trip time: 100,0 [min] places / bus (totl) 150 time reserve at endstation 4 min

5 min need of buses 20,0 buses pass / h / dir 1.800 all buses 50.000.000 $

section distance vmax vma x stop time ditance travel time average from to acceleration continous vma x braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]

0+000 1 0+600 2 600 50 13,9 0 13,9 30,8 13,9 192,9 407,1 58,6 61,5 61,5 1,0 1,0 35,10+600 2 1+200 3 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 2,4 26,51+200 3 1+800 4 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 3,7 26,51+800 4 2+400 5 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 5,1 26,52+400 5 3+000 6 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 6,5 26,53+000 6 3+600 7 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 7,8 26,53+600 7 4+200 8 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 9,2 26,54+200 8 4+800 9 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 10,5 26,54+800 9 5+400 10 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 11,9 26,55+400 10 6+000 11 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 13,2 26,56+000 11 6+600 12 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 14,6 26,56+600 12 7+200 13 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 16,0 26,57+200 13 7+800 14 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 17,3 26,57+800 14 8+400 15 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 18,7 26,58+400 15 9+000 16 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 20,0 26,59+000 16 9+600 17 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 21,4 26,59+600 17 10+200 18 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 22,8 26,5

10+200 18 10+800 19 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 24,1 26,510+800 19 11+400 20 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 25,5 26,511+400 20 12+000 21 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 26,8 26,512+000 21 12+600 22 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 28,2 26,512+600 22 13+200 23 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 29,5 26,513+200 23 13+800 24 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 30,9 26,513+800 24 14+400 25 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 32,3 26,514+400 25 15+000 26 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 33,6 26,515+000 26 15+600 27 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 35,0 26,515+600 27 16+200 28 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 36,3 26,516+200 28 16+800 29 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 37,7 26,516+800 29 17+400 30 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 39,0 26,517+400 30 18+000 31 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 40,4 26,518+000 31 18+600 32 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 41,8 26,518+600 32 19+200 33 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 43,1 26,5

sum 19.200 444,4 984,9 444,4 6.172,8 13.027,2 1.873,7 1.967,4 2.587,4 43,1 26,7average 600 20

braking

headway

time of travel time

Input Data Line 4: Florence Nightingail (phase 2) Output Datamax speed 50 50 km/h average speed 7,4 [m/s] price / bus 2.500.000 $average accelertion 1 m/s2 average speed 26,7 [km/h] places / bus (seated) 80 turn time 1 5 min

1 m/s3 places / bus (standees) 70 turn time #BEZUG! 5 mintime reserve 5 % minimum round trip time: 100,0 [min] places / bus (totl) 150 time reserve at endstation 4 min

5 min need of buses 20,0 buses pass / h / dir 1.800 all buses 50.000.000 $

section distance vmax vmax stop time ditance travel time average from to acceleration continous vma x braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]

0+000 1 0+600 2 600 50 13,9 0 13,9 30,8 13,9 192,9 407,1 58,6 61,5 61,5 1,0 1,0 35,10+600 2 1+200 3 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 2,4 26,51+200 3 1+800 4 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 3,7 26,51+800 4 2+400 5 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 5,1 26,52+400 5 3+000 6 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 6,5 26,53+000 6 3+600 7 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 7,8 26,53+600 7 4+200 8 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 9,2 26,54+200 8 4+800 9 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 10,5 26,54+800 9 5+400 10 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 11,9 26,55+400 10 6+000 11 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 13,2 26,56+000 11 6+600 12 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 14,6 26,56+600 12 7+200 13 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 16,0 26,57+200 13 7+800 14 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 17,3 26,57+800 14 8+400 15 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 18,7 26,58+400 15 9+000 16 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 20,0 26,59+000 16 9+600 17 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 21,4 26,59+600 17 10+200 18 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 22,8 26,5

10+200 18 10+800 19 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 24,1 26,510+800 19 11+400 20 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 25,5 26,511+400 20 12+000 21 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 26,8 26,512+000 21 12+600 22 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 28,2 26,512+600 22 13+200 23 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 29,5 26,513+200 23 13+800 24 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 30,9 26,513+800 24 14+400 25 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 32,3 26,514+400 25 15+000 26 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 33,6 26,515+000 26 15+600 27 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 35,0 26,515+600 27 16+200 28 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 36,3 26,516+200 28 16+800 29 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 37,7 26,516+800 29 17+400 30 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 39,0 26,517+400 30 18+000 31 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 40,4 26,518+000 31 18+600 32 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 41,8 26,518+600 32 19+200 33 600 50 13,9 20 13,9 30,8 13,9 192,9 407,1 58,6 61,5 81,5 1,4 43,1 26,5

sum 19.200 444,4 984,9 444,4 6.172,8 13.027,2 1.873,7 1.967,4 2.587,4 43,1 26,7average 600 20

braking

headway

time of travel time

7

VI: Line 5 Eros Airport

Input Data Line 5: Eros Aierport (phase 3) Output Datamax speed 50 km/h average speed 7,2 [m/s] price / bus 2.500.000 $

1 m/s2 average speed 25,8 [km/h] places / bus (seated) 80 turn time 1 5 min1 m/s3 places / bus (standees) 70 turn time 32 5 min5 % minimum round trip time: 90,0 [min] places / bus (totl) 150 time reserve at terminus station 1 min

headway 7,5 min need of buses 12,0 trains pass / h / dir 1.200 all buses 30.000.000 $

section distance vmax vma x stop time ditance travel time average from to acceleration continous vma x braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]

0+000 1 0+550 2 550 50 13,9 0 13,9 27,0 13,9 192,9 357,1 54,8 57,5 57,5 1,0 1,0 34,40+550 2 1+100 3 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 2,3 25,51+100 3 1+650 4 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 3,5 25,51+650 4 2+200 5 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 4,8 25,52+200 5 2+750 6 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 6,1 25,52+750 6 3+300 7 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 7,4 25,53+300 7 3+850 8 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 8,7 25,53+850 8 4+400 9 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 10,0 25,54+400 9 4+950 10 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 11,3 25,54+950 10 5+500 11 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 12,6 25,55+500 11 6+050 12 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 13,9 25,56+050 12 6+600 13 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 15,2 25,56+600 13 7+150 14 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 16,5 25,57+150 14 7+700 15 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 17,8 25,57+700 15 8+250 16 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 19,0 25,58+250 16 8+800 17 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 20,3 25,58+800 17 9+350 18 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 21,6 25,59+350 18 9+900 19 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 22,9 25,59+900 19 10+450 20 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 24,2 25,5

10+450 20 11+000 21 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 25,5 25,511+000 21 11+550 22 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 26,8 25,511+550 22 12+100 23 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 28,1 25,512+100 23 12+650 24 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 29,4 25,512+650 24 13+200 25 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 30,7 25,513+200 25 13+750 26 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 32,0 25,513+750 26 14+300 27 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 33,3 25,514+300 27 14+850 28 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 34,5 25,514+850 28 15+400 29 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 35,8 25,515+400 29 15+950 30 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 37,1 25,515+950 30 16+500 31 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 38,4 25,516+500 31 17+050 32 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 39,7 25,5

sum 17.050 430,6 836,9 430,6 5.979,9 11.070,1 1.698,0 1.782,9 2.382,9 39,7 25,8average 550 20

time reserve

average accelertionbraking

time of travel time

Input Data Line 5: Eros Aierport (phase 3) Output Datamax speed 50 km/h average speed 7,2 [m/s] price / bus 2.500.000 $

1 m/s2 average speed 25,8 [km/h] places / bus (seated) 80 turn time 1 5 min1 m/s3 places / bus (standees) 70 turn time 32 5 min5 % minimum round trip time: 90,0 [min] places / bus (totl) 150 time reserve at terminus station 1 min

headway 7,5 min need of buses 12,0 trains pass / h / dir 1.200 all buses 30.000.000 $

section distance vm ax vmax stop time ditance travel time average from to acceleration continous vm a x braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]

0+000 1 0+550 2 550 50 13,9 0 13,9 27,0 13,9 192,9 357,1 54,8 57,5 57,5 1,0 1,0 34,40+550 2 1+100 3 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 2,3 25,51+100 3 1+650 4 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 3,5 25,51+650 4 2+200 5 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 4,8 25,52+200 5 2+750 6 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 6,1 25,52+750 6 3+300 7 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 7,4 25,53+300 7 3+850 8 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 8,7 25,53+850 8 4+400 9 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 10,0 25,54+400 9 4+950 10 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 11,3 25,54+950 10 5+500 11 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 12,6 25,55+500 11 6+050 12 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 13,9 25,56+050 12 6+600 13 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 15,2 25,56+600 13 7+150 14 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 16,5 25,57+150 14 7+700 15 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 17,8 25,57+700 15 8+250 16 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 19,0 25,58+250 16 8+800 17 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 20,3 25,58+800 17 9+350 18 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 21,6 25,59+350 18 9+900 19 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 22,9 25,59+900 19 10+450 20 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 24,2 25,5

10+450 20 11+000 21 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 25,5 25,511+000 21 11+550 22 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 26,8 25,511+550 22 12+100 23 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 28,1 25,512+100 23 12+650 24 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 29,4 25,512+650 24 13+200 25 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 30,7 25,513+200 25 13+750 26 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 32,0 25,513+750 26 14+300 27 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 33,3 25,514+300 27 14+850 28 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 34,5 25,514+850 28 15+400 29 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 35,8 25,515+400 29 15+950 30 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 37,1 25,515+950 30 16+500 31 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 38,4 25,516+500 31 17+050 32 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 39,7 25,5

sum 17.050 430,6 836,9 430,6 5.979,9 11.070,1 1.698,0 1.782,9 2.382,9 39,7 25,8average 550 20

time reserve

average accelertionbraking

time of travel time

8

VII: Line 6 Hosea Kutako

Input Data Line 6: Hosea Kotako (phase 3) Output Datamax speed 50 km/h average speed 7,2 [m/s] price / bus 2.500.000 $

1 m/s2 average speed 25,7 [km/h] places / bus (seated) 80 turn time 1 5 min1 m/s3 places / bus (standees) 70 turn time 34 5 min5 % minimum round trip time: 97,5 [min] places / bus (totl) 150 time reserve at terminus station 3 min

headway 7,5 min need of buses 13,0 trains pass / h / dir 1.200 all buses 32.500.000 $

section distance vmax vmax stop time ditance Fahrzeit travel time average from to acceleration continous vma x braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time stop time everything[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]

0+000 1 0+550 2 550 50 13,9 0 13,9 27,0 13,9 192,9 357,1 54,8 57,5 57,5 1,0 1,0 34,40+550 2 1+100 3 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 2,3 25,51+100 3 1+650 4 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 3,5 25,51+650 4 2+200 5 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 4,8 25,52+200 5 2+750 6 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 6,1 25,52+750 6 3+300 7 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 7,4 25,53+300 7 3+850 8 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 8,7 25,53+850 8 4+400 9 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 10,0 25,54+400 9 4+950 10 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 11,3 25,54+950 10 5+500 11 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 12,6 25,55+500 11 6+050 12 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 13,9 25,56+050 12 6+600 13 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 15,2 25,56+600 13 7+150 14 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 16,5 25,57+150 14 7+700 15 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 17,8 25,57+700 15 8+250 16 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 19,0 25,58+250 16 8+800 17 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 20,3 25,58+800 17 9+350 18 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 21,6 25,59+350 18 9+900 19 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 22,9 25,59+900 19 10+450 20 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 24,2 25,5

10+450 20 11+000 21 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 25,5 25,511+000 21 11+550 22 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 26,8 25,511+550 22 12+100 23 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 28,1 25,512+100 23 12+650 24 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 29,4 25,512+650 24 13+200 25 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 30,7 25,513+200 25 13+750 26 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 32,0 25,513+750 26 14+300 27 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 33,3 25,514+300 27 14+850 28 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 34,5 25,514+850 28 15+400 29 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 35,8 25,515+400 29 15+950 30 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 37,1 25,515+950 30 16+500 31 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 38,4 25,516+500 31 17+050 32 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 39,7 25,517+050 32 17+600 33 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 41,0 25,517+600 33 18+150 34 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 42,3 25,5

sum 18.150 458,3 890,9 458,3 6.365,7 11.784,3 1.807,6 1.897,9 2.537,9 42,3 25,7average 550 20

average accelertionbrakingtime reserve

time of

Input Data Line 6: Hosea Kotako (phase 3) Output Datamax speed 50 km/h average speed 7,2 [m/s] price / bus 2.500.000 $

1 m/s2 average speed 25,7 [km/h] places / bus (seated) 80 turn time 1 5 min1 m/s3 places / bus (standees) 70 turn time 34 5 min5 % minimum round trip time: 97,5 [min] places / bus (totl) 150 time reserve at terminus station 3 min

headway 7,5 min need of buses 13,0 trains pass / h / dir 1.200 all buses 32.500.000 $

section distance vmax vmax stop time ditance Fahrzeit travel time average from to acceleratio n continous vma x braking from t1+t3 from t2 without with with with accumulated speed incl.

t1 t2 t3 s1+s3 s2 anything timereserve stop time sto p time everything[km] Name [km] Name [m] [km/h] [m/s] [s] [s] [s] [s] [m] [m] [s] [s] [s] [min] [km/h]

0+000 1 0+550 2 550 50 13,9 0 13,9 27,0 13,9 192,9 357,1 54,8 57,5 57,5 1,0 1,0 34,40+550 2 1+100 3 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 2,3 25,51+100 3 1+650 4 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 3,5 25,51+650 4 2+200 5 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 4,8 25,52+200 5 2+750 6 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 6,1 25,52+750 6 3+300 7 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 7,4 25,53+300 7 3+850 8 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 8,7 25,53+850 8 4+400 9 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 10,0 25,54+400 9 4+950 10 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 11,3 25,54+950 10 5+500 11 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 12,6 25,55+500 11 6+050 12 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 13,9 25,56+050 12 6+600 13 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 15,2 25,56+600 13 7+150 14 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 16,5 25,57+150 14 7+700 15 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 17,8 25,57+700 15 8+250 16 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 19,0 25,58+250 16 8+800 17 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 20,3 25,58+800 17 9+350 18 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 21,6 25,59+350 18 9+900 19 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 22,9 25,59+900 19 10+450 20 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 24,2 25,5

10+450 20 11+000 21 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 25,5 25,511+000 21 11+550 22 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 26,8 25,511+550 22 12+100 23 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 28,1 25,512+100 23 12+650 24 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 29,4 25,512+650 24 13+200 25 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 30,7 25,513+200 25 13+750 26 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 32,0 25,513+750 26 14+300 27 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 33,3 25,514+300 27 14+850 28 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 34,5 25,514+850 28 15+400 29 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 35,8 25,515+400 29 15+950 30 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 37,1 25,515+950 30 16+500 31 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 38,4 25,516+500 31 17+050 32 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 39,7 25,517+050 32 17+600 33 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 41,0 25,517+600 33 18+150 34 550 50 13,9 20 13,9 27,0 13,9 192,9 357,1 54,8 57,5 77,5 1,3 42,3 25,5

sum 18.150 458,3 890,9 458,3 6.365,7 11.784,3 1.807,6 1.897,9 2.537,9 42,3 25,7average 550 20

average accelertionbrakingtime reserve

time of

9

Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH P.O Box 8016 Windhoek, Namibia, www.sutp.org Ministry Works and Transport Head Office Building 6719 Bell St Snyman Circle Windhoek