FCSA J4IR Roadmap For 2021-2023

Future Cities South Africa
Close-Out Report on 4IR Implications for

CoJ & Urban Mobility:
Roadmap for 2021-2023
J4IR_CLOSEOUT_D1
24 May 2021
TABLE OF CONTENTS
Table of Contents 2
List of Tables 5
List of Figures 5
Abbreviations, Acronyms, and Definitions 6
1. Executive Summary 8
2. Background and Introduction 9
3. Responding to 4IR and 4IR Mobility 11
3.1 Global trends in 4IR Mobility 12
3.2 Gender & Social Inclusion (G&SI) and 4IR 12
3.3 Engaging with 4IR as the City of Joburg 13
3.4 Digital readiness to implement 4IR interventions 14
4. Application areas for 4IR Mobility 15
4.1 The passenger journey 15
4.1.1 Local journey planning 16
4.1.2 Cashless transactions 16
4.1.3 Private-to-public-vehicle ownership 16
4.2 City planning and infrastructure 17
4.2.1 Planning for the future 17
4.2.2 Making better use of existing space 17
4.2.3 Efficient monitoring and maintenance of infrastructure and transport assets 18
FUTURE CITIES SOUTH AFRICA | J4IR Close-Out Report: Roadmap for 2021-2023 Page 2
4.3 Data-driven mobility 18
4.3.1 Using big data analysis to improve the passenger experience 18
4.4 Safety and inclusion 19
4.5 Distribution and Delivery 21
4.5.1 Considering smart logistics 21
4.5.2 The advent of E-commerce 22
4.5.3 Drone and EVs for logistics 23
4.5.4 Robotics, automation and delivery apps 23
5. Developing 4IR Mobility interventions: road-mapping actions 24
5.1 Process of identifying actions for road-mapping 24
5.2 Regulatory actions 26
Protect data privacy 27
Ensure competition and drive greater diversity of investment in innovation 27
Protect the environment from damage 28
Enforce labour regulations 28
5.3 Partnering actions 28
Establish transversal partnerships 29
Establish internal partnerships 29
5.4 Operational actions 30
5.4.1 Data-driven mobility 30
Action item 1: Develop Chapter 3, Transport Register, for comprehensive and integrated transport
planning 32
Action item 2: Develop an inclusive and future-proofed Transport Register: indicative datasets
needed for 4IR G&SI opportunities 34
Action item 3: Include 4IR and G&SI considerations in developing the CoJ’s revised Travel Demand
Management (TDM) Strategy (currently underway) 36
5.5 Citizen-led planning and App-based incident reporting 36
Action item 4: Develop a project identification document and scope of work for a citizen-reporting
tool 37
6. References 39
APPENDICES 40
Appendix 1: Transport Register data requirements, 4IR and G&SI possibilities, and pre-requisites for
4IR 40
Appendix 2: Indicative gap analysis – CITP data and G&SI decision-making 48
Appendix 3: Travel Demand Management (TDM) Strategy and 4IR/G&SI possibilities 51
Appendix 4: Developing a Citizen Engagement / Reporting Solution: Indicative Table of Contents for
a Project Initiation Document 53
Appendix 5: Developing a Citizen Engagement / Reporting Solution: Indicative Terms of Reference

54
Appendix 6 List of Project Deliverables 57
LIST OF TABLES
Table 1: Immediate and medium-term strategic 4IR Mobility interventions identified for implementation
26
Table 2: Immediate and medium-term operational 4IR Mobility interventions identified for
implementation 27
Table 3: Transport Register data requirements, 4IR and G&SI possibilities, and pre-requisites for 4IR 43
Table 4: Indicative gap analysis: CITP data and G&SI decision-making 52
Table 5: TDM strategy: 4IR and G&SI development opportunities 55
LIST OF FIGURES
Figure 1: Project processes and outputs in 2020 10
Figure 2: Multidimensional matrix criteria for intervention rating: the SAFE framework. (Future Cities SA,
2020a) 26
Figure 3: CITP Chapter 3 – Overview timeframe and roadmap 36
Figure 4: An overview roadmap to procure a final draft of the CITP 36
Figure 5: The stages of CITP finalisation, from drafting to approval by NDoT 37
Figure 6: A longer-term approach to 4IR Mobility 38
Figure 7: Indicative time-frames to develop a citizen reporting tool 41
ABBREVIATIONS, ACRONYMS, AND DEFINITIONS
4IR Fourth Industrial Revolution
API Application Programming Interface
AV Autonomous Vehicles
B2B business-to-business
BRT Bus Rapid Transit
CITP Comprehensive Integrated Transport Plan
CoGTA Cooperative Governance and Traditional Affairs
CoJ City of Johannesburg
CSIR Council for Scientific and Industrial Research
EDI Electronic Data Interchange
EVs Electric Vehicles
Exclusion Exclusion refers to the act of socially isolating or marginalising an individual or groups on
the basis of discrimination by not allowing or enabling them to fully participate and be
included in society and enjoy the same rights and privileges. This devaluation of and
exclusion of individuals or groups results in keeping “others” outside of the prevailing
social system and thus restricting their access to material, social, economic and political
resources and rights.
FCSA Future Cities South Africa
G&SI Gender and Social Inclusion
GBV Gender-based violence
GCRO Gauteng City-Region Observatory
HTS Household Travel Survey
ICT Information Communication Technology
IoT Internet of Things
MBT Minibus-taxi
NDoT National Department of Transport
NMT Non-Motorised Transport (walking and cycling)
PPP Public-private partnership
Safa The South African Federation of Unmanned Aircraft Systems
SAICE South African Institution of Civil Engineering
TDM Travel Demand Management
ToR Terms of Reference
UA Universal Access: The removal of cultural, physical, social and other barriers that prevent
people with disabilities from entering, using or benefiting from the various systems of
society that are available to other citizens and residents. The absence of accessibility or
the denial of access is the loss of opportunities to take part in the community on an equal
basis with others (SAHRC, 2015)
UD Universal Design: Designing programs, services, tools and facilities so that they are
useable, without modification, by the widest range of users possible, taking into account
a variety of abilities and disabilities (SAHRC, 2015)
UAS Unmanned Aircraft Systems (drones)
1. EXECUTIVE SUMMARY
This report is the culmination of more than one and a half years of partnership between the Future Cities
South Africa (FCSA) and the City of Johannesburg in a project to understand, assess and implement
appropriate mobility-related Fourth Industrial Revolution (4IR) innovations. It does not summarise the
substantial outputs delivered by the project (provided in Appendix 6 List of Project Outputs). Rather, it
reports on a process where the City, together with the FCSA, close out the project by developing a road
map of practical actionable items for implementation in the short term by the CoJ. The process involved
reviewing and prioritising actions immediately relevant to service delivery initiatives by CoJ and in line
with priorities and strategic thrusts. The report also provides, in the appendices, proposed Scope of Work
and step by step processes to implement the actionable items, to assist the city in the process
Broadly speaking, the report puts forth four areas of action for the CoJ on 4IR.
Firstly, regulatory actions. 4IR disruptions create regulatory risk that the CoJ should tackle or work with
other state entities in dealing with. The regulatory areas include protecting data privacy, protecting the
environment, ensuring a level playing field and preventing market dominance by any single player and
helping develop or adapt labour legislation to these disruptive influences.
Secondly, is developing partnerships internally with the smart city and infrastructure related departments
to implement important 4IR related goals such as continued roll out of electricity and expansion internet
and broadband.
Thirdly is developing data capabilities. CoJ’s last household travel survey was in 2013, meaning the data is
outdated. For the next planning cycle, CoJ has stated it does not intend to collect updated information
itself but will use the current Gauteng household travel survey. However, this survey may not be
adequate. For example, it only provides limited responses to questions about levels of satisfaction with
transport service, and responses do not provide a ‘reliable picture’ of perceptions around safety, public
transport improvements, and user satisfaction. Further, the survey findings are not geared towards
adequate data relating to G&SI and the disruptive influences of 4IR. The City’s CITP review process,
currently prioritised for action, is an opportunity to develop an inclusive and future-proofed data
collection process and development of a Transport Register. The report provides indicative suggestions
around what actions and data framework this entails.
Finally, there is a clear opportunity for partnering with the private profit and non-profit sector to develop
and implement a citizen-led App-based incident reporting tool. High level of maturity in these apps means
the technology is readily available and not expensive. They are also effective, and examples have been
provided of working apps already in implementation locally and internationally. The parameters for such
a tool have been included in the report as a guide for CoJ. These tools have a particularly strong utility in
ensuring inclusivity of transport systems.
By clearly setting out a limited number and practical set of actionable items, this report has developed a
road map that it is hoped is easily usable by CoJ to quickly put it onto a path of 4IR readiness for its urban
mobility sector.
2. BACKGROUND AND INTRODUCTION
The Future Cities South Africa programme (The Global Future Cities Programme in South Africa, FCSA or
‘the Programme’) is intended to drive inclusive economic growth in South African cities, which face rapid
urbanisation while being constrained by the inherited spatial form of the apartheid city. The Programme
aims to reduce poverty and gender inequality through targeted projects on transportation and mobility,
urban planning, resilience, and the innovative use of data (Future Cities SA, 2020d).
Practically, for this project within the Programme, this meant partnering with the City of Johannesburg
(CoJ) throughout 2020 and early 2021 to undertake a Review of Fourth Industrial Revolution (4IR) trends
and effects on Urban Mobility in Johannesburg (referred to in this Report as CoJ 4IR Mobility). The purpose
of the partnering was to build capability and capacity to assess the smart technology and data needed to
create an integrated and inclusive transportation system (Future Cities SA, 2020).
Johannesburg’s mobility challenges include high unidirectional travel during peak periods (due to
segregation of land uses); sprawling suburban areas; low seat turn-over; long commuter distances;
inefficient public transport services; multiple trips required due to limited public transport network; large
focus on private vehicle use; delays and congestion on primary and secondary road network (private cars,
buses and taxi affected); a high cost of commuter services to the poor; and an informal and often unsafe
poor quality minibus taxi service. Public transport is fragmented and often uncoordinated, and should be
transformed to promote a safe, reliable, effective, efficient, coordinated, integrated and environmentally
friendly public transport system (Future Cities SA, 2020d).
4IR Mobility innovations can assist in resolving some of these challenges. Overall, 4IR innovations have
the potential to transform the journey experience through, for example, integrated ticketing, digital
payments, route planning, and remote working. 4IR applications are also able to help cities better plan
their urban form, manage infrastructure, and visualise urban design, test mobility solutions, and make
better use of existing road space. The freight industry, including urban distribution and delivery services,
has already seen many of the possibilities presented by 4IR innovations, through for example electric
vehicles, robotics and automation, and 3D printing to enable local or onsite production. And while the
innovations provide great potential in terms of transforming the sector, there is a real danger, especially
in the Johannesburg context, that they may exacerbate socio-economic divisions.
This Report constitutes the project Close-Out Report of the CoJ 4IR Mobility project. The objective of this
Report is not to offer deep insights into the CoJ transport and mobility landscape. Nor does it deeply
analyse 4IR trends and opportunities or provide details of current interventions and innovators in South
Africa and their strengths and weaknesses and current innovations, or the filtering process by which an
intervention can be determined. These matters have already been explored and reported on in the
outputs of 2020, and are referenced in this Report and included in the reference list.
Instead, the Report provides an overview of 4IR trends and opportunities and then focuses on practical
and actionable interventions 4IR implementations, aligned with City of Joburg transport department’s
current digital readiness, resources and capacities, operational requirements, and strategic goals. These
actions emerged from a series of engagements with the CoJ transport department in early 2021. Overall,
these actions will scale up the CoJ’s digital readiness through data collection, partnerships, and regulatory
measures, and set the stage for further developments.
To this end, the Close-Out Report:
(i) describes the process by which a long list of 4IR Implications for CoJ and Urban Mobility were
narrowed down into practical and actionable interventions; and
(ii) presents the actions as a series of ‘road-maps’ with additional detail and ‘step-by-step’
processes in the appendices.
Figure 1: Project processes and outputs in 2020
3. RESPONDING TO 4IR AND 4IR MOBILITY
4IR is innovation happening at the intersection of the digital, physical and biological world, driven by
advances in technologies such as artificial intelligence, 3D printing and autonomous vehicles.
Coined by the World Economic Forum in 2015, 4IR builds on the 3IR digital revolution of the late-1990s
and early-2000s. It is not only characterised by global connectivity, ever present digitalisation, and data,
but also an accelerated pace of change. Yet access to (affordable) data and technology is still highly
unequal and exclusionary, risking leaving populations behind if they are unable to keep up with this
exponential pace of technological change.
Innovations of the Fourth Industrial Revolution are set to revolutionise how people travel and how goods
are transported around the world, or eliminate the need entirely. Promising both disruption and
opportunity, 4IR Mobility refers to how mobility systems can respond and adapt to the 4IR trends shaping
them. This term also covers how 4IR technologies can optimise and enhance new and existing mobility
networks at the city, national and international levels, helping them become more efficient and
sustainable (Future Cities SA, 2020).
3.1 Global trends in 4IR Mobility
Five interlinked global trends in 4IR Mobility include (Future Cities SA, 2020):
● The rise of automation reflects the growing trend of Autonomous Vehicles (AVs) and other
robotic devices operating without direct human control or oversight, with risks of job losses and
safety concerns.
● Intelligent and connected systems optimise processes for communicating and sharing data across
wider networks, yet also introduce a host of data and cyber security risks.
● Electrification for greener transport has led to a rise in Electric Vehicle (EV) uptake, with the
demand for electric charging infrastructure crucial for city planning.
● The sharing economy expands the range of shared, as-needed mobility options, although
accessibility and affordability remain key concerns to ensure inclusion.
● A responsive and evolving enabling environment supports all the above, to effectively respond
to, and promote, the development and adoption of 4IR mobility technologies.
3.2 Gender & Social Inclusion (G&SI) and 4IR
4IR interventions can be used as tools for accessibility and gender-inclusivity, and for designing resilient
and safe public transport systems and public spaces and improving road safety and universal access (UA).
Examples of such interventions are included in the report Review of Local Trends in 4IR for Mobility
(Future Cities SA, 2020d). However, these interventions need to be designed with care in South Africa
where access to, and familiarity and confidence with, technology and data are inequitable. The risks 4IR
are recognised in CoJ’s Smart City strategy: noting that CoJ can ill-afford taking a purely technological
approach to becoming ‘Smarter’ when so many residents on the periphery are excluded from accessing
broadband and technology (City of Joburg Smart City Office, 2019).
No 4IR intervention should perpetuate or entrench inequity, or disability or gender related exclusion and
disadvantage – there are real apprehensions that they may enhance distributional challenges, as they
require a basic level of resources and skills to use. There is a danger that 4IR can worsen the current
economic and social cleavages, and entrench exclusion; applications may have negative distributional
effects and impacts, given they will mimic current societal structures (Future Cities SA, 2020d).
It is rare for safeguards to be included in 4IR interventions to ensure that no harm results, and there is
also little evidence of deliberate engagement of vulnerable groups (including gender- and disability-
related vulnerabilities) in the development of many 4IR interventions (Future Cities SA, 2020d).
4IR can provide economic opportunities for communities and individuals marginalised by gender,
disability and spatial inequity, among others.. It can also provide for greater opportunity to better, safely,
and at scale include traditionally excluded groups in the urban mobility system. For these reasons, among
others, any development of new and existing transport systems, services, and interventions must be
approached with a ‘leave no one behind’ lens (Future Cities SA, 2020d).
3.3 Engaging with 4IR as the City of Joburg
The City of Johannesburg (CoJ) has multiple roles to play in the 4IR arena, including those of regulator and
policymaker, financier and investor in the ecosystem, open-access partner, stimulator of the modal shift,
and, in some cases, the user. This may include financing and procuring necessary infrastructure and
technology, upskilling and expansion of digital capabilities, agile governance and setting appropriate
policies and regulation, and building wide-ranging partnerships (Future Cities SA, 2020).
The role of any local authority or City is to both use and manage the disruptions of 4IR and 4IR Mobility.
For example, to support more equitable development of 4IR innovations (see above), the City should
investigate which aspects of the supporting ‘ecosystem’ are missing or deficient and will have an effect
on equity (such as affordable data for example), and seek to address those, either directly (because they
fall within the existing legal competence of the city), or indirectly (if they are the responsibility of other
parts of government).
The City has a key role in monitoring the nature of the disruptions, and especially their varied effects in
society (see Section 2.3, above). By and large, 4IR applications respond to market forces, and do not
prioritise social justice questions explicitly; the City therefore is crucial to mitigating the potential
exclusionary effects of such applications. To be able to do so, the City needs to constantly be scanning and
monitoring the environment, and collecting data and developing data systems in order to fulfil these roles.
At the same time, the City should support, nurture, and develop innovations. The electric vehicle industry,
for example, an important low emission transport future, has not been supported as it should. And in
some instances, poor quality infrastructure is a hindrance to the development of these technologies, for
example autonomous vehicles (Future Cities SA, 2020d).
Frequent and rapid disruption requires a strong intermediary for conflicting and overlapping interests.
Lessons have shown when disruptions happen in policy and regulatory vacuums, new competition often
seen as unfair to established players can result in conflict or rapid and unforeseen industry declines.
Already it is evident that there are legislative and policy gaps, for instance in data privacy requirements
(Future Cities SA, 2020d).
To fulfil its various roles, it is essential that the CoJ engage in partnerships and collaboration, for example
in training, where there are already initiatives for skilling people. Collaboration through open data,
appropriately de-risked to ensure privacy and proprietary rights, can be used to incentivise and steer 4IR
developments towards more public orientated outcomes. Partnering also includes opportunities to
facilitate platforms for exchanging knowledge and practice around 4IR and urban mobility.
Affordable access to data has been at the forefront of civil society campaigns, yielding some positive
results where private cell phone companies have entered negotiations with the state to lower costs. This
extends beyond data to access the internet for example, to stored data and methods and tools to
manipulate the data. The broader issue is whether data constitutes a public good that the state has a role
in providing for or intermediating access to, when provided by non-state actors. These debates are not
confined to South Africa and happening across the world. They make a case for city and state roles in not
only in providing for access, but also further advocating for rights based approaches to data access (Future
Cities SA, 2020d).
Finally, 4IR is a transversal governance issue, where the City needs to work across sectoral departments
to maximise opportunities. The City also needs to work with other governmental spheres - national,
provincial and state owned entities - as well with non profit and research entities. The City’s own Smart
City Strategy provides for a range of “smart city” objectives across sectors. The effects of the innovations
are also crosscutting. Current disruptions in e-commerce for example may have an effect on the property
market as we know it, or alter traffic patterns. New frontiers such as drone deliveries have immediate
needs for drop off points, often part of site level urban planning (Future Cities SA, 2020d).
These various roles are further explored later in the report, where actional interventions relating to data,
partnerships and collaboration, and social inclusion, are described in greater detail.
3.4 Digital readiness to implement 4IR interventions
Johannesburg’s prospects of gaining positive benefits from the opportunities presented by 4IR will depend
on its ‘digital readiness’, which depends on the quality of the digital infrastructure, the cost and
affordability of data; the type of data available for decision-making, educational standards, digital literacy,
and access to smart and enabled gadgets among its populace (Future Cities SA, 2020d).
● Data science talent and skills are scarce within local government (SALGA, 2018);
● Data is not yet sufficiently adequate to inform priority 4IR interventions (SALGA, 2018) ;
● Strong leadership is required to take on board the implications of 4IR & mobility interventions
(or lack thereof) (SALGA, 2018);
● 4IR interventions require cross departmental intervention (SALGA, 2018).
● In South Africa 77% of employees in the transport and logistics sector are semi- and low-skilled.
Coupled with costly digital infrastructure and connectivity as well as policy gaps in regulation of
emerging technologies in mobility, Johannesburg’s workforce is currently unprepared to fully reap
the benefits of 4IR mobility.
While the benefits of 4IR are clear, the reality is that funding for digital infrastructure presents a major
challenge. The use of Public Private Partnerships, digital infrastructure investment-friendly legislation and
tax incentives would help progress South Africa’s digital transformation. The country’s ability to harness
the 4IR rests on forging collaborative partnerships between government and the private sector, with
policymakers and industry experts, and with the African continent. South Africa’s success rests on the
political will of governments, on being prepared to take risks, and on striking a balance between
innovation and regulation (Future Cities SA, 2020d).
4. APPLICATION AREAS FOR 4IR MOBILITY
4.1 The passenger journey
The 4IR has the potential to be a fundamental enabler for passenger journey improvement. Passengers
are currently faced with several challenges despite the availability of various modes of transport in the
City. Captive users are at a loss as these modes are to a large extent unsafe, unreliable, and costly. The
passenger journey of the future will have to be seamless, more flexible, and better cater to users’ needs
through creating an on-demand, consumer-centric model that has high levels of universal access.
By using an integrated system, transport authorities can also gather data in order to optimise pricing and
passenger traffic. It is evident that technology has the potential to address development challenges
through improving mobility and provide an integrated platform for public transport, whether formal or
informal, thus improving the public transport experience to the commuter.
4.1.1 Local journey planning
Every commuter wants to move from origin to destination as efficiently as possible, whether it be for
leisure or work. Locally, there are several 4IR solutions (e.g. computing technologies, IoT) that can
influence and enhance the commuting experience through real-time journey updates and planning
options. Already a number of local innovators are working in this space, such as Khwela taxi booking app,
Gauteng on the Move app, and GoMetro’s mobile transit passenger app.
4.1.2 Cashless transactions
Local innovators include Ukheshe, a micro-transaction platform that developed a cashless transaction
system for taxi drivers and commuters in a bid to curb the COVID-19 spread, and the Gautrain Card, which
uses an integrated cash-free ticketing system that allows passengers to access Gautrain’s train, bus and
parking facilities through a contactless smart card.
4.1.3 Private-to-public-vehicle ownership
South Africa’s e-hailing landscape is dominated by international providers such as Uber and Bolt.
However, there are local competitors that have a better understanding of the South African environment
and have developed solutions that could potentially lead to a competitive advantage over international
counterparts. One of these is Green Scooter, an e-hailing cab service that aims to change the way society
moves by using low-cost, hi-tech electric scooters. The scooters offer both a traditional meter taxi service
as well as a delivery service offering for small businesses, carving its own niche market between a modern
taxi service and conventional delivery services.
Also worth noting is Zeelo, which partners with local bus and coach operators and focuses on under-
serviced areas where there is a demand for shared transport by using data analytics and AI-powered
algorithms. An example of this includes a shuttle to and from Eastgate Shopping Centre and Sandton City
daily, where commuters can book trips and buy tickets using their online platform.
The increasing reliability, variety and ubiquity of shared mobility is shifting typical ownership structures,
as the need for personal vehicles is reduced. As this trend is driven mainly by consumer demand, it
encourages new, emerging business models based on Mobility-as-a-Service (MaaS) for first- and last-mile
mobility. There are significant gaps, however, in the way in which shared mobility options currently
provide for special categories of passengers, such as those with disabilities, the elderly, and those who
are limited in their movements by children.
4.2 City planning and infrastructure
4IR technologies can help cities such as Johannesburg better plan their urban form and manage
infrastructure, in turn helping citizens navigate the challenges of efficient mobility.
With a constantly growing population in the city, new investments in transport infrastructure and assets
need to be considered in the wider context of urban planning. Compact urban form and mixed-use
development can significantly contribute to both a reduced need to travel, and more affordable public
transport.
4.2.1 Planning for the future
Urban planning has always faced challenges and these plans must be defended to the public, but
communication with citizens that lack specialised knowledge is difficult. 4IR technology such as Digital
Twins can assist City planning by modelling movement in a more intuitive, real-time way.
With the global population focused on the ‘clean’ and ‘green’ aspects of production, consumption,
development and growth, South Africa is one of the laggards when it comes to electric vehicle adoption.
This is partly due to limited support and planning from government, resulting in it mainly being driven by
the private sector through rolling-out charging infrastructure. Gauteng boasts the highest amount of
charging stations in South Africa. It is expected that public transport will soon follow a similar uptake in
electrification trend to the one seen in passenger vehicles to comply with global standards. The bus
industry, BRT and local municipal buses in particular, and the minibus taxi industry present a good
business case for electrification.
4.2.2 Making better use of existing space
How existing road and parking space is used can be greatly enhanced by 4IR technologies.
One such innovator is ParkFind, which works through a network of autonomous sensors installed around
a city which relay information on availability of parking bays to a publicly available app in real-time. The
parking marshal registers the parking session on arrival. The service also allows in-app payments or the
option to pay the parking marshal directly.
RentMyBay is a parking rental platform peer-to-peer app that allows listing and renting of parking bays.
The service offers smart parking solutions linked to AI, providing visibility of available parking spaces for
rent and has the potential to be integrated with blockchain technology. This curbs unnecessary driving to
look for and find available parking space.
4.2.3 Efficient monitoring and maintenance of infrastructure and transport assets
Using 4IR technologies for predictive maintenance and alerting transport operators of potential concerns
before critical failures occur can help minimise downtime, improve reliability for passengers and
potentially lower costs of repairs by allowing early intervention.
4.3 Data-driven mobility
Digital connectivity, big data analysis and cloud technology make provision for communication and sharing
of data between systems. In the mobility sphere, intelligence and connectedness includes networking
with other vehicles, transport infrastructure, or other road users which creates opportunities for multi-
modal transport integration and traffic optimisation.
Congestion on roads has reached an unprecedented level in Johannesburg. The average commuter wastes
74 hours a year in traffic delays with a year-on-year increase of 6%. Optimising traffic management should
be a key focus for any city and the potential of 4IR in mobility could fundamentally advance this.
4.3.1 Using big data analysis to improve the passenger experience
Moving around in a bustling city such as Johannesburg using an informal and unregulated network is
challenging and tends to be frustrating for passengers. Big data analytics can help CoJ predict and manage
passenger volumes as precisely as possible.
Metropolitan transport authorities can turn to big data to find ways to improve traffic flow for private and
public transport vehicles, plan a more efficient and sustainable transport network, and also to empower
travellers and commuters with information to guide optimal mode, route and timing decisions.
South Africa’s own Intelligent Transport Society (ITSSA) has a strategic aim to promote the deployment of
ITS solutions aimed at making transport operations more efficient and people friendly as well as reducing
transport-related incidents and reducing the carbon footprint of the transport sector.
Real-time passenger flow and supply data are invaluable for designing and building networks that meet
demands and are accessible to all, as well as for making effective operational decisions.
Using such data allows operators and authorities to better understand and support customer needs.
Services could include dynamic booking systems for car clubs and recommending ride sharing in taxis. By
providing customers with richer data, they can prioritise services based on their needs and preferences,
from cost and time considerations to privacy and carbon footprint. Introducing smart city data can help
monitor and optimise traffic, parking and intermodal travel. This insight could optimise city transport
infrastructure, such as cycle lanes and parking locations, and support the rapidly changing demands from
customers throughout the COVID-19 crisis and beyond.
This situation provides an opportunity for local authorities to change the data landscape: in particular,
what they can access and how. For example, they might need data from across different transport
operators and modes, from a public health perspective, to be able to reassure passengers it’s safe to
return to public transport and demonstrate their safety is being actively managed.
4.4 Safety and inclusion
Access to inclusive and affordable mobility options, as well as safe and secure transport systems that
attend to UA requirements, demands particular consideration in managing 4IR disruption. Given the
unevenness of access to economic and social opportunities through current infrastructure and the
potential exclusionary impacts of new technology, development of new and existing transport systems
must be approached through institutional coordination.
The lack of proper infrastructure within taxi ranks and surroundings such as well-lit streets and poor doors
and security in public restrooms in taxi ranks, place women at increased risk of being sexually and
physically attacked while commuting and taking public transport. Rarely are there facilities for special
categories of passengers and people with disabilities (CCT, 2014). Gender-based violence (GBV) is a
profound and widespread problem in South Africa, impacting on almost every aspect of life. GBV (which
disproportionately affects women and girls) is systemic, and deeply entrenched in institutions, cultures
and traditions in South Africa. Patriarchal power structures in which male leadership is largely seen as the
norm, with men holding the majority of power is considered to be a concern and has resulted in a social
and political system where women cannot protect their bodies, meet their basic needs, participate fully
in society and allows men to perpetrate violence against women with impunity. The CoJ Profile of
Vulnerability (Future Cities SA, 2020b) adds further detail to these stats: 54.4% of women from poor socio-
economic backgrounds use taxis (20% use trains, 17.7% use buses).
Given high levels of poverty, unemployment and inequality in SA, specific consideration should be given
to 4IR technologies that advance inclusion and explicitly address potentially exclusionary dimensions.
Specifically, technology could be used to enhance public transport interchange and depot safety. 4IR could
protect commuters at minibus taxi ranks and interchanges from muggings and sexual assault. Addressing
the safety at public transport interchanges and on public transport will result in improving the user
experience of the public transport system.
Government, civil society and funders, as well as community members are working in creative and
innovative ways every day to address gender-based violence. In Durban, local government is installing
CCTV cameras in taverns, nightclubs, streets, workplaces, recreational centres and other places as part of
efforts to address gender-based violence. The local government is in negotiations with Vodacom to ensure
connectivity through ICT infrastructure, allowing the use of wi-fi operated CCTV cameras to identify
criminals through face recognition technology and biometrics. In addition, the national 4IR commission,
is also addressing how AI skills could be used to prevent gender-based violence. In Johannesburg and
Durban, SafetiPin, a social organisation, collects data using three mobile phone applications (My SafetiPin,
SafetiPin Nite, and SafetiPin Site) to generate a safety score and provide this to relevant stakeholders with
recommendations. The app is free for all and uses crowd-sourcing to collect data.
Sonke Gender Justice and the South African National Taxi Council (SANTACO), with support from the
Danish embassy, launched the Safe Ride Campaign in 2016, which is aimed at preventing and responding
to the abuse of women and girls at the hands of taxi personnel, including drivers and queue marshals. The
Safe Ride campaign aims to engage the South African taxi industry (taxi associations, drivers, owners,
queue marshals) and key government departments in a campaign to promote respectful and non-violent
behaviour towards customers, prevent sexual and gender-based violence and harassment, and promote
gender equality and safety of women and children within the taxi industry.
However, South Africa still has a long way to go before public transport meets the requirements of being
safe, secure, sustainable, efficient for the general commuters let alone women, youth, special categories
of passengers, and people with disabilities, and other marginalised groups. Much of the direction in this
regard could and should come from policy directions that recommend more serious interventions to
address violence and crimes against women and children in public spaces such as public transport
interchanged.
The data generated by the 4IR solutions mentioned in this report, e.g. women using uKheshe for
payments, or using the Gautrain payment system or Gautrain on the Move App, or the data generated by
WhereIsMyTransport or GoMetro can be used in conjunction with the above programmes and campaigns
to further understand the challenges faced by women on public transport. Once the challenges are
understood, based on demand driven data insights, then even more detailed solutions can be designed
by the CoJ team, possibly in conjunction with the private sector.
In the meanwhile, there are immediately available alternative solutions to public transport such as Zeelo
and Swvl, which provide a solution whereby commuters have an alternative to public transport, by
scheduling a women-only vehicle at times of travel that may fall outside of the peak and that may be
considered to be unsafe.
4.5 Distribution and Delivery
New technology, new market entrants, new customer expectations, and new business models are defining
the future of ‘distribution and delivery’ in South Africa. Consumers have become accustomed to fast and
efficient delivery. The supply chain is therefore evolving from traditional long-haul delivery to just-in-time
delivery and suppliers are transitioning from multiple storage facilities to single warehouse locations to
meet local needs thus resulting in shorter, more frequent runs to accommodate an increase in last-mile
delivery.
4.5.1 Considering smart logistics
‘Smart logistics’ connects suppliers, manufacturers, carriers and customers interactively, building on
supply chain transparency and integrated planning. The consideration of smart logistics systems result in
the following benefits to customers: Improved customer communication and customer satisfaction,
transparency into the supply chain, cost reduction, improvement in efficiency and fast, on-time delivery.
In relation to the adoption of 4IR, a smart logistics platform would allow buyers, sellers, distributors, and
transportation providers to tap into one central source, pull data from systems, and receive order-tracking
alerts and notification of potential problems. Once these systems are in place, customer and transaction
data will be available for data analysis, data mining and determining customer insights. Transnet Cargo
Connect’ is being developed as an online marketplace that integrates comprehensive logistics information
and facilitates the rapid identification of optimal providers for the required logistics services. This digital
brokerage platform has the ability to match demand and supply, providing visibility on information, rates,
and services to meet the needs of each customer.
Customers could therefore tender their mandate on the platform and allow logistics service providers to
bid and potentially ‘win the contract’ and provide rapid and near live tracking of the cargo at every point
of the container journey Given the focus of the digital cluster within the Transnet 4.0 strategy, this
presents Transnet Port Terminals (TPT) with an opportunity to develop a digital solution.
Pikitup, for example, embarked on an alternative waste treatment technology public-private partnership
(PPP) with private landfill owners for waste by rail in partnership with Transnet.
Empty Trips is South Africa’s first smart transport marketplace which uses machine learning and smart
matching algorithms to create a marketplace where shippers, agents and transport carriers can connect,
bid for cargo, find transport assets to move their cargo, and even store or insure it.
4.5.2 The advent of E-commerce
E-commerce (electronic commerce) as the buying and selling of goods was initially introduced about 40
years ago using web-based platforms. E-commerce draws on technologies such as mobile commerce,
electronic funds transfer, supply chain management, Internet marketing, online transaction processing,
electronic data interchange (EDI), inventory management systems, and automated data collection
systems. These business transactions occur either as business-to-business (B2B), business-to-consumer
(B2C), consumer-to-consumer or consumer-to-business. Retailers are therefore required to be flexible in
their markets, offering physical and digital retail spaces with the implementation of technology such as
artificial intelligence and IoT. In addition, companies are trying to offer highly personalised experiences
for shoppers and providing personal shopping experiences through the provision of Chatbots.
South Africa's smartphone penetration has nearly doubled in the last two years and is now sitting at over
80%. Despite the tremendous growth in Internet-capable mobile device adoption, internet usage and
access to data is limited in South Africa by prohibitive costs and unequal coverage. Yet, the high cost of
communication has not deterred the growth of mobile data usage in the less-privileged areas such as in
the South African townships . In fact, mobile data usage growth in township areas has outpaced the
average usage growth across the whole of South Africa. Township businesses have very rapidly shifted to
using online or mobile tech for e-commerce. The informal and township economy is ready for e-
commerce and a number of businesses are taking to online e-commerce solutions; however the limitation
is data costs.
Payment also remains a hindrance to e-commerce and a better payments system is required. A number
of ewallet solutions are being rolled out, MPesa, Ukeshe, Zarga, Selpal, but these are generally closed loop
systems and a true mobile payment platform is currently not available. Opening up ecommerce in the
townships to allow integration of more business sectors will improve the quality of life for township
residents.
4.5.3 Drone and EVs for logistics
Constraints in logistics and supply chain resilience are aggravated by poor road and rail infrastructure,
incomplete or fragmented mobility networks outside the metropolis, and congestion during peak travel
hours. Challenges posed by terrestrial transport networks encourage ‘blue sky thinking’, quite literally, as
short-haul delivery by UAVs (Drones) is already upturning business conventions.
The South African Federation of Unmanned Aircraft Systems (UAS – another term for drones), officially
abbreviated to Safu was launched in Johannesburg in June 2019. Safu has planned a number of missions,
to promote and support the development of the UAV/UAS/drone sector in South Africa.
4.5.4 Robotics, automation and delivery apps
Costly and inefficient operations in sorting centres also makes distribution and delivery a prime market
for robotics and automation. The deployment of autonomous vehicles, including drones, to distribute
freight and assist in last-mile deliveries has the potential to speed up distribution processes whilst
reducing road traffic and resultant pollution. Their application has to be weighed up against potential job
losses, however.
Droppa is a logistics e-hailing app for bakkies and trucks that makes it safer and easier to move office or
household goods and furniture. Droppa allows a user to request a truck with affordable fixed pricing
subject to the specific moving requirements e.g. vehicle selection, labour and moving distance.
5. DEVELOPING 4IR MOBILITY INTERVENTIONS: ROAD-MAPPING ACTIONS
These actions emerged from a series of engagements with the CoJ transport department in early 2021.
Overall, these are aligned with City of Joburg transport department’s current digital readiness, resources
and capacities, operational requirements (immediate, day-to-day needs), and strategic goals, and will
scale up the CoJ’s digital readiness through data collection, partnerships, and regulatory measures, and
set the stage for further developments.
5.1 Process of identifying actions for road-mapping
The process of identifying practical and actionable 4IR Mobility interventions for implementation by the
City of Joburg comprised the following primary steps, through a combination of desk-research, online
engagement (in line with Covid-19 protocols), and online workshopping with the CoJ department through
2020 and 2021.
1. Determine current global 4IR and transport themes. See Section 3 (Future Cities SA, 2020);
2. Gauge the relevance of these themes in the wider South African transport and mobility space
(Future Cities SA, 2020d);
3. Identify and observe specific themes already present and relevant in the CoJ area (Future Cities
SA, 2020d);
4. Provide the CoJ team with an overview of key 4IR focus areas that are immediately relevant to
service delivery initiatives in the CoJ area, and in line with CoJ priorities and strategic thrusts,
informed by and aligned with various levels of government and parastatal priority, and aligned
with wider enabling factors, such as financial incentive structures, start-up accelerators / business
incubators, and the structuring of skills development programmes (City of Joburg, 2013; Future
Cities SA, 2020d). This overview included a database of companies providing 4IR transport and
mobility solutions in South Africa (a market scan) (see also Section 3);
5. After further assessment and filtering (a SWOT workshop, November 2020), using the SAFE
framework (see below, Figure 2), it became evident which interventions were possibilities, and
short-list was developed for further engagement and narrowing down (Future Cities SA, 2020a,
2020c).
6. A filtering process to develop a short-list of possible interventions, against a multidimensional
matrix criteria for intervention rating;
7. Further online engagements with the CoJ to narrow down the short-list to formulate practical
and actionable interventions in the short- and medium term.
Figure 2: Multidimensional matrix criteria for intervention rating: the SAFE framework (Future Cities SA, 2020a)
Table 1: Immediate and medium-term strategic 4IR Mobility interventions identified for implementation
Shortlist of 4IR Mobility Strategic 4IR Mobility interventions for road-mapping

interventions
- Regulate for 4IR
- Develop internal shared targets for delivery of basic
infrastructure and internet delivery
- Develop structured transferal partnerships and relationships to
achieve shared visions
Table 2: Immediate and medium-term operational 4IR Mobility interventions identified for implementation
Shortlist of 4IR Mobility 4IR application area (See Feasible, actional 4IR Mobility
interventions Section 3) interventions for road-mapping
Gamification of ticketing -
Remote working -
technologies
MaaS platform for passenger -
transport
E-payments -
Integrated travel system -
Crowdsourcing platform for City planning (Efficient Road-map to develop a Project
citizens monitoring and maintenance Inception Document and ToR
of infrastructure and for a citizen-reporting / crowd
transport assets); sourcing app/tool
Safety and inclusion;
Passenger Journey;
Data-driven mobility.
Citizen-led planning / testing City planning (Efficient Road-map to develop a Project

of mobility designs monitoring and maintenance Inception Document and ToR
Safety and inclusion
UAVs (drones) for -

maintenance
Data-driven mobility: open City planning (Efficient Road-map to develop Chapter
transport data monitoring and maintenance 3, Transport Register, for
of infrastructure and Comprehensive and Integrated
transport assets); Transport Planning
Passenger Journey;
App-based incident City planning (Efficient Road-map to develop a Project

reporting monitoring and maintenance Inception Document and ToR
Passenger Journey;
Digital upskilling -
IoT for accessibility -
Financial incentives for EV -
uptake
5.2 Regulatory actions
There is a general sense of optimism about 4IR and its innovative capabilities, including ability to solve
societal problems. According to some, 70 percent of the SDG targets can be achieved if 4IR innovation is
effectively harnessed – across health (Goal 3), clean energy (Goal 7), and industry, innovation and
infrastructure (Goal 9). In the same breath however, they acknowledges there is a distinct bias in the
trends of these innovations, and certain types of goals including those dealing with eliminating poverty
(Goal 1) or Gender (Goal 5) have much less potential (WEF, 2020). Further, aside from the bias in the
direction that the technology takes, there are also real dangers of getting it wrong, in particular from a
people and natural environment perspective.
The CoJ has wide regulatory powers based on its local government mandates for delivery of basic services.
Further, it can work with other regulatory spheres, province and national, where necessary. In the case of
partnerships with the private sector, the City can be particularly attentive to contractual possibilities to
enforce desirable outcomes.
There are four key regulatory areas for focus, review and future development by the CoJ’s transport
department. These are: how well the privacy of data is protected, how much competition is ensured in
the innovative space, how well the environment is protected and labour rights.
Protect data privacy
Innovation is data intensive, and this can be misused, hacked or breached. The CoJ’s transport department
should closely work within current legal frameworks, to ensure data privacy in innovation is always
protected. As it stands, it already generates significant amounts of data, through the ticketing system for
example. In this respect, it should review its contracts with third parties such as systems providers and
banks, to ensure this is well protected. Any future partnerships, such as those for a citizen engagement
app or tool recommended for example, should include well thought out contractual obligations around
this.
Ensure competition and drive greater diversity of investment in innovation
There is a risk of concentration of economic power in innovation as has been repeatedly shown in the
tech industry particularly. The City should ensure a level playing field for competition. It also means that
the City should not be ‘locked in’ into proprietary technologies or with suppliers, a real concern in the
mobility space given the proliferation of innovations that enhance the passenger journey (e-payments,
integrated travel systems, MaaS platforms) the possibilities in crowdsourcing platforms, and mobility data
platforms (for more details on these, see the City and Market interventions Report).
South Africa’s B-BBEE Charter of Transport (RSA Department of Transport, 2014) offers guidance and
targets to facilitate greater diversity in this sector, using BEE commitments to unlock efficiencies
throughout the transport sector in line with the Department of Trade and Industry’s Code of Good
Practice. The appointment of black women to management positions within the transport sector, and
procurement from women-owned companies, are key to the Charter’s guiding principles.
Protect the environment from damage
Innovation in the sector must be protective of the natural environment. For example, questions should
be asked of any new technology and what kinds of waste they produce and whether there are existing
systems for tackling them. There is an extensive environment legal framework in South Africa, including
significant City powers locally. These should be used.
Enforce labour regulations
A fourth increasingly important one is labour regulation. Risks of job losses and significant shifts in labour
needs have emerged as an important trend in 4IR. For example, e-hailing services caught South African
cities flat footed in the face of the new ‘gig economy’. The regulatory authority in this instance lay with
the provincial transport departments – but much of the consequences of this problem were borne by
cities. In the context of a labour market where innovation tends towards highly skilled staff and a labour
market where poor skills intersect with race and gender, the CoJ should always ask the right questions
and with other authorities, explore the correct regulatory tools.
The main challenge to regulation is that the sheer speed of innovation means inevitably, traditional slow
paced regulatory processes become irrelevant very quickly. Agility in regulating including incremental and
proactive engagement with the 4IR industry to find common solutions can develop constant learning and
greater responsiveness. This work has provided a good mapping of these players, including delivering a
‘market day’, which can be used as a platform to build on (Future Cities SA, 2020a).
5.3 Partnering actions
The institutional structure of mobility and public transport is fragmented, with multiple funding streams
and a lack of transversal collaboration. South Africa’s three-tiered government system (national,
provincial, local) introduces multiple public-sector players into the urban mobility sphere, each with
differing priority areas, responsibilities, and strategic goals. These entities’ siloed approach leads to
fragmented and slow policymaking, lack of coordination and complicated and/ or reduced funding
streams. Stronger government collaboration and engagement in triple-helix partnerships would enable
more efficient, innovative transport and urban planning.
Establish transversal partnerships
Widespread collaboration and partnerships between city government, industry, academia and civil society
will be key to successful 4IR implementation. Consensus-building involves multiple actors operating across
all market sectors and requires experimentation, learning and flexibility for institutional design. This is
particularly relevant for the mobility sphere as transport services are provided by both the public and
private sectors, with local authorities or transport operators often acting as the travel information service
provider for a specific area.
The inherent nature and purpose of transportation networks demand that citizens and the community
are consulted as key stakeholders to address ethical issues such as affordability, safety, accessibility,
reliability and integration. Therefore, there is a need to understand the interests and concerns of
stakeholders, while developing widespread partnerships to make the 4IR mobility business model viable.
Collaboration across regional, national and local authorities can help enable a holistic government
approach to the implementation of 4IR mobility, encouraging that the interests of all key stakeholders be
taken into consideration in the early stages of a project lifecycle. Already the CoJ has begun to forge
partnerships with knowledge partners, technology companies, research institutes and universities that
are at the forefront of research and development. These include the CSIR (Council for Scientific and
Industrial Research) and Gauteng Province, while establishing relationships and partnerships with for
example the Gauteng City-Region Observatory (GCRO) will increase cross-boundary understandings of
movement patterns and transport needs.
Establish internal partnerships
A key internal partner is that of the Smart City Department within the CoJ. The department’s Smart City
Strategy (City of Joburg Smart City Office, 2019) aims to ‘future-proof’ the CoJ, and shares many goals and
intentions with CoJ transport. Developing structured transversal relationships will strengthen the
possibilities of both departments attaining their respective 4IR objectives.
The Smart City Mission aligns with CoJ transport identified 4IR Mobility actions particularly regarding
developing a safe city, developing governance policies ad structures supported by City leadership, and
normalising data-based decision-making across government. Strategic Pillars that invite closer working
partnerships with CoJ transport include:
1. Smart Citizen and Citizen-Centricity: with digital platforms empowering residents to closely
participate in the City’s planning efforts and for residents’ voices to be heard; this Pillar requires
processes that allow smart citizens to be eyes and eyes of the city, to report problems and get a
team to respond);
2. Safe City: based on the digital infrastructure and e-services elements proposed by the Smart City
Strategy, the heart of the Safe City pillar should be the Integrated Intelligence Operations Centre
(IIOC) that provides, (remote/digital) surveillance, automated data analysis (patterns, suspects)
with real time alerts and service delivery coordination (dashboards, incident management) and
first responders support to react quicker, better informed and well-coordinated to safety
incidents, disasters and emergencies events, but also to act pro-actively prevent incidents from
happening by predictive analytics and pre-allocated dispatching of ground staff;
3. Connected, intelligent and digital City: a city that eliminates the digital divide through the
availability of Free Wi-Fi in public places and extending internet access to the home;
4. Smart institutions: driven by data collection that enables data and evidence-based decisions that
affect planning, resource allocation, business processes and service delivery.
Beyond the Smart City department, there are other important partnerships to be forged. While the
regulatory role is key, there is a linked and important role of the City in delivering basic infrastructure – in
this case electricity – and expanding internet and broadband infrastructure. There is also a need to
develop the basic ‘ecosystem’ for the benefits of 4IR to reach the population more evenly (Future Cities
SA, 2020d). This especially given the digital inequality shown in the city, which will worsen in the face of
rapid disruption. Providing basic infrastructure such as electricity and incentivising or directly providing
internet and particular broadband is an important objective of the CoJ’s transport department. This should
be a useful cross cutting objective for close working with the other internal departments and should be
made measure of 4IR implementation going forward.
5.4 Operational actions
5.4.1 Data-driven mobility
Joburg 2040’s vision is that of a city that enables a resilient and adaptive society (City of Joburg, 2019).
Sound data management practices are the cornerstone of resilient and adaptive transport systems.
Planning data for strategic, operations and tactical planning is essential to ensure visibility on network
performance and to support interventions for improving overall planning outcomes. Therefore, an
integrated metropolitan wide data management system is recommended to support resilient-based
planning principles for CoJ’s public transport network. This includes implementing data management and
data sharing practices using emerging technologies like APIs and public-facing reporting
dashboards/portals. A data-centric and evidence-driven approach to planning will enhance robust
modelling and performance measurement systems that allow public authorities to make informed
decisions and further empower public transport operators to deliver efficient and sustainable transport
services. Integrated data management practices make for easy integration of services and communication
systems across different sectors (Future Cities SA, 2021).
The most apparent actionable and valuable action that emerged during 2020 is that the current data,
largely through the ticketing systems of CoJ’s public transport services, needs to be harnessed and used
to redesign and moderate the services on a continual basis. Further, data management systems, to
measure, analyse and assist in decision making need to be developed for the rest of the mobility system
(Future Cities SA, 2021).
A key recommendation is that a data collection, consolidation and management strategy is implemented
within CoJ’s transport department, in collaboration with the Gauteng functional area. This will ensure that
appropriate and accurate information on operations, systems, finances and plans is centralised and
managed, in order to be kept current and allow for rapid planning and response not only to a system shock
such as the 2020 pandemic (Future Cities SA, 2021) but also to disruptors in the mobility system.
Data management and usage within the CoJ transport department has the potential to improve
operational decisions, contractual and financial decisions, and system quality, especially during sudden or
disruptive events (Future Cities SA, 2021).
CoJ’s last household travel survey was in 2013, and the data collection for the Transport Information
Register was 2012-2013 (City of Joburg, 2013). For the next planning cycle CoJ does not intend to collect
updated information itself but will use the current Gauteng HTS (Gauteng Province, 2019), undertaken by
the CSIR, to analyse gaps in data requirements for the CITP (being its immediate priority), include any
G&SI measures and data points related to disruptive 4IR technology in the mobility sector, that can
reasonably be collected during 2021/22, and conduct surveys accordingly. The Gauteng HTS collected data
at household level, not necessarily at an individual level; the survey findings are not reported by gender
variables, although the information could possibly be obtained from the service provider(Gauteng
Province, 2019). Further, the survey obtained limited responses to questions about levels of satisfaction
with transport services, and the survey cautions that responses do not provide a ‘reliable picture’ of
perceptions around safety, public transport improvements, and user satisfaction (Gauteng Province,
2019).
CoJ is currently not strictly compliant with NDoT requirements, in that it does not have a current CITP
(Comprehensive Integrated Transport Plan). The current umbrella planning document is the Strategic
Integrated Transport Plan Framework of 2013 (City of Joburg, 2013), which does not satisfy the
requirements of NDoT. The CoJ acknowledges that during the next phase of planning, 4IR and G&SI needs
to find expression in these planning documents and processes, and becoming compliant and developing
a CITP is high on the agenda in 2021.
The action items 1-3 below support 4IR Mobility opportunities in city planning, safety and inclusion, the
passenger journey, and data-driven mobility (See Section 3).
Action item 1: Develop Chapter 3, Transport Register, for comprehensive and integrated transport
planning
Funding allocations provided as part of the CITP drafting process need to be used for the process and the
document itself needs to be complete timeously as mandated by the National Department of Transport.
For this reason, an early start is proposed, to provide adequate time and to comply with necessary
procedural requirements to appoint a service provider to capture data required to execute the CITP (see
Figure 3).
It is envisaged that the two processes, i.e. surveys and document drafting, need to be run concurrently to
enable the submission of a finalised CITP in around late 2022. Figure 4 provides an overview of the
roadmap to procure a final draft of the CITP. Note that procedural requirements and onward submission
to the Transport MEC will add a further five to seven months depending on a smooth internal workflow
and the lack of any issues with proposals (see Figure 5). Details of the minimum requirements for a CITP,
as per the NDOT are attached in Appendix 1.
Figure 3: CITP Chapter 3 – Overview timeframe and roadmap
Figure 4: An overview roadmap to procure a final draft of the CITP
Figure 5: The stages of CITP finalisation, from drafting to approval by NDoT
Note that procedural requirements and onward submission to the Transport MEC will add a further five to seven months,
depending on a smooth internal workflow and the lack of any issues with proposals
Action item 2: Develop an inclusive and future-proofed Transport Register: indicative datasets needed
for 4IR G&SI opportunities
As noted above, there are likely to be gaps in data currently procurable and those that are needed to
develop an inclusive and future-proofed urban mobility strategy for CoJ. Based on the current data and
CITP requirements, it is possible to establish baselines to focus on the capture of future data in relation to
4IR Mobility / capacity of households, penetration of technology etc as well as baselines for G&SI in
transport. Appendix 1 provides an initial summary of this analysis of likely needs. For clarity and analysis
purposes, the aforementioned categories have been disaggregated. The analysis is contextually based on
assumed parameters and the outcomes of proposed activities. 4IR possibilities and options also need
detailed verification, and are constantly evolving along with enabling technology. Noteworthy and,
possibly of concern, is that accommodation of 4IR in the urban mobility space needs many enabling
mechanisms in place, not least of which are the current systems in CoJ and corresponding
governmental/SOE spheres as well as broader connectivity, its usage and thus affordability.
A key element is also an integrated and interoperable transport system with integrated fare mechanisms
that are automated, transparent and allow collation and query by CoJ. The implications of this from a
public transport operator, ownership, planning, scheduling and compensation perspective are significant
and challenging in any city in South Africa whatever its size. It may not even be palatable or deliverable,
because of the political ramifications or resistance of many industries, including different government
departments that hold control over state-owned service providers. Time frames for this are therefore
unknown, and all may result in a 4IR direction that is somewhat watered down. An indicative roadmap
with timeframes that capture the essence of the text above is provided in Figure 6.
Appendix 2 presents an indicative gap analysis for a CITP and G&SI decision-making.
Figure 6: A longer-term approach to 4IR Mobility
Action item 3: Include 4IR and G&SI considerations in developing the CoJ’s revised Travel Demand
Management (TDM) Strategy (currently underway)
Appendix 3 presents an approach to revising the CoJ’s TDM strategy with 4IR and G&SI possibilities in
mind.
5.5 Citizen-led planning and App-based incident reporting
The action item below support 4IR Mobility opportunities in city planning, safety and inclusion, the
passenger journey, and data-driven mobility (See Section 3), and aligns with short-listed interventions of
citizen-led planning and testing of mobility designs, app-based incident reporting, and crowdsourcing
platforms for citizens.
The CoJ’s Strategic Integrated Transport Framework Plan (CITPF) (City of Joburg, 2013) noted that many
of the shifts envisioned in transportation in the Framework require behaviour, culture and mindset
change. Many of them also depend on the involvement and support of the city’s residents. Participants in
the Joburg 2040 GDS (City of Joburg, 2019), for example, suggested the City should build a core of
transport activists across Johannesburg to actively lobby for change and to build community ownership.
One of the most important outcomes that can benefit from the support and involvement of residents is
road traffic safety and crime prevention, for example through a Transportation Safety Management
Information System (TSMIS), which can be used to understand transport safety and security, identify
hotspots, and measure and monitor change and improvement. Such applications are able to assist the
transport department its budget so that it can make the highest impact by understanding which are the
most hazardous locations, for example.
Already in South Africa, The Soul City Institute for Social Justice has partnered with SafetiPin, a social
enterprise based in India, to adapt the SafetiPin technology to the South African context. The SafetiPin
apps collect big data on women’s safety in public spaces, and crowdsourced data from women and
volunteers to ‘rate’ the safest areas of cities for women. It uses nine data points: lighting, openness,
visibility, crowd, security, walk path, availability of public transport, gender diversity, and feeling. It can
also include a range of additional ones, such as accessibility of bus stops, functionality of public toilets,
last mile connectivity from metro stations, and so on. The data is then analysed and used as a policy tool
to assist municipalities to improve the built environment. The Apps are currently being used by over
100,000 people, mostly in India, with widespread success. In Delhi, seven different government
departments have used the apps’ data to make urban areas safer for women.
Further, the Find & Fix mobile application, for example, developed to enhance the JRA’s reachability and
customer service, allowed road users to report road related defects and had user-friendly features that
enable road users to snap, register the location and notify the JRA of potholes, missing utility covers,
weeds growing on the road, defective traffic signals, and other related infrastructural faults for urgent
attention.
Action item 4: Develop a project identification document and scope of work for a citizen-reporting
tool
A citizen-reporting tool (linked to a customer relations call centre (see City of Joburg, 2013; City of Joburg
Smart City Office, 2019) or a multi-departmental workflow and spatial database, or an adaptation of
applications already in existence, is able to:
● identify transport operational inefficiencies;
● crowd-source user insights into gaps in the network;
● inform transport planning (this has been identified as particularly valuable by CoJ for planning
insight).
Further, citizens can also report matters such as infrastructure gaps, areas of particular exclusion, gaps in
provision of UA or UD, poor safety and security records (community safety mapping), and hazardous
locations.
The nature of gender & social inclusion challenges means that this app is also an opportunity for
transversal planning (e.g. across land-use, safety, public health, etc) (City of Joburg Social Development,
2020). Such an app would also offer an opportunity for a focus on pedestrians and other non-motorised
users, which is an important priority for CoJ and a substantive G&SI gap.
The application would require a complementary communication and awareness programme: messaging
not only how to use the application, but also its purpose, and the underpinning principle that the CoJ is
aiming to listen and respond to people who use their services.
Appendix 4 presents an indicative table of contents for a project initiation document, to conceptualise
such a reporting tool. Appendix 5 presents an indicative terms of reference to develop inhouse, adapt an
existing application, or outsource the development of such a reporting tool.
Figure 7: Indicative time-frames to develop a citizen reporting tool
6. REFERENCES
City of Joburg (2013) Strategic Integrated Transport Plan Framework for the City of Joburg. Johannesburg
City of Joburg (2019) Joburg 2040 Growth and Development Strategy (GDS)
City of Joburg Smart City Office (2019) Smart City Strategy: Leap into our Future
City of Joburg Social Development (2020) Gender Policy 2020
CCT (2014) Universal Access Policy for the City of Cape Town. City of Cape Town
Future Cities SA (2020a) City and Market Interventions Report for City of Joburg
Future Cities SA (2020b) Gender and Social Inclusion Strategic Framework
Future Cities SA (2020) International Trends in 4IR Mobility
Future Cities SA (2020c) Intervention Concepts for City of Joburg
Future Cities SA (2020d) Review of Local Trends in 4IR for Mobility - Final Report
Future Cities SA (2021) COVID COJ Urban Mobility & Re-opening – Final Report
Gauteng Province (2019) Household Travel Survey Report, Gauteng Province
RSA Department of Transport (2014) Integrated and Sub-sector B-BBEE Charters of Transport
SAHRC (2015) Disability Toolkit: A quick reference guide. South African Human Rights Commission
SALGA (2018) ‘SALGA Akanani’
World Economic Forum (2020). Unlocking the Technology for the Global Goals
APPENDICES
Appendix 1: Transport Register data requirements, 4IR and G&SI possibilities, and pre-requisites for 4IR
Table 3: Transport Register data requirements, 4IR and G&SI possibilities, and pre-requisites for 4IR
Minimum requirements Current method of data Gender Inclusion Social Inclusion Gaps/ 4IR Gaps/ possibilities Pre-requisites for 4IR
for data in CITPs (NDoT) collection/ availability Gaps/Possibilities Possibilities
(CoJ and others)
Demographic and socio-
economic Electronic completion/capture City Geoinformation and
a) Census/ annual updates a) Disaggregate all a) Already captured
of census data. Available StatsSA link
a) Population,
by StatsSA (manual/ data for gender electronically Link to E-Natis
age, income, education E-Natis system to be GPS/Smart cards described
captured electronically), /disability/special
electronically available and below
and car ownership
HH surveys (manual, category of need) allow query
Automated electronic licensing
captured electronically),
system
E-Natis (manual,
captured electronically)
stored by
NDoT/Provinces/StatsSA
City Geoinformation
system(?)
FUTURE CITIES SOUTH AFRICA | 4IR Implications for CoJ & Urban Mobility Page 40
General overview of
transport system
a) Manual surveys (annual) a) Not possible yet a) Automated through Loop a) Instal correct Loop type,
a) Modal split
b) Manual surveys b) Via google forms or data capture automated system / or
b) Levels of a) N/A
c) On-board surveys/ e.g. see ‘Have-your- b) Automated (Google forms, video data capture
dissatisfaction b) Via google forms
Model output/ Google say’ on Cape Town app etc.) or on main CoJ system
c) Travel time(s) or e.g. see ‘Have-
Maps web site web site b) Database to capture &
d) Travel costs your-say’ on Cape
d) Static display of fares. c) Partial via HTS/ c) Via Google Maps, In-vehicle store
e) Availability Town web site
Metrobus via By-Law Google Maps GPS, Probe vehicles, mobile c) Tech currently available,
f) Accessibility c) Partial via HTS
e) From static schedules d) As above phone digital footprint data procurement
g) Safety d) Partial via HTS
where possible, e) Record gender / d) Integrated electronic contract & privacy
h) Reliability e) Index to be
GoMetro, disability/ specific overview of all options resolution
i) % of households developed
WhereIsMyTransport. transport e) As above d) Automated database of
spending more than f) As above
Google Maps etc f) N/A, see SI f) Electronic index; smart card costs
10% on transport g) Road safety done
f) Manual? g) Road safety is ok. data/ registered users e) Scheduling of all
j) Main problems h) Via index?
g) Manually completed Report via web site g) Automated recording by transport systems (or on
being addressed in i) Via HTS
SAPS records of accidents or in person JMPD, video camera links demand options). Web-
CITP j) Include in SI
and speeding by JMPD & h) N/A and data capture, vehicle to based system
specific problems
TSMIS i) Via HTS machine transfer, V2V f) –
or index goals
h) Manual surveys/ GPS/ j) Include gender technology g) Data/video loggers,
electronic where possible specific / disability h) Electronic GPS data automated backroom
i) See d) + Gauteng HTS challenges i) AFC via smart card or app, system.V2M & V2V tech
j) To be developed from mode/time/gender/age/ h) Agreement of all service
data trip O/D, cost versus income providers to provide
Automated through Big regular GPS data.
Data Algorithm to compare to
j) Add 4IR gaps schedules
i) Big data system
integrating HTS surveys,
Census, Smart Card &
mode share/usage
j) Transport register & all
relevant ITP strategies
Description of regular,
daily public transport
a) Women only a) N/A a) Video capture, mobile a) Integrated PT database,
system
carriages(?) b) Develop from phone data, smart cards integrated payment
a) Passenger rail a) PRASA- manual surveys,
b) Utilisation from smart card data b) Smart card data, mobile system and smart card
infrastructure, GMA – smartcard data
smart card data c) As above(?) phone capture data capture system.
rolling stock, WhereIsMyTransport
c) Include description d) From index(?) c) As above b) As above
capacity & (for Gautrain) – digital
of UA/UD facilities e) Extract any SI data d) Data extraction from GPS c) As above
utilisation maps
(on-board and at f) N/A systems, mobile phone d) As above
b) BRT infrastructure, GoMetro- maps,
facilities) g) Analysis with SI apps, integrated payment e) Database query system
capacity & schedules and fares for
d) As above lens system f) Availability of GPS data,
utilisation MetroRail
e) From 180-day h) N/A e) Via big data query system and/or
c) Bus operating b) Recorded by Dept. GPS,
surveys/ f) Via GPS systems, mobile appropriate loops and
company, Smart card data
disaggregate phone apps, video capture data management
infrastructure, c) Metrobus as above
f) Extract any gender & analysis systems
capacity & d) From 180-day manual
/disability data g) Automated video capture g) Agreed system,
utilisation surveys
g) N/A PMS system, Google Street backroom & analysis
d) MBT, infrastructure, e) Manual. Reported in CITP
h) List gender specific View or Bing StreetSide capabilities
capacity & f) Manual from cordon
and UA information h) Video capture and analysis, h) Video capture systems;
utilisation counts
of infrastructure mobile phone data capture smart card data
e) Summary and g) GMA- annual reports (e.g. rail stations),
analysis of fare PRASA- annual reports possibly lighting
systems (structure, Transport Dept. annual i) N/A
levels, collection surveys (PMS is below).
systems and h) GMA – on-board
concessions) cameras/ reports
f) Summary of area- PRASA – surveys
to-area movement Rea Vaya -on-board
based on cordon cameras, reports
counts MBTs surveys
g) Analysis of
condition of
transport
infrastructure,
facilities and rolling
stock
h) Extent of over-
crowding in public
transport
Description of other
public transport services
a) Gender / disability a) Record any SI a) GPS link, E-Natis link, a) Electronic links and
and modes of transport
a) Via OLAS (manual
specific offering offerings electronic submissions and database querying
a) Metered taxis,
surveys by Dept. stored
b) N/A b) Record any SI capture systems
including e-hailing
electronically &
c) Gender / disability offerings b) As above b) As above
services
applications
specific offering c) Record any SI c) As above c) As above
b) Long-distance and
b) As above
d) N/A offerings d) Mobile phone data capture d) Bluetooth or other
cross border
c) As above/ by Transport
d) Via UA policy detection device and
transport
Dept.
c) Transport for d) By Transport Dept. appropriate recording
learners and data capture system
d) NMT
Description of
institutional and
organisational make-up
of public transport
a) Via OLAS. Applications a) Gender / disability a) SI specific info. a) Electronic link to data a) IT systems & links
industry
received and stored by specific info b) As above sources/ SARS/ Companies b) As above, agreement of
a) Company/
Dept b) As above c) As above House and privacy
association
b) As above or PTP c) N/A d) As above b) Link to e-Natis, SARS, GPS c) IPTN & availability of
b) Fleet composition
c) As above d) Gender / disability e) As above tracking regular updated GPS
and sizes under its
d) As above specific info c) GPS tracking data
control
e) As above & surveys e) As above d) As b) d) IT systems
c) Areas or corridors
e) As above e) Databases to query
served
d) Number of legal OLs
e) Total number of
legal and illegal
operators and
vehicles
Road and traffic (from

PMS)
a) GPS to measure lengths/ a) Surveys via GPS enabled
N/A
a) Major road network a) Manual via GIS input a) N/A
capture through mapping vehicles/ GIS/ Google
& classification by b) Manual via surveys b) N/A
system b) PMS vehicles capable of
length c) Google Maps/ Transport c) N/A
b) PMS system, Google Maps. automated condition
b) Condition of roads model output
c) Probe vehicle, Google Maps surveys and record
and changes over
etc. transmission
time
c) Probe vehicle
c) Table showing
congestion and
length of road
operating over
capacity in peak
period and changes
over time
Freight transport Freight Strategy

a) Main freight route a) Via manual classified
a) Record through video
b) Problems caused by counts/ Freight Strategy N/A N/A
capture, GPS systems a) Backroom systems, GPS
or inhibiting freight b) Via manual counts/
b) GPS, Video capture data
movement observation
c) Automated application and b) As above, Google Maps/
c) Abnormal load c) Mapping of requests &
permitting system analysis of GPS data
routes permits
d) As above c) Automated permitting
d) Dangerous goods d) Mapping of requests &
e) On-road Load Management system
routes permits
Systems, automated link to d) Automated, centralised
e) Measures in place e) Weighbridges/ LMS loops
JMPD recording system –
to deal with (Transport Dept./ JMPD)
integrated Fire & Rescue
overloading
and SAPS system
e) Link to SANRAL, GRA
system and independent
LMS
Financial information
Automated capture in SAPS or Corporate reporting system
a) Sources of income & a) Revenue via Finance
N/A N/A other Corporate reporting link
expenditure Dept. IDP / SDBIP system
b) From SOEs
b) Annual expenditure c) From DORA application
by SOE’s in ITP area
c) Operational
subsidies
Parking Management *
Implementation of smart
a) Number of a) Manual surveys
N/A N/A parking guidance, monitoring Tender for system
managed spaces b) Manual surveys and reservation systems.
b) Utilisation and c) Gazetted/ council
turnover resolutions
c) Charges d) From Finance Dept.
d) Revenue generated
Environmental factors*
Increase data resolution Analysis of existing data, gap
a) Air quality a) Data from monitoring
N/A N/A Install smart lighting analysis wrt standards
measurement by stations. CSIR? Use of mobile monitoring (even Tender to meet standards
via bikes)
area b) Not known
Measure ROI through
b) Road-side vehicle macroeconomic factors such as
via link to health data
checks
Innovative data uses (e.g. to
switch on electric mode on
hybrid cars)
Information
Technology* All possibilities listed above Appropriate or
a) Mapping by service
N/A N/A comprehensive internet
a) Extent of and nature
providers coverage, availability of free
of mobile network wi-fi at council buildings as
b) Data from Telkom
minimum.
coverage
c) Data from service Affordable data
b) Extent of and nature
providers
of fixed line
d) Analysis by the City
coverage
e) At all council offices. Roll-
c) Costs of mobile and
out plan not known
broadband, trends
d) Affordability
e) Free wi-fi &
locations, roll-out
plans
● Not in NDoT Minimum Requirements
Appendix 2: Indicative gap analysis – CITP data and G&SI decision-making
Table 4: Indicative gap analysis: CITP data and G&SI decision-making
Current Data Ability to feed into 4IR & What decisions can be Data needed for 4IR & Medium term data needs
GS&I targets made with current data GS&I to improve planning
Type of data needed for G Age: Census Age: Census, yes - Age-based transport City Geoinformation and
& SI and UA planning solutions StatsSA link;
Gender: Census Gender: Census, yes - Gender and SI based
travel time decisions
Income: Census Income: Census, yes
- G & SI based travel
Car ownership: E-Natis/ Car ownership: E-Natis cost decisions
Gauteng Licensing system maybe, Licensing not - Decisions on making
known all PT accessible /
Travel time: Average per
UA/UD
mode and location Travel time: Need more
- Decisions on
specific data
availability
Journey time, mode
- Decisions on safety in
changes, trip legs (ie, trip Travel costs: Need more
transit
chaining data) specific data
- Provision for women
Travel costs: Average per Availability Need more only
mode and distance specific data - Provision for
disability / UA
Availability:?, scheduled Accessibility: Yes
- Safety at stops,
per area
Safety: yes, SAPS reports? stations, policing
Accessibility: Only on Reya needs of areas
Vaya and Gautrain
- Future spend on
Safety: Road safety data, % household spend:
paving roads, new
SAPS reports? limited
roads
% household spend: HTS? Mode use: No - Increases in funding
(limited) for women in

Area to area movement: transport
Mode use: Not classified No - IT/Data provision roll-
out, costs
Area to area movement: PT company details: Yes
Not classified
Operating license details:
PT company details: As per Yes
registrations/ none
Road network details: Yes
Operating license details:
Congestion: Link to travel
As registrations/ none
time, Google maps
Road network details: % of
Freight company
unpaved roads
employee details: No
Congestion: Link to travel
Truck ownership: Yes
time, Google maps
Freight permit details: Not

Freight company
known?
employee details: Not
collected % with smartphones: Not
known
Truck ownership: E-Natis/
Gauteng Cost of data: variable,
depends on use
Freight permit details: % with access to internet:
Gauteng system? Not known
% with smartphones: Not Cost of data: Not collected

known
Cost of data: variable,

depends on use
% with access to internet:

Not known
Cost of data: Not collected
Appendix 3: Travel Demand Management (TDM) Strategy and 4IR/G&SI
possibilities
Table 5: TDM strategy: 4IR and G&SI development opportunities
Assumed intervention type Current data 4IR &G&SI possibilities

Reduce trip generation
- Parking management - Not known Electronic wayfinding, reservation, payment
and booking systems
Citizen-engagement/reporting application to
report access and safety concerns
Reduce trip time
i. Fare management i. Static schedule of fares i. Web pages, regularly updated and
ii. Congestion management ii. Google map data/ query-able
iii. Freight management others? TMC? ii. TMC/ VMS
iv. Staggered school start times iii. Freight corridors iii. GPS location & tracking
v. Flexi time known iv. DOE competence; pay attention to
iv. N/A the particular travel patterns of
v. See below women and people who travel with
children
v. See below; pay attention to the
particular travel patterns of women,
and the traditional caring roles
played by women, which influence
time of travel options, and working
from home options.
Change route choice

i. Modify land uses i. Electronic data i. Increased accessibility
ii. TOD ii. N/A ii. Will assist with decreasing walking
iii. Area restrictions iii. N/A distances; pay attention to gender-
iv. Congestion charging iv. N/a sensitive planning and violence-
prevention principles
iii. Electronic signage, variable
messaging
iv. E-tolls
Change mode share

i. NMT & cycling strategy i. Manual counts (?, area i. Bluetooth integration
ii. Park & ride specific) ii. E-signage, schedules, gender specific
iii. Parking cash-outs/ sharing ii. Count of usage? if reqd. accessible
iv. Private parking levy iii. N/A iii. Automated systems for parking
v. Learner transport iv. Mode share data? iv. Automated collection
vi. Bikeshare v. N/A v. International best practice
vii. Marketing & comms vi. N/A vi. N/A
viii. All mode business travel vii. N/A vii. Transparency
reimbursement
Citizen-engagement/reporting application to
report access and safety concerns, route
needs, desire lines; use gender-disaggregated
data to prepare targeted marking and
information strategies; use gender
disaggregated data to understand trip patterns
and needs of women in particular
Increase private vehicle occupancy
i. Carpooling i. Best practice in-place
i. No data?
ii. Car sharing ii. As above
ii. No data?
iii. green travel plans iii. As above
iii. None
iv. BMT & HOV lanes iv. VMS, E-Gates etc.
iv. Red roads length
Pay attention to the safety and security needs
of women in particular in promoting car-
pooling and car-sharing options.
Introduce flexible working:

i. Flexi-time i. N/A i. Electronic footprint, time
ii. Staggered working hours ii. N/A management systems
iii. Remote working/ satellite iii. N/A ii. As above
iv. Working from home iv. N/A iii. As above, cloud-based computing,
Extra-net & other IT solutions
iv. As above, availability of technology,
data etc.
Pay attention to the particular travel patterns

of women, and the traditional caring roles
played by women, which influence, among
others, time of travel options, and working
from home options.
Appendix 4: Developing a Citizen Engagement / Reporting Solution: Indicative
Table of Contents for a Project Initiation Document
● Business background
● Business goal and objectives
o Goal
o Objectives
o Constraints
o Assumptions
o Dependencies
▪ E.g. Software licensing
▪ Involvement of various divisions and departments for things like categories of
service requests and internal workflows and escalation paths. Also acceptable
service response times (sometimes referred to as a service level agreement
(with customers)) to be used as a baseline for monitoring performance. E.g.
acknowledge receipt of Service Request within 2 working days.
● Solution scope
● Preliminary requirements definition
● Expected benefits
● Budget and resources
● Strategic alignment
● ICT considerations
o cloud-based solution
o Integration points
o Architecture
● Approvals
Appendix 5: Developing a Citizen Engagement / Reporting Solution: Indicative
Terms of Reference
● Definitions
● Abbreviations
● Business objectives
● Purpose
● Background
o Municipal profile
o Current status
o System requirements
▪ CoJ aims to acquire a citizen engagement application that will optimally include
the following functionality:
● GIS-centric citizen engagement
● Cloud-based accessible via web browser and mobile app
▪ Immediate requirements
● User-friendly interface to record and manage event workflows;
communicate with customers; provide live status via dashboards and
customisable reporting and satisfy the following criteria:
o Record and manage incoming events such as incidents,
complaints, enquiries, service requests (via e-mails, telephonic
calls, website forms, Customer Engagement App);
o Event fields to be customisable by CoJ;
o Assign unique reference number to events and automatically
notify customers of progress (status) via SMS, email and push
notifications (via 3rd party or built-in apps if available);
o Communicate with customers directly from within the system;
o Spatially depict and maintain event location feature layer within
CoJ GIS;
o Detect if an event is a possible duplication of another event that
has already been recorded and registered;
o Categorise event into applicable service standard actions
(event) code;
o Assign events to responsible working units and individual;
o Notifications must be sent to working units/persons at every
lifecycle (stages of an event) change of the event;
o Manage workflow of attending to an event;
o Capture supporting information (photos, linking documents)
within a mobile/electronic environment;
o Redirecting, requesting and scheduling of additional or follow-
up work; and
o Inform customer of progress (status) via SMS, email and push
notifications (via 3rd party or built-in apps if available).
● Citizen engagement mobile application must:
o Be available on iOS and Android mobile platforms and the use
thereof must be free of charge;
oMaintained to comply with the latest security and operating
system requirements;
o Be able to uniquely identify the event logger or user;
o Be able to log a new event (customised fields) or modify an
existing event and categorise events into predefined categories;
o Be able to geotag the event on a map/background;
o Be able to take new photos from within app, upload existing
images and compress these to a pre-set size in order to submit
the data to the Customer Care system;
o Be able to receive notifications indicating progress during the
event lifecycle;
o Be able to receive notifications of general newsfeeds if
activated by user; and
o Be seamlessly integrated with the GIS-Centric Customer Care
system’s event lifecycle workflow.
● Reporting
o Live customisable dashboards providing event status and
statistics in control rooms, call centres or individual users;
o Exporting of any data information to csv or excel;
o Customisable operational (open, unassigned events, etc.)
reports including spatial visualisation;
o Management (audit) reports such as compliance, efficiency,
user activity, etc.
● Integration requirements
o Must comply with CoJ GIS platform using existing enterprise
software and server API protocols;
o Data sharing between cloud-based systems and onsite GIS
databases;
o Integration with CoJ SMS gateway and email client;
● Ownership of data
o All data residing in the system and any proposals, reports,
studies, conclusions and summaries prepared by the service
provider for this project shall become the property of CoJ.
● System architecture
o Microsoft-based?
o [input required from CoJ ICT division]
● Services to be provided
o Project management
o Standard operating procedures and workflows
o Change management
o Training
▪ Users
▪ System Administrators
● Location of services
o [to be added by CoJ e.g. office localities within CoJ]
o Completion of bids. There may be a specific format that CoJ require the respondents to
adhere to e.g:
▪ Cover letter
▪ Company profile
▪ Technical requirements
▪ Functionality: experience of key staff
▪ Functionality: proven track record and reference letters
o Note that the ‘Completion of bids’ could be a separate section of the tender document.
Typically there are three sections:
▪ Regulatory framework
▪ Terms of reference
▪ Completion of bids
● Evaluation procedure
● Pricing schedule
● Form of offer
● Checklist for completeness
Appendix 6 List of Project Deliverables
1. Context Report on Urban Mobility in CoJ
2. Stakeholder Mapping Report
3. Context Report Dissemination Workshop: Report
4. International Trends in 4IR Mobility Report
5. Local Trends in 4IR Mobility Report
6. Disruptors Market Day: Presentation and Reports
7. Multidimensional Criteria Framework
8. City and Market Interventions Report
9. SWOT Analysis Workshop Report
Future Cities South Africa (FCSA) is the delivery partner for the South African component of the Global Future
Cities Programme, funded by the UK Government’s Foreign, Commonwealth and Development Office (FCDO). FCSA
is an alliance of organisations and individuals led by PwC (UK & ZA), and includes the Isandla Institute, Open Cities
Lab (OCL), Palmer Development Group (PDG), Violence Prevention through Urban Upgrading (VPUU NPC), Zutari
and others, together with a range of independent specialists.
This document has been prepared only for the FCDO in accordance with the terms agreed with the FCDO and for
no other purpose. PricewaterhouseCoopers LLP and the other entities delivering the project (as listed above)
accept no liability to anyone else in connection with this document.

FCSA J4IR Roadmap For 2021-2023

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Future Cities South Africa

Close-Out Report on 4IR Implications for

Abbreviations, Acronyms, and Definitions 6

2. Background and Introduction 9

3. Responding to 4IR and 4IR Mobility 11

3.1 Global trends in 4IR Mobility 12

3.2 Gender & Social Inclusion (G&SI) and 4IR 12

3.3 Engaging with 4IR as the City of Joburg 13

3.4 Digital readiness to implement 4IR interventions 14

4. Application areas for 4IR Mobility 15

4.1 The passenger journey 15

4.1.1 Local journey planning 16

4.1.2 Cashless transactions 16

4.1.3 Private-to-public-vehicle ownership 16

4.2 City planning and infrastructure 17

4.2.1 Planning for the future 17

4.2.2 Making better use of existing space 17

4.2.3 Efficient monitoring and maintenance of infrastructure and transport assets 18

4.3.1 Using big data analysis to improve the passenger experience 18

4.4 Safety and inclusion 19

4.5 Distribution and Delivery 21

4.5.1 Considering smart logistics 21

4.5.2 The advent of E-commerce 22

4.5.3 Drone and EVs for logistics 23

4.5.4 Robotics, automation and delivery apps 23

5. Developing 4IR Mobility interventions: road-mapping actions 24

5.1 Process of identifying actions for road-mapping 24

5.2 Regulatory actions 26

Protect data privacy 27

Ensure competition and drive greater diversity of investment in innovation 27

Protect the environment from damage 28

Enforce labour regulations 28

5.3 Partnering actions 28

Establish transversal partnerships 29

Establish internal partnerships 29

5.4 Operational actions 30

5.4.1 Data-driven mobility 30

5.5 Citizen-led planning and App-based incident reporting 36

Appendix 2: Indicative gap analysis – CITP data and G&SI decision-making 48

Appendix 3: Travel Demand Management (TDM) Strategy and 4IR/G&SI possibilities 51

Appendix 5: Developing a Citizen Engagement / Reporting Solution: Indicative Terms of Reference

Appendix 6 List of Project Deliverables 57

Table 4: Indicative gap analysis: CITP data and G&SI decision-making 52

Table 5: TDM strategy: 4IR and G&SI development opportunities 55

Figure 1: Project processes and outputs in 2020 10

Figure 3: CITP Chapter 3 – Overview timeframe and roadmap 36

Figure 4: An overview roadmap to procure a final draft of the CITP 36

Figure 5: The stages of CITP finalisation, from drafting to approval by NDoT 37

Figure 6: A longer-term approach to 4IR Mobility 38

Figure 7: Indicative time-frames to develop a citizen reporting tool 41

4IR Fourth Industrial Revolution

API Application Programming Interface

BRT Bus Rapid Transit

CITP Comprehensive Integrated Transport Plan

CoGTA Cooperative Governance and Traditional Affairs

CoJ City of Johannesburg

CSIR Council for Scientific and Industrial Research

EDI Electronic Data Interchange

EVs Electric Vehicles

FCSA Future Cities South Africa

G&SI Gender and Social Inclusion

GBV Gender-based violence

GCRO Gauteng City-Region Observatory