Agenda 0 C Strategic Plan E Funding Allocation and Spending Performance A Introduction to PRASA D B Challenges Rail Modernisation – Key Projects
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Agenda
0
C Strategic Plan
E
Funding Allocation and
Spending Performance
A Introduction to PRASA
D
B
Challenges
Rail Modernisation – Key
Projects
Consolidated Development Objectives for Rail
1
PRASA Structure Support economic growth and development.
Strengthen Cities’ role as a hub - transport system to support high density
development
Connecting economic and or growth nodes
Provide transport which supports social activities to improve the quality of life
Improve accessibility and connectivity to communities
Develop public transport to promote tourism activities
Enhance personal safety and security for passengers
Promote effective integration between land use and transport
Minimise the adverse impact of transport on the environment
Improve strategic connectivity between Provinces/other parts of Southern Africa
Develop a modern, integrated, high quality, accessible, efficient, affordable,
customer responsive public transport system
Improve the resiliency and reliability of the public transport network
Existing Modal Split / Rail Pax & Access
2
Taxi; 67,5%
Bus; 19,4%
Train; 13,1%
Mode used to commute to
work (2013)
NHTS (2013)
0
100
200
300
400
500
600
700
800
900
1000
80/8
1
82/8
3
84/8
5
86/8
7
88/8
9
90/9
1
92/9
3
94/9
5
96/9
7
98/9
9
00/0
1
02/
03
04/
05
06/0
7
JOUR
NEYS
YEARS
PASSENGER TRIPS 1980 - 2008
Households with no train service
85
70
24
51
56
0 20 40 60 80 100
Port Elizabeth
Durban
Pretoria
Johannesburg
Cape Town
% of households
Challenges facing Rail
3
Railway infrastructure and technology has reached the
end of its design lifespan
Poor levels of reliability and predictability
High costs of maintenance
Failure to contribute to an efficient transport system
Overcrowding, slow journey times, poor modal integration
Lack of off-peak services, ticketing, irregular timetables
Inability to support economic activity
Limited access to socio-economic opportunities for rural
and urban poor
Economic and Structural Viability, factors include long
distances, low densities and low income commuters
The last train sets were purchased in the mid 1980s
Technology is old and inherently obsolete - 1950s
The average age of the current coaches is 40 years
Suburban Rail Priorities
4
• Rail renewal and modernisation
• Transformational timetable changes (frequency and speed) to strengthen rail’s role
supporting the city’s / province’s transport needs featuring inner/outer and regular
interval services and strengthened off-peak services
• Introduction of a more user friendly / “clock-face” timetable,
• More flexible ticketing with a revised premium offer
• Better modal integration to support land use growth patterns
• Infrastructure enhancements including higher speed running
• Creation of an enhanced and customer focussed ‘Metro’ service
• Strengthened passenger security and enhanced station facilities
• Aligning PRASA planning with broader stakeholder priorities
• Potential network extensions where rail is the most appropriate
Bridge City
Duffs Road Stn
Tembalihle Stn
Kwa Mashu Stn
Proposed Bridge City Rail
Link and Station
Bridge City Rail Link – Durban (KZN Province)
Urbanisation and Rail Revival
6
• Urbanisation progressing at breakneck speed, particularly in developing countries
– 3% of earth’s population lived in Cities in the 1800s
– 30% by 1950
– 50% today
– 60-65% (two out of three people) by 2030.
• Effective / sustainable transport, energy etc. solutions required
• No coincidence that we see revival of rail throughout most of the world
– New rail expansion projects – Upgrading / modernisation of existing rail systems– Rail technology advancements
• Rail benefits cannot be ignored; capacity, environmental, less land required, permanence / attract investment, reduce car & fuel reliance etc.
• Rail confirmed as backbone of integrated transport networks in all major SA cities
Urbanisation and Rail Revival
7
Technology Choice Framework
Benefits of "Rail Cities"
9
• Benefits: cities with large, well established rail systems have significantly;o higher per capita public transport ridership,
o lower average per capita vehicle ownership and annual kms,
o less traffic congestion,
o lower traffic death rates,
o lower household expenditures on transportation, and
o higher service cost recovery than comparable cities with less or no rail services.
• This indicates that rail systems provide economic, social and environmental
benefits, and these benefits tend to increase as a system expands and matures
To
dd
Litm
an, V
TP
I, 2
01
2
• Progress in achieving above has not materialised (transport specific):
o Underperforming rail system (Metrorail) – PRASA plans discussed later
o Inadequate supporting and complimentary road based transport systems
• Greater effort / acceleration required to improve and enhance rail as the
backbone of an integrated transport system to achieve above (holistic approach)
• Important supporting elements / measureso Modal integration (services, infrastructure, ticketing, timetables)
o Land-use transport integration (Densification, in-filling, TOD)
o Travel Demand Management (Infrastructure, Regulatory, Pricing)
Role of Rail: Backbone of Transport System
10
Gauteng
Cape Town
10
C1
ET
HE
KW
IN
I
IR
PT
N
C9
C8
C8C3C7
C7
C5
C4
C2
Umhlanga
CBD
Umlazi
MpumalangaPinetown
Chatsworth
Rossburgh
Tongaat
Hillcrest
Warwick
Bridge City
Airport
Prospecton
Merebank
eThekwini
Rail Planning – Interaction with Planning Authorities
11
PRASA Structure The co-ordination, integration and alignment of rail planning
within the Integrated Transport Plan occurs at many levels:
Structures established as per NLTA
LTAB (only Cape Town to date), IPC (Jhb, Tshwane, Ekurhuleni, Cape
Town, eThekwini…)
Provincial Rail Steering Committees (Gauteng, KZN, Western Cape
represented on Cape Town structures)
Rail Management / Liaison / Co-ordination structures with Planning
Authorities
Provincial and local Transport Forums
Project Management Committees (project specific, e.g. ITP, ITPN, PRASA
Strategic Plan, and rail feasibility studies)
Integrated Planning
12
PRASA Structure PRASA Strategic Plan
Support and buy-in achieved from various
stakeholders (National, Provincial and Local/
District)
Cities have taken cognisance in their IRPTNs’
Strategic Plan to be incorporated in current
update of ITPs, IDPs...
PRASA Strategic Network Planning Department (SNP)
currently participating in: (as well as other transport projects)
IPTN planning and design structures
Update of Comprehensive Integrated Transport Plans
Spatial Development Plans
Commitments / Actions
13
PRASA Structure Memorandum of Agreement / Action (MOAs)
Letters of commitment by PRASA
Agreement / alignment of priorities
Long Distance / Regional Rail Priorities
14
• Focuses on turning the MLPS rail business
around
• Recognises the need to make journey times
competitive (incl. timetable)
• Rationalise and greater focus on regional
/intermediate markets
• Operational efficiencies – full scale review
• Rolling Stock & Ticketing
• Recognises TFR plans and impacts
• Promotes use of Autopax whilst continuing
its commercial role
• Create a long term High Speed Rail vision
Longer Term – High Speed Rail
16
• High Speed - 350 – 400 kph
– Entirely new route, passenger only / mix with freight
• Needs:
– Large travel market (circa 1,000 per hour)
– Journey times competitive with air (4 hours end to end max)
– Premium product competing with air and car
• Durban – Johannesburg
– Medium priority long term
• Cape Town – Johannesburg
– Low priority long term
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