A PRELIMINARY STUDY TO DETERMINE THE FEASIBILITY OF DEVELOPING A RAIL BASED TOURISM INDUSTRY IN THE EASTERN CAPE PRE-FEASIBILITY REPORT (FINAL) January 2008 Prepared by: Prepared for: Africon PO Box 437 PORT ELIZABETH 6000 EDGE Tourism Solutions PostNet Suite 390 Private Bag X15 SOMERSET WEST 7129 Eastern Cape Development Corporation PO Box 11197 SOUTHERNWOOD 5213 Contact Person: Contact Person: Mr A. van Eeden Tel: 041 585 8741 Fax: 041 586 3759 Ms H Keyser Tel: 021 851 0900 Fax: 021 851 0933 Mr K. Bern Tel: 043 704 5702 Fax: 043 743 6036
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A PRELIMINARY STUDY TO DETERMINE THE FEASIBILITY OF
DEVELOPING A RAIL BASED TOURISM INDUSTRY IN THE
EASTERN CAPE
PRE-FEASIBILITY REPORT (FINAL)
January 2008
Prepared by: Prepared for:
Africon
PO Box 437
PORT ELIZABETH
6000
EDGE Tourism Solutions
PostNet Suite 390
Private Bag X15
SOMERSET WEST
7129
Eastern Cape Development Corporation
PO Box 11197
SOUTHERNWOOD
5213
Contact Person: Contact Person:
Mr A. van Eeden Tel: 041 585 8741 Fax: 041 586 3759
Ms H Keyser Tel: 021 851 0900 Fax: 021 851 0933
Mr K. Bern Tel: 043 704 5702 Fax: 043 743 6036
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TABLE OF CONTENTS 1. EXECUTIVE SUMMARY .............................................................. 2
3.2.1 Rail tour operators in South Africa (1990 to 2007) ..................... 7
3.2.2 Factors that have impacted on the successes and failures of rail tourism enterprises in South Africa ............................................. 8
3.2.3 Rail tourism operations elsewhere in the world ........................ 10
3.2.4 Factors that have contributed to the success of rail tourism operations elsewhere in the world ............................................ 21
4.1 Identification of Eastern Cape rail tourism corridors ................. 22
4.2 Assessment of the potential market for rail tourism .................. 24
4.2.1 Methodology used in market assessment ................................ 24
4.2.2 Comparative review of tourist demand for rail as mode of transport ................................................................................... 25
4.2.3 Potential market for rail tourism in the Eastern Cape ............... 25
4.3 Tourism potential assessment of rail corridors ......................... 26
4.4 Prioritisation of rail tourism corridors ........................................ 33
4.5 The top three rail tourism corridors in the Eastern Cape .......... 34
APPENDIX A ................................................................................................... 57
APPENDIX B ................................................................................................... 58
APPENDIX D ................................................................................................... 58
APPENDIX D ................................................................................................... 59
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1. EXECUTIVE SUMMARY
Will be included in final report.
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2. INTRODUCTION
2.1 Background
South Africa‟s railway legacy is an integral part of the country‟s history - considering that it was rail transport that opened up the hinterland, thereby accelerating economic growth and development in both urban and rural districts. The railway network was initially constructed to serve the agricultural and mining sectors, as well as to promote industrial development. Today freight transport remains the primary revenue earner for government-owned Transnet Freight Rail, previously known as Spoornet. Note: For the sake of consistency and because the name Transnet Freight Rail is
still relatively unknown to the public, the rail utility will still be referred to as Spoornet throughout this report.
In its heyday, the then South African Railways, apart from being the largest freight hauler in the country, also provided affordable, safe and reliable public transport to both long-distance travellers and daily commuters. Currently long-distance rail passenger services are offered by Shosholoza Meyl, while suburban trains are operated by Metrorail. Both entities are state-owned and dependant on subsidies from the Department of Transport. Unfortunately rail travel has lost its appeal to many South African and overseas travellers. Over the last three decades the number of long-distance rail passengers has decreased significantly, mainly due to the growth in private car ownership. At present the country‟s commuter rail services are plagued by ageing infrastructure and vandalism of rail property, while commuters have become easy targets for criminals because of inadequate security measures. The concept of rail based tourism is not new in South Africa. Prestigious passenger trains, such as the old Union Limited/Union Express and its successor, the world-famous Blue Train, established international benchmarks for luxury train travel. Transnet‟s predecessor, the South African Transport Services, even had a Publicity and Travel Department which promoted its rail, road and air tourism services to tourist destinations throughout Southern Africa, to both local and international travellers. The commercial success of private enterprises such as Rovos Rail and Bushveld Train Safaris is an indication that rail tourism is a growing industry in South Africa. In the Eastern Cape the Apple Express, a tourist train that forms part of a rather unique narrow gauge railway, is a well-known tourist attraction. However, despite its status as a tourism icon, its future remains uncertain, mainly due to a shortage of suitably qualified train crew and restrictive operating conditions. Considering the extent of the Eastern Cape‟s underutilised rail network, the potential exists to develop rail based tourism into a viable industry that could generate much-
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needed employment opportunities in impoverished rural areas. A need was identified by the Eastern Cape Development Corporation for a high-level investigative study which could provide some indication as to how this potential can be unlocked. After an open tender process Africon Engineering International (AFRICON), in partnership with EDGE Tourism Solutions, was appointed to conduct the required high-level study to determine the feasibility of developing a rail-based tourism industry in the Eastern Cape.
2.2 Scope of the study
Objective of the study The main objective of this assignment was to conduct a high level feasibility study for developing a rail based tourism industry in the Eastern Cape.
Specific goals of the project to meet the above objective were to:
Investigate the reasons for successes and failures of rail tourism enterprises
in South Africa from 1990 to the present;
Identify potential rail tourism corridors in the Eastern Cape;
Establish the tourism potential of the identified rail corridors;
Determine what interventions may be required to promote, develop and grow
rail based tourism in the Eastern Cape;
Consider legal implications and policy matters;
Recommend possible actions and/or strategies to move forward with this
initiative.
Delimitation of the study
The Terms of Reference clearly indicated that the entire rail network of the Province of the Eastern Cape had to be included in the initial process of identifying possible rail tourism corridors. However, in defining the actual study area, cognisance was taken of the fact that a number of railway lines cross provincial boundaries, notably the Port Elizabeth – Avontuur branch and the trunk line between Port Elizabeth and Cape Town. This obliged us to also consider tourism potential outside of the provincial boundary in assessing those rail corridors that extend into neighbouring provinces.
This project was limited to a high-level or pilot study to determine the rail based tourism potential of the Eastern Cape. The end product of the assignment is this pre-feasibility report that includes recommendations on what further steps will be
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required to develop a viable rail based tourism industry in the Eastern Cape. It does not contain any detail feasibility studies, cost estimates or business plans. Phasing of the study The assignment consisted of the following phases:
Phase 1 – Contextual analysis
Phase 2 – Opportunity analysis
Phase 3 – High-level implementation strategy
Phase 4 – Pre-feasibility report In Phase 1 our task was to:
1. Identify current strategies and initiatives that may impact on the Eastern
Cape‟s effort to develop rail-based tourism,
2. List the factors that have impacted on the successes and failures of rail
tourism enterprises in South Africa during the period 1990 to 2007, and
3. Pinpoint factors contributing to the success of rail tourism operations
elsewhere in the world.
During Phase 2 we:
1. Identified potential rail tourism corridors in the Eastern Cape,
2. Assessed the potential market for rail tourism,
3. Assessed the tourism potential of the identified rail corridors, and
4. Prioritised the rail tourism corridors in the Province.
In Phase 3 we:
1. Determined what interventions may be required to promote, develop and
grow rail-based tourism in the Eastern Cape, and
2. Considered legal implications and policy matters.
Phase 4 consisted of drafting a pre-feasibility report for submission to and approval by the client.
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3. CONTEXTUAL ANALYSIS
3.1 Consolidation of existing work
Current strategies and initiatives that may impact on the Eastern Cape’s effort to develop rail-based tourism The assessment of the feasibility of rail-based tourism in the Eastern Cape was undertaken within the provincial (and regional) transportation, spatial and economic contexts. As part of our desktop study, we reviewed the following provincial strategies and plans:
Eastern Cape Provincial Growth and Development Strategy
Eastern Cape Provincial Land Transport Framework – Chapter 11
Western Cape Provincial Growth and Development Strategy
Western Cape Spatial Development Framework
Western Cape Integrated Tourism Development Framework
Free State Provincial Growth and Development Strategy
We also interviewed the following organisations:
Person Organisation
Prof Willie van Zyl University of Free State
Abie Wentzel Tourism Kwazulu Natal
Yumnaa Firferey Western Cape Directorate of Tourism
Rod Douglas Western Cape Directorate of Tourism
Table 1: List of persons interviewed (Phase 1) During this phase of the study we identified the following strategies/policies and initiatives that could impact on the development of a rail tourism industry in the Eastern Cape:
The Eastern Cape Department of Roads and Transport‟s official ‘Back to Rail’ strategy, which will lend credibility to and support for the development of rail tourism in the province.
The initiative by the R62 Langkloof Tourism Association, in cooperation with the Port Elizabeth Apple Express and other stakeholders (including the Department of Roads and Transport), to extend rail tours into the rural areas served by the Port Elizabeth – Avontuur Railway. This project, due to its
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inclusive and participatory nature, could set the benchmark for collaboration between role players in the rail tourism industry.
The Eastern Cape Tourism Board‟s Eastern Cape Destination Management Strategy identifies „Facilitation of ease of access into and movement within the province‟ as a core objective of the Tourism Spatial framework. Within this objective, exploring opportunities to develop under-utilised transport infrastructure, including rail, is stated as an action point.
The Western Cape Directorate of Tourism and Department of Transport and Public Works both view the development of rail tourism as an important part of the provinces‟ tourism product and infrastructure development. Although no specific strategy for the development of rail tourism has been formulated, opportunities for the development of rail tourism routes are likely to feature in the process of updating the Western Cape Integrated Tourism Development Framework. The PE – Avontuur line is of particular relevance in this regard, as a section of it, from Gaviota to Avontuur, is located in the Western Cape.
Regarding liaison with stakeholders, we can report as follows: In the Eastern Cape the Apple Express, a tourist train operating on the Port Elizabeth – Avontuur narrow gauge railway, is a well-known tourist attraction. Interaction with role players (and potential role players) involved with the operation of the tourist train included:
A meeting with Anton Gerber of the R62 Langkloof Tourism Association in Port Elizabeth on Thursday 23 August 2007. This was basically in the form of a briefing session on their initiative to promote rail tours into the Langkloof and Gamtoos Valley.
An informal meeting with Lesley Lowe of the Port Elizabeth Apple Express on Tuesday 11 September 2007 in Port Elizabeth who provided us with valuable information on current tourist excursions on the Port Elizabeth – Avontuur railway.
Attending a workshop, coordinated by the R62 Langkloof Tourism Association, on 6 and 7 July 2007 in Assegaaibosch. The purpose of the workshop was to agree on a strategy for the recapitalisation of the Apple Express and extending tourist train operations into the Langkloof.
3.2 Benchmarking
3.2.1 Rail tour operators in South Africa (1990 to 2007)
As part of the benchmarking process we have collated and studied data on rail tour operations in South Africa. In our research we focussed on government and private sector enterprises and included both failed and successful ventures. Abbreviated
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information on the main South African rail tourism businesses is listed in tabular format as Appendix A.
3.2.2 Factors that have impacted on the successes and failures of rail tourism enterprises in South Africa
Personal interviews with role players, together with a desktop study on past and current rail tourism ventures in South Africa, have revealed that a number of factors have contributed to successes and failures in the rail tourism industry to date. Some of the more prominent reasons for failures and successes are highlighted below. A. Shortage of locomotives:
Perhaps the biggest blow to private rail tour businesses occurred in mid-2006 with Spoornet‟s announcement that locomotives (and passenger rolling stock) will no longer be made available for charter trains. The company‟s official statement on the matter was that “as from 1 June 2006 Spoornet no longer guarantees the availability of locomotives and sleeper coaches for charter trains”. All of the tour operators interviewed, including Rovos Rail, confirmed that the non-availability of Spoornet locomotives had a negative impact on their operations. The Spoornet decision has forced some tour operators out of business, while others had to adopt their tour itineraries so that bookings could be made on scheduled Shosholoza Meyl passenger trains. (Refer to Annexure A for more detail on individual rail tourism operators.)
B. The uncertain future of state-subsidised rail tourism enterprises:
Our study revealed that state-supported rail tourism businesses are in general unable to cover their operating costs and are hence not financially sustainable in the long run. The sudden suspension in 2004 of Transnet Foundation Heritage Preservation‟s (TFHP) much-publicised Union Limited Rail Tours is a typical example of a failed tourism venture that was almost totally dependant on subsidies from government-owned Transnet. The future of the Outeniqua Choo Tjoe, another TFHP venture, is also uncertain after flood damage forced the closure of the historic George – Knysna branch line in August 2006. It is estimated that the cost to repair the damaged sections of this well known scenic railway could be in excess of R73 million, a strong mitigating factor against re-opening of the line. With the closure of the Knysna branch, Choo Tjoe operations were shifted to the railway line between George and Mossel Bay. However, probably due to the less dramatic landscape along the way in comparison with the previous route, passenger numbers have decreased significantly. The end result is that an increased subsidy from parent company Transnet will be needed to keep the Outeniqua Choo Tjoe in service. Given Transnet‟s current focus on
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profitability, it is highly likely that all operations requiring subsidy will be terminated in the near future. Currently TFHP is dependant on an annual social grant from Transnet to remain in business, the income from ticket sales and museum visitor fees being insufficient to cover operating costs. At this stage the future existence of TFHP remains in a state of uncertainty as parastatal Transnet continues to dispose of all its so-called „non-core‟ business. According to a report in Railways Africa (online), dated 18 May 2007, South Africa‟s world-famous Blue Train is not profitable. Passenger numbers dropped from 24 000 in 1991 to 6 000 in 1996, and is currently still under 8 000 per annum. The main reason cited for the decrease in tourist numbers is the fact that only one of the two train sets, commissioned in 1997 and 1998 respectively, have been in service for extended periods of time. An earlier Railways Africa online news report, issued on 3 May 2007, mentions that both sets of the Blue Train are now on offer for sale. One is in a running condition, the other under repair following a serious accident in 2006.
C. Limitations with regard to steam train operations:
Restrictive measures imposed by Spoornet on steam train operations have also impacted on the rail tourism industry. On 1 November 1999, after a number of unsafe incidents involving steam locomotives, Spoornet placed a total ban on the operating of steam locomotives owned by private steam clubs on the company‟s rail network. Although the ban was eventually lifted, it was substituted with stringent operating rules. These included allowing of steam operations in daytime only, limiting the maximum distance that a steam locomotive can travel in one day to 250 km and imposing a maximum speed limit of 60 km/h.
D. Successes of private enterprises:
Perhaps the biggest success story of rail tourism in South Africa is private railway company Rovos Rail. Started in 1989 by entrepreneur Rohan Vos, the company now owns three vintage train sets, keeps a fleet of six restored steam locomotives in operation for special steam safaris and offers luxury train travel to destinations throughout Southern Africa. Approximately 6 500 tourists travel aboard Rovos Rail‟s scheduled train trips per annum. This number excludes passengers travelling on special charter trains. Part of Rovos Rail‟s success can be attributed to good advertising amongst its target market, both locally and overseas. The company‟s marketing campaign includes keeping the Rovos Rail website up to date and publishing a regular newsletter that is distributed to both existing and potential customers.
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3.2.3 Rail tourism operations elsewhere in the world
As part of the benchmarking process we have collated data and information on a select number of international rail tour operations. A summary of the operating information, services and fare structures of such operations is attached as Appendices B & C. In addition, the following section presents individual case studies of a select number of international operators and some of the world‟s most epic, classic and luxurious railway journeys. These case studies are designed to give an overview of the market performance, rail tourism market profile and insight into the market factors that have an impact on the providers of tourist orientated rail services. A. The Eurail Group Eurail was founded in 1959 to encourage non-European to travel by train in Europe and has since become associated with 'value for money' and high quality 1st and 2nd Class rail passes for both young and adult travellers. InterRail was created in 1972 for young people up to 21 years only for travelling in 2nd class for one month of unlimited travel in 21 countries in Europe. The Eurail Group was established in 2001 as an organisation dedicated to the marketing and management of the Eurail Pass, allowing unlimited train travel in Europe for non-European visitors worldwide which had been jointly managed by a large number of train and shipping companies since 1959. In April 2007, the Eurail Group took over the management and marketing of the InterRail product range aimed at the European domestic market directly from the railways, revamping it in order to make the products as flexible as possible. The brand was also repositioned and revitalised including new pass offers. Since then sales have been growing rapidly, turning around a downward trend in sales after the record year of 2002. Initial results show that more than 136 thousand InterRail passes were sold up until October 2007 (about 15% more than the 2006 results). Managing Director Rene de Groot of Eurail expresses a positive outlook for the future "These positive results show we're on the right track. Our aim is to achieve in 2008 the 189 thousand passengers and ensure that InterRail is seen again as simply the most economic, flexible and pleasant way to travel around Europe." (Eurail Group G.I.E., 2007) The Eurail Group reported a worldwide increase in EurailPasses sales of 24% in 2005 over 2004 and 18.3% in 2006 over 2005. With a total of 445,000 passengers in 2006, Eurail also exceeded the 435,000 passengers who purchased Eurail Passes in 2000, the highest since the company was created in 1959. Over the last few years, Eurail‟s popularity has been growing steadily. As the travel industry began to recover from its global decline in 2003, Eurail‟s passenger totals rose commensurately with the rising number of travellers, increasing from 253,000 in 2003 to not only reach but surpass pre-9/11 figures. Eurail travellers come predominantly from North America, Eurail‟s largest market at 53%, Asia (25%) and the Pacific (11%). The most popular Eurail Passes
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are the Eurail Select Pass (allowing travellers to travel in any three, four or five adjoining countries) and the Eurail Global Pass (enabling travellers to explore all 18 participating countries by rail), representing 70% of all Eurail‟s sales. Information about the sale of rail passes in the UK further illuminates trends in this type of rail tourism. The bulk of the sales in 2003 within the UK - 21,196 passes [81% of all sales] - were to the under 26 market. According to Anderson Woods of Rail Europe "The Inter Rail pass has always been a product the associated with students and young people. Over 80% of unit sales belongs to the under 26 market. Furthermore, the All Zone pass has always been the most popular pass type with the under-26 age group, with 31% of under-26 sales in 2003 involving the all the zone pass. Students typically take advantage of longer duration passes as they generally have more holiday than those in the over-26 age group." [cited in Travel & Tourism analyst, 2004]. Sales figures for 2006 released by The Eurail Group shows that the InterRail Global Pass, which covers all 30 participating countries for a range of different time periods, is by far the most popular pass, making up 66% of the market share. In summary:
Demand for the Eurail Group‟s rail tourism products has grown consistently since 2003, performing at a compound average growth rate (CAGR) of approximately 19% per annum
Management is confident that demand growth will continue, driven by ever increasing global tourism numbers and increased awareness and promotion of rail as a more sustainable form of travel
The primary market for the range of Eurail products is the youth market, a budget-driven market able to travel for relatively long periods of time and attracted by the flexibility offered by the group‟s rail pass products.
B. Amtrak Amtrak operates a nationwide rail network, serving more than 500 destinations in 46 states on 21,000 miles of routes, with nearly 19,000 employees. In 2006, record-high ticket revenue of $1.35 billion, an increase of 11 percent over 2005, was achieved. Amtrak generated $2.04 billion in total revenue in 2006, an 8.3 percent increase from 2005, largely due to passenger-related revenue. A record number of passengers travelled on Amtrak trains in 2006, when the number of tickets purchased reached over 24 million passengers, representing the fourth straight fiscal year of record ridership when comparing the same routes. Proof of the growing popularity of rail travel, annual ridership has grown 12% between 2002 and 2006. Early 2007 trends suggest similar strength, with ridership up 4 percent and ticket revenues up 10 percent in the first quarter over the same period in 2006. Fourteen states contract with Amtrak for the operation of trains that supplement the national Amtrak network by extending the reach of passenger rail services or provide additional frequencies on Amtrak routes. State and regional agencies pay most of the cost of these services, reimbursing Amtrak for direct expenses. In addition
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to operating funds, many of these states also provide funds for infrastructure or other capital improvements to Amtrak routes in their states. Amtrak operates 15 long-distance trains over 18,500 route miles serving 39 states and the District of Columbia. These routes pass through anywhere from three to 12 states, and use freight railroad track for 95% of route distance. The average long-distance train passenger travelled 1040 kilometres in 2006. Some 3.7 million passengers (15% of total passenger numbers) travelled on long distance trains in 2006, accounting for 3.84 billion passenger kilometres—45% of Amtrak’s total. Amtrak‟s long-distance trains provide an essential transportation service for many communities and to a significant percentage of the general public. If long-distance trains were eliminated, 23 states would be left with no intercity passenger rail service and 18 other states would lose some service. No state or private operator has picked up a long-distance route that Amtrak has eliminated. Seventy percent of the kilometres travelled by Amtrak trains are on tracks owned by other railroads. Known as “host railroads,” they range from large publicly traded companies based in the U.S. or Canada, to state and local government agencies and small businesses. Amtrak pays these host railroads for use of their track and other resources required to operate Amtrak trains. Where Amtrak owns the track and controls the dispatching of trains, on-time performance is generally quite good. However, on routes where trains are operated over rail infrastructure owned, operated, and dispatched by the freight railroads, on-time performance is often poor. Only 30 percent of long-distance trains arrived on time in 2006. On-time performance of trains which travel over freight territory continues to drop. The primary reasons for delays are insufficient rail capacity and the need for additional infrastructure investment. With the exception of some trains operating between Boston and Washington, which cover their direct operating costs but not the corridor‟s significant capital costs, none of Amtrak‟s corridor or state routes covers all of their expenses from passenger revenues. In 2006 Amtrak covered 67% of its operating costs (excluding depreciation, a non-cash cost, 80% of operating costs). No country in the world operates a passenger rail system without some form of public support for capital costs and/or operating expenses. Amtrak expects operating revenues for 2007 to be $2,080 million and operating expenses to come in at $2,565 million, resulting in a deficit of S485 million. Amtrak's funding supports requirements to cover operating losses and capital expenditure will make up a projected 18.5% of total budget in 2008, down from over 20 percent in 2005 when the reform initiatives program begun. Long distance routes, in general, are loss-making operations. Amtrak recognizes that the operating losses on these routes must be minimized, and is currently reviewing every aspect of the long distance operations to identify opportunities for revenue enhancement, productivity and efficiency. For routes that cannot be brought to acceptable levels of financial performance by these measures, states will be given the opportunity to cover the "gap" between farebox revenues and the minimum performance thresholds. Where state gap coverage can't be achieved, Amtrak plans to terminate routes in the financial year 08-09.
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A series of strategic reforms first outlined in 2005 were put in place in 2006 to reduce costs while increasing revenue and ridership. By improving the reliability of the fleet, the quality of customer service, and sales and distribution systems, over $60 million in operational savings were achieved in 2006. Amtrak expects to save an estimated $200 million from 2006 to 2008 from these reform efforts. Amtrak also commenced with the development of new generation long-distance dining cars, in line with the company‟s drive to create efficiencies and generate revenue while raising the standard of customer service. The first of a number of Superliner I diners was converted to a combined diner-lounge car to accommodate integrated continuous dining, lounge and bar service on many long-distance trains. The seating options aim to appeal to passengers‟ varying preferences; similarly, the menu options cater to a range of appetites, from snacks to traditional full course meals. As part of its five year strategic plan (2004 to 2008) Amtrak has identified a number of things that could have a negative influence upon its performance. These problems are not unique to the U. S. or public rail sector and can therefore be generalized to all of the operators featured in this report. Amtrak claims that America's national railroads suffer from chronic under-investment, with the company's Federal-and private-sector funding largely declining since 1998. As a result of inadequate funding some of the company's rolling stock and much of the track itself was in poor condition in 2003. In order to rectify these problems, improve the efficiency of public rail services within the U.S. and boost perceptions of rail travel amongst the public, Amtrak is investing US$ 2.5 billion over the span of five years. Some 40% of this total amount is allocated to improvements in tracks and 35% in the upgrading of safety features, electric traction, and communication and signals. Key points from the above discussion are:
Demand for long distance and inter-city rail travel in the US continues to increase
Whereas long distance passengers make up a relatively small percentage of overall passenger numbers, long distance routes provide an essential access service to more remote communities
Although cost savings through improved efficiencies and productivity and marketing can be achieved on long distance routes, the continued operation of these routes is dependent on sustained government funding support
On-going investment in the maintenance and upgrading of track and rolling stock is required to maintain safety levels, passenger confidence and ridership levels
C. VIA Rail VIA Rail Canada operates the national passenger rail service on behalf of the Government of Canada. An independent Crown Corporation established in 1977, VIA provides passenger services mandated by the Government of Canada. These include rapid intercity services, cross-Canada services, and services to remote communities. VIA operates 488 trains weekly on 12,500 kilometres of track, and serves 450 communities across the country, from coast to coast and north to Hudson Bay. VIA‟s fleet includes 396 passenger cars and 78 active locomotives. In addition to 159 railway stations, VIA operates four modern maintenance facilities, and employs some 3,000 people. While VIA owns 223 kilometres of track, most of the
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infrastructure used by the passenger service is owned and managed by the freight railways, including ten different national and shortline operators.
In 2006 VIA Rail carried 4.1 million customers. Overall, revenue per passenger-mile increased to 30.3 cents, almost 6 per cent higher than 2005. Total passenger revenues increased $11 million over 2005 to reach $266.6 million, a 4 per cent increase. Operating data for VIA Rail show that, in terms of the number of passengers carried and the average load of trains, VIA Rail's business has been fairly stable since 1990. A small decline in passenger numbers, in terms of capacity, has been occurring since 1998, with trains being 53-56% full from 1998 to 2006, compared to 58-61% for the previous five years. Although passenger revenue continued to grow in 2006, growth was constrained by a slight decline in ridership in a weak and highly competitive travel market. VIA Rail ascribes this to shifts in Canadians‟ winter travel patterns to destinations outside the country, and redirecting of U.S. and overseas due to the relatively strong Canadian dollar. To offset this situation, VIA concentrated on managing yield to stimulate domestic travel, realigning fares to better match market conditions. The market responded positively to this initiative, producing an immediate increase in ridership which continued through the rest of the year.
Total passenger carried (thousands)
Total passenger miles (millions)
Average passenger load factor (%)
2000 3,795 904 53
2001 3,865 921 53
2002 3,981 948 57
2003 3,789 857 57
2004 3,887 851 56
2005 4,097 888 55
2006 4,091 874 55
Table 2. VIA Rail Canada – passenger statistics (2002 - 2006) Table 2 shows that a large number of people travel on Canada's railways despite the difficulties of 2002 and 2003 for tourism. These difficulties related to the terrorist attacks of 9/11 in New York and Washington in 2002 and a worldwide economic downturn, particularly in the American market, and the weakening U.S. dollar in 2003. Furthermore, the Canadian tourist industry was also dealt a blow by natural disasters like Hurricane Juan, as well as a number of health scares including the identification of cases of SARS in 2003. The compound results of these events was a fall in domestic and international tourism, with statistics suggesting that the number of Canadian tourists decreased by around 8%, American tourists dropped 15% and international tourists 16%. With a fall in the number of tourist arrivals, it would follow suit that the number of rail tourists would also decrease.
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In 2005 VIA launched Moving Forward, a new business strategy to meet challenges, including increased operating expenses (particularly fuel), shifts in travel markets and demand, and rising costs resulting from aging equipment and infrastructure. Moving Forward makes the customer the cornerstone of VIA‟s mission, vision and values, and defines six key corporate goals for the Corporation. These goals provide a customer-focused framework for managing VIA‟s people and resources, adapting to new realities in the marketplace, and responding to the customers and communities VIA serves. VIA also focussed on capturing new markets through effective marketing and pricing strategies, marketing partnerships, and innovative products that distinguish passenger rail in the marketplace. An examination of the VIA rail's business strategy confirms its belief that the future of rail travel in Canada is bright. Strategic documents show that, though investment, VIA rail plans to become the first choice for transport in Canada, to make the company synonymous with first-rate rail travel, to ensure all that passengers are transported safely, and to operate trains that are environmentally sustainable. The company also hopes to reduce the amount of government funding that in attracts as a measure of its success. VIA Rail‟s annual revenues rose five to ten percent each year from 1997 to 2000, a trend expected to continue in 2008 and beyond. As is the case with Amtrak, VIA Rail’s continued operation is reliant on on-going government funding. Towards the end of 2007, the Canadian government approved a new funding package for Via Rail, totalling $691.9 million, to improve the sustainability and reliability of passenger rail services in Canada. The proposed equipment and facilities investments, combined with strategic infrastructure improvements, will address VIA Rail‟s capital needs and improve its operational performance. The funding will allow VIA Rail to rebuild its aging fleet of locomotives and cars, upgrade stations, and improve strategic infrastructure to eliminate bottlenecks and enhance capacity for faster, more frequent and reliable service. "The Canadian", marketed as "Canada's classic train journey" and operated by VIA rail, is a transcontinental journey between Toronto on the east coast and Vancouver on the west coast. VIA rail operates three weekly departures in each direction throughout the year. The full journey takes three days and requires three nights‟ stay on board the train. The Canadian is accessible to those on a limited budget, as well as travellers accustomed to a higher standard of luxury and comfort. The economy accommodation option, comfort class, takes the form of reclining seats. Those travelling in this class also have access to onboard dining facilities, an at-seat snack service, reading lights, pillows and blankets, as well as the skyline car with its 360° scenic dome. Meanwhile, silver and blue Class features private single-, double-and triple-berth rooms, lunches, skyline cars, complementary tea and coffee, and an inclusive fare that includes breakfast, lunch and dinner. Passengers travelling in this class also have exclusive use of the rear portion of the train. Rail tourists are drawn to the route for a variety of reasons, including:
the epic scenery of the Rocky mountains and Ontario's lakes and forests
large viewing windows that make the most of the scenery
the exclusivity of the Silver and Blue class [first class]
the all-inclusive Silver and Blue class fare
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guaranteed daylight viewing of the Rocky mountains
the availability of Comfort class [economy class] reclining seats
In summary:
Demand for inter-city rail travel in Canada continues to increase, but is subject to global market forces and sensitive to shifts in market trends
Maintaining ridership levels and revenues requires rapid adjustments to product offerings and effective marketing strategies.
On-going investment in the maintenance and upgrading of track and rolling stock is required to maintain safety levels, passenger confidence and ridership levels
D. Great Southern Railway, Australia In 1997, Great Southern Railway took over the running of the Indian Pacific and The Ghan routes in Australia. The India Pacific a three day transcontinental journey from Sydney to Perth via Adelaide [and vice versa,] crosses some of Australia‟s most dramatic scenery including the Blue Mountains, the Great Dividing Range, South Australia, and the Nullabor Plain. It also traverses the longest stretch of straight railway track in the world, covering some 478km. The Ghan began life in the late 1920's with the inaugural run of "The Old Ghan "taking place in 1929. Its original, and current, purpose was to connect Australians living in remote areas of the country's northern territory to Adelaide. The most significant change that has taken place since its inception occurred under management of Great Southern Railways. The A$.2 billion extension of the track to Darwin, in the form of the new Alice Springs to Darwin railway, was completed in 2004. Today, this transcontinental journey traverses 2,979 kilometres, a trip that requires two nights on board the train. In 2004, the length of the train, and therefore its passenger capacity, was extended, making it the longest transcontinental train ever to operate on Australian soil. According to Mr. Toni Braxton-Smith, Great Southern Railway CEO, "The Ghan has already carried more than 25,000 passengers in 2004. It has provided a significant boost to tourism in Southern Australia and Northern Territory in particular, and has captured the imagination of holiday makers around the world. " [cited in Travel & Tourism analyst, 2004] Great Southern Railways attribute the success of its transcontinental routes to the following factors:
the provision of off-train excursions for those travelling in the premium class
the perceived value for money offered by the Red Kangaroo service, as these economy class berths and seats make the Ghan, the Indian Pacific and the Overland train services accessible to those travelling on a budget
the high quality of accommodation provided in all berths and cabins
a commitment to the maintenance and regular refurbishment of carriages According to Dave Atherton, the sales manager for UK and Europe at a Rail Australia, "We target the 50+ market for our premium product [Gold Kangaroo service] and the younger budget and back-packer market for the economy product
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[Red Kangaroo service]. The majority of the business a pre-purchased from the UK is for Gold Kangaroo service.” [cited in Travel & Tourism analyst, 2004]”. E. Orient Express The Orient-Express group owns or part-owns five tourist trains, the Venice-Orient-Simpleton-Express, the Eastern and Oriental Express, the British Pullman, the Northern Bell and the Royal Scotsman. The products that the group offers are pitched at the top end of the travel market. Venice-Orient Simpleton-Express
The classic London-Venice journey traverse 1,715km and takes about 31 hours, with the British Pullman taking passengers to the English channel, followed by a Sea Cat crossing to Boulogne, where the Venice Simpleton-Express is waiting. The train traverses France and then skirts the dramatic French, Swiss, all stream and Italian Alps. The train‟s authentic vintage carriages and high standards of service really help to invoke the bygone era of the great railway age. The hallmarks of the Venice-Orient-Simpleton-Express include a highly staff-to-client ratio, lounge car, resident pianist, air- conditioning, an observation, open air observation car and a range of luxurious accommodations - making it a lavish five-star hotel on rails.
The Orient Express Groups‟ confidence in the future of luxury rail travel, and its potential for growth, is a highlighted by the business development plan for the event is some Venice-Orient Simpleton-Express. In 2004, the train commenced a Vienna to Budapest route, and the company increased this service frequency to four departures in 2005.
British Pullman
Based in London, the British Pullman has an annual calendar of events that range from lunch, branch or of two new teacher knees, to one-day excursions complete with a meal on the onward leg and a three or four-course dinner during the return journey [some return journeys are made by coach]. Diverse destinations served by the train include Bath, Battle & Hastings, Beaulieu, Cambridge and the Cotswolds, as well as a myriad country houses and castles. In the 23 years since is inaugural journey in 1982, the British Pullman has established a reputation for fine dining and classical elegance, with its authentic carriages, from the 1920s or 1930s, restored to the former glory with classic timber veneers, solid brass fittings and opulent fabrics. Like other Orient Express train ventures, the British Pullman is located at the top-end of rail tourism.
Northern Belle
The Manchester-based Northern Belle, which began operating in 2000, offers a year-round program featuring visits to historic locations and fine dining trips. These excursions operated from over 30 cities and towns across Britain. In addition it operates a larger program of weekend breaks to destinations that include Edinburgh, Bath, Inverness, York, Cornwall, and the Lake District. The train itself is evocative of the 1930s golden age of rail travel, and has individually-
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styled carriages with rich timber panelled interiors, although the rolling stock is modern.
Eastern and Oriental Express
The Eastern and Oriental Express traditional route is the epic two-night and a three-day trip from Bangkok right down to the Malaysian peninsula to Singapore, with a guided tour of colonial Georgetown in Penang. Another route operated by the Eastern and Oriental Express, The Thai Explorer, is a circular route from Bangkok to Ayutthaya, Chain Mai and the River Kwai. This service has proved so popular that to the Orient-Express group increased the frequency of services from 2005.
Average passenger numbers for the Orient- Express trains discussed thus far are as follows:
60,000 passengers per annum on UK day trains - British Pullman and Northern Belle;
15,000 passengers per annum on the Venice Simpleton-Orient-Express; and
7,000 passengers per annum in Asia. The Royal Scotsman
The Royal Scotsman, launched in 1985, accommodates 36 people in four state and 16 twin cabins in custom-built Pullman carriages. The Royal Scotsman identifies the key selling points of its routes as:
dramatic highland scenery compete with plains, lochs, mountains, coastline and castles
the exclusivity of all off-train excursions, which include visits to distilleries, castles and country houses
the highest standards of cuisine with which the train is associated
the combination of classic decor and modern service
all inclusive fares including all beverages, meals, entertainment and explorations
a staff to passenger ratio of 1:2
the Royal Scotsman has its own liveried and luxury coach to transport guests to the various off-train excursion venues
a variety of packages means that passengers select an itinerary that best suits their needs
Sarah Mansfield of the Royals Scotsman says the following "The Royal Scotsman has always operated at the top end of the market. The expectations of guests at this level have changed very little. They expect and receive impeccable, attentive and anticipative service with a guest to crew ratio of 2:1. Attention is paid to every detail of the experience; even the off-train visits are exclusive, where our guests meet the owners of properties and the real personalities of Scotland. As discerning travellers and diners, guests are used to the very best
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cuisine and the quality of the food and beverage on board is regularly acclaimed as amongst the finest in Britain. All ingredients for the Royal Scotsman’s meals of sourced from Scotland, then prepared to freshly on board by our chef”.
Ten years ago 90% of business came from North America; today it is under 50%. The volume of business from the UK has grown by 50% in the last three years [2001-2004] and from Europe by 80%.
"Over the years guests have become increasingly more experienced travellers improving both their knowledge of Scotland and also requiring more input into the options of visits and activities on the journey. For example, at one stop in the Highlands, guests have the opportunity to fish in a Scottish loch, play a round of golf or enjoy a leisurely stroll around a country estate. Whilst there is a greater range of activities and choices available, social interaction between the guests is still positively encouraged with one sitting for dinner, and comfortable seating for all passengers in the observation car. Our research shows that Scotland remains one of the key elements of the purchasing decision. Scotland is often considered Europe's last great wilderness, it is a beautiful and still relatively unexplored country. There is no better way in which to see the country in such ease and in such a luxurious way”.
Orient-Express hotels purchased a 50% share of the business in 2004. Their extensive marketing network provides a number of opportunities for the Royal Scotsman to expand into new markets, tempting more people than ever before into experiencing this luxury train. According to Nick Varian, Vice President of Orient-Express hotels, trains and cruises "The Royal Scotsman is a perfect compliment to Orient-Express Hotels‟ existing portfolio of trains. Together with the London-based British Pullman carriages of the Orient-Express and Manchester-based Northern Bell, we can offer exceptional train journeys throughout the UK. "
Regarding marketing, Sarah Mansfield says that "The Internet has provided a fantastic opportunity for operators such as The Royal Scotsman to reach the market direct, improving yield and allowing relatively small business such as this to reach a much wider group. The UK in particular does not generally use an agent to book at holiday in the UK and is much more likely to book on the Internet. Similarly inquiries are coming from some very interesting parts of the world, previously difficult to reach. “
The initiatives introduced by the company in 2004 highlight the need for the providers of rail travel to be flexible and innovative in order to meet the demands of a constantly changing market. New routes added to the company's portfolio include a five-night Great West Highland journey and this seven-night Grand North Western trip. A number of special interest journeys were also introduced, including the distillery-based tour "Spirit of Scotland ", "Scottish gardens", "Taste of Scotland" and "Golf journeys".
F. Rocky Mountaineer (Canada) The Rocky Mountaineer is owned and operated by Rocky Mountaineer Vacations Established in 1990, the company has become well known for its Rocky Mountaineer
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rail adventure. The Rocky Mountaineer is a two-day journey that runs from Vancouver to Jasper, Banff and Calgary from April to October, with four departures in December. It operates during the daylight to Calgary - to allow passengers to fully appreciate the dramatic mountain scenery featuring rugged canyons, snow-capped peaks, rivers, valleys and myriad fauna and flora -with a midway go overnight stay in Kamloops. The company enhances its product with the addition of pre-all post-train extensions. Operating data for the Rocky Mountaineer show an annual increase, with the exception of 2002 and 2003, in the number of passengers carried by the Rocky Mountaineer, expanding on average 38% per annum in a 15-year history (data available up to 2004), from 11,534 passengers in 1990 to 77,004 passengers in 2004. This rise in passenger numbers can be considered in relation to the train‟s evolution and the accolades heaped upon it over the years. In both 1991 and 1998 it was nominated by The International Railway Traveller as one of the twenty best rail experiences in the world. The same survey ranked the train in the top ten rail experiences in 2002. In 1996, the Rocky Mountaineer achieved the world's record for being the longest passenger train in the world, with a 37 carriages [which it extended in 1999 to 41 cars]. In the same year, it also increased the frequency of its annual departures to 72, with passenger numbers increasing accordingly. Further expansion in 1997 saw a second route, which brought an additional 54 departures, come into operation, as well as the addition of GoldLeaf dome coaches and the limited Christmas departures. In 1999, the route was extended to Jasper. Two more GoldLeaf dome coaches were added in 2001, bringing the total to ten. In 2000 the Rocky Mountaineer continued with its improvement program, refurbishing all its GoldLeaf dining rooms and some Red Leaf class [standard class] coaches. It also added an eleventh GoldLeaf dome coach in 2003 and a twelfth in 2004. In 2004 a new record was set for the highest number of passengers, with more clients than in any of the company's previous 14 years of operation. The main customer base for the Rocky Mountaineer are couples, 55 plus, upper-to middle-class who are well educated and well travelled and has a mid to high income. They are attracted to the Rocky Mountaineer train journey because it is a unique train journey, the details are taking care of, and for the romance of rail travel. Commenting on the changing trends in passenger bookings over the last 15 years, Melita Swan, senior account executive at McCluskey International, notes: "Changing trends are hard to gauge but my anecdotal thoughts are that travellers in general are looking for high quality/luxury vacations. Certainly, Rocky Mountaineer vacations have more guests travelling in the GoldLeaf service [now go over 50%], however this is largely due to the investment in equipment to meet the demand for the high end product. The Rocky Mountaineer was originally a struggling government-funded passenger rail operation. Over the years, solid investment, strong customer service and a vision has seen the operation become a tourism success story. Rocky Mountaineer started as a two-day train journey. Now, as Rocky Mountaineer vacations, we have over 60 vacation packages ranging from two to seventeen days. That has been one of the biggest changes are over the years - our growth and a move to words becoming a vacation provider and not just a rail operator. "
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3.2.4 Factors that have contributed to the success of rail tourism operations elsewhere in the world
The following themes emerge from the case studies section with regard to the success factors of rail tourism operations. They include:
the appeal and market position of the rail tourism destination in general
the importance of outstanding scenery and a diversity of experiences along the route
supplementing the actual rail journey with excursions to attractions in local areas
offering a range of rail tourism products at different price points in order to attract both economy and premium passengers
high facility and service standards irrespective of the class of travel
attention to detail for discerning premium class passengers
continuous investment in maintenance and upgrading of rolling stock and onboard facilities and diversification occasion of rail tourism products
access to and effective use of marketing networks, especially those of well-established brands
innovation in the use of marketing channels, especially new media such as the Internet, in order to keep track with changes in information use by a target markets
the need for effective promotion and business development strategies [particularly within competitive markets]
although demand for inter-city rail travel continues to increase, demand levels are subject to global market forces and sensitive to shifts in market trends – successful operators take a flexible approach to adapting rail tourism products
maintaining ridership levels and revenues requires rapid adjustments to product offerings and effective marketing strategies
the importance of advertising media such as brochures, the worldwide web, print media and television
on-going investment in the maintenance and upgrading of track and rolling stock is required to maintain safety levels, passenger confidence and ridership levels
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4. OPPORTUNITY ANALYSIS
4.1 Identification of Eastern Cape rail tourism corridors
In order to identify potential rail tourism corridors in the Eastern Cape, we had to:
Establish the extent of the Eastern Cape‟s rail network;
Determine the operational status of individual lines; and
List all railway lines in the province that could, from a purely technical perspective, provide access to tourist trains and other rail-guided vehicles without the need for extensive and costly rehabilitation of fixed infrastructure.
The various railway lines that comprise the Eastern Cape‟s 3 391 km rail network are listed in the Table 3 below. The operational status of each line as well as information on current freight and passenger services (2006/07) are shown.
Section Distance Status Type Traction Net freight Commodities Passenger
(km) tonnages (est.) per type Services (Y/N)
Swartkops - Carlton (NC border) 390 In use Main Electric 2,500,000 Manganese ore, containers, coal Yes
N/Brighton - Vondeling (WC border) 327 In use Trunk Diesel 79,639 Grain, Gypsum, Malt, General No
Port Elizabeth - Avontuur* 285 In use N/Gauge Diesel 14,788 Timber, Citrus No
Gamtoos - Patensie 30 In use N/Gauge Diesel 196 Citrus No
TOTAL 3391
Lines still in use 2120
Lines closed 870
Lines lifted 401
TOTAL 3391
EASTERN CAPE RAIL NETWORK - OPERATIONAL STATUS (2006/07)
SUMMARY
*Includes the 32 km section between Gaviota and Avontuur, which is located in the Western Cape
Table 3: Eastern Cape Rail Network – Operational Status To date 401 km of railway track in the province has been physically lifted (see Figure 1). This represents about 12% of the total provincial rail network. It is highly unlikely that these particular lines, highlighted in grey in Table 3, will ever be rebuilt and they have thus been excluded as potential rail tourism corridors. The total length of railway lines no longer in use adds up to 870 km (25% of the network). In this study the closed lines have been analysed as potential rail tourism
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corridors even though they carry no traffic at the moment. The rationale for including them is that some sections could be re-opened for freight and passenger services in the near future as part of the Eastern Cape Department of Roads and Transport‟s „Back to Rail‟ drive. The Department has already restored the rail link between East London and Mthatha. Its aim is to recommission some of the remaining branch lines in the Eastern Cape in the near future.
Figure 1: Removal of track on the Stormberg - Rosmead trunk line
Figure 2: Freight wagons at Queenstown – an important station on the East London – Gauteng main line.
In total 17 potential rail tourism corridors were identified, including both operational and closed lines. They are listed in no particular order in Table 6.
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4.2 Assessment of the potential market for rail tourism
4.2.1 Methodology used in market assessment
As part of our field study to assess the potential market for rail tourism in the Eastern Cape, we visited various regions throughout the province. The principal aims of these field trips were to (1) liaise with role players in the tourism industry and (2) gain firsthand knowledge of tourism infrastructure in each region. The following persons, representing a number of organisations, were interviewed during this period:
Person Place Organisation Position in organisation
Willem Makink Grahamstown Makana Tourism Tourism Officer
Rob Beach Somerset East Blue Crane Development Agency Manager: Business/Finance
Johan Minnaar Graaff Reinet Tourism entrepreneur -
Charles Kingwell Graaff Reinet Tourism entrepreneur -
Roy Maclaghlin Graaff Reinet Graaff Reinet Tourism Chairman
Gerrie Schoeman Joubertina R62 Langkloof Tourism Association Member
Dave Hodgson Uniondale Uniondale Tourism Chairman
Johan Swart Kirkwood Kirkwood Wildlife Festival Organiser
Retsilisitsoe Khamali Aliwal North Mthombo Sediba Development Agency Chief Operations Officer
Wanita Schlebush Aliwal North Aliwal North Tourism Tourism Officer
Johan Hattingh Lady Grey Senqu Tourism Tourism Manager
Marie Steenekamp Barkly East Barkly East Tourism Member
Brenda Mollentze Barkly East Barkly East Tourism Member
Brian Murison Mossel Bay Transnet Foundation Heritage Preservation
Technical Manager
Table 4: List of persons interviewed (Phase 2)
We also reviewed various market/tourism strategy reports in order to identify the potential market segments for rail tourism, and held discussions with rail tourism operators to gain insight into the profile of current users of rail tourism products. The following documented sources of market information were reviewed:
South African Tourism: o Tourism Growth Strategy o Domestic tourism growth strategy
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o 2006 Annual Tourism Report o Marketing SA in the Netherlands o Marketing SA in the United States o Marketing SA in Germany o Marketing SA in France o Marketing SA in the United Kingdom
Buffalo City Tourism Masterplan
Nelson Mandela Bay Tourism Masterplan
Ndlambe Tourism Sector Plan
Makana Tourism Sector Plan
4.2.2 Comparative review of tourist demand for rail as mode of transport
In respect of the target markets for rail tourism, two key segments emerge from the benchmark case studies presented in section 3.2.
The primary segment for luxury or vintage rail journeys is the older [50+], upper- to middle-class, well educated, well travelled, and mid to high income tourist. Scenic beauty, excursions offering unique local experiences, high quality scenery, authentic or vintage decor, "the rail journey as a vacation in itself‟ and "and the romance of rail travel” of the primary attractors for this market. Comprehensive performance statistics for luxury rail operators across the world are not available; however, available operating data seems to indicate that the USA/Canada, the UK, and Europe are the primary source markets for this type of rail travel.
The younger, economy and backpacker segment tend to favour high speed trains that provide convenient access to a multitude of destinations at an affordable price. Country of origin information for this market segment is not available.
The market information gleaned from the various case studies presented previously informs the identification of suitable target markets for rail tourism in the Eastern Cape in the following section.
4.2.3 Potential market for rail tourism in the Eastern Cape
Based on the review of these available market information and our discussions with rail tourism operators, the following source markets and market segments appear to hold the highest potential for rail tourism in the Eastern Cape: Source market Market segment
Domestic Eastern Cape Western Cape Gauteng
o Golden Active Couples
o Independent couples and young families
o Young & upcoming
International United Kingdom, Germany Netherlands, France & United States
o Next Stop South Africa
o Wanderlusters
Table 4: Source markets and market segments
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4.3 Tourism potential assessment of rail corridors
Technical & Operational Assessment – discussion of methodology used Where possible, a condition assessment of railway track and other rail infrastructure, including bridges, culverts, embankments, station yards and railway buildings, was done during the field study mentioned in paragraph 4.2 above. Data collected on site, mostly through digital photography, was then used in the Technical/Operational evaluation of the 17 identified rail corridors. A summary of the results obtained through on-site inspections is tabulated, per corridor, in Appendix D. Due to time and other constraints, it was not possible to physically inspect all 17 railway corridors. However, reliable information on track conditions and service levels were obtained from (1) current literature on South African rail operations and (2) previous visits to rail sites in various parts of the province. Three main criteria were considered in the Technical/Operational assessment of the respective lines:
The condition of the fixed infrastructure, including track, bridges, maintenance needs and, especially in the case of the closed lines, possible refurbishment costs.
The current level of service for freight traffic.
The current level of service for long-distance passenger and/or commuter traffic.
The total or full score amounted to 50 points, of which 22 were allocated for infrastructure condition, 22 for freight services and 6 for passenger/commuter services. The individual scorecards for the 17 rail corridors are included as Appendix E. Tourism Potential Assessment – discussion of methodology used The following sources of information informed the tourism potential assessment:
Review of existing tourism strategy documents
Discussions with representatives of local tourism organisations regarding availability of products and experiences, accommodation and other tourism infrastructure, strategic priorities for tourism in the local area
Site visits to assess station infrastructure, landscape quality, tourism product range, etc.
Review of lists of tourism products and facilities It was not possible to physically inspect all 17 railway corridors because of time and other constraints. However, reliable information on the tourism potential of the various corridors was obtained from (1) current literature on tourism products and
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infrastructure in the Eastern Cape and (2) previous visits to various parts of the province. The following criteria were considered in the tourism potential assessment of the respective lines:
Scenic quality of corridor
Availability of tourist attractions/resources
Priority tourism area
Access to departure/ arrival points
Accommodation
Connectivity
Market presence
Market proximity
Social capital
Environment The total or full score amounted to 50 points. The scorecards for all 17 rail corridors are included as Appendix F. Interpretation of assessment results Table 6 below shows the evaluation results of the 17 rail corridors.
Distance
(km) Pts (max 50) % Pts (max 50) %
1 Swartkops - Carlton (NC border) 390 In use Main 48 96% 22 44%
2 New Brighton - Vondeling 327 In use Trunk 41 82% 27 54%
*Includes the 32 km section between Gaviota and Avontuur, which is located in the Western Cape
No Status TypeCorridor
Table 6: Assessment results of 17 identified rail tourism corridors The results clearly indicate that in the technical & operational assessment those railway lines still open to traffic scored much higher than the closed lines. The explanation for this is simple – on operational lines the tourist train operator will share the infrastructure costs with the other (freight and/or passenger) rail users. Conversely, where closed lines are re-opened for tourist trains only, the tour operator(s) may have to carry the full operations and maintenance costs needed to
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keep the particular railway line in a safe and serviceable condition. In the latter case the infrastructure costs could easily exceed the potential income from tourism, especially on high-maintenance lines. In our assessment we regarded the points awarded to each individual rail corridor as an approximate rather than an exact indication of its technical/operational status and tourism potential. The numerical score must therefore not be seen as a precise measurement of a line‟s potential - it was simply applied as a rank indicator in the prioritisation process. To site one example: speed limits of 15 and 20 km/h on the Port Elizabeth-Avontuur narrow gauge railway with its smaller rail vehicles and lower axle loads are less critical than on a normal gauge (1 067 mm) rail line. However, in our robust scoring method we did not distinguish between the two rail gauges, which obviously resulted in underscoring of the narrow gauge‟s technical and operational capabilities in comparison with its normal gauge counterparts. Discussion of assessment results The results of the field study for the 17 rail corridors are discussed, in summarised format, in the table below.
No Rail corridor Comments: Technical & Operational Assessment
Comments: Evaluation of tourism potential
1 Swartkops – Carlton
This is the rail link between Port Elizabeth and Gauteng and is the only line in the province classified by Transnet as a so-called „core‟ or „high-density‟ line. It is one of two railway lines in the province that has been electrified. The infrastructure on the line, with the exception of buildings at unused stations, is in a serviceable condition. Considering that freight trains receive priority on core lines, access for tourist trains may be limited, especially if current freight volumes increase.
The scheduled Shosholoza Meyl runs on this line, offering tourist class service twice weekly and economy class service daily. Train tour operators, e.g. JB train tours base their Eastern Cape tour packages on the scheduled tourist class service.
2 New Brighton – Vondeling
This 327 km section is part of the trunk line between Port Elizabeth and Cape Town. Freight traffic currently consists of only three trains per week, which means that the line is under-utilised and has adequate spare capacity for passenger and tourist trains. The permanent way (track, bridges, etc.) is in a good condition. Facilities at wayside stations can
With the exception of the section ascending from/descending to the coastal plateau, the bigger part of the Eastern Cape portion of this line traverses the visually monotonous Karoo landscape before crossing into the more appealing mountainous landscape of the Western Cape. Nevertheless, this line is potentially important as a
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be upgraded for tourist use with nominal funding.
connecting line for inter-provincial passenger services.
3 Klipplaat – Graaff Reinet
This 100 km length of line has been closed for traffic. The permanent way is still intact and the line can be easily re-commissioned, should the demand for a rail service justify the expense of refurbishing it.
This area has limited visual and tourism appeal.
4 Graaff Reinet – Rosmead
This 146 km length of track has been closed for traffic. Sections of the line have been damaged by rock falls (Pretoriuskloof) and collapsed embankments (Glen Harry). Other parts of the line (from Letskraal to Koloniesplaas and from Bethesda Road to Lootsberg) are in a reasonable condition and, while unsafe for trains, could still be used by light rail-guided vehicles such as ex-Spoornet inspection trolleys.
Graaff Reinet is a primary tourism centre in the Eastern Cape, with a range of tourist attractions and activities and accommodation establishments capable of accommodating tourist groups travelling by coach. The section of line between Bethesda Road and Lootsberg is visually very appealing with beautiful vistas from the Lootsberg Pass and interesting geology. In contrast, the Bethesda Road to Koloniesplaas section passes through valleys with spectacular cliffs. Both sections of line are easily accessible from the main road network and within easy driving distance from Graaff Reinet (approx 40 kms). Although these sections are no longer suitable for conventional trains, the structure of the trolley cabins provides passengers with an experience of travelling very close to the rail with good visibility of the line and its various mechanical parts from the vehicle. A trolley trip combined with a tour of the historical features and surrounding natural attractions of Graaff Reinet and visit to the quaint artists‟ town of Nieu Bethesda makes for a unique and attractive weekend/ 2 day package.
5 Alicedale - Grahamstown
This 57 km branch line, notorious from a train driver‟s perspective because of its steep gradients, is currently operational. The permanent way is in a good condition. The line is not used by freight trains, but Shosholoza Meyl operates a
There is a high level of interest in using trains to transfer conference groups from PE to Bushman‟s Sands Hotel at Alicedale. However, the high cost of chartering trains relative to hiring coaches inhibits the potential demand. The current
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daily (except Sundays) commuter service from Alicedale to Grahamstown and back.
running times of the existing Shosholoza Meyl scheduled service (PE – Alicedale) and daily public service obligation commuter service (Alicedale to Grahamstown) are not suitable for conference groups.
6 Grahamstown – Port Alfred
This 70 km long section was closed in 2001. It is highly unlikely that it will be re-opened for normal rail traffic due to the limited demand for a rail freight service in the region.
A 15 km section of the line between Port Alfred and Bathurst has been concessioned to a rail tourism company which uses a small diesel locomotive as motive power.
7 Addo – Kirkwood
The 33 km Kirkwood Branch is only in use over the fruit season (May to October) when export citrus is hauled from pack houses in the Sundays River Valley to Port Elizabeth‟s harbour. Train frequency during this period is about one train per day. Access for tourist trains over the branch line should therefore not be a problem.
The Sundays River Valley (with icon Addo National Park) is fast becoming a key tourism node on the Eastern Cape, offering the unique Eastern Cape vegetation, wildlife and country lifestyle. The area is easily accessible from Port Elizabeth, the key Eastern Cape domestic and international market generating area, and hence very suitable for day/weekend trips.
8 East London – Bethulie
This forms part of the railway line between East London and Gauteng. The section located within the Eastern Cape is electrified. Infrastructure on the line is in a good condition, maintained to the same standard as a core line. It is used by both freight and passenger trains. Accessibility for tourist trains could become restricted should there be a drastic increase in current freight volumes.
The supply of accessible tourist attractions suitable for day visitors is low along this route.
9 Cookhouse – Blaney
This trunk line forms part of the rail link between Port Elizabeth and East London. While the permanent way is in a good condition, most buildings at wayside stations have been badly vandalised. The line is currently underutilised. Freight operations consist of about 3 trains per week, leaving adequate capacity for passenger and tourist trains.
This line may become important as a connecting service between PE and East London, but currently does not offer much in terms of attraction points suitable for rail tourist groups.
10 Amabele – Umtata
This is the so-called Kei Rail. Infrastructure along the 285 km
The development and promotion of the heritage
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route was recently upgraded to accommodate both freight and passenger trains. A regular commuter train service to Umtata is planned for 2008. The possibility of accommodating tourists on scheduled commuter trains should be investigated.
attractions in this area is a provincial priority. The planned commuter service should also be promoted as a mode of transport for tourists.
11 Dreunberg – Aliwal North
This 54 km section of trunk line is still in use and its infrastructure in a good condition. There is no regular freight service, but occasional freight trains deliver and/or collect goods from a handful of industries in Aliwal North on demand.
This area has limited visual and tourism appeal.
12 Aliwal North – Barkly East
This line has been closed for traffic. It used to be popular amongst train tourists because of the scenery along the route. The permanent way, including bridges over two major rivers, is sill intact, but buildings at major stations have been vandalised, some beyond repair.
Rail tourism operators regard the section of line between Land Grey and Barkley East as the most scenic rail line in South Africa. Other than the spectacular mountain landscape, the line offers the unique switchback/zig-zag traverses and river crossings, said to rival the other great switchback lines in Peru, India and Argentina. Although both Barkley East and Lady Grey are relatively limited in terms of diversity of tourist attractions, the scenery along the line offers enough of an experience to warrant a full day return trip. The primary drawback of the area is the relative distance from the source markets of PE and Bloemfontein. More detailed projections of potential passenger volumes vs. the capital investment required to reopen the line is needed to determine the viability of running tourist services on this line.
13 Sterkstroom – Maclear
This 278 km branch line has been closed for traffic. The fixed infrastructure is still intact, but stations along the way are showing signs of neglect.
The supply of accessible tourist attractions suitable for day visitors is low along this route.
14 Cookhouse – Somerset East
This 31 km branch line has been closed. Part of the line has suffered damage where ballast has removed by probably a
Although various plans to develop tourism infrastructure in the Somerset East vicinity exist, the supply of accessible tourist
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private building contactor. There is currently no demand for a freight service on this line. It may be suitable for use by light rail-guided vehicles once the damaged section has been repaired.
attractions suitable for day visitors is currently limited along this route. Should these plans be implemented successfully, tourist services along this route may become more viable.
15 Barkly Bridge – Alexandria
This 88 km branch line has been closed. Although most of the track is still in position, the track bed and railway reserve is overgrown and completely inaccessible in several places. It is highly unlikely that the line will be re-opened due to low demand for freight and passenger services in the region.
The supply of accessible tourist attractions suitable for day visitors is low along this route.
16 Port Elizabeth – Avontuur
With a rail gauge of 610 mm, this is the only narrow gauge line in the province. Current freight operations are limited to timber trains hauling pulpwood from the Assegaaibosch area to Baakensrivier in Port Elizabeth. Here the loads are transhipped onto normal gauge timber wagons, the ultimate destination being a woodchip plant in Richard‟s Bay. The line is also home to the well-known Apple Express tourist train. The permanent way is in a serviceable condition and is open to traffic up to Siesta where a section of track was badly damaged during the November 2007 floods. The numerous steel bridges along the way are still structurally sound, but in need of urgent maintenance to protect vital components against corrosion.
The following factors support the significant potential of the Avontuur line for rail tourism: o Critical mass of
accommodation capable of
accommodating at minimum
a coach load of passengers
in key towns
o Diversity of tourist
attractions and activities with
appeal to a range of
interests
o Motivated and committed
local tourism roleplayers
o Proximity to key source
market (Port Elizabeth)
17 Gamtoos - Patensie
This 30 km branch line of the Port Elizabeth – Avontuur railway was until recently used for hauling export citrus from a pack house in Patensie to the Port Elizabeth harbour. The permanent way is still intact, but in need of routine repair to maintain acceptable service standards for safe train operations.
As for the main PE-Avontuur line.
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4.4 Prioritisation of rail tourism corridors
Considering the above assessment results, we advise that the following rail corridors in the Eastern Cape, in order of priority, have the most potential for supporting a rail based tourism industry in the Eastern Cape:
1. The Port Elizabeth – Avontuur railway, including the branch line to Patensie;
2. The Addo – Kirkwood branch (including the main line connection to
Port Elizabeth)
3. The Alicedale – Grahamstown branch (including the main line connection to Port Elizabeth)
However, the following rail corridors, in no particular order, could also develop as rail tourism corridors due to the fact that they provide connectivity between major cities:
East London – Bethulie (the main rail link between East London and Bloemfontein);
Cookhouse – Blaney Junction (the primary rail link between East London and Port Elizabeth);
New Brighton – Vondeling (the shortest rail link between Port Elizabeth and Cape Town).
The Amabele – Mthatha branch (the rail link between Mthatha and East London)
In addition, sections of the following rail corridors (once again in no particular order), although unsafe and/or unsuitable for conventional trains, could be used for trolley-type light-weight rail vehicles:
Graaff Reinet – Rosmead (the section between Letskraal and Lootsberg);
Grahamstown – Port Alfred (the section between Bathurst and Port Alfred); and
Aliwal North – Barkly East (the more scenic part of the line being the section between Lady Grey and Barkly East).
More detailed information on the selected rail corridors is provided below.
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4.5 The top three rail tourism corridors in the Eastern Cape
Port Elizabeth – Avontuur (1) The Port Elizabeth – Avontuur Railway, with its 610 mm track gauge, differs from its normal gauge (1 067 mm) counterparts as (1) it is not connected to the rest of the country‟s rail network and (2) its serviceable fleet of 17 Class 91 diesel-electric locomotives is underutilised. This means that rail tourism operations on this rather unique railway line are not challenged by the same restrictions that currently exist on the majority of railway lines in South Africa and that the possibility for exploiting potential tourism opportunities exists. The Port Elizabeth – Avontuur Railway is well-known amongst both local and international tourists and railway enthusiasts mainly because of the Apple Express tourist train which has been in operation since 1965. The steam locomotives used to haul the Apple Express, as well as its vintage passenger coaches, is owned by Transnet Foundation Heritage Preservation (TFHP). The TFHP rolling stock is leased by the Port Elizabeth Apple Express PEAE), a non-profit Section 21 Company responsible for all tourist train operations between Port Elizabeth and Avontuur. The Class 91 diesel-electric locomotives are used to pull the Apple Express when the steam locomotives are out of service or during dry periods when steam operations are suspended because of the risk of line-side fires.
Figure 3: Class 91 diesel-electric locomotives at Humewood Diesel Depot
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Figure 4: Vintage passenger coaches used on the Apple Express Current Apple Express operations consist mainly of weekend day-trips from Port Elizabeth to Thornhill and back. Shorter trips to Chelsea Junction, mostly for school groups, are also offered. Longer trips into the Langkloof and along the Patensie Branch are limited to special steam safaris. At this stage the frequency of such excursions, mostly aimed at the international market, is more or less one trip per annum. Table 7 below shows passenger numbers (day trips only) from 1999 to 2006 as recorded by the PEAE.
Adults Children Total
1999 6105 1668 7773 50 155
2000 3825 1354 5179 43 120
2001 2422 941 3363 23 146
2002 538 157 695 4 174
2003 2294 749 3043 22 138
2004 ? ? ? unknown unknown
2005 3457 957 4414 42 105
2006 4610 3123 7733 52 149
Ave no of pax/trip
Apple Express passenger numbers: 1999 to 2006
No of passengersYear No of trains
Table 6: Apple Express passenger data The figures reflect that 8 949 out of a total of 32 200 passengers (about 28%) were children. In most instances a child would have been accompanied by one or both parents, which indicates that at least 50% of passengers used the train trip as a family outing. It is also interesting to note that the number of trips have increased to more than 50 per annum.
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We consider the Port Elizabeth – Avontuur railway, including its Patensie branch, the most important rail tourism corridor in the Eastern Cape, based on the following:
Most of its fixed infrastructure (including stations) is still intact. The line is currently open for traffic all the way to the terminus at Avontuur, over a rail distance of 285 km. This classifies it as the longest narrow gauge (610 mm rail gauge) railway in the world.
At this stage it is still an operational railway line, probably the last of its kind in the world. For this reason and due to the fact that it has been in operation for more than a century, the entire railway, including all fixed infrastructure and rolling stock, should be afforded world heritage status.
The potential to significantly increase revenue from rail-based tourism exists. There are a number of vintage coaches in storage awaiting restoration. Once restored, three complete train sets will be available, which will make it possible to offer day trips in the Langkloof and along the Patensie branch.
In the Langkloof the railway runs more or less parallel to Route 62, which is now actively being promoted as a major tourism corridor between Port Elizabeth and Cape Town.
Internationally the Apple Express is a well-known tourism icon. The Apple Express as an established rail-based tourist attraction could therefore complement and add value to other tourism businesses in the towns, villages and hamlets through which it travels.
We envisage that development of a viable rail tourism industry in the Langkloof and in the Gamtoos Valley will be beneficial to local communities for the following reasons:
Rail tours will improve access to existing and potential tourist attractions. (Lack of access and accessibility has been identified as a major obstacle to the growth of tourism in the Eastern Cape.)
It is anticipated that with rail tours into the Langkloof tourist volumes will increase, which will impact positively on revenue earned from tourist-related activities. Hopefully rail-based tours will also extend visitors‟ length of stay in the region.
More employment will be created, taking into account that the tourism industry is labour-intensive.
Seasonal workers on commercial fruit farms in the Langkloof could be engaged in tourism businesses outside of the harvest period as part of an intended programme to improve their standard of living.
Rail tourism could create opportunities for local entrepreneurs to develop new tourism enterprises.
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Rail-based excursions into the rural hinterland of the railway could be used as a mechanism to draw poor rural communities into the mainstream tourism industry.
With growth in tourism more previously disadvantaged individuals (PDIs) can be engaged in tourism enterprises and skills transfer, especially in business management, can be accelerated.
Community involvement will create a sense of ownership amongst local people. This will counter vandalism of railway property and help to preserve an irreplaceable part of South Africa‟s rail heritage.
Rail-based tourism will provide more business opportunities for small and medium enterprises (SMMEs). Typically:
o Local taxi operators could provide a shuttle service to off-track tourist
destinations. o More bed-and-breakfast establishments will be needed to
accommodate the increased number of visitors. o People with local knowledge could be trained and employed as tour
guides. o Communities could be encouraged to share their cultural heritage with
visitors. o Craft markets at railway stations could sell hand-crafted goods and/or
home-made produce to tourists. o Local communities could provide refreshments, lunches and
entertainment for international tourists. Addo – Kirkwood (2) The 33 km Kirkwood branch, which serves several citrus pack houses in the Sundays River Valley during the fruit season, joins the main line between Port Elizabeth and Gauteng at Addo Junction. Kirkwood station building has been gutted by fire, while the one at Addo has been systematically demolished by presumably local shack dwellers. Despite the derelict stations, we rate this particular rail corridor, including the main line link to Port Elizabeth, as the second most important in the Eastern Cape from a rail tourism perspective for the following reasons:
Its proximity to Port Elizabeth, a key tourist destination in the Eastern Cape, makes it suitable for day and weekend train trips.
The Sundays River Valley and nearby Addo with its well-known Addo National Park, is becoming a key tourism node in the Eastern Cape. The area offers unique Eastern Cape vegetation, wildlife and country lifestyle as main attractions.
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Because the branch line is still operational, rail tour operators will carry only a proportion of the full cost of maintaining the track and other fixed infrastructure. There is also potential to increase freight volumes on the line, which could further reduce infrastructure costs for other (non-freight) rail users.
Alicedale – Grahamstown (3) The line to Grahamstown, completed in 1879, meanders through typical Eastern Cape countryside, with vistas over grass-covered hills and densely-vegetated valleys. A golf estate development at Alicedale, together with private game reserves in the area, has converted this ex-railway town into a fast-growing tourism hub.
Figure 5: Typical Eastern Cape scenery between Alicedale and Grahamstown
We rate this particular rail corridor, including the main line link from Alicedale to Port Elizabeth, as the third most important in the Eastern Cape from a rail tourism perspective for the following reasons:
Alicedale‟s proximity to Port Elizabeth (the latter being a key tourist node in the Eastern Cape) makes it suitable for day and weekend train trips.
Shosholoza Meyl operates a daily (except weekends) passenger train between Alicedale and Grahamstown as part of its public service obligation. The train consists of two coaches with a third available when demand dictates. Tourist visiting the area can therefore also make use of the train as sufficient passenger accommodation is available.
The railway line traverses a very scenic part of the province and passes though no less than four game reserves on the section between Alicedale and Grahamstown.
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There is potential to develop Alicedale into a vibrant inland tourist destination. The Bushman Sands Resort with its signature golf course, the surrounding game reserves (including internationally acclaimed Shamwari) and the nearby New Year‟s Dam are at this stage the main tourist attractions in the area.
4.6 Intercity rail links
The more important data on the four inter-city rail links, identified as potential rail tourism corridors, is listed in tabular format in paragraph 4.3. Additional information on the four corridors is provided below. East London – Bethulie Construction of the railway line from East London to the north started at the East London end in 1874. It was eventually linked to Springfontein Junction in 1892. Some parts of the route can be described as scenic, especially the 56 km section between Stutterheim and Cathcart.
Figure 6: Cathcart station, 149 km from East London Although the line is mainly used by freight trains, Shosholoza Meyl offers an Economy Class service between East London and Cape Town and between East London and Johannesburg. Despite the fact that these trains travel overnight, the Economy Class coaches provide sitter accommodation only. The rather Spartan conditions aboard these trains will probably not appeal to the average tourist. Successful marketing of the East London area as a coastal holiday destination may prompt Shosholoza Meyl to offer a scheduled Tourist Class train service between East London and Gauteng.
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Cookhouse – Blaney This trunk line, which forms part of the rail connection between Port Elizabeth and East London, carries a fair amount of freight traffic – 61 760 tons in the 2006/07 financial year. Because of its strategic importance as a freight carrier between the East London Industrial Development Zone (IDZ) and the Coega IDZ near Port Elizabeth, the Cookhouse – Blaney section will probably remain under Spoornet control as one of its so-called core lines. Although there is currently no passenger rail service between Port Elizabeth and East London, the province‟s Department of Roads and Transport (DoRT) is considering the introduction of a commuter rail service between East London and Alice. Should this realise, the commuter trains could also be used to accommodate tourists that may want to explore the Eastern Cape‟s hinterland. An example of how disused railway property can be turned into a viable tourist attraction can be found at Eastpoort, a small station about 13 km from Cookhouse. A local entrepreneur purchased the station building and three railway cottages from Spoornet and converted the entire station into a bed-and-breakfast establishment, complete with a railway theme.
Figure 7: Eastpoort station where the railway cottages and station building have been converted into bed-and-breakfast accommodation
New Brighton – Vondeling This section of the line is part of the 1 086 km rail link between Cape Town and Port Elizabeth and is currently used for the conveyance of freight. (To provide some indication of how this particular railway line meanders through the countryside - the distance by air between the two cities is only 660 km, the road distance being 756 km.)
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Jorgenson and Lewis (1978) claims that the line from Mossel Bay to Klipplaat “must surely rank with the most beautiful in the world, for it crosses the Outeniqua Mountains and the Little Karoo, one of the loveliest regions in South Africa”. Where the railway enters the Eastern Cape near Vondeling, it traverses the southern part of the Great Karoo, with the Groot Rivier Mountains to the north and the Baviaanskloof Mountains in the south. At Klipplaat, which, in its heyday was a busy railway junction when rail was still the dominant mode of transport, the railway line to Uitenhage turns southeast, and the scenery gradually changes from sparsely vegetated plains to hills covered with typical Eastern Cape valley- bushveld.
Figure 8: Typical Karoo scenery between Willowmore and Klipplaat Although the Outeniqua Pass and the Klein Karoo are located in the Western Cape, their proximity to the Eastern Cape and the fact that they are linked by rail to this province, present the possibility of including both locations in a future rail tourism corridor which originates in the Eastern Cape. The route between Cape Town and Port Elizabeth used to be very popular amongst rail tour operators when Spoornet rolling stock was still available for charter trains. Rovos Rail trains travel over this line during the company‟s annual 9-day African Collage tour. Although there is currently not a scheduled passenger rail service between the two cities, Shosholoza Meyl is considering using one of its two Premier Classe trains on this route. Amabele – Umtata The refurbishment of the 282 km railway line from Amabele Junction to Mthatha is complete and the line has been declared safe for train operations. The intention is for Metrorail to operate a weekend passenger train service from East London to Mthatha. It is expected that this service will start during the first semester of 2008.
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The proposed schedule of the intended train service is convenient for tourists wanting to visit the Transkei. The possibility of providing a road shuttle service from Mthatha station to Wild Coast towns such as Port St Johns is worth investigating as this will enable visitors to explore this scenic part of the Eastern Cape without being dependant on own transport.
4.7 Rail sections suitable for non-conventional rail vehicles
As mentioned in paragraph 4.4, there are at least three sections of railway track in the Eastern Cape which, although unsafe and/or unsuitable for conventional trains, could be used for rail tours, using trolley-type light-weight rail vehicles. Additional information on the three identified sections is provided below. Graaff Reinet - Rosmead The trunk line linking Klipplaat to Rosmead follows a northerly route over the plains of the Karoo to Graaff Reinet. Northwards from Graaff Reinet the railway follows the course of the Sundays River through Pretoriuskloof. Blouwater Siding marks the start of a steep climb (with a 1 in 40 ruling grade) up the southern slopes of the Sneeuberg to the summit of the Lootsberg Pass, at 1 747 m above sea level. This area is often covered with a blanket of snow during winter. From the Lootsberg summit the railway descends, via Middelburg, to Rosmead, a station located on the main line between Port Elizabeth and Gauteng. At this stage the section of line between Graaff Reinet and Glen Harry cannot be used as the track has been damaged by rock falls and wash-aways. However, the section between Letskraal and Lootsberg is undamaged, with both track and rail bed still in a relatively good condition and suitable for accommodating light-weigh rail vehicles.
Figure 9: Damaged track near Glen Harry
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Figure 10: The scenic Lootsberg Pass Grahamstown – Port Alfred In 2002 the Ndlambe Academy of Music, Arts and Culture (NAMAC) signed an agreement with Spoornet to lease the 70 kilometre railway line between Grahamstown and Port Alfred in order “to operate rail motor trolleys for tourism purposes” for a period of five years. NAMAC managed to purchase a small diesel locomotive similar to the type used for shunting at mines. In addition they acquired three passenger vehicles, each one consisting of a bus body mounted on a rail chassis.
Figure 11: Rolling stock used by NAMAC from 2002 to 2007 for day trips from
Port Alfred to Bathurst and back
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From 2002 to 2007 NAMAC operated a tourist service between Port Alfred and Bathurst, over a rail distance of only 15 km. The rest of the line to Grahamstown remained unused. A brief inspection of the converted rail coaches where they are currently parked on a siding in Port Alfred‟s station yard revealed that they are in a state of disrepair (with broken and rusty handrails) and are unsafe for the transport of passengers. We suspect that operations were terminated by the Rail Safety Regulator for non-compliance with safety requirements. The fact that NAMAC operated a rail tourism service for a period of five years is proof that there is potential to exploit this line‟s tourism potential. However, the current rolling stock needs to be replaced with properly designed rail vehicles that comply with current railway safety standards. The attractive Port Alfred station building, built out of stone, is a National Monument, which adds value to the rail tourism experience from a heritage perspective. Aliwal North – Barkly East A unique feature of the scenic 157 km branch line from Aliwal North to Barkly East is its eight reverses (or switchbacks) which enables the railway to gain height at manageable gradients in this mountainous region. The most scenic part of the line is the section between Lady Grey and Barkly East where it crosses the Karringmelkspruit and Kraai rivers.
Figure 12: Typical scenery between Lady Grey and Barkly East
It is most unlikely that this line will be re-opened for goods traffic due to low freight volumes. Also, the reinstatement of a passenger rail service between stations along the line will require heavy subsidy due to the low population density of this predominantly farming region. In the absence of other rail users, a rail tourist
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operator using this branch may have to bear the full cost of maintaining the permanent way. As mentioned before, more detailed projections of potential passenger volumes, versus the capital investment required to re-commission the line, and annual maintenance costs to keep it open, is needed to determine the viability of running tourist services on this line.
Figure 13: Prior to its closure in 2001 the line between Aliwal North and Barkly East was often used for rail tours, including steam excursions.
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5. HIGH LEVEL IMPLEMENTATION STRATEGY
5.1 Interventions needed to promote, develop and grow rail based tourism in the Eastern Cape
Traction requirements Status quo The majority of railway lines in the Eastern Cape are not electrified and are dependant on diesel-electric locomotives for traction. At this stage the shortage/non-availability of Spoornet locomotives, especially Class 34 and 35 diesel-electric units, will thus inhibit any proposed rail tourism ventures within the province.
Figure 14: A pair of Class 35 branch line diesel-electric locomotives Intervention Transnet recently announced that it intends to purchase 212 diesel-electric locomotives from US manufacturer Electromotive Diesel, to be used primarily for the haulage of general freight. At this stage it is not known when these new locomotives will be placed in service. However, it is highly unlikely that, with the enlarged Spoornet locomotive fleet, chartered private rail tours will be back on track. The reason for this is that Spoornet‟s freight services, Shosholoza Meyl‟s mainline passenger services and Metrorail‟s commuter services, probably in that order, will take preference with the allocation of traction. The possibility of leasing diesel-electric locomotives from private sector companies such as Sheltam should be investigated. A pair of Sheltam locomotives (GE Class 33 diesel-electrics) is currently operating on Kei Rail, the refurbished rail link
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between East London and Mthatha, after Spoornet indicated that they are not able to provide a service on the particular line. In a telephonic interview with Sheltam representative Wesley Kruger, on 30 November 2007, he indicated that the company‟s locomotives could be made available for tourist train operations in the Eastern Cape pending the demand for such services. It should also be noted that Sheltam recently ordered 20 diesel-electric locomotives from GE-Transportation in Brazil of which 16 have been delivered to date. According to company CEO Roy Puffet these locomotives “are destined for use within Southern Africa’s growing rail sector, and will be deployed within both the private and public sector”. Availability of passenger rolling stock Status quo Obtaining suitable passenger rolling stock for tourism trains could be problematic. With the current shortage of sleeper coaches it is highly unlikely that Shosholoza Meyl will be in a position to lease sleeper coaches from their fleet for use in private tourist trains operations. Intervention The ex-Union Limited train set is currently in storage at Voorbaai Locomotive Depot, with individual coaches panelled up to prevent vandalism of their interiors. The complete train set will probably be offered for sale in the near future because of Transnet‟s current policy to dispose of its non-core assets. This train set, once refurbished, will be suitable for accommodating rail tourists. However, the cost of renovating and thereafter maintaining the vintage coaches in accordance with current rail safety standards could be excessive because of the outdated technology. A cheaper option may be to purchase refurbished coaches from Transwerk‟s Bloemfontein workshops. Access agreements and access fees Status quo All railway lines in the Eastern Cape, with the exception of some private industrial sidings, are currently owned by Transnet. Other rail operators (including the Apple Express operating on the Port Elizabeth – Avontuur railway) need to (1) obtain prior approval from Transnet‟s headquarters in Johannesburg for train movements and (2) pay prescribed access fees for operating trains over the company‟s rail network. At this stage the future of a number of railway lines in the Eastern Cape is still undecided. Although the Department of Roads and Transport has officially „taken over‟ the branch line from Amabele to Mthatha, all other lines in the province, including the ones that are no longer in operation, are owned by Transnet.
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Transnet‟s rail subsidiary, Spoornet, has indicated that it intends to focus on its core business, which is freight haulage along the high-density rail corridors. The company has announced publicly, on more than one occasion, that it is not interested in providing freight services on non-core lines. Yet, despite these statements, there tends to be an unwillingness to hand them over to provincial authorities. Intervention It is obvious that exorbitant trackage fees could jeopardise the financial viability of rail tourism ventures. On operational lines, where infrastructure is shared with other rail operators (freight, passengers or both), it is important that the infrastructure owner and the rail tourist operator agree on rates that will be acceptable to both parties. On lines which are closed to other traffic, but could be re-opened to tourist trains, the rail tourism operator will have to bear the full cost of maintaining the infrastructure. It must be realised that this may prohibit the running of tourist trains on high-maintenance lines that carry no other traffic. Operational matters Status quo Because the railway lines in the province are owned by Transnet Freight Rail, freight trains in general have priority over passenger trains. Delays in departure and arrival times of tourist trains because of freight train scheduling could therefore impact negatively on customer satisfaction, even though it will be beyond the control of the tour operator. Intervention Rail tourism operators will need to take cognisance of the fact that on operational lines scheduling of tourist trains may receive a lower priority than both freight and regular passenger trains. These limitations will obviously not exist on lines that are re-opened to carry only tourist traffic. Limitations with regard to steam train operations Status quo At one stage South Africa was regarded as the world leader in the steam train safari market. Nowadays live steam operations are rare, despite the existence of several steam heritage clubs that, amongst them, are maintaining a dwindling number of restored steam locomotives. Perhaps the biggest obstacle for running steam locomotives on South Africa‟s rail network is the severe shortage of suitable qualified and experienced personnel, especially amongst train drivers and firemen.
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At the moment Transnet Foundation Heritage Preservation (TFHP) keeps a fleet of 6 steam locomotives operational for hauling one of South Africa‟s best known tourist attractions, the Outeniqua Tjoe-Choo tourist train. Brian Murison, the Technical Manager of TFHP, provided us with the following information on staffing problems:
The majority of TFHF‟s technical personnel, including its 3 train drivers, 2 firemen, 4 steam fitters and 1 boilermaker, are nearing retirement age. There is no contingency plan for when existing TFHP staff retire - indications are that they will not be replaced, which will bring to an end steam operations on the George – Mossel Bay line.
At this stage training of new personnel is not considered as Transnet has terminated its training programme for steam locomotive drivers, firemen and steam fitters.
Adding to the staff problem is the reality that countywide there is only one person accredited to train steam locomotive drivers. This individual is also close to retirement age.
Figure 15: The steam locomotives used to haul the Outeniqua Choo Tjoe are stationed at Voorbaai’s locomotive depot and include this Class 19D.
In addition to staff shortages, there are also other problems associated with steam train operations. This includes:
The fire hazard - especially during the dry season. In the Western Cape no coal-fired locomotives are allowed to operate during the dry summer months. Diesel locomotives are used to haul the Outeniqua Tjoe-Choo when the fire danger index (FDI) is higher than 52. There is also a total ban on steam operations between sunset and sunrise due to the risks associated with fire-fighting at night.
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Maintaining steam locomotives to an acceptable operating standard is difficult due to the scarcity of spare parts. Even when parts are available, they are usually taken off locomotives that have been withdrawn from service. This practise, considering the age of locomotives in storage, increases the risk of failure.
The country‟s rail network no longer caters for steam operations. Water columns and coaling stages along most rail routes have either been removed or are no longer usable due to neglect. The non-availability of even basic servicing facilities at major stations restricts steam operations to those lines where facilities are still available.
Intervention Given the logistical problems associated with steam train operations, we recommend that all steam locomotives in the province be based at one central location with suitable servicing facilities. Spoornet‟s Humewood Diesel Depot with its well-equipped workshops could, with minor alterations including additional inspection pits and ash handling facilities, be converted for this purpose. By extending the normal gauge track from Humewood Road station into the diesel depot, the facility can be used for the servicing and preparation of both narrow (610 mm) and normal gauge (1 067 mm) steam locomotives. Station infrastructure Status quo A few decades ago even the smallest of railway halts had basic facilities such as shelters and toilets to cater for the needs of passengers. Station platforms were kept tidy and at larger stations railway personnel took pride in displaying their well-kept gardens to train travellers. Today this once proud heritage has vanished. Very few of the unmanned stations in rural areas are still in an undamaged state. The remains of railway buildings along the track are a blot on the landscape and detract from the beautiful vitas of typical South African scenery found along many of our rail corridors. Our field survey confirmed that the majority of rural station buildings have been badly vandalised and, because of this, are unsuitable and unsafe for use by train passengers. In most cases facilities are simply non-existent as ablutions, shelters and restrooms have been systematically destroyed by vandals. Stations in the Eastern Cape that are still used for main line passenger services include Port Elizabeth, Cradock, East London and Queenstown. Although the buildings at these stations are still in a reasonable condition, it is matter of debate whether the facilities are up to standard from a tourist‟s perspective.
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Figure 16: Willowmore station building – an empty shell Surprisingly some of the stations along the Port Elizabeth – Avontuur railway are still in good condition, notably Loerie, Patensie, Assegaaibosch and Avontuur. One possible reason for this is that a number of buildings are still being used by railway staff. Others are rented out to local enterprises, preventing them from falling into disuse and decay. Intervention Rail tour operators interviewed emphasised the importance of providing hygienic toilet facilities at railway stations for train tourists. One of the operators also suggested that private departure lounges (similar to what can found at airports) for exclusive use by rail tour companies will be a welcome addition at larger stations. Unused buildings at stations could be used for other purposes. At Campher station in the Western Cape the station building has been restored and is now being used as a coffee shop. Safety and security Status quo The then South African Railways had its own police force which was responsible for maintaining law and order on railway property. The South African Railway Police, operating from 163 police posts, prevented wholesale damage to rail assets and ensured the safety of passengers at stations and on trains. During the 1990s this force was integrated into the South African Police Service. With the disappearance of the Railway Police, vandalism, theft and destruction of railway property became commonplace. Train passengers hauling their luggage over station platforms have become easy prey for criminals and other thugs. In some areas throwing stones at train windows is fairly common and at least two of the rail tour operators interviewed highlighted this as a major problem.
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Intervention It is obvious that the success of rail tourism ventures in the Eastern Cape could easily be jeopardised if the safety of passengers on trains and at embarkation points cannot be guaranteed. Implementation of adequate safety measurements to maintain a secure environment for rail passengers will be a necessity. A possible safeguard against vandalism of railway property could be community involvement by ensuring that local people reap the economic benefits from rail tourism ventures in their area. It is therefore logical that, where possible, local entrepreneurs should be encouraged to participate in tourism activities. Marketing Status quo Inadequate marketing of the province in general, and consequent low tourist numbers relative to other provinces, are key constraints to the viability of many tourism products in the Eastern Cape. Intervention Should a decision be made to develop rail tourism in the province, a comprehensive marketing strategy to position both the province and individual lines as rail tourism destinations will be essential. Inter-provincial cooperation Status quo At this stage inter-provincial cooperation with regard to rail tourism is, for all practical purposes, non-existent. Intervention It is our understanding that a new Shosholoza Meyl Premier Classe train set has been acquired for service on the route between Cape Town and Gauteng, and that the older set may become available for use elsewhere. This provides an opportunity for co-operation between the relevant tourism organisations and authorities in both the Eastern and Western Cape in lobbying for a Premier Class train service between Port Elizabeth and Cape Town. A scheduled luxury train service between the two cities will be a big step forward in developing a viable rail tourism industry in both provinces.
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5.2 Legal implications and policy matters
Rail Safety With the emergence of multiple operators on South Africa‟s railway network from 1990 onwards, and the resultant creation of a more complex operating environment, it became necessary to revisit rail safety issues. Government intervened and, through the National Railway Safety Regulator Act, 2002 (Act No. 16 of 2002), established the Rail Safety Regulator (RSR) as an independent agency to monitor and enforce rail safety requirements. According to the Act, the railway operator is fully responsible for safety management and is required to develop a properly documented Safety Management System (SMS). The SMS should include appropriate strategies to manage safety and reduce risk. In addition, the operator must be able to demonstrate compliance with the SMS. No rail operations may be performed without a valid Safety Permit issued by the RSR. Section 22(1) of the Act clearly states that: “A person may not undertake any railway operation or a component of a rail operation without being in possession of a safety permit”. The RSR appoints Railway Safety Inspectors (RSI‟s) to monitor railway safety and check compliance with the RSR Act. Chapters 6 and 7 of the RSR Act empower a RSI to:
Carry out inspections;
Conduct railway occurrence investigations; and
Do audits of an operator‟s SMS. Note: The term „occurrence‟ in the context of railway safety refers to any rail-related
unsafe incident or accident. All rail operators, including those involved with tourism, should take note of the consequences of non-compliance with the RSR Act, which could result in:
Revocation/Suspension: The Act enables the Chief Executive of the RSR to revoke or suspend a safety permit if the holder fails to comply with any condition of the Safety Permit or Act; or
Prosecution: In addition, any person who contravenes or fails to comply with the Act or hinders a RSI in the exercise of his/her powers or the performance of his/her clients in terms of the Act, is guilty of an offence and is liable on conviction to a fine or imprisonment.
South African National Standard for railway safety management A South African National Standard (SANS) for railway safety management (SANS 3000-1:2005 & RSR 001:2005) was published in 2005. This document specifies the
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safety requirements and standards that should be considered for inclusion in all rail safety management programmes. The intention with SANS 3000 is to support the following fundamental safety management principles for safe railway operations:
The identification and management of risks;
Ensuring that emergencies and occurrences (accidents/incidents) are properly managed;
Ensuring that interfaces between different operators are properly defined and managed (Note: Interface in this context refers to the area, point or location where two or more operators‟ activities meet and where such activities have the potential to affect each other);
Ensuring the health and safety of passengers, workers and the public;
Ensuring the protection of property from damage;
Ensuring the protection of the environment; and
Ensuring continual safety improvement. In future all rail operations will need to comply with the standards prescribed by SANS 3000.
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6. RECOMMENDATIONS
We recommend the following actions as part of a strategy to develop a viable rail-based tourism industry in the Eastern Cape:
Certain actions/interventions will be required, as outlined in paragraph 5.1, to overcome existing constraints that could impede rail tourism ventures.
Detail feasibility studies of the three most promising Eastern Cape rail tourism corridors need to be done. These corridors are:
o Port Elizabeth – Avontuur (Note: A comprehensive study has already been undertaken by the Mandela Bay Development Agency (MBDA). The recommendations of this study should be read in conjunction with this report).
o Addo – Kirkwood o Alicedale – Grahamstown
The viability of using the following inter-city rail corridors for rail tourism operations requires further investigation:
o East London – Bethulie (the main rail link between East London and Bloemfontein);
o Cookhouse – Blaney Junction (the primary rail link between East London and Port Elizabeth);
o New Brighton – Vondeling (the shortest rail link between Port Elizabeth and Cape Town);
o The Amabele – Mthatha branch (the rail link between Mthatha and East London)
In respect of rail sections suitable for non-conventional rail vehicles: o A feasibility study into the manufacturing/production of light-weight
diesel-powered rail cars for use on rural branch lines should be undertaken
o In respect of the Letskraal – Lootsberg section (suitable for light rail vehicles only), we recommend that the provincial Department of Roads & Transport engages with Spoornet regarding the outsourcing of this section to the private sector, and that a call for expressions of interest by potential operators be put into the market place.
o In-depth feasibility studies of using light-weight diesel-powered rail cars on the Grahamstown-Port Alfred and Lady Grey - Barkley-East rural branch lines should be investigated. These vehicles could, in addition to carrying tourists, provide a commuter service to local communities that do not have access to affordable public transportation. The feasibility studies should also evaluate the capital investment required to return the lines to a state fit for conventional trains, versus the potential revenue to be generated form conventional rail operations, so as to determine feasibility of instituting conventional rail operations.
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7. REFERENCES
A complete reference list will be included in the final report.
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APPENDIX A
Ownership Operator Type of operation Main tourism market Rolling stock usage Current status Comments
GovernmentThe Blue Train
(Luxrail)Luxury train travel International Two train sets owned by Transnet Operational
Offered for sale to the
private sector in April
2007
Private Rovos Rail Luxury train travel International
Steam locos (6) & coaches are
owned by Rovos, Spoornet locos
used for traction on most trips
OperationalRegular scheduled tours
& charters
GovernmentThe Union
LimitedLuxury train travel International
One train set (ex-Blue Train)
owned by Transnet Heritage
Foundation (THF), THF steam
locos used for traction
No longer in
operation
Future of vintage
coaches in storage at
Voorbaai is uncertain
Government
Shosholoza
Meyl - Premier
Classe
Semi-luxury train
travelDomestic
Two train sets owned by NDOT,
Spoornet locos used for tractionOperational
Two complete train sets
in a distinct purple livery,
only in operation between
Jhb and Cpt
Government
Shosholoza
Meyl - Tourist
Class
Overnight train
travel on four
dedicated routes
DomesticCoaches owned by NDOT,
Spoornet locos used for tractionOperational
Four trains: Trans Karoo
(Jhb - Cpt), Trans Natal
(Jhb - Durban), Trans
Oranje (Cpt - Durban,
Algoa (Jhb - PE)
PrivateShongololo
Express
Semi-luxury train
travel
International (mainly
German tourists)
Leases coaches from
TransNamib, Spoornet locos used
for traction
Operational In private ownership
Private JB Train Tours
Overnight train
travel on 4
dedicated routes
Domestic
Uses scheduled Shosholoza Meyl
tourist class trains for a variety of
tours
Operational In private ownership
PrivateBushveld Train
safarisCharter trains Domestic
Leased complete train set from
Spoornet
No longer in
operation
Operations suspended
due to a shortage of
Spoornet locos and
sleeper coaches
PrivateShamwari
ToursCharter trains Domestic
Leased complete train set from
Spoornet
No longer in
operation
Operations suspended
due to a shortage of
Spoornet locos and
sleeper coaches
PrivateKhokha Moya
ToursCharter trains Domestic
Leased complete train set from
Spoornet
No longer in
operation
Operations suspended
due to a shortage of
Spoornet locos and
sleeper coaches
Private Nkosi Express Charter trains DomesticLeased complete train set from
Spoornet
No longer in
operation
Operations suspended
due to a shortage of
Spoornet locos and
sleeper coaches
Private Apple Express
Day trips & steam
safaris on the PE-
Avontuur narrow
gauge line
Day trips - local,
steam safaris -
international
Leases steam locomotives &
coaches from Transnet Heritage,
Spoornet locos used for traction
on non-steam trips
OperationalManaged as a Section 21
Company
PrivateBanana
Express
Day trips on the
Port Shepstone -
Harding narrow
gauge line
Domestic
Locomotives & rolling stock
owned by the Alfred County
Railway
No longer in
operation
Spoornet suspended all
operations as from April
2006
Private
Paton's
Country
Railway
Day & overnight
train trips in
Kwazulu-Natal
(Narrow & normal
gauge)
Local & international THF? OperationalManaged as a Section 21
Company
GovernmentOuteniqua Tjoe-
choo
Day trips on the
Outeniqualand
Preserved Railway
(George - M/bay)
Local & internationalLocomotives & rolling stock
owned by Transnet HeritageOperational
Day trips are now
between M/Bay and
George after the Aug 06
flood damage to the
Knysna branch
PrivateSandstone
EstatesDay trips Local & international
Locomotives & rolling stock
owned by Sanstone Heritage
Trust, some on loan from
Transnet
Operational
PrivateUmgeni Steam
Railway
Day trips in
Kwazulu-Natal
every first and last
Sunday of the
month
Local & internationalLocomotives & rolling stock
owned by Umgeni Steam RailwayOperational
Operates every first and
last Sunday of the month
RAIL TOURISM OPERATIONS IN SOUTH AFRICA: 1990 - 2007
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APPENDIX B
Ow
ne
rsh
ipO
pe
rato
rT
yp
e o
f o
pe
rati
on
Ma
in t
ou
ris
m m
ark
et
Ro
llin
g s
toc
k u
sa
ge
Cu
rre
nt
sta
tus
Co
mm
en
ts
Priva
teG
rea
t S
ou
th P
acific
Exp
ress (
Au
str
alia
)L
uxu
ry t
rain
tra
ve
lIn
tern
atio
na
lT
rain
se
ts o
wn
ed
by Q
ue
en
sla
nd
Ra
ilN
o lo
nge
r in
op
era
tio
n
La
un
ch
ed
in
19
99
, th
e G
SP
E c
ost
QR
$3
5
mill
ion
to
bu
ild.
It
tra
ve
lled
be
twe
en
Syd
ne
y
an
d K
ura
nd
a,
just
no
rth
of
Ca
irn
s,
un
til Ju
ne
20
03
. L
osse
s o
f a
rou
nd
$1
2 m
illio
n o
ve
r fo
ur
ye
ars
fo
rce
d Q
R t
o s
top
th
e s
erv
ice
. C
arr
iage
s
we
re s
old
to
Orie
nt
Exp
ress H
ote
ls a
nd
sh
ipp
ed
ove
rse
as f
or
the
use
of
the
Ve
nic
e-
Sim
plo
n O
rie
nt
Exp
ress s
erv
ice
in
Eu
rop
e
Priva
teG
rea
t S
ou
th
Ra
ilwa
ys (
Au
str
alia
)
Th
e G
ha
n -
be
twe
en
Me
lbo
urn
e a
nd
Alic
e S
prin
gs;
Ind
ian
Pa
cific
be
twe
en
Syd
ne
y
an
d P
ert
h;
Ove
rla
nd
be
twe
en
Me
lbo
urn
e a
nd
Ad
ela
ide
Inte
rna
tio
na
l
Se
rco
Asia
Pa
cific
ow
ns p
asse
nge
r
ca
rria
ge
s;
Pa
cific
Na
tio
na
l, a
wh
olly
ow
ne
d s
ub
sid
iary
of
Ascia
no
Lim
ite
d,
pro
vid
es lo
co
mo
tive
s a
nd
tra
in c
rew
se
rvic
es.
Op
era
tio
na
l
Gre
at
So
uth
ern
Ra
ilwa
y t
oo
k o
ve
r th
e
op
era
tio
n o
f th
e t
hre
e t
rain
s f
rom
Au
str
alia
n
Na
tio
na
l P
asse
nge
r R
ail
in N
ove
mb
er
19
97
.
Go
ve
rnm
en
tQ
ue
en
sla
nd
Ra
il
(Au
str
alia
)
Ku
ran
da
Sce
nic
Ra
il tr
ave
ls
fro
m C
airn
s t
hro
ugh
de
nse
,
Wo
rld
He
rita
ge
lis
ted
tro
pic
al
rain
fore
st
an
d p
ast
de
ep
go
rge
s a
nd
wa
terf
alls
to
th
e
vill
age
of
Ku
ran
da
.
Ku
ran
da
Sce
nic
Ra
il –
tou
rists
, m
ain
ly
inte
rna
tio
na
l vis
ito
rs
Tra
in s
ets
ow
ne
d b
y Q
ue
en
sla
nd
Ra
il;
rail
infr
ats
ructu
re o
wn
ed
an
d m
an
age
d
by Q
R
Op
era
tio
na
l
QR
op
era
tes m
ore
th
an
9,5
00
km
of
na
rro
w,
du
al a
nd
sta
nd
ard
ga
uge
tra
ck,
ma
kin
g it
Au
str
alia
‟s la
rge
st
rail
ne
two
rk.
OR
als
o
op
era
tes T
rave
ltra
in:
mix
of
Qu
ee
nsla
nd
resid
en
ts,
inte
rsta
te &
in
tern
atio
na
l to
urists
Lo
ca
l A
uth
ority
Tra
din
g
En
terp
rise
join
tly o
wn
ed
by t
he
City o
f
Du
ne
din
an
d
the
Ota
go
Excu
rsio
n
Tra
in T
rust
Ta
ieri G
org
e
Ra
ilwa
y L
imite
d
(Ne
w Z
ea
lan
d)
Ta
ieri G
org
e R
ailw
ay -
da
ily
tou
rist
tra
in,
run
s f
rom
th
e
Du
ne
din
Ra
ilwa
y S
tatio
n
thro
ugh
th
e T
aie
ri R
ive
r G
org
e
to P
uke
ran
gi
Mix
of
resid
en
ts,
inte
rsta
te &
inte
rna
tio
na
l to
urists
Tra
in s
ets
ow
ne
d b
y T
aie
ri G
org
e
Ra
ilwa
y L
imite
dO
pe
ratio
na
l
Th
e T
aie
ri G
org
e R
ailw
ay c
om
prise
s 6
0 k
m o
f
the
Ota
go
Ce
ntr
al R
ailw
ay o
f th
e N
ew
Ze
ala
nd
Ra
ilwa
ys,
sta
rte
d in
18
79
an
d c
lose
d in
19
90
.
It is N
ew
Ze
ala
nd
's lo
nge
st
an
d la
rge
st
tou
rist
railw
ay.
Th
e r
em
ain
ing 1
50
km
of
the
"ra
il
co
rrid
or"
fro
m M
idd
lem
arc
h t
o C
lyd
e w
as
ha
nd
ed
ove
r to
th
e D
ep
art
me
nt
of
Co
nse
rva
tio
n t
o f
orm
Th
e O
tago
Ce
ntr
al R
ail
Tra
il, a
nd
pro
vid
es a
un
iqu
e p
ath
wa
y f
or
wa
lke
rs a
nd
cyclis
ts.
Priva
teT
oll
NZ
Tra
nzA
lpin
e –
Ch
ristc
hu
rch
to
Gre
ym
ou
th (
4.5
hrs
);
Th
e
Ove
rla
nd
er -
Au
ckla
nd
to
We
llin
gto
n (
12
hrs
)
Mix
of
resid
en
ts,
inte
rsta
te &
inte
rna
tio
na
l to
urists
Tra
in s
ets
ow
ne
d b
y T
oll
NZ
; a
cce
ss
agre
em
en
ts w
ith
ON
TR
AC
KO
pe
ratio
na
lT
he
la
st
ove
rnig
ht
tra
in s
erv
ice
in
NZ
ce
ase
d
op
era
tio
n in
20
04
.
Priva
teR
ocky M
ou
nta
ine
er
Va
ca
tio
ns (
Ca
na
da
)
Mu
lti-d
ay a
nd
on
e-d
ay
itin
era
rie
s -
Fra
se
r D
isco
ve
ry
Ro
ute
; W
his
tle
r M
ou
nta
ine
er;
Ro
cky M
ou
nta
ine
er
Inte
rna
tio
na
lT
rain
se
ts o
wn
ed
by R
ocky M
ou
nta
ine
er
Va
ca
tio
ns
Op
era
tio
na
l
RM
V is t
he
la
rge
st
priva
tely
ow
ne
d p
asse
nge
r
rail
se
rvic
e in
No
rth
Am
erica
. F
orm
erly
Mo
un
tain
Vis
ta R
ailt
ou
r S
erv
ice
s L
td.,
th
e
Gre
at
Ca
na
dia
n R
ailt
ou
r C
om
pa
ny (
GC
RC
)
pu
rch
ase
d t
he
ro
ute
s a
nd
equ
ipm
en
t o
f V
IA
Ra
il‟s R
ocky M
ou
nta
ine
er
da
ylig
ht
se
rvic
e
wh
en
it
wa
s p
riva
tize
d b
y t
he
Ca
na
dia
n
go
ve
rnm
en
t in
Ap
ril 1
99
0.
In 2
00
5,
Arm
str
on
g
Gro
up
Ltd
re
pla
ce
d G
CR
C a
s p
are
nt
co
mp
an
y.
In b
oth
20
05
an
d 2
00
6,
Ro
cky
Mo
un
tain
ee
r w
on
th
e p
restigio
us W
orld
Tra
ve
l A
wa
rd a
s "
Wo
rld
's L
ea
din
g T
rave
l
Exp
erie
nce
by T
rain
SE
LE
CT
IN
TE
RN
AT
ION
AL
RA
IL T
OU
RIS
M S
ER
VIC
ES
Ow
ners
hip
Op
era
tor
Typ
e o
f o
pe
rati
on
Ma
in t
ou
ris
m m
ark
et
Ro
llin
g s
toc
k u
sa
ge
Cu
rre
nt
sta
tus
Co
mm
en
ts
Cro
wn
Corp
ora
tio
nV
IA R
ail
(Can
ad
a)
VIA
op
era
tes t
rain
s in
all
regio
ns o
f C
an
ad
a o
ve
r a
ne
two
rk s
pa
nn
ing t
he
co
un
try
from
th
e A
tla
ntic t
o t
he
Pa
cific
,
an
d f
rom
th
e G
rea
t L
ake
s t
o
Hud
so
n B
ay.
Mix
of
resid
en
ts,
inte
rsta
te &
inte
rna
tio
na
l to
urists
Tra
in s
ets
ow
ne
d b
y V
IA R
ail.
Op
era
tio
na
l
Via
Ra
il w
as e
sta
blis
he
d in
19
77
. I
n
19
90
, th
e
Can
ad
an
Go
vt
sla
sh
ed
its
fu
nd
ing t
o c
ove
r
VIA
's o
pe
ratin
g e
xp
en
se
s p
ractically
in
ha
lf
from
$6
00
mill
ion
to
$3
50
mill
ion
, a
nd
an
no
un
ce
d t
ha
t p
ub
lic f
un
din
g f
or
pa
sse
nge
r
train
s w
ou
ld c
on
tin
ue
sh
rin
kin
g f
rom
$2
30
mill
ion
in
19
93
to
$1
70
mill
ion
in
19
98
. V
IA is
als
o o
rde
red
to
red
uce
pa
sse
nge
r serv
ice b
y
50
%.
Priva
teC
an
ad
ian
Pa
cific
Railw
ay (
Can
ad
a)
Roya
l C
an
ad
ian
Pa
cific
-
luxu
ry s
ix d
ay,
five
nig
ht
circu
lar
tra
in t
rip in v
inta
ge
ca
rria
ge
s
Inte
rna
tio
na
lT
rain
se
ts o
wn
ed
by C
an
ad
ian
Pa
cific
Railw
ay
Op
era
tio
na
l
Go
ve
rnm
en
tA
mtr
ak (
US
A)
Coa
st
Sta
rlig
ht
- 35
hr
jou
rna
y
co
nn
ectin
g S
ea
ttle
an
d L
os
An
ge
les a
lon
g a
sce
nic
co
asta
l
an
d m
ou
nta
in r
ou
te
Mix
of
resid
en
ts,
inte
rsta
te &
inte
rna
tio
na
l to
urists
Tra
in s
ets
ow
ne
d b
y A
mtr
ak;
acce
ss
pro
vid
ed
by U
nio
n P
acific
Railr
oa
dO
pe
ratio
na
l
As p
art
of
the
Tra
ils &
Ra
ils p
rogra
m,
Nation
al
Pa
rk S
erv
ice g
uid
es f
rom
th
e K
lon
dik
e G
old
Rush
Na
tio
na
l H
isto
rica
l P
ark
are
on
bo
ard
th
e
Coa
st
Sta
rlig
ht
be
twe
en
Se
att
le a
nd
Po
rtla
nd
an
d K
lam
ath
Fa
lls a
nd
Eu
ge
ne
. T
rails
& R
ails
is a
n in
no
va
tive
pa
rtne
rship
pro
gra
m b
etw
ee
n
the
Na
tio
na
l P
ark
Se
rvic
e a
nd
Am
trak.
Th
is
pro
gra
m p
rovid
es r
ail
pa
sse
nge
rs w
ith
ed
uca
tio
na
l o
pp
ort
un
itie
s t
ha
t fo
ste
r an
ap
pre
cia
tio
n o
f a
se
lecte
d r
egio
n's
na
tura
l a
nd
cu
ltu
ral h
erita
ge
; it p
rom
ote
s N
atio
na
l P
ark
Se
rvic
e a
rea
s,
an
d p
rovid
es a
va
lue
-ad
de
d
se
rvic
e t
o e
nco
ura
ge
tra
in r
ide
rship
.
Nation
al -
Sta
te
go
vt
pa
rtne
rship
Am
trak C
alif
orn
ia
(Pa
rtne
rship
of
Caltra
ns a
nd
Am
trak)
Th
e P
acific
Su
rflin
ers
, th
e S
an
Jo
aqu
ins a
nd
th
e C
ap
ito
ls.
Mix
of
resid
en
ts,
inte
rsta
te &
inte
rna
tio
na
l to
urists
Tra
inse
ts o
wn
ed
by A
mtr
ak C
alif
orn
iaO
pe
ratio
na
l
Th
rou
gh
Ca
ltra
ns,
the
Sta
te o
f C
alif
orn
ia
pro
vid
es c
ap
ita
l gra
nts
an
d s
up
po
rt f
or
sta
tio
n
an
d t
rack im
pro
ve
me
nts
(in
clu
din
g s
ign
alin
g),
loco
mo
tive
s a
nd
ca
rs, a
nd
op
era
tin
g
assis
tan
ce
fo
r th
ree
co
rrid
ors
Priva
teO
rie
nt
Exp
ress
(Eu
rop
e)
Ve
nic
e S
imp
lon
-Orien
t-
Exp
ress:
luxu
ry 7
co
un
try r
ail
trip
in a
uth
en
tic v
inta
ge
ca
rria
ge
s d
atin
g t
o t
he
19
20
s
an
d 3
0s.
Inte
rna
tio
na
lT
rain
se
ts o
wn
ed
by O
EH
Op
era
tio
na
l
Th
e V
en
ice S
imp
lon
-Orien
t-E
xp
ress
co
mm
en
ce
d o
pe
ratio
n o
n t
he
Lo
nd
on
-Pa
ris-
Ve
nic
e r
ou
te in
19
82
.
Priva
teO
rie
nt
Exp
ress (
UK
)
British
Pu
llma
n,
Nort
he
rn
Be
lle,
Sco
tsm
an
- luxu
ry d
ay
an
d w
ee
ke
nd
trip
s in
th
e U
K
Inte
rna
tio
na
l; s
om
e
do
me
stic
Tra
in s
ets
ow
ne
d b
y O
EH
Op
era
tio
na
l
In 2
00
5,
OE
H a
cqu
ire
d 5
0%
of
the
equ
ity in
the
Gre
at
Sco
ttis
h a
nd
We
ste
rn R
ailw
ay C
o.
Ltd
., w
hic
h c
urr
en
tly o
pe
rate
s t
he
Ro
ya
l
Sco
tsm
an
lu
xu
ry t
ou
rist
train
on
a s
ea
so
na
l
se
rvic
e larg
ely
with
in S
co
tla
nd
. T
he
in
itia
l
inve
stm
en
t w
as $
2,7
00
,00
0 o
f w
hic
h
$1
,30
0,0
00
wa
s p
aid
in c
ash
.
SE
LE
CT
IN
TE
RN
AT
ION
AL
RA
IL T
OU
RIS
M S
ER
VIC
ES
Rail Based Tourism study January 2008
ECDC Rail Tourism study Final report jan 08.doc 59
APPENDIX D
Rail corridor
Station/siding (or nearest)
Comments
Swartkops - Carlton
Addo Station building has been demolished
Coerney Station platform unsafe for passengers
New Brighton - Vondeling
Kariega All buildings have been demolished. Old (scrap) wagons parked in station yard. Main line in good condition.
Baroe Station building has been demolished. Main line in good condition.
Solitree Track & culverts in good condition
Willowmore Station building badly vandalised.
Barandas Located in Western Cape. Station building still intact. All windows have been smashed.
Campher Located in Western Cape. Station building in good condition (used as a coffee shop). Water facilities for steam locomotives still intact.
Graaff Reinet - Rosmead
Pretoriuskloof Track covered by fallen rocks (according to the locals)
Glen Harry Track covered by soil from collapsed embankment.
Letskraal Buildings and track are still intact. Can be restored.
Bethesda Road Track can be used by small rail-guided vehicles, unsafe for trains
Blouwater Track can be used by small rail-guided vehicles, unsafe for trains
Lootsberg Track can be used by small rail-guided vehicles, unsafe for trains
Alicedale - Grahamstown
Alicedale Station still in use
Highlands Track in good condition
East London - Bethulie
Cathcart Station still in use? Track & infrastructure in good condition.
Queenstown Station still in use. Track & infrastructure in good condition.
Cookhouse – Blaney Junction
Cookhouse Track & infrastructure in good condition
East Poort Station buildings used as B&B. Main line in good condition.
Fort Beaufort Station building destroyed by fire. Main line in good condition
Dreunberg – Aliwal North
Gryskoppan Track & infrastructure in good condition
Aliwal North – Barkly East
Lady Grey Station yard derelict. Tracks covered with soil.
Melk Track in good condition
Fourth Reverse Track & bridge over Karringmelkspruit in good condition
Motkop Track overgrown.
Orpendale Track in relative good condition
Barkly East Station yard derelict. Buildings are being dismantled and/or vandalised.
Sterkstroom - Maclear
Crimora Track in relative good condition.
Dordrecht Station yard derelict. Buildings vandalised.
Barkly Bridge - Alexandria
Congoskraal Buildings have disappeared Track and railway reserve overgrown. Line unsafe for use by any rail vehicles.
Springmount Station building vandalised. Track overgrown & unsafe for use
Port Elizabeth - Avontuur
Humewood Road Buildings badly vandalised, station yard showing signs of neglect.
Loerie Station building & yard in good condition. Goods shed dilapidated.
Assegaaibosch Station building in good condition. Steam locomotive depot still intact.
Joubertina Station building & yard in reasonable condition.
Louterwater Station yard in reasonable condition. Station buildings windows smashed.
Siesta Track in good condition.
Avontuur Station and yard in good condition.
Gamtoos - Patensie
Patensie Station and yard in good condition.
Rail Based Tourism study January 2008
ECDC Rail Tourism study Final report jan 08.doc 60