Sisa Maboza: PRASA Strategic Network Planning SATC 2018: Land Reform – How Can it be Implemented to Better Support Viable Passenger Rail Services? Sisa Maboza: PRASA Strategic Network Planning

Viability of Passenger Rail Services PRASA’s Operational Context PRASA’s Strategic Rail Planning & Associated Land Requirements Making Passenger Rail Services Viable through Land Reform / Transformation

When is Passenger Rail Transport Viable? Technology Choice Framework

Legislative Mandate of PRASA The Primary object of PRASA according to the Legal Succession to the Transport Services Act (No. of 1989), as amended is to: Provide Urban Rail Commuter Services in the public interest Provide Long Haul Passenger Rail Services Provide Long Haul Bus Services The Secondary object of PRASA is to: Generate income from the exploitation of assets acquired by PRASA Responsibilities of PRASA: To effectively develop and manage rail & related transport infrastructure and to provide efficient rail and road based passenger transport services within urban areas and between urban, regional and rural areas. A further requirement is that, in carrying out its mandate, PRASA shall have due regard to key government social, economic and transport policy objectives.

INTERSITE INVESTMENTS PRASA’S Structure PRASA GROUP PRASA RAIL PRASA TECHNICAL AUTOPAX (Long distance coach) PRASA CRES INTERSITE INVESTMENTS R/Stock engineering and maintenance Capital Projects Translux City to City Real Estate Solutions Facilities Management Leverage investments on key property assets METRORAIL (Suburban) S-MEYL (Long distance)

PRASA’s Operational Context Metro Service Area Route Kilometres No. of Stations Gauteng 921 km 213 KwaZulu Natal 605 km 101 Western Cape 600 km 116 Eastern Cape 74 km 24 TOTAL 2200 km 454

Government’s Requirements from PRASA Passenger Operations: Medium Term Strategic Framework MTSF TARGETS FOR 2019 PRASA’s 2018 TARGET ACTUAL 2014/15 ACTUAL 2015/16 DEVIATION FOR 2015/16 Increase public transport trips by 3% per annum 574 Million passenger trips 516,01 million passenger trips 448,38 million passenger trips -17,12% Government’s target could be more Below both Government & PRASA targets Unacceptable decline PRASA’s Interventions: Capacity improvements on the existing network, infrastructure and services New railway infrastructure and service extensions

Government’s Requirements from PRASA Passenger Operations: Medium Term Strategic Framework MTSF Outcome 6: An efficient, competitive and responsive economic infrastructure network MTSF PRIORITIES FOR 2014-2019 ACTIVITIES Sub-outcome 3: Maintenance, strategic expansion, operational efficiency, capacity and competitiveness of our transport infrastructure ensured. PRASA Programmes towards achieving this outcome: Infrastructure modernisation; Rail extensions in Blue Downs (WC) and Motherwell (EC) Renewing the commuter rail fleet, with a region-by-region shift to new high-capacity rolling stock, supported by an infrastructure modernisation programme, new signalling system, station upgrades and improved facilities to enhance links to road-based services. Rolling Stock Fleet Renewal; Depot modernisation (Wolmerton, Braamfontein, Salt River) Train manufacturing factory in Dunnottar, Nigel

PRASA’s Response to Government’s Requirements: Medium Term Budget Allocations

PRASA’s Response to Government’s Requirements: Rail Planning Informants National Provincial

PRASA’s Response to Government’s Requirements: Rail Planning Informants Transport Land Use

PRASA’s Response to Government’s Requirements: Rail Planning Informants National Rail Plan National Strategic Plan A Corridors: strong case for heavy rail B Corridors: case for heavy rail with improvements C Corridors: marginal case for heavy rail D Corridors: no case for heavy rail, consider other modes

PRASA’s Response to Government’s Requirements: PRASA Strategic Planning Objectives

PRASA’s Response to Government’s Requirements: Rail Planning Process Planning Phase Basic Planning Route Determination Station Locations Width of Railway Reserve High Level Cost Estimates Preliminary Design & Land Acquisition Phase Preliminary Design Route Confirmation EIA & Public Participation Coordinated Rail Reserve Proclamation in the Gazette Land Acquisition Expropriation Detail Design & Implementation Phase Infrastructure Design Construction Commissioning Operation

PRASA’s Response to Government’s Requirements: Land Acquisition for Railway Construction Market Value determined as R800,000 PRASA approaches the property owners to negotiate Parties reach an agreement on the compensation package The Transport Minister proclaims a 40m wide future railway corridor in the Gazette Owner acquires a property with a similar market value PRASA appoints two valuators per affected property All costs are calculated, including rates, transfer, relocation, inconvenience, etc. Market Value of R750,000

How Can the Implementation of Land Reform Support Viable Rail Passenger Transport? Statement: PRASA’s property acquisition allows for the construction of only the railway tracks and stations. Questions: What happens with land for intermodal facilities and mixed use developments around land acquired by PRASA? Is that left to chance? What are the available instruments beyond PRASA’s control?

Providing Answers: Stage 1 of the Rail Corridor Spatial Development Framework Process To provide a logical argument and principles for selecting and prioritising railway stations for upgrades and redevelopment; To provide a technical basis for identifying locations on the PRASA network where there is both transport interchange need and mixed use property development potential; To propose criteria for the development of a hierarchy of station typologies to inform planning proposals in terms of scale/form and land use mix; To introduce a multi-criteria analytical tool to guide decisions related to the prioritisation of station for planning and investment; To analyse railway stations within the PRASA network and within their spatial context; Lay the basis for preparing railway precinct plans; as well as To propose land use guidelines for development around different categories of stations.

Precedent: How Can the Implementation of Land Reform Support Viable Rail Passenger Transport? Background and History Objective: revitalising the existing retail corridors. Plan approval: approved as a Framework Development Plan in 1977. Implementation: sector plans for each station were compiled and implemented between 1977 and 1997. Characteristics of the Corridor The railway line and stations form the main axis of the corridor. Up to 10-storey high buildings have been constructed within the corridor. Strict urban design guidelines were developed as part of each sector plan to cover building heights, street design, streetscape and frontages, building materials, and landscaping features. Mixed-use developments accommodating retail, offices, residential apartments and parking. Floor area ratio of 3.5 for the immediate station area. Impact of the TOD initiative The population within a quarter-mile of the corridor increased by 107% between 1990 and 2011. Transit ridership has increased. 45% of the people living around Clarendon Station, for instance, take transit or walk to work. Properties in the corridor account for 47% of the assessed land valuation in the region. Commercial property accounts for 43% of the tax base.

Railway Corridor SDF and Guidelines: Corridor Level Example

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