1. 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

2. 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

3. When is Passenger Rail Transport Viable? Technology Choice Framework

4. 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.

5. 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)

6. 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

7. 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

8. 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
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

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

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

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

12. 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

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

14. 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

15. 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

16. 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?

17. 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.

18. 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.

19. Railway Corridor SDF and Guidelines: Corridor Level Example

20. Thank You