ECDC Rail Tourism Jan08

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
Rail Based Tourism study
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TABLE OF CONTENTS
1. 2. EXECUTIVE SUMMARY .............................................................. 2 INTRODUCTION .......................................................................... 3 2.1 Background ................................................................................ 3 2.2 Scope of the study ...................................................................... 4 3. CONTEXTUAL ANALYSIS ........................................................... 6 3.1 Consolidation of existing work .................................................... 6 3.2 Benchmarking ............................................................................ 7 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. OPPORTUNITY ANALYSIS ....................................................... 22 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 4.6 Intercity rail links ....................................................................... 39 4.7 Rail sections suitable for non-conventional rail vehicles ........... 42 5. HIGH LEVEL IMPLEMENTATION STRATEGY ......................... 46 5.1 Interventions needed to promote, develop and grow rail based tourism in the Eastern Cape ..................................................... 46 5.2 Legal implications and policy matters ....................................... 53 6. RECOMMENDATIONS .............................................................. 55 7. REFERENCES ........................................................................... 56 APPENDIX A ................................................................................................... 57 APPENDIX B ................................................................................................... 58 APPENDIX D ................................................................................................... 58 APPENDIX D ................................................................................................... 59
ECDC Rail Tourism study Final report jan 08.doc
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1.
EXECUTIVE SUMMARY
Will be included in final report.
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2.
2.1
INTRODUCTION
Background
South Africas railway legacy is an integral part of the countrys 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 countrys 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 worldfamous Blue Train, established international benchmarks for luxury train travel. Transnets 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 Capes underutilised rail network, the potential exists to develop rail based tourism into a viable industry that could generate muchECDC Rail Tourism study Final report jan 08.doc
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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 prefeasibility 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. 2. 3. Identify current strategies and initiatives that may impact on the Eastern Capes effort to develop rail-based tourism, 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 Pinpoint factors contributing to the success of rail tourism operations elsewhere in the world.
During Phase 2 we: 1. 2. 3. 4. Identified potential rail tourism corridors in the Eastern Cape, Assessed the potential market for rail tourism, Assessed the tourism potential of the identified rail corridors, and Prioritised the rail tourism corridors in the Province.
In Phase 3 we: 1. 2. Determined what interventions may be required to promote, develop and grow rail-based tourism in the Eastern Cape, and 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.
3.1
CONTEXTUAL ANALYSIS
Consolidation of existing work
Current strategies and initiatives that may impact on the Eastern Capes 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 Tourism Board Destination Management 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 Prof Willie van Zyl Abie Wentzel Yumnaa Firferey Rod Douglas
Organisation University of Free State Tourism Kwazulu Natal Western Cape Directorate of Tourism 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 Transports 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 Boards 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
3.2.1
Benchmarking
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 Spoornets announcement that locomotives (and passenger rolling stock) will no longer be made available for charter trains. The companys 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 Preservations (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 Transnets 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 Africas 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 companys 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 Rails scheduled train trips per annum. This number excludes passengers travelling on special charter trains. Part of Rovos Rails success can be attributed to good advertising amongst its target market, both locally and overseas. The companys 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 worlds 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, Eurails popularity has been growing steadily. As the travel industry began to recover from its global decline in 2003, Eurails 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, Eurails 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 Eurails 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 Groups 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 groups 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, recordhigh 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 longdistance 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 kilometres45% of Amtraks total. Amtraks long-distance trains provide an essential transportation service for many communities and to a significant percentage of the general public. If longdistance 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 corridors significant capital costs, none of Amtraks 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 $200 million from 2006 to 2008 from these reform efforts. Amtrak also commenced with the development of new generation long-distance dining cars, in line with the companys drive to create efficiencies and generate revenue while raising the standard of customer service. The first of a number of Superliner I diners was converted to a combined diner-lounge car to accommodate integrated continuous dining, lounge and bar service on many long-distance trains. The seating options aim to appeal to passengers varying preferences; similarly, the menu options cater to a range of appetites, from snacks to traditional full course meals. As part of its five year strategic plan (2004 to 2008) Amtrak has identified a number of things that could have a negative influence upon its performance. These problems are not unique to the U. S. or public rail sector and can therefore be generalized to all of the operators featured in this report. Amtrak claims that America's national railroads suffer from chronic under-investment, with the company's Federal-and private-sector funding largely declining since 1998. As a result of inadequate funding some of the company's rolling stock and much of the track itself was in poor condition in 2003. In order to rectify these problems, improve the efficiency of public rail services within the U.S. and boost perceptions of rail travel amongst the public, Amtrak is investing US$ 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. VIAs 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) 2000 2001 2002 2003 2004 2005 2006 3,795 3,865 3,981 3,789 3,887 4,097 4,091 Total passenger miles (millions) 904 921 948 857 851 888 874 Average passenger load factor (%) 53 53 57 57 56 55 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 VIAs mission, vision and values, and defines six key corporate goals for the Corporation. These goals provide a customer-focused framework for managing VIAs 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 Rails 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 Rails continued operation is reliant on ongoing 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 Rails 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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Rail Based Tourism study guaranteed daylight viewing of the Rocky mountains the availability of Comfort class [economy class] reclining seats In summary:
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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 Australias 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-OrientSimpleton-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 trains 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 Scotsmans 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 trains 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 wellestablished 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.
4.1
OPPORTUNITY ANALYSIS
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 Capes 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 Capes 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.
EASTERN CAPE RAIL NETWORK - OPERATIONAL STATUS (2006/07)
Section Swartkops - Carlton (NC border) N/Brighton - Vondeling (WC border) Klipplaat - Graaff Reinet Graaff Reinet - Rosmead Alicedale - Grahamstown Grahamstown - Port Alfred Addo - Kirkwood East London - Bethulie (FS border) Cookhouse - Blaney Junction Amabele - Umtata Dreunberg - Aliwal North Aliwal North - Barkly East Sterkstroom - Maclear Cookhouse - Somerset East Barkly Bridge - Alexandria Bowker's Park - Tarkastad Imvani - Qamata Molteno - Jamestown Stormberg - Rosmead Scoombee - Hofmeyer Fort Beaufort - Seymour Port Elizabeth - Avontuur* Gamtoos - Patensie TOTAL Distance (km) 390 327 100 146 57 70 33 432 230 282 54 157 278 31 88 52 43 68 133 50 55 285 30 3391 Status In use In use Closed Closed In use Closed In use In use In use In use In use Closed Closed Closed Closed Lifted Lifted Lifted Lifted Lifted Lifted In use In use Type Main Trunk Trunk Trunk Branch Branch Branch Main Trunk Branch Trunk Branch Branch Branch Branch Branch Branch Branch Trunk Branch Branch N/Gauge N/Gauge Traction Electric Diesel Diesel Diesel Electric Diesel Diesel Diesel Diesel Diesel Net freight Commodities tonnages (est.) per type 2,500,000 Manganese ore, containers, coal 79,639 Grain, Gypsum, Malt, General 0 55,543 Citrus 773,548 Cement, Maize, Coal, General 61,760 Beer, Containers,Wheat, General 0 68,992 Wheat, Maize 14,788 Timber, Citrus 196 Citrus Passenger Services (Y/N) Yes No Yes No Yes No Planned - 2008? No No No
*Includes the 32 km section between Gaviota and Avontuur, which is located in the Western Cape SUMMARY Lines still in use Lines closed Lines lifted TOTAL 2120 870 401 3391
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 Transports 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
4.2.1
Assessment of the potential market for rail tourism

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 Adele Muller Fanie Muller Willem Makink Rob Beach Johan Minnaar Charles Kingwell Roy Maclaghlin Gerrie Schoeman Dave Hodgson Johan Swart Retsilisitsoe Khamali Wanita Schlebush Johan Hattingh Marie Steenekamp Brenda Mollentze Brian Murison Place Alicedale Alicedale Grahamstown Somerset East Graaff Reinet Graaff Reinet Graaff Reinet Joubertina Uniondale Kirkwood Aliwal North Aliwal North Lady Grey Barkly East Barkly East Mossel Bay Organisation Bushman Sands Resort Shosholoza Meyl Makana Tourism Blue Crane Development Agency Tourism entrepreneur Tourism entrepreneur Graaff Reinet Tourism R62 Langkloof Tourism Association Uniondale Tourism Kirkwood Wildlife Festival Mthombo Sediba Development Agency Aliwal North Tourism Senqu Tourism Barkly East Tourism Barkly East Tourism Transnet Foundation Heritage Preservation Position in organisation Sales Manager Customer Services Manager Tourism Officer Manager: Business/Finance Chairman Member Chairman Organiser Chief Operations Officer Tourism Officer Tourism Manager Member Member 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: Eastern Cape Tourism Board Destination Management Strategy South African Tourism: o Tourism Growth Strategy o Domestic tourism growth strategy
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Rail Based Tourism study 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
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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+], upperto 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 Domestic
Eastern Cape Western Cape Gauteng United Kingdom, Germany Netherlands, France & United States
Market segment
o o o o o Golden Active Couples Independent couples and young families Young & upcoming Next Stop South Africa Wanderlusters
International
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.
EASTERN CAPE RAIL TOURISM CORRIDORS - ASSESSMENT RESULTS
No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Corridor Swartkops - Carlton (NC border) New Brighton - Vondeling Klipplaat - Graaff Reinet Graaff Reinet - Rosmead Alicedale - Grahamstown Grahamstown - Port Alfred Addo - Kirkwood East London - Bethulie (FS border) Cookhouse - Blaney Junction Amabele - Umtata Dreunberg - Aliwal North Aliwal North - Barkly East Sterkstroom - Maclear Cookhouse - Somerset East Barkly Bridge - Alexandria Port Elizabeth - Avontuur* Gamtoos - Patensie Distance (km) 390 327 100 146 57 70 33 432 230 282 54 157 278 31 88 285 30 Status In use In use Closed Closed In use Closed In use In use In use In use In use Closed Closed Closed Closed In use In use Type Main Trunk Trunk Trunk Branch Branch Branch Main Trunk Branch Trunk Branch Branch Branch Branch N/Gauge N/Gauge Technical/Operational Pts (max 50) % 48 96% 41 82% 14 28% 4 8% 21 42% 4 8% 34 68% 45 90% 35 70% 27 54% 37 74% 6 12% 9 18% 9 18% 6 12% 29 58% 25 50% Tourism Potential Pts (max 50) % 22 44% 27 54% 14 28% 44 88% 48 96% 44 88% 46 92% 32 64% 32 64% 28 56% 18 36% 34 68% 20 40% 24 48% 18 36% 44 88% 44 88%
*Includes the 32 km section between Gaviota and Avontuur, which is located in the Western Cape
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 lines 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 gauges 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
1 Swartkops Carlton
Comments: Technical & Operational Assessment

This is the rail link between Port Elizabeth and Gauteng and is the only line in the province classified by Transnet as a socalled 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. 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
Comments: Evaluation of tourism potential

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.
New Brighton Vondeling
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. This 100 km length of line has been closed for traffic. The permanent way is still intact and the line can be easily recommissioned, should the demand for a rail service justify the expense of refurbishing it. 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 exSpoornet inspection trolleys.
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connecting line for interprovincial passenger services. This area has limited visual and tourism appeal.
Klipplaat Graaff Reinet
Graaff Reinet Rosmead
Alicedale Grahamstown
This 57 km branch line, notorious from a train drivers 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
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. There is a high level of interest in using trains to transfer conference groups from PE to Bushmans 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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Grahamstown Port Alfred
Addo Kirkwood
East London Bethulie
Cookhouse Blaney
10
Amabele Umtata
daily (except Sundays) running times of the existing commuter service from Alicedale Shosholoza Meyl scheduled to Grahamstown and back. service (PE Alicedale) and daily public service obligation commuter service (Alicedale to Grahamstown) are not suitable for conference groups. This 70 km long section was A 15 km section of the line closed in 2001. It is highly between Port Alfred and unlikely that it will be re-opened Bathurst has been for normal rail traffic due to the concessioned to a rail tourism limited demand for a rail freight company which uses a small service in the region. diesel locomotive as motive power. The 33 km Kirkwood Branch is The Sundays River Valley (with only in use over the fruit season icon Addo National Park) is fast (May to October) when export becoming a key tourism node citrus is hauled from pack on the Eastern Cape, offering houses in the Sundays River the unique Eastern Cape Valley to Port Elizabeths vegetation, wildlife and country harbour. Train frequency during lifestyle. The area is easily this period is about one train per accessible from Port Elizabeth, day. Access for tourist trains the key Eastern Cape domestic over the branch line should and international market therefore not be a problem. generating area, and hence very suitable for day/weekend trips. This forms part of the railway The supply of accessible tourist line between East London and attractions suitable for day Gauteng. The section located visitors is low along this route. 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. This trunk line forms part of the This line may become important rail link between Port Elizabeth as a connecting service and East London. While the between PE and East London, permanent way is in a good but currently does not offer condition, most buildings at much in terms of attraction wayside stations have been points suitable for rail tourist badly vandalised. The line is groups. currently underutilised. Freight operations consist of about 3 trains per week, leaving adequate capacity for passenger and tourist trains. This is the so-called Kei Rail. The development and Infrastructure along the 285 km 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. 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 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.
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attractions in this area is a provincial priority. The planned commuter service should also be promoted as a mode of transport for tourists.
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Dreunberg Aliwal North
This area has limited visual and tourism appeal.
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Aliwal North Barkly East
13
Sterkstroom Maclear
14
Cookhouse Somerset East
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. This 278 km branch line has The supply of accessible tourist been closed for traffic. The fixed attractions suitable for day infrastructure is still intact, but visitors is low along this route. stations along the way are showing signs of neglect. This 31 km branch line has been Although various plans to closed. Part of the line has develop tourism infrastructure in suffered damage where ballast the Somerset East vicinity exist, has removed by probably a the supply of accessible tourist
31

private building contactor. There is currently no demand for a freight service on this line. It may be suitable for use by light railguided vehicles once the damaged section has been repaired. 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. 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 Richards 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. 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.
January 2008
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. The supply of accessible tourist attractions suitable for day visitors is low along this route.
15
Barkly Bridge Alexandria
16
Port Elizabeth Avontuur
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
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; The Addo Kirkwood branch (including the main line connection to Port Elizabeth) The Alicedale Grahamstown branch (including the main line connection to Port Elizabeth)
2.
3.
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 trolleytype 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 countrys 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 nonprofit 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.
Apple Express passenger numbers: 1999 to 2006 No of passengers No of trains Ave no of pax/trip Adults Children Total 6105 1668 7773 50 155 3825 1354 5179 43 120 2422 941 3363 23 146 538 157 695 4 174 2294 749 3043 22 138 ? ? ? unknown unknown 3457 957 4414 42 105 4610 3123 7733 52 149
Year 1999 2000 2001 2002 2003 2004 2005 2006
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 Africas 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: Alicedales 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 Years 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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Rail Based Tourism study Cookhouse Blaney
January 2008
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 provinces 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 Capes 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 companys 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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January 2008
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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January 2008
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 Alfreds 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 noncompliance 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 lines 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.
5.1
HIGH LEVEL IMPLEMENTATION STRATEGY

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/nonavailability 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 Spoornets freight services, Shosholoza Meyls mainline passenger services and Metrorails 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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January 2008
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 companys 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 dieselelectric 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 Africas 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 Transnets 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 Transwerks 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 Transnets headquarters in Johannesburg for train movements and (2) pay prescribed access fees for operating trains over the companys 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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Transnets 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 highmaintenance 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 Africas 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 Africas 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 TFHFs 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 Voorbaais 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 firefighting 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 countrys 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. Spoornets 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 tourists 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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Rail Based Tourism study Intervention
January 2008
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 Africas 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 (RSIs) 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 operators 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
53
January 2008
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.
54
January 2008
6.
RECOMMENDATIONS
We recommend the following actions as part of a strategy to develop a viable railbased 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.
55
January 2008
7.
REFERENCES
A complete reference list will be included in the final report.
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January 2008
APPENDIX A
RAIL TOURISM OPERATIONS IN SOUTH AFRICA: 1990 - 2007
Ownership Operator Type of operation Main tourism market International Rolling stock usage Current status The Blue Train Government Luxury train travel (Luxrail) Comments Offered for sale to the private sector in April 2007 Regular scheduled tours & charters Future of vintage coaches in storage at Voorbaai is uncertain Two complete train sets in a distinct purple livery, only in operation between Jhb and Cpt Four trains: Trans Karoo (Jhb - Cpt), Trans Natal (Jhb - Durban), Trans Oranje (Cpt - Durban, Algoa (Jhb - PE) In private ownership
Two train sets owned by Transnet Operational Steam locos (6) & coaches are owned by Rovos, Spoornet locos Operational used for traction on most trips One train set (ex-Blue Train) owned by Transnet Heritage Foundation (THF), THF steam locos used for traction Two train sets owned by NDOT, Spoornet locos used for traction No longer in operation
Private
Rovos Rail
Luxury train travel
International
Government
The Union Limited
Luxury train travel
International
Shosholoza Semi-luxury train Government Meyl - Premier travel Classe Shosholoza Government Meyl - Tourist Class Shongololo Express Overnight train travel on four dedicated routes Semi-luxury train travel
Domestic
Operational
Domestic
Coaches owned by NDOT, Spoornet locos used for traction
Operational
Private
International (mainly German tourists) Domestic
Private
Overnight train JB Train Tours travel on 4 dedicated routes Bushveld Train Charter trains safaris
Leases coaches from TransNamib, Spoornet locos used Operational for traction Uses scheduled Shosholoza Meyl tourist class trains for a variety of Operational tours Leased complete train set from Spoornet No longer in operation
In private ownership Operations suspended due to a shortage of Spoornet locos and sleeper coaches Operations suspended due to a shortage of Spoornet locos and sleeper coaches Operations suspended due to a shortage of Spoornet locos and sleeper coaches Operations suspended due to a shortage of Spoornet locos and sleeper coaches Managed as a Section 21 Company
Private
Domestic
Private
Shamwari Tours
Charter trains
Domestic
Leased complete train set from Spoornet
No longer in operation
Private
Khokha Moya Tours
Charter trains
Domestic
Private
Nkosi Express Charter trains
Domestic
Private
Apple Express
Day trips & steam safaris on the PEAvontuur narrow gauge line Day trips on the Port Shepstone Harding narrow gauge line Day & overnight train trips in Kwazulu-Natal (Narrow & normal gauge)
Day trips - local, steam safaris international
Leases steam locomotives & coaches from Transnet Heritage, Operational Spoornet locos used for traction on non-steam trips Locomotives & rolling stock owned by the Alfred County Railway No longer in operation
Private
Banana Express
Domestic
Spoornet suspended all operations as from April 2006
Private
Paton's Country Railway
Local & international
THF?
Operational
Managed as a Section 21 Company Day trips are now between M/Bay and George after the Aug 06 flood damage to the Knysna branch
Day trips on the Outeniqua Tjoe- Outeniqualand Government Local & international choo Preserved Railway (George - M/bay) Sandstone Estates
Locomotives & rolling stock owned by Transnet Heritage Locomotives & rolling stock owned by Sanstone Heritage Trust, some on loan from Transnet
Operational
Private
Day trips
Local & international
Operational
Private
Day trips in Kwazulu-Natal Umgeni Steam every first and last Local & international Railway Sunday of the month
Locomotives & rolling stock Operational owned by Umgeni Steam Railway
Operates every first and last Sunday of the month
57
SELECT INTERNATIONAL RAIL TOURISM SERVICES

Ownership Operator Type of operation Main tourism market Rolling stock usage Current status Comments
Private
Great South Pacific Express (Australia) Luxury train travel International Train sets owned by Queensland Rail
Launched in 1999, the GSPE cost QR $35 million to build. It travelled between Sydney and Kuranda, just north of Cairns, until June 2003. Losses of around $12 million over four years forced QR to stop the service. Carriages were sold to Orient Express Hotels and shipped overseas for the use of the VeniceSimplon Orient Express service in Europe
APPENDIX B
Private
The Ghan - between Melbourne and Alice Springs; Great South Indian Pacific between Sydney Railways (Australia) and Perth; Overland between Melbourne and Adelaide International Serco Asia Pacific owns passenger carriages; Pacific National, a wholly owned subsidiary of Asciano Limited, provides locomotives and train crew services. Operational
Great Southern Railway took over the operation of the three trains from Australian National Passenger Rail in November 1997.
Government
Queensland Rail (Australia) Operational
Kuranda Scenic Rail travels from Cairns through dense, World Heritage listed tropical rainforest and past deep gorges and waterfalls to the village of Kuranda. Kuranda Scenic Rail tourists, mainly international visitors Train sets owned by Queensland Rail; rail infratsructure owned and managed by QR
QR operates more than 9,500km of narrow, dual and standard gauge track, making it Australias largest rail network. OR also operates Traveltrain: mix of Queensland residents, interstate & international tourists
Local Authority Trading Enterprise jointly owned by the City of Dunedin and the Otago Excursion Train Trust Taieri Gorge Railway Limited (New Zealand) Train sets owned by Taieri Gorge Railway Limited Operational Taieri Gorge Railway - daily tourist train, runs from the Dunedin Railway Station through the Taieri River Gorge to Pukerangi Mix of residents, interstate & international tourists
The Taieri Gorge Railway comprises 60 km of the Otago Central Railway of the New Zealand Railways, started in 1879 and closed in 1990. It is New Zealand's longest and largest tourist railway. The remaining 150 km of the "rail corridor" from Middlemarch to Clyde was handed over to the Department of Conservation to form The Otago Central Rail Trail, and provides a unique pathway for walkers and cyclists. The last overnight train service in NZ ceased operation in 2004.

Private Toll NZ TranzAlpine Christchurch to Greymouth (4.5 hrs); The Overlander - Auckland to Wellington (12 hrs) Mix of residents, interstate & international tourists Train sets owned by Toll NZ; access agreements with ONTRACK Operational Private Multi-day and one-day Rocky Mountaineer itineraries - Fraser Discovery Vacations (Canada) Route; Whistler Mountaineer; Rocky Mountaineer International Train sets owned by Rocky Mountaineer Vacations Operational
SELECT INTERNATIONAL RAIL TOURISM SERVICES

Ownership Operator Type of operation Main tourism market Rolling stock usage Current status
RMV is the largest privately owned passenger rail service in North America. Formerly Mountain Vista Railtour Services Ltd., the Great Canadian Railtour Company (GCRC) purchased the routes and equipment of VIA Rails Rocky Mountaineer daylight service when it was privatized by the Canadian government in April 1990. In 2005, Armstrong Group Ltd replaced GCRC as parent company. In both 2005 and 2006, Rocky Mountaineer won the prestigious World Travel Award as "World's Leading Travel Experience by Train
Comments
Crown Corporation VIA Rail (Canada)
VIA operates trains in all regions of Canada over a network spanning the country from the Atlantic to the Pacific, and from the Great Lakes to Hudson Bay. Mix of residents, interstate & international tourists
Train sets owned by VIA Rail.
Operational
ViaRail was established in 1977. In 1990, the Canadan Govt slashed its funding to cover VIA's operating expenses practically in half from $600 million to $350 million, and announced that public funding for passenger trains would continue shrinking from $230 million in 1993 to $170 million in 1998. VIA is also ordered to reduce passenger service by 50%. Train sets owned by Canadian Pacific Railway Operational
Private
Canadian Pacific Railway (Canada)
Royal Canadian Pacific luxury six day, five night circular train trip in vintage carriages
International
Government
Amtrak (USA)
Coast Starlight - 35 hr journay connecting Seattle and Los Angeles along a scenic coastal and mountain route
Mix of residents, interstate & international tourists
Train sets owned by Amtrak; access provided by Union Pacific Railroad
Operational
As part of the Trails & Rails program, National Park Service guides from the Klondike Gold Rush National Historical Park are onboard the Coast Starlight between Seattle and Portland and Klamath Falls and Eugene. Trails & Rails is an innovative partnership program between the National Park Service and Amtrak. This program provides rail passengers with educational opportunities that foster an appreciation of a selected region's natural and cultural heritage; it promotes National Park Service areas, and provides a value-added service to encourage train ridership.
January 2008
National - State govt partnership
Amtrak California (Partnership of Caltrans and Amtrak)
The Pacific Surfliners, the San Joaquins and the Capitols.
Mix of residents, interstate & international tourists
58
Private Private
Trainsets owned by Amtrak California
Operational
Through Caltrans, the State of California provides capital grants and support for station and track improvements (including signaling), locomotives and cars, and operating assistance for three corridors
Orient Express (Europe)
Venice Simplon-OrientExpress: luxury 7 country rail trip in authentic vintage carriages dating to the 1920s and 30s.
International
Train sets owned by OEH
Operational
The Venice Simplon-Orient-Express commenced operation on the London-ParisVenice route in 1982.
Orient Express (UK)
British Pullman, Northern Belle, Scotsman - luxury day and weekend trips in the UK
International; some domestic
Train sets owned by OEH
Operational
In 2005, OEH acquired 50% of the equity in the Great Scottish and Western Railway Co. Ltd., which currently operates the Royal Scotsman luxury tourist train on a seasonal service largely within Scotland. The initial investment was $2,700,000 of which $1,300,000 was paid in cash.
January 2008
APPENDIX D
Rail corridor
Swartkops Carlton New Brighton Vondeling
Station/siding (or nearest)

Addo Coerney Kariega Baroe Solitree Willowmore Barandas Campher
Comments
Station building has been demolished Station platform unsafe for passengers All buildings have been demolished. Old (scrap) wagons parked in station yard. Main line in good condition. Station building has been demolished. Main line in good condition. Track & culverts in good condition Station building badly vandalised. Located in Western Cape. Station building still intact. All windows have been smashed. Located in Western Cape. Station building in good condition (used as a coffee shop). Water facilities for steam locomotives still intact. Track covered by fallen rocks (according to the locals) Track covered by soil from collapsed embankment. Buildings and track are still intact. Can be restored. Track can be used by small rail-guided vehicles, unsafe for trains Track can be used by small rail-guided vehicles, unsafe for trains Track can be used by small rail-guided vehicles, unsafe for trains Station still in use Track in good condition Station still in use? Track & infrastructure in good condition. Station still in use. Track & infrastructure in good condition. Track & infrastructure in good condition Station buildings used as B&B. Main line in good condition. Station building destroyed by fire. Main line in good condition Track & infrastructure in good condition Station yard derelict. Tracks covered with soil. Track in good condition Track & bridge over Karringmelkspruit in good condition Track overgrown. Track in relative good condition Station yard derelict. Buildings are being dismantled and/or vandalised. Track in relative good condition. Station yard derelict. Buildings vandalised. Buildings have disappeared Track and railway reserve overgrown. Line unsafe for use by any rail vehicles. Station building vandalised. Track overgrown & unsafe for use Buildings badly vandalised, station yard showing signs of neglect. Station building & yard in good condition. Goods shed dilapidated. Station building in good condition. Steam locomotive depot still intact. Station building & yard in reasonable condition. Station yard in reasonable condition. Station buildings windows smashed. Track in good condition. Station and yard in good condition. Station and yard in good condition.
Graaff Reinet Rosmead
Alicedale Grahamstown East London Bethulie Cookhouse Blaney Junction Dreunberg Aliwal North Aliwal North Barkly East
Pretoriuskloof Glen Harry Letskraal Bethesda Road Blouwater Lootsberg Alicedale Highlands Cathcart Queenstown Cookhouse East Poort Fort Beaufort Gryskoppan Lady Grey Melk Fourth Reverse Motkop Orpendale Barkly East Crimora Dordrecht Congoskraal Springmount Humewood Road Loerie Assegaaibosch Joubertina Louterwater Siesta Avontuur Patensie
Sterkstroom Maclear Barkly Bridge Alexandria Port Elizabeth Avontuur
Gamtoos Patensie
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January 2008
APPENDIX E
TECHNICAL & OPERATIONAL ASSESSMENT - EASTERN CAPE RAIL NETWORK
Rail section: Distance (km): Category
Infrastructure condition
Swartkops - Carlton 390 Screening criteria

Track (rails, sleepers, ballast, track bed)
Measurement criteria
Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
Unsafe for rail operations Speed restrictions due to poor track Track in good condition - no restrictions Bridges & culverts Major repairs required Minor repairs required Routine maintenance only Railway reserve Overgrown, access restricted Clear, with good access Track speed (km/h) Unsafe for rail operations Less than 20 km/h 20 - 29 km/h 30 - 39 km/h 40 - 49 km/h 50 km/h and higher Estimated maintenance cost per annum (R/km) More than R 50 000 R 40 000 - R 49 999 R 30 000 - R 39 999 R 20 000 - R 29 999 Less than R 20 000 Refurbishment cost (estimate only) (R/km) More than R 500 000 R 400 000 - R 499 000 R 300 000 - R 399 000 R 200 000 - R 299 000 Less than R 200 000 Current freight tonnages (tons/annum) No service Less than 20 000 tons/annum 20 000 - 49 000 tons/annum 50 000 - 99 000 tons/annum 100 000 - 149 000 tons/annum 150 000 and more tons/annum Potential freight tonnages (tons/annum) None Less than 20 000 tons/annum 20 000 - 49 000 tons/annum 50 000 - 99 000 tons/annum 100 000 - 149 000 tons/annum 150 000 and more tons/annum Growth potential in region Status quo to remain Growth rate under 2% per annum Growth rate of 2% per annum and higher Existing passenger service None Unscheduled (irregular) service Scheduled service Facilities for passengers None Yes, but in poor condition Yes, only minor upgrading required Potential daily rail passengers per direction Less than 100 100 - 499 500 or more
5 2 2
10
10
2 2 1 1 48
TOTAL (FULL SCORE = 50)
50
60
January 2008

New Brighton - Vondeling 327 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
5 2 2
10
1 0 1 1 41
50
61
January 2008

Klipplaat - Graaff Reinet 100 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
3 1 0
1 0 0 0 14
50
62
January 2008

Graaff Reinet - Rosmead 146 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
0 0 0
1 0 0 0 4
50
63
January 2008

Alicedale - Grahamstown 57 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
3 1 2
1 2 1 0 21
50
64
January 2008

Grahamstown - Port Alfred 70 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
0 0 2
0 0 1 0 4
50
65
January 2008

Addo - Kirkwood 33 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
3 2 2
2 0 0 1 34
50
66
January 2008

East London - Bethulie 432 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
3 2 2
10
10
2 2 2 1 45
50
67
January 2008

Cookhouse - Blaney 230 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
3 2 2
1 0 1 1 35
50
68
January 2008

Amabele - Umtata 282 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
3 2 2
2 2 1 1 27
50
69
January 2008

Dreunberg - Aliwal North 54 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
5 2 2
1 0 0 0 37
50
70
January 2008

Aliwal North - Barkly East 157 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
0 1 0
0 0 1 0 6
50
71
January 2008

Sterkstroom - Maclear 278 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
0 1 0
1 0 1 0 9
50
72
January 2008

Cookhouse - Somerset East 31 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
0 1 0
1 0 1 0 9
50
73
January 2008

Barkly Bridge - Alexandria 88 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
0 1 0
1 0 0 0 6
50
74
January 2008

Port Elizabeth - Avontuur 285 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
3 1 2
2 0 1 1 29
50
75
January 2008

Gamtoos - Patensie 30 Screening criteria

Points Score
0 3 5 0 1 2 0 2 0 1 2 3 4 5 0 1 2 3 4 0 1 2 3 4 0 2 4 6 8 10 0 2 4 6 8 10 0 1 2 0 1 2 0 1 2 0 1 2
Freight services
Passenger services
3 1 2
2 0 1 1 25
50
76
January 2008
APPENDIX F
TOURISM POTENTIAL RANKING - EASTERN CAPE RAIL NETWORK
Rail section: Category
Scenery along route
Swartkops - Carlton Definition

Visual appeal of landscape
Distance (km): Measurement criteria

Mainly monotonous landscape with limited/no visual accents Some landscape topographical variation, with changing vegetation/land use cover Discernible landscape contrasts: vistas, valleys, viewpoints
390 Points Score

1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
3 1 0 5
Existing tourist attractions/resources Priority tourism area
Diversity and accessibility of attractions and/or activities Identified as priority area for tourism development in provincial tourism strategy, based on resource potential and socio-economic need
Very diverse range of attractions; suitable for multi-day visit Diversity of attractions; suitable for day visit Limited number of attractions with low accessibility Yes No Tarred, suitable for coach access Gravel, suitable for sedan or minibus access Gravel, Off-road vehicle access only
Access to departure/ arrival points Accommodation
Quality of access roads
Availability of overnight accomodation: No of beds concentrated in nodes
Less than 20 Between 20 and 40 Between 40 and 80 More than 80
Connectivity
Linkages with existing tourism nodes
Remote Incipient linkages Strong existing linkages No or limited market presence Emerging tourism destination Established tourism destination
0 1 5
Market presence
Current market profile of area
Market proximity
Proximity to source area for international and domestic tourists
Within or close to major source area
Social capital
Environment
Distant from important source areas Level of organisation of tourism roleplayers; presence Active tourism organisation with stated interest in developing rail tourism of potential project champion Active tourism organisation; no specific interest in developing rail tourism Limited level of organisation Quality of station environment and town access Intact and well-maintained station buildings and yard Architecturally attractive but neglected station buildings Severely degraded station buildings, untidy station surrounds
3 22
TOTAL SCORE
Scenery along route
New Brighton - Vondeling Definition


327 Points Score

1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
1 1 0 5
Availability of overnight accomodation: No of beds
Connectivity
3 3 5
Market presence
Market proximity
Social capital
Environment
3 27
TOTAL SCORE
77

Scenery along route
January 2008
Klipplaat - Graaf Reinet Definition


100 Points Score

1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
1 1 0 5
Connectivity
0 1 1
Market presence
Market proximity
Social capital
Environment
3 14
TOTAL SCORE TOURISM POTENTIAL RANKING - EASTERN CAPE RAIL NETWORK

Scenery along route
Graaff Reinet - Rosmead Definition


146 Points Score

1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
5 5 3 5
Connectivity
5 5 1
Market presence
Market proximity
Social capital
Environment
3 44
TOTAL SCORE
78

Scenery along route
January 2008
Alicedale - Grahamstown Definition


57 Points Score
1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
5 5 5 3
Connectivity
5 5 5
Market presence
Market proximity
Social capital
Environment
3 48
TOTAL SCORE

Scenery along route
Grahamstown - Port Alfred Definition


70 Points Score
1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
3 5 3 5
Connectivity
5 5 3
Market presence
Market proximity
Social capital
Environment
3 44
TOTAL SCORE
79

Scenery along route
January 2008
Addo - Kirkwood Definition


33 Points Score
1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
5 5 3 5
Connectivity
5 5 5
Market presence
Market proximity
Social capital
Environment
1 46

Scenery along route
East London - Bethulie Definition


432 Points Score

1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
3 1 3 5
Connectivity
3 3 3
Market presence
Market proximity
Social capital
Environment
3 32
TOTAL SCORE
80

Scenery along route
January 2008
Cookhouse - Blaney Junction Definition


230 Points Score

1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
3 3 3 5
Connectivity
3 3 1
Market presence
Market proximity
Social capital
Environment
1 32

Scenery along route
Amabele - Umtata Definition


282 Points Score

1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
3 3 3 5
Connectivity
3 1 1
Market presence
Market proximity
Social capital
Environment
3 28
TOTAL SCORE
81

Scenery along route
January 2008
Dreunberg - Aliwal North Definition


54 Points Score
1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
1 1 0 5
Connectivity
0 1 1
Market presence
Market proximity
Social capital
Environment
3 18

Scenery along route
Aliwal North - Barkley East Definition


157 Points Score

1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
5 3 5 5
Connectivity
3 3 1
Market presence
Market proximity
Social capital
Environment
1 34
TOTAL SCORE
82

Scenery along route
January 2008
Sterkstroom - Maclear Definition


278 Points Score

1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
3 1 0 5
Connectivity
0 1 1
Market presence
Market proximity
Social capital
Environment
3 20

Scenery along route
Cookhouse - Somerset East Definition


31 Points Score
1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
1 1 3 5
Connectivity
0 2 1
Market presence
Market proximity
Social capital
Environment
3 24
TOTAL SCORE
83

Scenery along route
January 2008
Barkly Bridge - Alexandria Definition


88 Points Score
1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
3 1 0 5
Connectivity
0 1 1
Market presence
Market proximity
Social capital
Environment
3 18

Scenery along route
Port Elizabeth - Avontuur Definition


285 Points Score

1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
3 5 3 5
Connectivity
5 3 5
Market presence
Market proximity
Social capital
Environment
5 44
TOTAL SCORE
84

Scenery along route
January 2008
Gamtoos - Patensie Definition


30 Points Score
1 3 5 5 3 1 0 3 5 3 1 1 3 5 7 0 3 5 1 3 5 5 3 1 5 3 1 5 3 1
3 5 3 5
Connectivity
5 3 5
Market presence
Market proximity
Social capital
Environment
5 44
TOTAL SCORE
85

ECDC Rail Tourism Jan08

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ECDC Rail Tourism Jan08

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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

Africon PO Box 437 PORT ELIZABETH 6000

Eastern Cape Development Corporation PO Box 11197 SOUTHERNWOOD 5213

Ms H Keyser Tel: 021 851 0900 Fax: 021 851 0933

Tel: 043 704 5702 Fax: 043 743 6036

Rail Based Tourism study

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

Will be included in final report.

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

Rail Based Tourism study

Scope of the study

Rail Based Tourism study

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

Rail Based Tourism study

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

3.2.3 Rail tourism operations elsewhere in the world

Rail Based Tourism study

Rail Based Tourism study

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

Rail Based Tourism study

Rail Based Tourism study

Rail Based Tourism study

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

Rail Based Tourism study

Rail Based Tourism study

Rail Based Tourism study

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

Rail Based Tourism study

Figure 1: Removal of track on the Stormberg - Rosmead trunk line

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

Assessment of the potential market for rail tourism

4.2.2 Comparative review of tourist demand for rail as mode of transport

4.2.3 Potential market for rail tourism in the Eastern Cape

Table 4: Source markets and market segments

Rail Based Tourism study

Tourism potential assessment of rail corridors

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

Rail Based Tourism study

Comments: Technical & Operational Assessment

Comments: Evaluation of tourism potential

New Brighton Vondeling

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

Klipplaat Graaff Reinet

Graaff Reinet Rosmead

ECDC Rail Tourism study Final report jan 08.doc

Rail Based Tourism study

Grahamstown Port Alfred

East London Bethulie