The City of Cape Town is poised to assume management of its passenger rail services by mid-2025, signaling a significant shift in the governance of public transportation within the metropolis. This decision follows the city council’s endorsement of a recent rail feasibility study, which underscored the necessity for municipal oversight to ensure a cohesive and efficient integrated public transport system.

In a council address, Mayor Geordin Hill-Lewis announced the receipt of a signed short-term Service Level Plan (SLP) from the Passenger Rail Agency of South Africa (PRASA). This milestone follows months of negotiations and lays the groundwork for potentially devolving rail operations to the municipal level. Currently, PRASA administers the Metrorail service as a national entity, but a newly drafted White Paper on National Rail Policy now accommodates the transfer of rail responsibilities to capable municipalities.

“Assuming control of Metrorail is crucial for lower-income households, who stand to save an estimated R932 million annually if train services operate efficiently,” Hill-Lewis stated. The mayor elaborated on the city’s ambitious vision to significantly increase passenger numbers, deploy new train sets, expand routes, and upgrade stations alongside developing affordable housing over the next two decades.

The SLP facilitates regular progress reporting from PRASA, enabling the city to oversee yearly performance commitments aimed at revitalizing stations, introducing additional train sets, reinstating service lines, and boosting daily passenger numbers and train trips. Additionally, the City of Cape Town commits to providing necessary municipal services to support and enhance passenger rail, promoting transit-oriented development along rail corridors, and streamlining permit processes through its development planning authority.

The feasibility study, initiated in July 2022, explored three potential ownership models for rail management:

1. The City would own, operate, and maintain the rail network, stations, and trains, absorbing PRASA’s personnel.
2. The City would own all rail-related assets and concessions, while a private concessionaire would handle operations and maintenance, absorbing PRASA’s staff.
3. The City would procure a large-scale integrated solution through a single comprehensive concession.

A cost-benefit analysis projected the nominal cost over 30 years at R123 billion, necessitating subsidies from national government and substantial private-sector investment. Rob Quintas, Urban Mobility MMC for the City of Cape Town, emphasized that the forthcoming business plans will delve into the financial, operational, and strategic viability of the preferred models. These plans will outline funding strategies, financial modelling, and operational management frameworks essential for replacing outdated assets and expanding the rail network.

“Expansion is imperative to accommodate our growing population,” Quintas noted, highlighting the need to increase capacity on high-demand routes, such as Strand to Bellville, and extend services to underserved areas like the Blue Downs line.

This strategic move towards municipal control aims to enhance the reliability and quality of rail services, thereby fostering economic growth and improving the quality of life for Capetonians. As Cape Town navigates this transition, the broader implications for national rail policy and municipal autonomy within South Africa’s public transport landscape will come under increasing scrutiny.

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