Gautrain

Info
Main stations(s):	Johannesburg Park Station OR Tambo International Airport Pretoria
Other stations(s):	Centurion, Hatfield, Marlboro, Midrand, Rhodesfield, Rosebank, Sandton
Fleet size:	24 Electrostar Sets 125 Buses
Stations called at:	10
Parent company:	Public-private partnership between the Gauteng Provincial Government and the Bombela International Consortium
Web site:	www.gautrain.co.za
Technical
Line length:	80 km (50 mi)
Gauge:	1,435 mm (4 ft 8 1⁄2 in)
Electrification:	25 kV AC
Operating speed:	160 km/h (99 mph)
Route map Legend to Reyton Hartbeesspruit 0.0km Hatfield Parallel to Metrorail tracks Rissik Loftus Versveldpark Walker Street Devenish Street Mears Street to Saulsville 5.7km Pretoria Viaduct 7 Viaduct 7 to Johannesburg N14 Viaduct 6 N14 16.6km Centurion Viaduct 5 N1 Viaduct 4 34.1km Midrand Viaduct 3 Depot Viaduct 2 0.0km OR Tambo International Airport R21/R24 0.8km Rhodesfield Pretoria – Johannesburg Viaduct 15 Viaduct 14 Viaduct 13 N3 Bypass 46.3km 14.5km Marlboro Viaducts 1 & 11 ±47.6km ±15.8km M1 51.6km 19.8km Sandton 56.1km Rosebank M1 61.8km Park Station Krugersdorp – Pretoria

Gautrain is an 80-kilometre (50 mi) mass rapid transit railway system in Gauteng Province, South Africa, which links Johannesburg, Pretoria, and OR Tambo International Airport. It is hoped that this railway will relieve the traffic congestion in the Johannesburg–Pretoria traffic corridor and offer commuters a viable alternative to road transport, as Johannesburg has limited public transport infrastructure. As of 2 August 2011 (2011 -08-02), all stations are operational except for Johannesburg Park Station, which will open later, as problems with water entering the tunnel between Rosebank and Park Station must be addressed.

Gauteng's Gautrain

The Gauteng Provincial Government formed a partnership with local and international experts in business to build a modern transport network, the biggest Public-Private Partnership in Africa.

The train is expected to cut the number of cars on the N1 Ben Schoeman Highway by 20%, with 100,000 daily passenger trips.

The Gauteng Department of Transport obtained environmental authorization and conducted an Environmental Impact Assessment (EIA) for this purpose. Authorization was granted on 25 April 2004. On 7 December 2005 the South African government gave the go-ahead for the project, expected to cost more than 24 billion Rand.

In February 2006, Finance Minister Trevor Manuel announced the allocation of R7.1bn from the National Fiscus for Gautrain. On 16 February 2006 then Gauteng Premier Mbhazima Shilowa announced that the Gauteng Province had reached commercial close with the Bombela Consortium, the preferred bidder, and that negotiations to reach financial close commenced.

Construction started on 28 September 2006, and investors, developers, small businesses and entrepreneurs are starting new ventures such as office blocks, shopping malls, entertainment and residential developments along Gautrain’s network. The demand for land as well as property prices in these areas increased dramatically.

Lightstone, an independent risk assessment company, has analyzed residential transactions and repeat sales price inflation of properties within 2 to 3 kilometres (1.2 to 1.9 miles) of each station, and compared this with the overall price inflation in Gauteng, Johannesburg and Pretoria. The proportion of all transactions in Gauteng involving properties within 2 km (1.2 mi) of the station grew from 3.8% to 6.0% from 2000 to 2007, while activity in areas between 2 and 3 km (1.2 and 1.9 mi) from the stations remained relatively constant between 4.0% and 5.0% over that same period.

Future projections for business transactions and access to new markets for products, goods and services will be R6 billion as a result of the Gautrain network. Sustainability is key to Gautrain’s success. City rejuvenation is another achievement.

It is estimated that Gautrain will create 93,000 direct, indirect and induced jobs during construction. More than 3,000 jobs per year will be created during operation. On 17 March 2009, Gautrain announced it had created 63,200 direct, indirect and induced jobs.

Gautrain further achieves important objectives described in Gauteng’s Growth and Development Strategy. It includes the requirements for Broad Based Black Economic Empowerment in terms of broadening ownership and control; skills transfer and preferential procurement. Emphasis is also placed on the empowerment of women, youth and people living with disabilities.

History

The project was announced in 2000, before South Africa won the rights to host the 2010 FIFA World Cup.

In 2006 the province signed a 20-year PPP contract with the Bombela Concession Co consortium, which includes Murray & Roberts, empowerment organisation Strategic Partners Group, Bombardier, Bouygues and various minority shareholders.

Construction

The rail system was built by Bombela Consortium, a partnership between Bombardier Transportation, Bouygues Travaux Publics, Murray & Roberts, the Strategic Partners Group and RATP Développement, the J&J Group and Absa Bank. It is 50% owned by its international partners and 50% by Murray & Roberts and the Strategic Partners Group, the consortium's black economic empowerment component. Initial works for the Gautrain started in May 2006 and construction commenced after the signing of the Concession Agreement between the Gauteng Provincial Government and the Bombela Concession Company on 28 September 2006.

The project was constructed simultaneously in two phases. The first phase involved the section between OR Tambo International Airport, Sandton and Midrand, the second the remainder. The construction of the first phase was scheduled to take 45 months, the second was for 54 months, with completion in 2010 and 2011.

The agreement provided for a R150 million incentive for the Gautrain to open in time for the 2010 FIFA World Cup. However, Gautrain was not built for the World Cup – it was conceived prior to that.

However, in November 2009, the Bombela Concessionaire proposed a new, less expensive plan for the route between OR Tambo International Airport and Sandton to be in time for the 2010 FIFA World Cup.

Construction

Viaduct support pilons, Midrand - November 2007

Viaduct 13 - May 2008

Viaduct in Spartan — September 2008

Viaduct at OR Tambo International Airport - April 2009

Track laying

Construction technology

By the end of May 2008, nearly a third of tunnelling was completed, and excavation of the tunnels was completed on 11 September 2009.

A mixed-face Earth Pressure Balance Shield Tunnel Boring Machine (TBM) was designed and built in Germany by Herrenknecht specifically to cope with complex underground conditions and was the first such machine in South Africa. The TBM, named Imbokodo (meaning "rock"), installs pre-cast concrete tunnel lining segments behind it as it moves forward. It leaves behind a watertight and smooth lining to the 6.8 m (22 ft 4 in) diameter tunnel.

Opening to passenger traffic

The first public passenger trip was made on 3 February 2009 by 150 people on a 3 km (2 mi) test track at the depot.

The first part of the system, between Sandton and OR Tambo Airport, opened to the public on 8 June 2010, in time for the 2010 FIFA World Cup. The route from Rosebank to Pretoria and Hatfield commenced operations on 2 August 2011, while the remaining section from Rosebank south to Johannesburg Park Station will open later, due to higher than anticipated underground water ingress, that has to be fixed. [1]

Specifications

Total route length - 80 km (50 mi) (including 15 km (9.3 mi) underground)
Off-peak frequency - 20min
Peak frequency - 12min

Tracks

Gautrain tracks in Midrand

Although railways in South Africa use the 1,067 mm (3 ft 6 in) Cape gauge, Gautrain will be built to the more expensive standard gauge of 1,435 mm (4 ft 8 ¹⁄₂ in). According to the Gautrain planning and implementation study, this is done for several reasons, including that standard gauge is safer and more comfortable to passengers. The rolling stock is also easier, quicker and less expensive to obtain than Cape Gauge rolling stock, and standard gauge is also less expensive to maintain as it is more tolerant of track imperfections than Cape Gauge. Standard gauge allows for travel at Gautrain's required speed of 160 km/h (99 mph). The overhead lines voltage is 25 kV AC as is standard in many countries.

Although increased flexibility could be obtained by keeping the system interoperable with the South African railway system, a strong case exist for keeping Gautrain separate from the existing network. According to the Gautrain planning and implementation study an interoperable network may impact service delivery, increase the operating cost and tarnish Gautrain's image. Gautrain's rolling stock will be used only on the new tracks. An interoperable network might also increase safety requirements as existing steam and diesel trains would be able to access the new network.

Network

Gautrain route network

The network is 80 kilometres long and is connected to other forms of public transport like taxis, buses and the Metrorail public train system. Commuters can also use Gautrain buses to destinations within a 15 kilometre radius.

Travelling at up to 160 kilometres per hour, Gautrain will take 42 minutes to travel between Johannesburg and Pretoria. From Sandton to the OR Tambo International Airport takes 15 minutes, and provision has been made for air passengers to remotely check in at Sandton Station in future.

Fares on the Johannesburg/Pretoria route will be between R19.00 and R49.00, depending on distance. Fares on the Gautrain Bus Link is R6.00 (R20.00 if the train is not used within one hour of the bus journey).

Stations

Midrand station during construction in May 2010

Sandton Gautrain Station in August 2010

There will be security cameras and security guards on patrol in the stations and the parking areas. Only passengers who have an electronic ticket will have access to Gautrain’s stations and the parking areas. Motorists can travel to the stations and leave their cars at the safe parking bays that are being built at the stations. Parking at the stations costs R10.00 a day. Car rental offices are also planned at stations.

Ten station locations have been identified:

Completed

• Hatfield (at grade)
• Pretoria (at grade)
• Centurion (elevated)
• Midrand (at grade)
• Marlboro (at grade)
• Sandton (underground)
• Rosebank (underground)
• Rhodesfield (elevated)
• OR Tambo International Airport (elevated)

Midrand, Centurion and Pretoria stations are designed by Terry Farrell of England. Each platform is 160 metres in length.

Under construction

• Johannesburg Park Station (underground) - the station is complete, however remedial work to deal with excessive water seepage into the tunnel between Rosebank and Park Stations led to this section of the line not being opened with the rest of the north-south route on 2 August 2011.

Rolling stock

A diagram of the Gautrain's Electrostar, made up of four cars.

Bombardier Transportation's Electrostar, a model of train common in south-east England, has been selected for the system. Fifteen cars will be manufactured and assembled by Bombardier in Derby and the remaining cars will be assembled by UCW Partnership (Union Carriage & Wagon Co. (Pty) Ltd) in South Africa using structural components made in Britain. Gautrain will have 24 trains, each made up with four cars: 19 trains will service the commuter network and five the airport link; the latter will consist of forward rail cars specially adapted for the airport link with storage area for luggage and more luxurious seating.

On 8 July 2008 the first train was handed over to the Gauteng Premier, Mbhazima Shilowa, in a ceremony in Derby. The last was delivered in December 2010.

Criticism

Much of the criticism is that money is being spent on the rich at the expense of the poor. Critics contend that it does not serve any of the townships of Gauteng where the transport problem is severe and where the majority of the people live. However, supporters maintain that the train was never meant to be an alternative to mass public transport  instead, it was intended to reduce pressure on Johannesburg's overloaded highway system. Figures released by the Gauteng provincial government in 2003 indicated that the project would do little to relieve traffic on the over-used Ben Schoeman Highway (one of the major motivations for the project), as traffic volumes would be higher when the Gautrain was completed and operating at full capacity in 2010. Leftist political groupings like the SACP and labour movements like COSATU branded the Gautrain as a train for the rich and called on government not to proceed with the project. A national parliamentary oversight body, the Transport Portfolio Committee, held public hearings in November 2005 and subsequently advised Cabinet to scrap or postpone the project. However, National Cabinet decided on 7 December 2005 to financially support Gautrain.

Ridership

Critics have questioned ridership estimates, stating that government officials almost always overestimate ridership to gain political approval for projects, and cite numerous international examples where similar projects operate at massive losses or were aborted. However, by October 2010, passenger numbers were in line with previous predictions, and growing. Within 100 days of opening the first phase of the system for the public, 1 million passengers were recorded.

Alternative transportation projects

Critics pointed out that the project would use the majority of available national and provincial transport funds in a context where massive amounts were needed to deal with widespread traffic congestion and commuter transport problems nationally and in the province. The existing railway system in the province, under national rather than provincial control, which serves the majority of the population, was severely underfunded and large-scale and violent public unrest caused by inadequate and old trains had manifested in the province. Critics alleged that options like rapid bus transit could achieve similar levels of service at a fraction of the costs. These matters were never submitted to a public debate as the project was designed and launched within the confines of the Gauteng Government bureaucracy.

Environmental issues

The environmental benefits of the project are also disputed and the environmental impact assessment (EIA) revealed that Gautrain would at best be environmentally neutral. South Africa uses coal-based electricity generation and the electricity required for Gautrain would come from outside the Gauteng region. The pollution associated with the generation of this electricity would therefore effectively be exported to the Mpumalanga region, an area already under severe strain from air pollution.

In November 2005 Dunkeld community in Johannesburg decided to contest the alignment in its suburb. Legal action launched by the Muckleneuk / Lukasrand Property Owners and Residents Association (MLPORA) in 2004 (Case No. 28192/04) and an urgent application launched by MLPORA in 2006 went before the High Court of South Africa on 1 August 2006. MLPORA inter alia opposed the original environmental authorisation granted and the legality of the procedures being followed to approve variant alignments proposed by Bombela. In Pretoria the Gautrain skirts the inner city and cuts through the city's second oldest suburb (Muckleneuk) and high density residential areas and the middle of the city's educational precinct on its way to Hatfield. The alignment as proposed would result in the prevention of the future development of the cities' education precinct, an urban district with the potential to become a space of national significance. Legal action was also brought by AECI in January 2006 which had not yet gone before court. Approximately 10% of the route traverses AECI-owned land. A dispute with the Centurion Association for a Reasonable Environment (WeCARE) was settled in favour of WeCARE in March 2006. Further legal challenges were expected.

Critics question the growth and job creation benefits that the project will bring. The EIA for the project determined that it is a poorly performing public sector investment project. The project sponsors have been silent on the social benefits that could be gained from alternative public sector investment programmes.

On 29 January 2006 the draft environmental reports on possible variant routes were released for public comment, without prior warning, with 30 days to comment on them. The variant alignment proposals are primarily cost-cutting measures proposed by the concessionaire, Bombela. Acceptance of these proposals will lower overall project costs and raise their profits. The released draft EIA reports were compiled by experts without public participation and are being fast tracked through the system by the Gauteng Government. Environmental management plans (EMPs) have already been compiled for these route variants. In law EMPs are meant to mitigate environmental impacts identified in consultation with affected parties. The decision to approve the released EIAs and EMPs vests with the sphere of government that is bringing the project application, namely the Gauteng Government. The process followed raises serious questions regarding the audi alteram principle and the protection of the environmental rights of the public. The thirty-day window is, critics believe, not enough time to make a comprehensive response to the highly technical draft environmental reports.

The proposed route variants are in Hatfield, Centurion, Salvokop, Marlboro and Sandton.

Cost

The project is the largest and costliest transport infrastructure project ever proposed by the provincial government but was never discussed in the Gauteng Provincial Legislature or submitted to any significant public debate before it was approved and put out to tender. Initial cost estimates came in at some R3.5 - 4 billion in 2000 when the project was announced by Premier Shilowa. This figure was revised upwards to R 7 billion for the purposes of the EIA process in 2003 and was finally revealed as being R20 billion (US$3.7 billion) in 2005, after the successful bidder for the project was announced and a contract came into existence. National and provincial government will contribute R20 billion in equal proportions and Bombela will contribute the balance of direct project costs. Loan funding will constitute a large part of these amounts but the financing costs involved have not been stated. The sunk costs for the project will be more than R20 billion. In March 2008, Jeremy Cronin, chairman of the National Assembly's transport portfolio committee and deputy secretary-general of the SACP, complained that the cost had apparently quietly crept up to R35 billion. Cronin has long opposed the project and told the SA Parliament's lower house during a budget debate that his information was that the project's cost was escalating “quietly and below the radar screen”, though MPs “were told, hand on heart, here in Parliament just a few years ago, what the written-in-stone absolute upper limit was” [R20 billion]. The Gautrain management agency CEO, Jack van der Merwe, has subsequently denied this, stating that the project is a fixed-price, fixed-scope and fixed-period contract, and that the price will only increase if the consumer price index increased above the South African Reserve Bank's prediction, if the Gauteng Province were in breach of contract, or if the project's scope were to change.

Cost time line

• 2002 R3.5 - 4 billion
• 2003 R7 billion
• 2005 R20 billion
• 2006 R25.2 billion approved cost estimate
• 2010 R26 billion
• 2011 R25.4 billion (U$3.66b)

Awards

• International Association of Business Communicators African Quill Awards.
• International Association of Business Communicators Gold Quill Awards.
• International Association of Public Transport’s Youth Project Award.
• Public Private Finance Awards ‘Best Global Project to Sign’ Award at the 2008.
• Public Relations Institute of South Africa Prism Awards.
• South African Association of Consulting Engineers’ Glenrand MIB Excellence Awards.
• South African Institution of Civil Engineering Photo Competition 2009.
• South African Institution of Civil Engineering Photo Competition 2007.
• South African Web Awards.
• 2008 Bentley Empowered Award programme.

External links

• Official Gautrain Website
• Gautrain Environmental Impact Assessment
• Gautrain Variant EIA investigations 2005/6
• Gautrain from dream to reality, Railway Gazette International, 8 July 2008, by Jack van der Merwe (Gautrain CEO)
• Official Bombardier website