environmental impact assessment for the proposed gautrain rapid ...

GAUTENG DEPARTMENT OF PUBLIC TRANSPORT, 

ROADS AND WORKS 

ENVIRONMENTAL IMPACT ASSESSMENT FOR THE 

PROPOSED GAUTRAIN RAPID RAIL LINK BETWEEN 

JOHANNESBURG, PRETORIA AND JOHANNESBURG 

INTERNATIONAL AIRPORT 

VOLUME 1: EXECUTIVE SUMMARY 

21 October 2002 

Bohlweki Environmental (Pty) Ltd 

PO Box 11784 

Vorna Valley 

Midrand, 1686 

South Africa 

Telephone: 011 805 0250 

Facsimile: 011 805 0226 

e-mail: bohlweki@pixie.co.za 

Website: www.bohlweki.co.za 

B O H L W E K I

Environmental Impact Assessment: Proposed Gautrain Rapid Rail Link 

TABLE OF CONTENTS 

1 BACKGROUND AND MOTIVATION FOR THE GAUTRAIN 

PROJECT 

1 

2 PURPOSE AND OBJECTIVES OF THE PROJECT 1 

3 THE PROJECT CONCEPT 3 

4 STATIONS 5 

5 ALTERNATIVES 7 

6 DESCRIPTION OF THE AFFECTED ENVIRONMENT 9 

7 SCOPE OF ENVIRONMENTAL INVESTIGATIONS 11 

8 PUBLIC PARTICIPATION PROCESS 14 

9 DRAFT EIA REPORT FINDINGS 16 

10 CONCLUSION 25 

11 THE WAY FORWARD 25 

Executive Summary 21/10/02


LIST OF TABLES 

Table A1 Summary of Route Alternatives and Recommended Alignments 26 

LIST OF FIGURES 

Figure 1.1 A Schematic representation of the EIA process followed for the 12 

Gautrain Project 

Figure A1 Alternative Route Alignments 28 

Figure A2 Recommended Route Alignment 29 



LIST OF ACRONYMS 

AECI 

CBD 

DEAT 

EIA 

EMP 

GAUTRAIN 

GDACEL 

GDP 

GSDF 

HOV 

IDP 

IEM 

I&APs 

JIA 

LDO 

NLTTA 

SDIs 

SARCC 

African Explosives and Chemical Industry 

Central Business District 

Department of Environmental Affairs and Tourism 

Environmental Impact Assessment 

Environmental Management Plan 

Rapid Rail Link 

Gauteng Department of Agriculture, Conservation, Environment and Land 

Affairs 

Gross Domestic Product 

Gauteng Spatial Development Framework 

High Occupancy Vehicle 

Integrated Development Plans 

Integrated Environmental Management 

Interested and Affected Parties 

Johannesburg International Airport 

Land Development Objectives 

National Land Transportation Transition Act 

Spatial Development Initiatives 

South African Rail Commuter Corporation 



DRAFT ENVIRONMENTAL IMPACT ASSESSMENT (EIA) FOR THE PROPOSED 

GAUTRAIN RAPID RAIL LINK 

EXECUTIVE SUMMARY 

1. BACKGROUND AND MOTIVATION FOR THE GAUTRAIN PROJECT 

In February 2000 the Premier of Gauteng Province, Mbhazima Shilowa, announced the intention to 

plan a Rapid Rail Link (Gautrain) connecting Pretoria, Johannesburg and Johannesburg 

International Airport (JIA) as one of ten Spatial Development Initiatives (SDIs) - also known as 

Blue IQ - of the Gauteng Government. 

The rationale for the Gautrain project, as provided by the project proponent, the Gauteng 

Department of Public Transport, Roads and Works (Gautrans) is outlined below. 

The Gauteng SDI projects, including the Gautrain, are aimed at stimulating development in specific 

areas of the province with a high potential for economic growth, thereby creating employment 

opportunities. The Gautrain project is also in line with national Government's stated policy to 

promote public transport, and to prioritise it over private transport. The project is targeted at 

attracting current private car-users to the rapid rail system, and thereby alleviating congestion on the 

roads between Pretoria and Johannesburg, where the traffic volumes have been growing at a rate of 

approximately 7% per annum for more than a decade. 

2. PURPOSE AND OBJECTIVES OF THE PROJECT 

Gauteng is the economic hub of South Africa, generating more than 36% of the country's Gross 

Domestic Product (GDP), whilst covering less than 2% of the country's total surface area. Gauteng 

therefore plays a vital role in the national economy and it is important to prevent this being 

undermined by traffic congestion. Furthermore, land development in Gauteng has historically been 

distorted and, in many cases, has not been supported by an adequate public transportation system. 

The National Land Transport Transition Act (No. 22 of 2000) places an obligation on Gautrans to 

actively implement national Government's policy to promote public transport and to give it priority 

over private transport. It is considered vital that a supportive public transportation system be 

developed in Gauteng to assist in optimising land-use development, to minimise congestion on 

roads, to reduce the number of road accidents and to decrease pollution levels from road vehicles, as 

well as moving towards the more holistic provision of an integrated transport system that includes 

Executive Summary 1 21/10/02


public transport. The Rapid Rail Link is aimed at fulfilling these goals and the proposed project has 

been included in the Gauteng Provincial Land Transport Framework for a number of years. This 

framework guides the planning of transportation provision in Gauteng Province at the strategic 

level. 

At present, public transport services in Gauteng, such as existing rail, bus and minibus-taxi services 

are not very attractive or convenient for current private car users. The South African Rail 

Commuter Corporation (SARCC) and Spoornet (part of Transnet Limited) respectively own the 

existing commuter rail services and rail network in Gauteng. Metrorail (a division of Transnet) 

operates the commuter rail system. The Gautrain is not planned to compete with the existing, 

heavily subsidised Metrorail service (that has a captive market), but rather to be complimentary to it 

and other public transport services and to specifically target current private car users who use the 

roads between Pretoria and Johannesburg. 

The following strategic objectives have been identified for the Gautrain project: 

It must stimulate economic growth, development and job creation. 

It must alleviate severe traffic congestion in the Pretoria to Johannesburg corridor. 

It must meet the other goals of national Government (e.g. small-medium enterprise (SME) 

promotion, business tourism, Black Economic Empowerment, etc). 

It must show Government’s commitment to the promotion of public transport (National Land 

Transport Transition Act, No. 22 of 2000). 

It must improve the image of public transport and attract more car users to public transport. 

It must promote business tourism by means of the link between JIA and Sandton. 

It must contribute towards urban restructuring, shortening travel distances and improving city 

sustainability. 

It must link to the Tshwane Ring Rail Project, which links Mamelodi, Atteridgeville and 

Soshanguve/Mabopane. 

It must stimulate the renovation and upliftment of the Johannesburg and Tshwane CBDs. 

It must link the main economic nodes in Gauteng with JIA. 

It must form part of a holistic transport plan and network for Gauteng. 

The Gautrain is being considered as a turnkey project whereby the private sector will be asked to 

partially fund, design, build and operate the rail system under a concession contract with the 

Gauteng Provincial Government for a 15 year period. The Gauteng Provincial Government will 

contribute a sum to the capital infrastructure costs. Companies from the private sector were 



requested to pre-qualify for consideration to bid for the project, and two consortia have been shortlisted 

and asked to submit proposals for the implementation of the project. Their proposals will be 

based on or adjusted to take account of, amongst other things, the recommendations contained in 

this Environmental Impact Assessment (EIA) report on the project, and the content of the Record of 

Decision (ROD) to be issued by the Gauteng Department of Agriculture, Conservation, 

Environment and Land Affairs (GDACEL). 

The bidding consortia will submit their proposals regarding the design, construction and operation 

of the Gautrain (including details on the rolling stock, rail infrastructure and how they will address 

the mitigation measures proposed in this EIA report) during the first half of 2003. Thereafter, 

negotiations will commence with a preferred bidder to reach financial closure on the project by the 

end of 2003. The current programme aims for construction to commence on the rail system in 

2004, with the first trains starting operation in 2007. 

3. THE PROJECT CONCEPT 

The proposed Gautrain Rapid Rail Link entails the construction of a modern, state-of-the-art rail 

network consisting of two spines: a north-south spine linking the two major cities of Pretoria and 

Johannesburg (a commuter service), and an east-west spine linking Sandton and the East Rand at 

Rhodesfield in Kempton Park (a commuter service), together with a dedicated service linking 

Sandton and JIA (an airline passenger service). 

A network length of approximately 80 km is planned, with provision for future extensions. The 

track between Park Station, Johannesburg, and Sandton will be in tunnel. Tunnelled sections of line 

have also been proposed as route alignment alternatives between Sandton and Marlboro in 

Johannesburg, and in Pretoria, for investigation in the EIA. 

A feasibility study was conducted in 2000/2001 by a consortium of consultants (the Gautrain 

technical team) appointed by Gautrans. The proposals for the Gautrain Rapid Rail Link were 

developed during this period. 

Train Services 

The Gautrain is proposed to travel at a maximum speed of between 160 and 180 km/h, with an 

estimated travel time between the Pretoria Central Business District (CBD) and the Johannesburg 

CBD of approximately 35 minutes, and between Sandton and JIA of approximately 15 minutes. 

The minimum operating hours are proposed to be at least between 05h30 and 20h30. The proposed 

maximum service intervals (minimum train frequencies) are indicated overleaf. 



All commuter (or general passenger) services will be operated as ‘premium’ services, with 

provision for ‘premium plus’ services. The airline passenger service will be a ‘premium plus’ 

service. A new attractive image is required for the Gautrain as a realistic transport alternative to the 

private car. The services must be safe, comfortable and predictable, especially for airport passenger 

users. Decentralised flight check-in facilities are anticipated at the proposed Sandton Station for the 

airport service, with space for luggage on the train. 

Train and Rail Infrastructure 

The Gautrain will be powered by electricity. Electrical power is an environmentally clean form of 

traction and electric trains are quieter than diesel trains. Power for the train will be supplied by 

Eskom, with a municipal electrical supply to the train stations. Electric Multiple Units (EMUs) will 

be used for the train, with power distributed throughout the train via motorised axles. Cooling fans 

will be used to cool the motors and for the air-conditioning system. 

A driver’s cab will be located at either end of the train set. The trains will be coupled in multiple 

configurations of 3 or 4-car units, with seating space for 80 passengers per car and standing space 

for 20 passengers per car on the commuter services, and seating space for 50 passengers per car on 

the airline passenger service. 

To serve the expected number of passengers using the system in its early years, approximately 

20 – 25 train sets will be required, with additional rolling stock being procured during the life of the 

project to serve growing passenger numbers. The rolling stock will be fitted with axle-mounted 

disc brakes and not the typical cast iron brake shoes used on Metrorail car units. 

Trains in South Africa are operated on rail tracks using the Cape Gauge (1065 mm width). 

However, most rapid rail systems in the world use the international Standard Gauge 

(1435 mm width), which is preferable because it can accommodate regular and safe train services 

for speeds up to 160 km/hr and higher (130 km/hr is considered to be the maximum practical and 

safe speed attainable on the Cape Gauge). As a stand-alone rapid rail system, the Gautrain will be 

constructed on the Standard Gauge. Train station platforms will be located on straight-line sections, 

approximately 250-300 m in length to accommodate longer train sets when the system is operating 

at capacity. 

Since the proposed rail alignment runs through or near built-up areas, it was considered important to 

develop a rail reserve as narrow as practically possible. A cross-section of a typical rail reserve of 

30 m allows for two rail tracks (one line in each direction), and can also accommodate a service 

road running in parallel to the rail line. 



Tunnelled sections will be constructed either by means of tunnel boring machines (TBMs) or by a 

drill and blast method, depending on the underlying geology and ground conditions (and the 

proposals made by the bidding consortia). Two tunnels will be constructed approximately 12.5 m 

apart in accordance with international safety standards (e.g. fire doors and access corridors between 

tunnels every 0.25 – 0.5 km, with provision for water mains and smoke control systems). 

Ventilation shafts reaching to the surface, up to a maximum diameter of 18 m, will be spaced at 

approximately 1 km intervals on the tunnelled sections to allow for air circulation through the 

tunnels and for emergency evacuations via stairwells to the surface. Where the train tracks are on 

the surface, the lines will pass in cut beneath roads, or above them on bridge structures depending 

on the local topography. Deep valleys will be crossed on structures. 

Provision has also been made for a maintenance depot with dimensions up to 350 m by 

750 m-1 km. The depot would typically comprise a shed containing approximately 3 tracks for the 

maintenance and cleaning of train sets, tracks for open parking of train sets, an administration 

block, training facilities, a staff canteen and facilities for the storage of safety equipment. Possible 

sites in the Centurion area have been investigated in this EIA for the maintenance depot. Should the 

bidders for the project suggest an alternative site, or sites, for the maintenance depot, these would be 

subject to a separate EIA. 

4. STATIONS 

During the feasibility stage of developing the Gautrain project, the Gauteng Spatial Development 

Framework (GSDF;) was analysed for compatibility with the proposed Rapid Rail Link. It was 

concluded that the Gautrain project would complement the GSDF in terms of the latter’s 

fundamental principles, such as enhancing mobility and accessibility, retaining and strengthening 

Gauteng’s economic base, containing urban sprawl and re-directing urban growth to address 

distorted settlement patterns. 

The prioritisation process of the Gauteng Provincial Government identified Pretoria CBD, 

Johannesburg CBD and JIA as the most important nodes to be linked by the Gautrain, and anchor 

stations are planned for these three nodes. A number of other key nodes were also identified for the 

location of stations. However, only those nodes that fell within the core demand area (i.e. the 

Johannesburg, Pretoria and JIA triangle) were considered for the first phase of the development of 

the Gautrain. These nodes are Hatfield, Centurion, Midrand, Marlboro, Sandton, Rosebank and 

Rhodesfield, and stations are planned for these nodes. 



The following criteria were used to evaluate nodes within the core study area in order to determine 

station locations: 

existing land-use and density; 

current growth; 

future growth potential; 

location within an existing corridor; 

accessibility and road capacity; 

public transport services and potential for modal integration; 

integration possibilities with existing commuter services; 

extent of pedestrian activities; 

Land Development Objectives’ (LDOs)/Integrated Development Plans’ (IDPs) ability to 

accommodate the Gautrain; and 

other special attractions that draw people. 

Feeder and Distribution System to Gautrain Stations 

The feeder (transporting passengers from their points of destination to the train stations) and 

distribution (transporting passengers from train stations to their final destinations) system for the 

Gautrain Rapid Rail Link will be a combination of existing public transport services, as well as new 

dedicated road-based public transport services. 

The existing Metropolitan bus and Metrorail public transport services can act as feeders, and to a 

lesser extent as distributors at the following Gautrain stations: 

Johannesburg Park Station; 

Rosebank Station; 

Sandton Station; 

Pretoria Station; and 

Hatfield Station. 

However, in order for these services to play a significant role in transporting passengers to and from 

the Gautrain stations, many of these services will have to be upgraded and restructured. 

New dedicated road-based feeder and distribution services are planned to complement existing 

public transport. These services will be provided with modern 18, 35 or 65-seater minibus/buses, 



identified by the same livery as that of the Gautrain, and such services will be operated by the 

successful Gautrain concessionaire, or bus/taxi operators contracted to it. 

5. ALTERNATIVES 

The ‘Do Nothing’ Alternative 

The ‘do nothing’ alternative is the option not to undertake the proposed rail development. This 

option is not favoured by Gautrans for a number of reasons. The corridor between Pretoria and 

Johannesburg is one of the fastest growing areas in South Africa. The existing roads between 

Pretoria and Johannesburg are currently heavily congested during peak hours. 

Should the ‘do nothing’ approach be adopted, traffic congestion on the already heavily congested 

roads between Pretoria and Johannesburg will steadily escalate (given current traffic growth trends), 

even if funds are found to upgrade these roads. In South Africa, traffic congestion on the N1 Ben 

Schoeman Highway between Pretoria and Johannesburg is currently estimated to cost in the region 

of R300m per year due to time lost, accident costs, higher transport costs and the higher delivery 

costs of goods. Traffic congestion also has negative impacts on air quality due to emissions from 

vehicles, as well as on quality of life. 

In addition, the ‘do nothing’ alternative is not consistent with Government's stated policy to 

promote and prioritise public transport. The existing public transportation system in Gauteng is not 

very attractive or convenient. The Gautrain project is, therefore, aimed at improving the image of 

public transport in Gauteng, and providing an efficient rail service that is equivalent to international 

standards. It forms an important component of Gauteng’s Provincial Land Transport Framework, 

which addresses strategic transportation planning for the Province. 

Public Transport Alternatives 

A variety of studies have previously been undertaken in which alternative public transport solutions 

for the area between Pretoria and Johannesburg were investigated. 

One alternative that was investigated was to construct high-occupancy-vehicle (HOV) or bus lanes 

on the N1 Ben Schoeman Highway and/or on the proposed PWV 9 Highway, and to operate a fleet 

of buses between the two cities. However, this system will not be able to carry the passenger 

volumes that the rail system is able and required to. As buses would not travel on dedicated rightof-way 

lanes for the entire route, they would also still be influenced by traffic congestion and would 

not achieve the same time savings as rapid rail, especially during peak periods. 



Other modes of transport, such as light rail and minibus-taxis, have inherent shortcomings with 

regard to the type of service and the capacities required. These shortcomings include a slower 

operational speed, lower capacity (passengers-hour/km), sharing the same right-of-way as other 

vehicles (as is the case with buses and taxis) and higher operational cost/passenger-km. 

Therefore, the Rapid Rail Link was determined to be the most appropriate public transport 

alternative, given the volumes of people using the corridor between Pretoria and Johannesburg. 

Route Alignment Alternatives 

The following major criteria were considered in determining the various route alignment 

alternatives during the feasibility stage of the project, prior to the publishing of the reference route 

alignment and the commencement of the EIA: 

transport demand; 

service requirements and travel time; 

topographical constraints; 

total lifecycle cost; 

environmental considerations; 

station locations; and 

design standards, the two most significant being the minimum horizontal curve radius and the 

maximum gradient that should be maintained. 

Using the above-mentioned criteria, a series of alternative alignments were developed. The 

economic implications of these alternatives were evaluated in terms of the following parameters: 

capital cost; 

operational cost; 

revenue; 

nett present value; 

infrastructure cost; and 

patronage (daily total passenger - km). 

The alternative route alignments were also subjected to an environmental screening process to 

identify potential environmental fatal flaws associated with each alternative. After studying and 

evaluating the costs and benefits of the alternative routes in the feasibility study, a reference route 

alignment was then selected by the Gautrain technical team to put to public scrutiny. This reference 



route was presented to the public at the commencement of the EIA in January 2002. A number of 

suggestions were received from Interested and Affected Parties (I&APs) regarding route alignment 

alternatives during the public participation process for the EIA from January to July 2002. The 

Gautrain technical team evaluated these suggested alternatives in order to establish how they 

compared with the reference route and whether they were technically, financially and/or 

economically feasible. 

Based on the results of evaluations of the various route alignment alternatives investigated during 

the feasibility stage, a reference route alignment was selected by the Gautrain technical team, and is 

shown together with the alternative route alignments which emerged from the public participation 

process (and were included in the EIA) in Figure A1 at the end of this Executive Summary. 

6. DESCRIPTION OF THE AFFECTED ENVIRONMENT 

Geographical Location of the Study Area 

The broader study area lies in Gauteng Province and comprises a triangular area between 

Johannesburg in the south, Pretoria in the north, and Johannesburg International Airport in the east. 

The area includes important commercial nodes and local centres such as Rosebank, Sandton, 

Kempton Park, Midrand, and Centurion. 

Topography 

Gauteng Province is situated on the central Highveld plateau of South Africa at an average altitude 

of 1 500 m above sea level. The general topography can be described as rolling hills with scattered 

rocky outcrops and ridges, intersected by small streams and rivers. The altitude of the ground 

surface near the start of the proposed Gautrain project in Johannesburg is more than 1 700 m above 

sea level. The proposed station at the Johannesburg International Airport is approximately 1 690 m 

above sea level. From Johannesburg, the general landscape slopes towards the north. The proposed 

Midrand Station will be at approximately 1 600 m above sea level, the proposed Centurion Station 

at approximately 1 440 m above sea level and the proposed Pretoria and Hatfield Stations at 

approximately 1 340 m above sea level. 

Geohydrology 

In general, from Sandton, through Midrand, to Centurion, the proposed route is underlain by 

granodiorite, which consists of deep residual soils with a collapsing fabric and corestones. Closer to 

Pretoria, the geology of the proposed route changes to dolomite and chert, and a portion of the route 

traverses syenite. Dolomitic areas are prone to the occurrence of sinkholes and doelines (areas of 

depression that develop over a period of time). 



The Gautrain route corridor passes over three different groundwater aquifer types – the karstic, high 

yielding aquifer of the dolomites in the Pretoria/Centurion region (a strategic water course for 

domestic water supply in Tshwane) and the lower yielding, fractured rock aquifer of the Pretoria 

Group, Witwatersrand Supergroup and the intergranular and fractured granitic aquifer (use largely 

limited to agricultural smallholdings and the watering of gardens and parks. 

Surface Hydrology 

A number of large streams (i.e. the Sandspruit, Jukskei River, Modderfonteinspruit, Rietspruit, 

Hennops River and the Apies River) and a number of small tributaries, which ultimately all form 

part of the wider Crocodile River catchment that flows north out of Gauteng, lie within the study 

area. 

Open Spaces 

The open spaces that may potentially be affected by the proposed rail line include: 

Mushroom Farm Park, Sandton (transformed - public park); 

Innisfree Park, Sandton (transformed - public park); 

Modderfontein Conservation Area (mostly old lands, degraded watercourse, limited 

development and restricted access to the public); 

Esther Park near Modderfontein (undeveloped land -sensitive vegetation); 

Brakfontein near Centurion (undeveloped – groundwater table close to surface); 

Groenkloof Nature Reserve, Pretoria (nature reserve, open to the public); 

Fountains Valley Park, Pretoria (transformed - public park); 

Salvokop, Pretoria (nature reserve, but with limited access to the public); 

Burgers Park, Pretoria (transformed - public park); and 

Magnolia Dell, Pretoria (transformed - public park). 

Vegetation 

The natural vegetation along the proposed rail corridor is classified as Rocky Highveld Grassland 

(Low & Rebelo, 1996) or Bankenveld - Central Variation (Veld Type 61b - Acocks 1988). Rocky 

Highveld Grassland can be described as grassland that is characterised by a high bio-diversity, 

ascribed to the many microhabitats formed by streams, rocky slopes, outcrops and ridges. 

Over time, especially over the past century, Rocky Highveld Grassland in Gauteng has been altered 

extensively because of agricultural activity as well as urban and industrial development. Therefore, 

only a few remaining areas of relatively un-transformed Rocky Highveld Grassland of notable size 



can still be found along the proposed rail corridor. Several indigenous plant species may have been 

lost over the years while numerous exotic species (declared weeds and invasive species) have been 

introduced. 

Fauna 

Very few areas of pristine habitat remain in the rail corridor to sustain sensitive mammal, bird and 

invertebrate species. Watercourses, nature reserves, parks and the few remaining tracts of open land 

remain as the last sanctuaries for fauna in the study area. 

Socio-economic Environment 

The proposed Gautrain Rapid Rail Link corridor runs through a combination of urban and periurban 

areas which include residential and commercial developments, industrial areas, recreational 

facilities and undeveloped land. In Johannesburg the tunnelled sections pass underneath high 

income areas such as, Sandton, Illovo, Inanda, Dunkeld and Houghton. Through Midrand and 

Centurion a number of residentail areas are passed, housing low income groups in the Alexandra 

area, through middle income suburbs (Buccleuch and Centurion) to agricultural plots housing high 

income groups (Glen Austin and Randjesfontein). In Tshwane the residential areas are mainly 

middle to upper income areas, except for the area surrounding the Pretoria Station and north of 

Muckleneuk, where high rise flats house lower income groups. The East-West rail spine to JIA 

affects several smallholdings, the Modderfontein industrial and open space area, and a number of 

residential areas in Kempton Park, housing lower to middle income groups. 

7. SCOPE OF ENVIRONMENTAL INVESTIGATIONS 

Overview of the EIA Process 

Bohlweki Environmental were appointed by Gautrans to undertake environmental studies, in 

accordance with the EIA regulations, for the proposed Gautrain Rapid Rail Link project. Figure 1.1 

overleaf provides a schematic representation of the application process that is being followed for the 

Gautrain project. 

Approach to Undertaking the Study 

The Environmental Impact Assessment (EIA) for the proposed Gautrain Rapid Rail Link project has 

been undertaken by Bohlweki Environmental in accordance with the following main legislation and 

guidelines: 



Pre-application consultation 

Submit application to relevant authority 

Plan of Study for Scoping 

Amend to 

include Plan of 

Study for EIA 

Authority review 

Plan of Study for EIA 


Accept 

Addendum to Plan of Study for 

EIA 

EIA (including Scoping) 

Final Issues Report 

Draft EIA Report for 30-day 

Public Comment Period 

Addendum to Draft EIA Report 

Addressing Public Comments 


Amend 

Consideration of application 

Approval & Conditions 

Record of Decision 

Appeal Period (30 days) 

Figure 1.1: A schematic representation of the EIA process followed for the Gautrain Project 



the Environment Conservation Act (No 73 of 1989); 

the National Environmental Management Act (No 107 of 1998); 

the National Heritage Resources Act (No. 25 of 1999); 

Regulations R1182 to R1184 of 5 September 1997 published in terms of the Environment 

Conservation Act (No 73 of 1989), particularly with reference to the construction of railway 

lines; 

Department of Environmental Affairs and Tourism (DEAT) Guidelines for the implementation 

of the Environmental Impact Assessment Regulations, dated April 1998; and 

the Integrated Environmental Management (IEM) procedure advocated by DEAT and recently 

updated in their Information Series publications (DEAT, 2002). 

In terms of Regulations R1182 to R1184 of the Environment Conservation Act, the following listed 

activities are applicable to this project: 

the construction and/or upgrading of a railway (exceeding 1 km in length) and its associated 

structures, including stations, marshalling yards and other major fixed support structures; 

the construction of a railway (exceeding 1 km in length) outside the borders of a town planning 

scheme; and 

the change in land use. 

A comprehensive review of legislation important to the project is provided in the draft EIA Report. 

Authority Consultation 

The key authorities required to provide input to the EIA were consulted from the outset, and have 

been engaged throughout the EIA process. This consultation has been steered through the EIA 

team’s interaction with the Gauteng Department of Agriculture, Conservation, Environment and 

Land Affairs (GDACEL), the authorising department of the EIA in terms of the EIA regulations. 

Environmental Impact Assessment 

The initial work undertaken for the EIA from January to April 2002, following publication of the 

reference route for the Rapid Rail Link, aimed to address the following: 

interaction with the public along the reference route through a series of Open Days and focus 

group meetings after the reference route was published at the end of January 2002; 

identification of potential positive and negative environmental (biophysical and social) impacts, 



and an evaluation of their significance in terms of the specialist work required for the EIA 

(January to April 2002); and 

the holding of public meetings at important centres along the route to inform I&APs about the 

project and to receive feedback on potential environmental impacts and potential route 

alignment alternatives (April 2002). 

From April to July 2002, the focus of the EIA was the development of route alignment alternatives 

and the inclusion of new I&APs affected by the route alternatives. Further public and focus group 

meetings were held as part of the process. 

Thereafter, the EIA focused on the specialist studies required for the EIA and the compilation of the 

draft EIA report, whilst continuing to interact with key I&APs and focus groups. 

Impacts on, the biophysical environment (including land-use, topography, geology, soils, fauna and 

flora, ground and surface water, air quality etc) and the social and socio-economic environments 

(including noise and vibration, traffic impacts, visual impacts, property impacts, safety and security, 

sites of cultural or historic interest etc) were identified by means of site surveys and inspections, 

consultations with specialists, the authorities, the public and key stakeholders, as well as a review of 

existing information and relevant literature. 

A synthesis of the information on the above characteristics for each identified issue assisted in the 

determination of the potential significance of the issues. Each issue was then rated as low, medium 

or high, and described as positive, negative or neutral. The issues rated to be of medium to high 

significance received specific attention in the specialist studies undertaken during the EIA. 

8. PUBLIC PARTICIPATION PROCESS 

The public participation process for the EIA was a crucial mechanism to inform the public and 

Interested and Affected Parties (I&APs) about the need for, purpose and aims of the Gautrain 

project, but also served to elicit the issues, concerns, needs and requirements of I&APs as input into 

the EIA. The objectives of the public participation process included: 

the facilitation of a focused public involvement and consultation process to enable I&APs to 

provide input into the EIA process and share information; 

the investigation of the issues and concerns and route alignment alternatives raised by I&APs; 

and 



to function as an on-going data-gathering and facilitation tool for input into the EIA specialist 

studies and for the development of mitigation measures. 

An Environmental Impact Assessment (EIA) Website for the Gautrain project was developed, and 

made accessible from January 2002 at the following address: www.gautraineia.co.za. The website 

provided background information on the EIA process, and allowed I&APs to register their interest 

in the project and the EIA, ask questions and provide comments. 

A Background Information Document (BID), or briefing paper, was compiled and distributed to all 

I&APs. The BID was made available at the Open Days and throughout the remainder of the EIA. 

The document contained information regarding the EIA process, the proposed project and the 

consultants involved. The document also contained a registration sheet, which enabled I&APs to 

register their interest in the project, and so receive future communication regarding the project. 

Formal meetings were conducted with specific groups of key stakeholders. These focus group 

meetings commenced after the Open Days, and continued throughout the duration of the EIA. 

Stakeholders were grouped according to formal associations or their specific interests in the project. 

These meetings allowed stakeholders to join together (if they wished), to raise specific issues and 

concerns, and/or obtain more information regarding the project and the process. 

Initial Public Meetings 

A series of initial public meetings was held between 10 th and 23 rd April 2002. 

The public meetings were held to allow the public to gain more detailed information about the 

proposed project and to provide feedback on how issues raised by members of the public would be 

addressed in the EIA. Invitations to the public meetings were sent to all registered I&APs on the 

database. At these meetings an indication was also given by I&APs of possible route alignment 

alternatives that could be considered in the EIA. 

Issues Report 

Issues and concerns raised by I&APs from January to March 2002 were captured in a draft Issues 

Report, which was made available in public places (e.g. libraries and local information centres, on 

the project EIA website, as well as the offices of the lead environmental consultants) from 16 th May 

2002, for a 30-day comment period, until 18 th June 2002. Comments were received from the public 

and continued to be received from new I&APs potentially affected by route alignment alternatives 

proposed for inclusion in the EIA (see Section 6.1.9 below). The Issues Report was subsequently 



updated and made available on the website, at public places, as well as to key I&APs on request, 

from 31 st July 2002, and was also forwarded to GDACEL for their information. 

Second Series of Public Meetings 

A second series of public meetings was held between 26 th June 2002 and 1 st July 2002 to inform 

I&APs of the feasible alternative route alignments that had arisen out of the public participation 

process and which were to be included in the EIA. 

Feedback Public Meetings 

Feedback public meetings were held between 16 th and 26 th September 2002 towards the end of the 

EIA process. The main objective of these public meetings was to provide the broader public with 

feedback on the main findings of the EIA and proposed mitigation measures, as well as to provide 

them with the opportunity to raise any queries and comments regarding the EIA studies and the 

proposed Gautrain project. 

Draft EIA Report 

This draft EIA report has been made available to the public for a 30-day review period from 

21 st October 2002 until 21 st November 2002. It has been made available in public places (e.g. 

libraries and local information centres) and most of the report has been included on the project 

website. 

9. DRAFT EIA REPORT FINDINGS 

The main findings and recommendations of the EIA investigations are summarised below. Full 

details are provided in Volume 6 of the draft EIA report. The summary first presents the 

conclusions of the independent review of the financial and socio-economic feasibility of the 

Gautrain project. This was to determine whether the “no-go” option should be entertained or 

whether the project appears viable. Thereafter, the alternative route alignments are discussed in 

terms of the specialist EIA study findings, according to discrete sections of the rail corridor, 

namely: 

Park Station, Johannesburg – Sandton Station. 

Sandton Station – Marlboro Station. 

Marlboro Station – Midrand Station. 

Midrand Station – Centurion Station. 

Centurion Station – Pretoria Station. 



Pretoria Station – Hatfield Station. 

Marlboro Station – Johannesburg International Airport Station. 

Financial and Economic Viability of the Gautrain Project 

The project as conceived, is financially robust, and at this stage (before the private sector bids to 

design, construct and operate the rail system have been received and evaluated), it is a sound 

proposition. There is no commitment until financial closure and this still needs National Treasury 

Authorisations (TA2 and TA3) which is a very thorough process and will examine closely value for 

money, risk transfer and affordability. 

Most risks have been contained and the fact that Gauteng will subsidise its share of the capital cost 

up front, instead of spreading it over the life of the project, means that future generations will have 

no liability. The greatest risk remains potential ridership, but the evidence in favour of compelling 

pressures to induce passengers to use the Gautrain is substantial. Much will depend on the degree of 

success of the dedicated feeder and distribution systems, which have cleverly been made the 

responsibility of the bidders. Assumptions made thus far regarding escalation and currency risk 

appear to be sound. 

The cost estimates are, in general, not unreasonable and the ridership estimates are achievable in the 

medium term. It may also be concluded that the project is affordable and that it is part of an 

integrated transport strategy that is workable and that will, in time, fundamentally change land use 

patterns in its vicinity, which will lead to major savings in all types of infrastructure cost due to 

greater densification. 

In absolute terms, the project’s total impact (i.e. the direct, indirect and the so-called 

investment/saving impacts) on the South African total GDP amounts to R2.6 billion per annum. 

Even though this is by nature a capital-intensive project, the results of the economic modelling 

strongly confirm the Gautrain’s potential to be a major facilitator of income and wealth elsewhere in 

the economy. For example, it is expected that a substantial number of job opportunities would be 

created by the project. Both the government’s fiscal position and the country’s balance of payments 

would be positively affected by the project over its economic life-span. 

In summary, the Gautrain Rapid Rail Link project in its totality will contribute about one per cent to 

the GDP of Gauteng, which is no mean feat. The Gautrain’s major contribution to the more 

efficient functioning of the Gauteng economy is confirmed given that approximately 74 per cent of 

its impact will be in the province itself. Thus, from the point of view of long-term growth, the 

Gautrain Rapid Rail Link project complies with the minimum economic efficiency and 



effectiveness criteria when viewed as a whole. 

The professionalism exhibited in project preparation to date gives no cause for concern in this 

regard. However, it will be important to ensure that key performance indicators are established and 

monitored regularly by the provincial authorities, in consultation with appropriate stakeholders (eg. 

through third party agreements with local authorities). A further mitigation measure suggested is to 

develop a transport strategy linking travel demand management of the road system, the efficiency of 

the Gautrain feeder/distribution system and the level of ridership on the Gautrain itself (as required 

by the National Land Transport Transition Act, No. 22 of 2000 (NLTTA)). 

It is therefore recommended that the project proceed, subject to the required financial approvals. 

Route Alternatives (See Figur A1 at the end of the Executive Summary) 

Johannesburg Park Station to Sandton Station (length 11 km) 

The reference route alignment is proposed to commence in tunnel at the existing Johannesburg 

Park Station in the Johannesburg CBD, pass deep beneath the eastern side of the hill on which 

stands the Johannesburg Hospital, and then proceed in a northerly direction. The alignment is 

planned to remain in an underground tunnel for the entire length up to Sandton, passing 

Killarney and continuing beneath Oxford Road to Rosebank. North of Rosebank, the route is 

proposed to continue beneath Dunkeld, under Melville Road to Rivonia Road. It then proceeds 

beneath Rivonia Road to the proposed new Sandton Station located underneath Rivonia Road 

between Fifth Street and West Street, adjacent to the Sandton Library site. 

Alternative routes along this section of the line, which emerged during the public participation 

process and which were included in the EIA, were: 

an alternative route under Fricker Road between Rosebank and Sandton; and 

an alternative route under Oxford Road between Rosebank and Sandton. 

The EIA recommendation: 

Studies undertaken as part of the EIA revealed no significant differences in the environmental 

impacts of the proposed alignments in the Rosebank to Sandton area and therefore no preferred 

alignment is recommended from an EIA perspective. 

The noise and vibration specialist studies revealed no difference in impact among the three 

routes that were investigated, since the tunnel will be deep below ground along most of its 

length in this area and no noise or vibration will be heard or felt at the surface. The noise and 

vibration limits set for the Gautrain will not be exceeded. The reference route is the preferred 



from a technical point of view and therefore is recommended as the preferred Gautrain 

alignment between Rosebank and Sandton. Loss of borehole water in the direct line of the 

tunnel should be compensated as part of the expropriation process. Careful placement and 

design of tunnel ventilation shafts will mitigate the localised impacts of these ancillary 

facilities. An important recommendation of the EIA for this section of the line was the 

placement of the parking and supporting infrastructure for Rosebank Station to the west of 

Oxford Road rather than to the east in Melrose. This will integrate these supporting facilities 

with the existing Rosebank commercial node. 

Sandton Station to Marlboro Station (length 4 km) 

From the proposed new Sandton Station, the reference route alignment remains in a tunnel 

below Rivonia Road and passes underneath Pretoria Road towards Mushroom Farm Park. The 

alignment surfaces for a short section through Mushroom Farm Park, and again returns into a 

tunnel before Linden Road. It tunnels to the east side of Katherine Street before surfacing 

again and crossing over Grayston Drive, and passing on a viaduct through Innisfree Park. It 

enters a tunnel once again to pass underneath the M1 Highway. It then surfaces at the 

proposed Marlboro Station on the sports grounds in Marlboro Gardens, between Islamabad 

Drive and Jumna Street. 

Alternative routes proposed for evaluation in the EIA in the Sandton/Marlboro area included: 

an alignment running through Sandown and Strathavon, largely underground beneath Daisy 

Street and North Road - the route surfaces briefly to cross the Sandspruit; 

an alignment fully in tunnel to follow a straight line from Sandton Station to Marlboro 

Gardens; 

an alternative Marlboro Station location near the intersection of Marlboro Drive and the N3 

Highway which links to the above two route alignments; and 

a refined reference route alignment able to link with the alternative Marlboro Station 

location and route alignment beneath Marlboro Drive. 


In the Sandton/Marlboro area, the alternative straight line tunnel alignment from Sandton 

Station to Marlboro Gardens is preferred because of fewer biophysical and social impacts on 

the environment. The alternative alignment beneath Marlboro Drive is also preferred, together 

with an alternative station location in Marlboro next to the N3 Highway, because of fewer 

social impacts in the Marlboro Gardens area, and potential train ridership benefits from car 

users of the N3 Highway who would have the opportunity to park and ride the train from this 

point. 



There are few biophysical impacts associated with the Sandton alignment since the Sandton 

route will be mainly underground. The EIA studies confirmed that noise and vibration would 

not be an issue in the areas where there is tunnelling during train operations. A mechanized 

tunneling method (e.g. by Tunnel Boring Machines), if possible, is preferred as it will reduce 

noise and vibration impacts during construction. 

There could be a possible temporary impact on the groundwater table or boreholes in the direct 

line of the tunnel. Loss of borehole water should be compensated as part of the expropriation 

process. The EIA recommends that dust control measures should be adhered to during the 

construction period, and that ventilation shafts for tunnels should be placed away from 

residential areas as far as possible. Air quality around the shafts should also be monitored 

initially as a precautionary measure. 

Marlboro Station to Midrand/Centurion border (25 km) 

The entire section of the reference route between Marlboro and Midrand is above-ground. The 

route continues from Marlboro Station, turning north along the west bank of the Jukskei River 

towards Buccleuch. It crosses the N3 Highway in the vicinity of Buccleuch Drive and 

continues past the Jukskei Stone Quarry. The route passes east of the quarry, and continues 

towards the proposed new Midrand Station situated adjacent to the site of the proposed 

Zonk’Izizwe retail / office development west of Grand Central Airport, and east of the K101. 

An alternative route evaluated in the EIA in the Buccleuch area was: 

an alignment running north of the Marlboro Drive/N3 Highway interchange onto 

undeveloped Modderfontein property and which skirts Buccleuch via the 

Modderfonteinspruit valley instead of cutting through Buccleuch via the Juskei River 

valley – the route then continues to Midrand and approaches the proposed Midrand 

Station a closer proximity to the K101 (the Old Pretoria – Johannesburg road); 

a refinement of the reference route alignment proposed by I&APs through Midrand was 

also evaluated in the EIA. The refinement runs immediately parallel to the K101 road 

reserve past Glen Austin and Randjesfontein, whereas the reference route runs about 100- 

200 m east of the K101. 


The EIA recommends that in the case of the Buccleuch area, the alternative route be chosen 

instead of the reference alignment. The alternative alignment bypasses Buccleuch via the 

Modderfonteinspruit valley, which will result in fewer social impacts. In the case of the 



Midrand area, the EIA supports the refinement instead of the initial reference alignment, 

because land-use and social impacts will be reduced. 

The main impact will be on properties immediately east of the K101 as well as on parts of the 

horse trails in Randjesfontein. Predicted noise impacts on properties immediately adjacent to 

the line in Buccleuch, Glen Austin and Randjesfontein will require mitigation measures (such 

as walls/earth berms) to reduce the impacts. 

The proposed station position in Midrand will help strengthen the CBD spine envisaged for 

Midrand in terms of economic development and the potential to create job opportunities, and 

this position is therefore recommended from a socio-economic point of view. 

Approach to Centurion Station (length 5 km) 

The entire section of the reference route as it approaches Centurion is above-ground. The 

alignment proceeds northwards from Midrand and crosses Olievenhoutbosch Road and 

Brakfontein Road and continues past the K101 and Ben Schoeman Highway (N1) interchange. 

The alignment is then proposed to enter the Centurion CBD area, along a tract of land adjacent 

to the Highveld Techno Park, passing under the N1 at the John Vorster Drive interchange. The 

route proceeds to the east of the Centurion Cricket Stadium towards the northern side of 

Centurion Lake, where Centurion Station is proposed to be located between Von Willich and 

West Streets. 

An alternative route alignment in the final approach to the Centurion CBD proposed during the 

public participation process, and included in the EIA, was: 

An alignment running west of the Centurion Cricket Stadium with a slightly adjusted 

Centurion Station position on West Street. 


The specialist investigations carried out for the EIA culminated in a preference for the 

alternative alignment to the west of the Centurion Cricket Stadium where this route approaches 

the Centurion CBD, because it has less social impact on existing developments and affects less 

sensitive land uses and proposed new developments. 

In terms of impacts on the biophysical environment, the area around the Centurion CBD and 

the Hennops River is already disturbed and transformed, and the EIA studies indicate relatively 

minor impacts, which can be safely mitigated. 



Centurion Station to Pretoria Station (length 11 km) 

From the proposed Centurion Station, the reference route remains above ground and passes 

through a number of townhouse complexes and vacant properties in the Lyttleton Agricultural 

Holdings. The route proceeds along the north-eastern boundary of Lyttleton Manor and joins 

the existing Metrorail rail corridor near Kloofsig Station. The route then follows the existing 

railway alignment on its western side passing beneath Salvokop in a 600m long tunnel, to the 

proposed new Pretoria Station, which is planned to be located adjacent to the existing Pretoria 

Metrorail Station. 

Consultations with I&APs in the Centurion area resulted in two alternative alignments for 

consideration in the EIA. These were: 

an alignment running through the military base to the east of the Ben Schoeman Highway; 

and 

an alternative alignment across military land to the west of the Ben Schoeman Highway. 


In the case of the different route alignments proposed across the area to the north of Centurion, 

the EIA team indicated a preference for the alignment to the west of the Ben Schoeman 

Highway, since it offers fewer land-use and social impacts. In terms of noise and vibration, the 

impacts in the Centurion area are largely within acceptable limits, because much of the line 

will be in cut, but there may be a need for some mitigation at the Jean Avenue interchange with 

the Ben Schoeman Highway. 

As it approaches Pretoria, the EIA team advise that careful attention be given to the visual 

impact of the preferred rail alignment line and for it to hug the Ben Schoeman Highway as 

closely as possible. 

Pretoria Station to Hatfield Station (length 6 km) 

The section of the reference route in Pretoria commences at the Pretoria Station and follows the 

existing SARCC / Metrorail commuter rail corridor (part of the Tshwane Ring Rail system) for 

much of the route towards Hatfield Station. The alignment passes over Railway Street, Andries 

Street, Tulleken Street, Van der Walt Street, Nelson Mandela Drive and Joubert Street. East of 

Joubert Street, the alignment enters a cutting and crosses underneath the existing Metrorail 

railway line to enter Muckleneuk. The route continues in an open-cutting across the northeastern 

end of Muckleneuk and passes the northern end of Magnolia Dell. From here, the route 

closely follows the existing rail alignment. After crossing Lynnwood Road, Burnett Street, 

Festival Street and Hilda Street by means of bridge structures, the route ends at the proposed 



Hatfield Station site just west of Duncan Street. 

A number of route alignment alternatives in the Pretoria area were proposed by I&APs for 

inclusion in the EIA, some of which were refined during the public participation process. In 

essence, though, the route alternatives follow one of two main corridors via Muckleneuk or 

Arcadia: 

A refined alignment through Muckleneuk which lies within the existing Metrorail rail 

reserve as far as possible; and 

A route via the inner city and Park Street, with variations of the route either above ground, 

in cut-and-cover beneath Park Street, or in tunnel – the possibility of an additional station 

on this alignment in Arcadia was also investigated. 


The EIA specialist studies identified a preferred alignment from Fountains Valley and Pretoria 

Station which tunnelled underground in the Pretoria CBD and beneath Park Street, before 

surfacing at Hatfield east of Burnett Street and following the existing Metrorail corridor to the 

proposed new Hatfield Station. This route alignment had the least environmental and social 

impacts. The EIA team were of the opinion that the proposed station in Arcadia on Park Street 

carried some merit in terms of additional ridership and the regeneration of the inner city of 

Pretoria, but conceded that these benefits were undermined by significant additional costs and 

the aims for the Gautrain of acting as a regional high speed rail service. However, one of the 

most important considerations, which needed to be taken into account was that the tunnelled 

option beneath Park Street is the most expensive solution and, according to the Gautrain 

technical team, escalates the costs to the extent that this section of the project is no longer 

feasible. 

Given this situation, the EIA team concluded that the refined alignment via Muckleneuk, which 

includes a tunnel beneath Salvokop to reach Pretoria Station, and which follows the existing 

Metrorail corridor as closely as possible, could be considered as the preferred alternative, 

provided sufficient attention is given to mitigation measures which would reduce social, noise, 

land use and heritage impacts along this route. Further consultation involving the three spheres 

of Government and I&APs will be required in order to agree on the vertical alignment and 

detail of the mitigatory factors in Pretoria along this refined Muckleneuk route. 

Marlboro Station to JIA (length 16 km) 

The Sandton to Johannesburg International Airport (JIA) reference route separates from the 

north-south spine at Marlboro Station and then turns towards the south-east. It crosses over the 



Marlboro Drive Interchange on the N3 Highway, and continues through the northern edge of 

the Linbro Park Agricultural Holdings. The alignment continues past the southern side of the 

African Explosives and Chemical Industries (AECI) factory and passes north of the 

Modderfontein Golf Course before skirting the southern edge of Esther Park. It then runs 

adjacent to the existing railway line from the Kelvin Power Station, and continues underneath 

the SARCC railway line between Isando and Kempton Park Stations, to the proposed 

Rhodesfield Station just south of Ventura Street in Rhodesfield. The route crosses beneath 

Pretoria Road, as well as the R21 Highway interchange with the R24, and terminates at the 

proposed JIA Station beneath the terminal buildings. This last section is in tunnel. 

During the public participation process, alternative route alignments on this section of the line 

were included in the EIA as follows: 

An alternative route to the north of the reference route alignment past Linbro Park on 

undeveloped Modderfontein property – this alternative was also adjusted during the 

consultation process to the south of the reference route alignment where the latter 

impacted on the Modderfontein factory’s explosives storage area, and this refinement was 

compared with a refined alignment over part of the Modderfontein gold course; and 

An alternative Rhodesfield Station location adjusted southwards slightly to allow for an 

improved approach into JIA 

The EIA Recommendation: 

Based on studies undertaken as part of the EIA, it is recommended that the alternative routes be 

chosen instead of the reference alignment in both the Linbro Park and Rhodesfield areas. The 

alternative route near Linbro Park runs to the north of the reference alignment on undeveloped 

Modderfontein property. This alternative is also adjusted south of the reference route 

alignment further up the Modderfonteinspruit valley to avoid a Modderfontein factory 

explosive storage area. The adjusted Rhodesfield Station position will mean that only the most 

southern part of Rhodesfield will be directly affected. 

The alternative routes are more acceptable from technical, social and biophysical points of 

view. The alternative route alignment at Rhodesfield offers less of a social impact since, 

among other things, it is further away from the local school. The route is also more viable 

from a technical point of view as it offers better access to the Johannesburg International 

Airport. From a biophysical point of view, the alternative alignment that passes Linbro Park 

has less impact than the reference alignment, because it crosses the Modderfonteinspruit only 

once as opposed to three times on the reference alignment. Fewer properties in Linbro Park are 

also affected on the alternative route than on the reference route. Noise mitigation measures 



are recommended, however, where the line passes close to Linbro Park, Esther Park, Cresslawn 

and Rhodesfield. 

A tabulated summary of the route alternatives and the recommended route alignments for the 

Gautrain are shown in Table A1 overleaf. The preferred route alignment for the entire rail corridor 

is shown in Figure A2. 

10. CONCLUSION 

Since the Gautrain rail corridor passes through an already largely urbanised area, most identified 

impacts pertain to the socio-economic environment. Potential impacts on the biophysical 

environmental are relatively few. The route has been changed and refined as a direct result of the 

public participation process, to the benefit of all concerned. 

The draft EIA Report concludes that the project is acceptable from an environmental perspective, 

provided mitigatory measures are taken into consideration and enhanced in an Environmental 

Management Plan (EMP) to guide final design, construction and operation of the Gautrain. A first 

draft EMP has been included in the draft EIA Report for comment. The EMP will be updated based 

on any conditions prescribed by GDACEL and the outcome of any additional studies that must still 

be undertaken. If the project proceeds, the EMP will be further updated once the preferred bidder’s 

proposals for the design, construction and operation of the train system are known. 

11. THE WAY FORWARD 

The public has 30 days (until 21 November 2002) to comment on the draft EIA report. Copies of 

the report are available at selected venues. The sections of the report are available electronically 

and will be posted on the website. 

A final EIA report and/or Addendum to the report will be submitted to the Gauteng Department of 

Agriculture, Conservation, Environment and Land Affairs (GDACEL) after comments received 

from the public and I&APs have been included. 

Members of the public are encouraged to make use of the website (www.gautraineia.co.za), e-mail 

(bohlweki@pixie.co.za), telephone (011 – 805-0250) or fax (011 – 805-0226) to raise further 

comments. 



Table A1: 

Summary of Route Alternatives and Recommended Route Alignments 

SECTION OF 

THE ROUTE 

Park Station to 

Sandton Station 

REFERENCE ROUTE ALTERNATIVES/ REFINEMENTS RECOMMENDATION 

From Johannesburg Park Station, the reference route alignment 

enters into a tunnel and continues beneath Oxford Road to Rosebank 

Station and then on to Sandton Station. The alignment is planned to 

remain in an underground tunnel up to Sandton Station. Between 

Rosebank and Sandton, the alignment proceeds beneath Melville 

Road in Dunkeld and then on to Sandton Station, which is located 

underneath Rivonia Road, between Fifth Street and West Street. 

Between Rosebank and Sandton, alternative route alignment 1a 

runs under Fricker Road for a portion of its length whilst 

alternative route alignment 1b runs underneath Oxford Road for a 

portion of its length. 

Reference route alignment 

Sandton Station to 

Marlboro Station 

The reference route alignment proceeds in a north easterly direction 

in tunnel and surfaces at Mushroom Farm Park, tunnels to the eastern 

side of Katherine Street, surfaces and crosses Grayston Drive and 

passes on a viaduct through Innisfree Park. The alignment tunnels 

underneath the M1 Highway and surfaces at the Marlboro Station in 

Marlboro Gardens between Islamabad Drive and Jumna Street. 

Between Sandton and Marlboro, alternative route alignment 2a is 

largely underground and runs underneath Daisy Street and North 

Road. It joins up with an alternative route beneath Marlboro Drive 

and an alternative Marlboro Station location near the intersection of 

Marlboro Drive and the N3. Alternative route alignment 2b is in 

tunnel and is aligned in a straight line from Sandton Station to the 

alternative Marlboro Station location. Alternative route alignment 

2c is a refinement of the reference route alignment to link to the 

alternative Marlboro Station location. 

Alternative route alignment 2b 

linking with alternative route 

beneath Marlboro Drive and 

alternative Marlboro Station 

location 

Marlboro Station to 

Midrand Station 

This entire portion of the route is above ground. The reference route 

alignment turns north and runs along the west bank of the Jukskei 

River towards Buccleuch and continues along the Jukskei River 

Valley past Buccleuch towards the Jukskei Stone Quarry. The 

alignment passes east of the quarry and proceeds to the Midrand 

Station west of Grand Central Airport. 

Alternative route alignment 3 proceeds eastwards across the N3 

near the Marlboro Drive/N3 Interchange, crosses undeveloped 

Modderfontein property, skirts Buccleuch via the 

Modderfonteinspruit valley and continues to the Midrand Station. 

The reference route alignment, on its approach to Midrand Station, 

is aligned closer to the old Pretoria-Johannesburg Road (K101). 

Alternative route alignment 3 

Midrand Station to 

Centurion Station 

This portion of the route is above ground. From the Midrand Station, 

the reference route alignment follows the K101 (Old Pretoria- 

Johannesburg Road) on its eastern side, heading north parallel to the 

N1. The alignment passes under the N1 at the John Vorster Drive 

interchange and proceeds east of the Centurion Cricket Stadium 

towards the northern side of Centurion Lake where the proposed 

Centurion Station is located, between Von Willich and West Streets. 

Alternative route alignment 4 is an adjusted approach to an 

alternative Centurion Station location, adjacent to West Street. The 

adjusted approach passes to the west of the Centurion Cricket 

Stadium. Two refinements include a shift of the route closer to the 

K101 north of Midrand Station, and shift of the route closer to the 

K101 near the SA Mint. A possible park and ride station 

(Samrand) is also proposed near the SA Mint. 

Refined route alignment and 

alternative route alignment 4 

linking with alternative 

Centurion Station 



Table A1: cont. 

SECTION OF 

THE ROUTE 

Centurion Station to 

Pretoria Station 

REFERENCE ROUTE ALTERNATIVES/ REFINEMENTS RECOMMENDATION 

The reference route alignment passes through Lyttelton Agricultural 

Holdings, the border of Lyttelton Manor, follows the existing railway 

on its western side and passes beneath Salvokop in tunnel to the 

proposed Pretoria Station adjacent to the existing Pretoria Station. 

Alternative route alignment 5a crosses military-base land to the 

west of the Ben Schoeman Highway and approaches Pretoria 

Station through Fountains Valley whilst alternative route alignment 

5b crosses military-base land to the east of the Ben Schoeman 

Highway and approaches Pretoria Station through Salvokop. 

Alternative route alignment 5a 

with a Salvokop tunnel 

approach to Pretoria Station 

Pretoria Station to 

Hatfield Station 

The reference route alignment follows the existing SARCC/ 

Metrorail commuter rail corridor for most of the route towards 

Hatfield Station. The route proceeds in an open cut across the northeastern 

end of Muckleneuk and passes over the northern end of 

Magnolia Dell by means of a viaduct. The proposed Hatfield Station 

location is west of Duncan Street. 

Alternative route alignment 6a (via Fountains Valley) passes in 

tunnel underneath the city and links with Park Street through 

Sunnyside/Arcadia to Hatfield Station. Alternative route alignment 

6b (via Fountains Valley) is similar to 6a, also in tunnel, but with a 

slightly different approach to Park Street. Alternative route 

alignment 6c (via Salvokop) runs above ground along Nelson 

Mandela Drive on a viaduct and then proceeds along Park Street to 

Hatfield Station. This option along Park Street could either be in 

open cut to the south of Park Street, or in cut and cover or tunnel 

beneath Park Street. Alternative route alignment 6d (via Salvokop) 

is a refinement of the reference route alignment via Muckleneuk, 

which lies within the existing Metrorail rail reserve for most of its 

length. Alternative route alignment 6e (in tunnel) links a Fountains 

Valley approach to Pretoria Station with a route via Muckleneuk to 

Hatfield Station. Alternative route alignment 6f (via Salvokop) is a 

refinement, which can link a Salvokop approach to Pretoria with a 

Muckleneuk alignment or a Park Street alignment to Hatfield 

Station. An additional park-and-ride station at Proefplaas, east of 

Hatfield Station, has also been proposed as well as a new Arcadia 

Station along Park Street. 

Alternative route alignment 6f 

linking with 6d (depressed 

longitudinal section) to Hatfield 

Station 

Marlboro Station to 

Johannesburg 

International 

Airport (JIA) 

This east-west spine of the Gautrain Rapid Rail Link separates from 

the north-south spine at the Marlboro Station. The reference route 

alignment crosses the N3 Highway and continues along the northern 

edge of Linbro Park, past the southern side of the African Explosives 

and Chemical Industries (AECI) factory and runs adjacent to the 

existing railway line past the Kelvin Power Station towards 

Rhodesfield Station, just south of Ventura Street. The route then 

crosses beneath the R21/ R24 interchange and terminates at the 

proposed JIA Station, beneath the terminal buildings. 

Alternative route alignment 7 partly avoids Linbro Park and passes 

further south of the AECI factory to avoid explosives storage areas. 

Alternative route alignment 8 links the reference route alignment 

with an alternative Rhodesfield Station location, which allows for 

an improved approach to the JIA Station. A route refinement was 

also proposed across the Modderfontein Golf Course. 

Alternative route alignment 7 

and alternative route alignment 

8 linking with alternative 

Rhodesfield Station

environmental impact assessment for the proposed gautrain rapid ...

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