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Environmental Impact Assessment: Proposed Gautrain Rapid Rail Link 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. Executive Summary 4 21/10/02
Environmental Impact Assessment: Proposed Gautrain Rapid Rail Link 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. Executive Summary 5 21/10/02
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