Gauteng SDI Rail Link - Gautrain

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25• A service cannot be provided that suits everybody. The choice at the endof the day will be that of the user, whether he/she can use it, want to use itand can afford to use it.The following pointers provide an indication of what the possible marketsegmentation could be:• The project is essentially aimed at economic development. The system,the service and the customers/passengers must in some way promoteeconomic activity.• Many potential passengers are currently car users. The type of service,including its tariffs and travel time, must be such that the car user would bewilling to consider changing to rail. The new rail system must therefore bemarkedly better than the existing rail commuter services. Door-to-doortravel time, including speed is important. In the peak period, when manyof the roads are congested, it must be substantially better than the caralternative, and in the off-peak period it must be at least comparable.• The bias therefore seems to be towards commercial users who can affordthe trip and would be willing to pay for a good service.• Although it currently seems that there should only be one class, the farestructure could have some flexibility, providing for example for cheaperweekly and monthly tickets and allowing a slight differentiation in faresfrom different areas.• Provision should be made for tourists and for airline passengers withbaggage, especially on certain routes and during certain periods.• Fares would be higher than on the existing system. The choice would beentirely that of the user.• The market research and demand calculation will focus more specificallyon the different trip purposes.• To summarise, the study should determine market indicators that willmake the project commercially viable and that will attract foreigninvestment.Gauteng SDI Rail Link – Inception Report, 15 June 2000
264.4 RELATIONSHIP AND COMPATIBILITY WITH EXISTING RAILSYSTEMSThis issue deals mainly with institutional governance and also the integrationof the new system with the existing network and technology. The respectiveroles of Government and the private sector, or public private partnershipoptions, could have been discussed here, but is discussed in a later section.4.4.1 Institutional StructuresWith regard to institutional governance, cognisance must be taken of thedevelopment of passenger rail services over the years in South Africa,together with the respective institutional structures. Currently the SouthAfrican Rail Commuter Corporation, falling under the National Minister ofTransport is the owner/regulator, with Metrorail being the operator. Metrorailis a division of Transnet, falling under the National Minister of PublicEnterprises. With the future concessioning of commuter rail services in thecountry, the institutional framework will undergo further changes, but a finalstructure has not yet been decided upon.Alternative institutional structures for the Gauteng SDI Rail Link will bedeveloped and investigated in this study. The relationship of the SDI Rail Linkstructures with the future commuter institutional structures (currently theSARCC) can be determined when more clarity and finality is available on thelatter. The current intention is that the Gauteng Provincial Government will, atleast initially, own the rail infrastructure and that the rail services will beprovided by the private sector. The relationship with the future TransportAuthorities is considered to be very important and will also be investigated.4.4.2 Integration with existing network and technologyGauteng has an existing commuter rail network and services, divided into twooperational management areas, namely the Pretoria Metrorial region and theWits Metrorial region. For many years it has provided good rail services forthe people it served. It has, however, not kept up to date with modern raildevelopment in many ways. No new rail lines have been built in the last 15years and the rolling stock is on average more than 30 years old. Thequestion in this study is what the integration and co-ordination of the new SDIRail Link would be with the existing network and services.Gauteng SDI Rail Link – Inception Report, 15 June 2000
Page 1 and 2: GAUTENG PROVINCIAL GOVERNMENTDepart
Page 3 and 4: 6. BUSINESS PLAN AND STUDY DESIGN6.
Page 5 and 6: 2This project will further provide
Page 7 and 8: 4Gautrans itself will be very invol
Page 9 and 10: 62. BACKGROUND INFORMATION2.1 PREVI
Page 11 and 12: 8• “Even the construction of a
Page 13 and 14: 10LOCATION OF SDI’S - FIGURE 1Gau
Page 15 and 16: 12• Contained urban growthThe not
Page 17 and 18: Gauteng SDI Rail Link - Inception R
Page 19 and 20: 16• With this in mind, the follow
Page 21 and 22: 183.2.4.4 Main nodesIf the above co
Page 23 and 24: 20It is expected that the National
Page 25 and 26: 224. PROJECT CONCEPT AND SCOPE4.1 P
Page 27: 24In Figure 3, arrows indicate othe
Page 31 and 32: 28• A new unique image is necessa
Page 33 and 34: 30The proposed methodology for netw
Page 35 and 36: 32But then the Rail Link owner/mana
Page 37 and 38: 34It is thus concluded that the cur
Page 39 and 40: 36Some of the considerations to be
Page 41 and 42: 38For this purpose, the benefits (e
Page 43 and 44: 40• The congestion levels on the
Page 45 and 46: 425.3 LEGAL ASPECTS INCLUDING OBTAI
Page 47 and 48: 44• The length of a concession in
Page 49 and 50: 46The previous list of obvious task
Page 51 and 52: 486. BUSINESS PLAN AND STUDY DESIGN
Page 53 and 54: 501.3.1 Primary Study ObjectivesThe
Page 55 and 56: 521.4 STUDY APPROACH AND METHOD1.4.
Page 57 and 58: 541.4.3 Project ScopingIn order to
Page 59 and 60: 5610. Implementation programmeGet b
Page 61 and 62: 58The grouping of the identified pr
Page 63 and 64: 60COMPLETED MILESTONES♦ 26 April
Page 67 and 68: 64The application of this approach
Page 71 and 72: 681.7 INTERNAL PROJECT MANAGEMENT S
Page 73 and 74: 706.7.3 Consultation with TCC and G
Page 75 and 76: iEXECUTIVE SUMMARY1. INTRODUCTIONIn
Page 77 and 78: iiiStudy AreaThe Study Area compris
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vConsideration should be given to p
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vii• Transport Authorities (Metro
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