Gauteng SDI Rail Link - Gautrain

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27Some of the more important characteristics of the current technology are:• The existing gauge is 1067 mm as compared to the international standardof 1435 mm. The minimum horizontal curvature is normally 600 m.• Train control with colour light signalling and a maximum speed of 90 km/h.• Electrical supply is 3 KV dc overhead.The broad approach and some of the possible pointers are:• It should be possible to integrate and co-ordinate the new system with theexisting system. Whether or not it would be a direct linkage onto theexisting lines, or just a transfer at a station, so that passengers would haveto change trains, would depend on a number of aspects, which will beinvestigated in the study.• One of the most important aspects would be to determine whether theexisting South African gauge would be used or whether the standardinternational gauge would be used. There are many advantages anddisadvantages to be considered.• Although the possibility of good second hand rolling stock will beinvestigated, the indications are that most private sector investors wouldnot be very keen to consider it, inter alia because of possible futuremaintenance problems and costs. The chances are therefore good thatthe study will focus more on proven new technology. That would also thendetermine such aspects as minimum horizontal curvature, maximumgradient, maximum speed, etc.• Life-cycle costs and economies of scale would, however, be taken intoconsideration, and will to a large extent determine the most appropriateapproach.• Although there are many factors influencing door-to-door and total traveltime, speed is important. A train speed of 180 km/h or slightly higher atthis stage seems to be applicable to the anticipated type of service. Usingthe term high speed is therefore not appropriate, as it is normallyassociated with the TGV, ICE, Bullet-type trains that can travel at speedsbeyond 300 and even 400 km/h. This is definitely not the type of train thatwill be used here.Gauteng SDI Rail Link – Inception Report, 15 June 2000
28• A new unique image is necessary in order to maximise patronage. Thiswill therefore also influence what type of equipment and service that canbe used, when co-ordination and integration with the existing system isbeing considered.• It also seems most probable that new railway lines will be required for thewhole or most of the new route or network. If that is the case, it could alsohave an influence on the decision with regard to gauge and other factors.• Compatibility or not, as well as integration, will be determined by a largenumber of factors, including gauge, signalling, electrical power supply,rolling stock, implementation time, etc. and will be decided upon at anappropriate stage of the study.4.5 ALTERNATIVE ROUTE ALIGNMENTS AND STATIONLOCATIONSThe following diagram indicates the interaction between market segmentationand route determination, as well as the process to be followed to identifyalternative alignments.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 and 28: 24In Figure 3, arrows indicate othe
Page 29: 264.4 RELATIONSHIP AND COMPATIBILIT
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
Page 79 and 80: vConsideration should be given to p
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vii• Transport Authorities (Metro
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