GAUTRAIN
FEEDER AND DISTRIBUTION SERVICES
SYNOPSIS
This technical report deals with the feeder and distribution element of the Gautrain.
One of the factors that will be critical to the success of the Gautrain system is the
effectiveness and efficiency with which potential passengers can travel from "door-to-door".
The feeder and distribution system and effectiveness of its components will be a very
important contributing aspect to the overall efficiency of the system.
The purpose of the report is to discuss feeder and distribution solutions for passengers
travelling to and from Gautrain stations, based on the origins and destinations, volumes and
other perceived requirements of such passengers.
Existing public transport services will play a role in feeding passengers to stations. In
addition, a network of new road based feeder and distribution services have been
developed. These services would provide high quality dedicated transport to and from
Gautrain stations and should be operated under the direct control the concessionaire. Such
services will have to be co-ordinated and integrated with the Gautrain services (i.e. tickets
and information).
The requirements for feeder and distribution infrastructure and facilities were determined,
including parking for private vehicles at Gautrain stations, public transport facilities,
vehicular access to stations, en route facilities, and pedestrian access.
Cost-estimates were done for the operation of the dedicated feeder and distribution services,
as well as the provision of feeder and distribution infrastructure and facilities.
This report concludes with a short discussion on the implementation of feeder and
distribution solutions.
GAUTRAIN
FEEDER AND DISTRIBUTION SERVICES
TABLE OF CONTENTS
1
INTRODUCTION.........................................................................................................1-1
1.1 PURPOSE OF THE DOCUMENT ............................................................................1-1
1.2 SPECIFIC OBJECTIVES OF THE DOCUMENT ......................................................1-1
1.3 BACKGROUND.......................................................................................................1-1
1.4 DEFINITIONS..........................................................................................................1-2
1.5 INTERFACE WITH OTHER WORK DONE BY THE PROJECT TEAM .....................1-5
2 METHODOLOGY........................................................................................................2-1
2.1 APPROACH ............................................................................................................2-1
2.2 DEPARTURE POINTS ............................................................................................2-3
3 FEEDER AND DISTRIBUTION CONCEPTS ..............................................................3-1
3.1 FEEDER AND DISTRIBUTION SERVICES .............................................................3-1
3.1.1 Existing Public Transport Services....................................................................3-1
3.1.2 Dedicated Feeder services ...............................................................................3-2
3.1.3 Dedicated Distribution Services ........................................................................3-2
3.1.4 Light Rail ..........................................................................................................3-3
3.2 INFRASTRUCTURE AND FACILITIES WITHIN THE STATION PRECINCT............3-3
3.2.1 Parking .............................................................................................................3-4
3.2.2 Kiss-and-ride ....................................................................................................3-5
3.2.3 Loading and off-loading for existing public transport services (Non-dedicated
road-based public transport services)..........................................................................3-5
3.2.4 Bus/Taxi Loading and Off-loading.....................................................................3-6
3.2.5 Pedestrian Facilities..........................................................................................3-6
3.2.6 Vehicle Access .................................................................................................3-7
3.3 INFRASTRUCTURE AND FACILITIES WITHIN THE STATION IMPACT AREA
(OUTSIDE THE STATION PRECINCT) ..........................................................................3-7
3.3.1 Infrastructure and facilities en-route..................................................................3-7
3.3.2 Decentralised park-and-rides............................................................................3-8
3.4 GENERIC ISSUES ..................................................................................................3-8
3.4.1 Integrated payment for services........................................................................3-8
3.4.2 Integrated passenger information .....................................................................3-9
3.5 GENERAL ...............................................................................................................3-9
4 DEMAND FOR FEEDER AND DISTRIBUTION SERVICES.......................................4-1
4.1 INTRODUCTION .....................................................................................................4-1
4.2 MODELLING OUTPUTS..........................................................................................4-2
4.3 DISCUSSION ..........................................................................................................4-4
4.3.1 W ALKING AS A DISTRIBUTION MODE ........................................................................4-4
4.3.2 SUNNYSIDE STATION..............................................................................................4-4
5 FEEDER AND DISTRIBUTION NETWORKS .............................................................5-1
5.1 EXISTING PUBLIC TRANSPORT SERVICES.........................................................5-1
5.2 FEEDER AND DISTRIBUTION NETWORKS...........................................................5-1
5.2.1 Hatfield .............................................................................................................5-1
6
5.2.2 Pretoria.............................................................................................................5-3
5.2.3 Centurion..........................................................................................................5-3
5.2.4 Midrand ............................................................................................................5-6
5.2.5 Sandton............................................................................................................5-6
5.2.6 Johannesburg...................................................................................................5-9
5.2.7 Other Stations...................................................................................................5-9
DEDICATED FEEDER AND DISTRIBUTION SERVICES ..........................................6-1
6.1 INTRODUCTION .....................................................................................................6-1
6.2 APPROACH ............................................................................................................6-1
6.3 ASSUMPTIONS ......................................................................................................6-1
6.4 SERVICE REQUIREMENTS AND QUANTITIES .....................................................6-2
7 FEEDER AND DISTRIBUTION INFRASTRUCTURE AND FACILITIES ....................7-1
7.1 METHOD.................................................................................................................7-1
7.2 ASSUMPTIONS ......................................................................................................7-1
7.3 INFRASTRUCTURE AND FACILITIES....................................................................7-2
8 COSTING....................................................................................................................8-1
8.1 SERVICE PROVISION ............................................................................................8-1
8.2 INFRASTRUCTURE AND FACILITY PROVISION...................................................8-3
9 IMPLEMENTATION....................................................................................................9-1
9.1 FEEDER AND DISTRIBUTION SERVICES .............................................................9-1
9.1.1 Existing public transport services......................................................................9-1
9.1.2 Dedicated public transport services ..................................................................9-2
9.2 INFRASTRUCTURE, FACILITIES AND AMENITIES ...............................................9-3
9.2.1 Infrastructure and facilities within station precincts ...........................................9-3
9.2.2 Infrastructure and facilities outside station precincts .........................................9-3
10 CONCLUSIONS........................................................................................................10-1
10.1 FEEDER AND DISTRIBUTION SERVICES........................................................10-1
10.1.1 Existing Public Transport Services ..............................................................10-1
10.1.2 Dedicated New Feeder and Distribution Networks and Services .................10-2
10.2 PASSENGER VOLUMES ON DISTRIBUTION SERVICES ................................10-3
10.3 FEEDER AND DISTRIBUTION INFRASTRUCTURE AND FACILITIES .............10-4
10.4 FACILITY AND INFRASTRUCTURE PROVISION OUTSIDE STATION
PRECINCTS.................................................................................................................10-4
10.5 ROAD CAPACITY ON ACCESS AND FEEDER ROUTES..................................10-4
10.6 INTEGRATED DEVELOPMENT ........................................................................10-5
11 RECOMMENDATIONS.............................................................................................11-1
11.1
11.2
FEEDER AND DISTRIBUTION SERVICES........................................................11-1
INFRASTRUCTURE AND FACILITIES ..............................................................11-2
LIST OF TABLES
TABLE 4.1: AM PEAK HOUR BOARDINGS AND ALIGHTINGS PER STATION .............4-2
TABLE 4.2: AM PEAK HOUR BUS BOARDING AND ALIGHTING PER FEEDER...........4-3
TABLE 4.3: CHANGES IN ESTIMATED KEY INDICATORS RESULTING FROM ...........4-5
TABLE 4.4: AM PEAK HOUR BOARDINGS AND ALIGHTINGS PER STATION .............4-5
TABLE 6.1: OPERATIONAL REQUIREMENTS PER STATION.........................................6-2
TABLE 7.1: FEEDER & DISTRIBUTION QUANTITIES - PRIVATE VEHICLE..................7-2
TABLE 7.2: FEEDER & DISTRIBUTION QUANTITIES - PUBLIC TRANSPORT .............7-3
TABLE 7.3: FEEDER & DISTRIBUTION QUANTITIES - INFRASTRUCTURE ................7-3
TABLE 8.1: TARIFF USED TO CALCULATE FEEDER AND DISTRIBUTION .................8-1
TABLE 8.2: ASSUMPTIONS USED TO CALCULATE MONTHLY INCOME FROM.........8-2
TABLE 8.3: FEEDER AND DISTRIBUTION UNITS AND QUANTITIES .............................8-2
TABLE 8.4: SERVICE PROVISION: COST IMPLICATIONS (R) ........................................8-3
TABLE 8.5: FEEDER AND DISTRIBUTION INFRASTRUCTURE RATES AND ..............8-3
TABLE 8.6: FEEDER & DISTRIBUTION CAPEX - PRIVATE VEHICLE PARKING ..........8-4
TABLE 8.7: FEEDER & DISTRIBUTION CAPEX - PUBLIC TRANSPORT.......................8-4
TABLE 8.8: FEEDER & DISTRIBUTION CAPEX - FACILITIES OUTSIDE THE STATION
PRECINCT (RM).........................................................................................................8-5
TABLE 8.9: TOTAL FEEDER & DISTRIBUTION CAPITAL EXPENDITURE ......................8-5
LIST OF FIGURES
FIGURE 1.1: DEFINING KEY CONCEPTS .......................................................................1-3
FIGURE 2.1: APPROACH TO THE DEVELOPMENT OF FEEDER AND DISTRIBUTION
SOLUTIONS ...............................................................................................................2-1
FIGURE 5.1 - HATFIELD ...................................................................................................5-2
FIGURE 5.3 - PRETORIA ..................................................................................................5-4
FIGURE 5.5 - CENTURION ...............................................................................................5-5
FIGURE 5.7 - MIDRAND ....................................................................................................5-7
FIGURE 5.9 - SANDTON ...................................................................................................5-8
FIGURE 5.11 - JOHANNESBURG 1 ................................................................................5-10
FIGURE 5.13 - JOHANNESBURG 2 ................................................................................5-11
GAUTRAIN
FEEDER AND DISTRIBUTION SERVICES
1
INTRODUCTION
This technical report deals with the feeder and distribution element of the Gautrain
project, and forms part of the group of reports related to Routes and Civil
Infrastructure.
1.1
PURPOSE OF THE DOCUMENT
The purpose of this report is to discuss feeder and distribution solutions for
passengers travelling to and from Gautrain stations, based on their origins and
destinations, volumes and other perceived requirements.
1.2
SPECIFIC OBJECTIVES OF THE DOCUMENT
The specific objectives of this document are to:
•
•
•
briefly deal with a number of generic issues related to the feeder and
distribution system;
•
•
describe the feeder and distribution networks and services;
To quantify the feeder and distribution infrastructure and facilities required at
the respective Gautrain stations;
To give an indication of the costs involved with the provision of feeder and
distribution services, infrastructure and facilities; and
To briefly discuss the implementation of the proposed feeder and distribution
solutions, including institutional arrangements.
•
•
1.3
discuss certain departure points and the approach to the development of
feeder and distribution solutions for passengers using the Gautrain;
explain and motivate the broad concepts in developing such solutions;
BACKGROUND
The level of success with which effective feeder and distribution services to the
Gautrain stations are provided will be one of the key factors in drawing passengers
to the Gautrain and ensuring optimum door-to-door travel time for its patrons.
Feeder and distribution services are seen as an integral part of the Gautrain solution
and the planning of related services, infrastructure and facilities is, therefore, dealt
with as such.
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Private vehicles will play an important role in feeding passengers to the Gautrain.
Significant attention therefore has to be given to aspects such as park-and-ride, kissand-ride, and wait-and-ride (short-term parking) as part of the feeder and distribution
systems. Consideration is also given to metered taxi, car hire, dial-and-rides, etc.
Furthermore, it is accepted that existing road-based and public rail transport services,
in their current form or with certain adaptations, will play a role in feeding passengers
to the planned Gautrain Stations. However, given the market segmentation and
profile of the passengers that is envisaged will be attracted to the Gautrain and their
needs and requirements, it will be essential for the existing public transport services
to be supplemented with dedicated feeder and distribution services. This report also
deals extensively with these dedicated services.
1.4
DEFINITIONS
A number of key definitions of aspects/concepts described in this report are supplied
below to provide greater clarity and to avoid confusion. The illustration in Figure 1.1
serves to further explain these concepts.
10 km radius
5 km radius
Legend:
Rail Line & Rail
Operational Area
Station Precinct
Dedicated Feeders
Dedicated Distributor
Existing PT Service
Catchmentarea
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FIGURE 1.1: DEFINING KEY CONCEPTS
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Dedicated feeder and distribution services:
Services operated to and from Gautrain stations with the primary aim of collecting
passengers at the origin-end and distributing them at the destination-end of their
journeys. These services are provided by the concessionaire or by an operator
contracted to the concessionaire.
Non-dedicated feeder and distribution services:
Existing public transport services operated in the vicinity or passing close to
Gautrain stations. These services do not serve primarily passengers of the
Gautrain, and its stations are not necessarily the main destinations of such services.
Catchment area:
The area within which passenger trips start or terminate.
catchment area could be up to 10km.
The radius of the
Impact area:
The area that generates the "primary" riderships of the Gautrain.
Influence area:
The areas around the Gautrain stations, which could be influenced in terms of
economic and land use development, and redevelopment and revitalisation
stimulated. Land use and transport integration is an important consideration in this
area, and it could be defined as an area with a radius of approximately 0,5km.
Station precinct:
The site or number of adjacent sites that accommodate all the activities,
infrastructure, facilities, and amenities related to the Gautrain.
Rail operational area:
The area within the station precinct that accommodates all activities, facilities and
amenities directly related to rail operations, including:
•
access control,
•
•
•
concourse and walkways,
escalators and lifts, and
platforms.
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1.5
INTERFACE WITH OTHER WORK DONE BY THE PROJECT TEAM
The three most important interfaces between the feeder and distribution element, as
described in this report, and work done by the Project Team, are with:
•
•
•
The demand modelling process;
The development of station concepts; and
Reports dealing with costing.
Results from the demand modelling process constituted some of the key inputs to
develop feeder and distribution systems to serve the respective stations and to
quantify the infrastructure and facilities required at these stations. However, certain
inputs on feeder and distribution systems and networks were required for the
demand modelling process. This resulted in an iterative process, which is described
in Chapter 2 of this report.
The team responsible for the development of station concepts had to rely on outputs
from the feeder and distribution systems development process, to conclude its work.
These outputs related to the extent and quantities of feeder and distribution
infrastructure and facilities at each of the respective stations.
Cost-estimates were including in the reports dealing with income and costs.
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2
METHODOLOGY
This chapter describes the method followed to develop feeder and distribution
solutions. Certain broad departure points are also given in the following paragraphs.
2.1
APPROACH
The approach to the development of feeder and distribution solutions for the
Gautrain is illustrated in Figure 2.1.
description of tasks
Departure points
&
Approach
Broad F & D Concepts
Coarse
network
Frequencies
Generic issues
Fares
Institutional
Arrangements
Demand modelling
Refinement of concepts
Broad F & D service designs
Quantification of F & D
Infrastructure and facilities
Costs-implications
Implementation
FIGURE 2.1: APPROACH TO THE DEVELOPMENT
DISTRIBUTION SOLUTIONS
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The development of feeder and distribution solutions for the Gautrain was initiated
by agreement on a number of departure points and the approach to this process.
These aspects are discussed further in this chapter of the report.
Broad feeder and distribution concepts were then developed in terms of:
•
coarse feeder and distribution networks,
•
•
frequencies; and
fares.
These concepts are discussed in Chapter 3 of this report. During the development of
the broad feeder and distribution concepts, a number of generic issues which must
also receive attention (ie integrated payment for services, pedestrian facilities, etc).
were identified. These issues are briefly alluded to in the next chapter and more
detailed attention is given to some of these issues in other reports.
To plan efficient and cost-effective public transport systems a reasonable balance
between supply and demand must be pursued. Broad feeder and distribution
concepts were, therefore, discussed and further developed in conjunction with the
Demand Forecasting element of the project.
Outputs from the demand modelling and land-use element were considered in further
planning and refinement of feeder and distribution services. A large number of
network options were tested, as described in the report on demand modelling.
However, feeder and distribution solutions were developed and costed for three
network options. The first network option considered was the preferred network
option, namely the direct rail alignment from Pretoria/Hatfield to Johannesburg via
Sandton and Rosebank. Further options analysed were the network including
Bruma, as well as an extension of the preferred option to include a station at Menlyn.
It must be emphasised that the figures used for the calculations in this document
were obtained from the base year modelling results, made available in November
2000. Discussion in subsequent chapters show that some refinements are still
required, to obtain more realistic results, especially with regard to distribution of
passenger volumes. This fine-tuning process may alter volumes, which will in turn
necessitate the recalculation of all figures.
Outputs from the demand model are given and discussed in Chapter 4. These
outputs from the demand modelling process (base-year) were then used to design
broad feeder and distribution services for the respective stations. The outputs were
also used to quantify the feeder and distribution infrastructure, facilities and amenities
to be provided at these stations. During the planning process, the focus was on
conceptualisation of services rather than detail design. Service design was
addressed with a view to feasibility. Determining accuracy and level of demand did
not, in any case, warrant detail design. These issues are discussed in more detail in
Chapters 5, 6 and 7.
The feeder and distribution services, infrastructure and facility implications and
quantities were used to determine costs. Chapter 8 provides more information on the
cost-estimates.
In conclusion, attention was also given to institutional arrangements and
implementation proposals.
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2.2
DEPARTURE POINTS
Given the present land-use characteristics within the Johannesburg-Pretoria corridor,
development of a Gautrain and stations on their own would not make economic
sense. From international experience, it is clear that our city densities do not support
rail based or mass transit solutions in general. To make the high-speed rail system
feasible and enable stations to be developed, such a system would have to be
supported by an effective feeder and distribution system. The feeder and distribution
services would make the high-speed rail system accessible beyond the area of
walking distance at each station and would maximise the patronage of the Gautrain.
Based on the profiles of existing commuters within the corridor between
Johannesburg and Pretoria, a larger group of potential customers of the Gautrain
would either be:
•
•
captive to public transport, but could afford to choose the “best option”, or
people that own private vehicles, but may opt to use public transport of a high
quality.
As a departure point it is accepted that the current public transport service (even if
adapted) cannot totally fulfil the role of transporting larger groups of passengers to
and from stations. The needs, requirements and perceptions of these commuters
are such that they will generally not be satisfied with the quality of service and image
provided by the existing public transport system, to travel to and from the Gautrain
stations.
Moreover, passengers being taken to Gautrain stations or distributed by existing
public transport services may only be a portion of the total number of passengers
being transported by such services. These stations may not, therefore, be major
destinations or focus points for such services. This could result in a situation where
operators of existing public transport services did not plan optimally for the needs
and requirements of the Gautrain passengers.
Existing public transport services will, therefore, have to be supplemented by an
extensive network of new dedicated feeder and distribution services. These new
dedicated services will generally also have to be of a higher quality than most (if not
all) of the existing public transport services.
The Gautrain operator or concessionaire must be able to control or significantly
influence operational decisions (i.e. frequencies, area coverage, etc) related to these
new dedicated services. Consideration should be given to the fact that dedicated
public transport feeder and distribution services should be operated by the
concessionaire, or in an integrated manner by operators contracted to it.
The choice of modes to be employed for dedicated public transport feeder and
distribution services should be based on demand per corridor and modal niches. It
may also be a combination of modes and vehicle sizes.
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The Gautrain will compete directly with high quality taxi-type services for the same
customer base (i.e. 18-seater vehicles to be phased in over the next five years as
part of government's initiative to recapitalise the current mini-bus fleet in
South Africa). Mechanisms should be pursued to include these taxi operators into an
integrated system, to provide feeder and distribution services to stations, rather than
operating in competition.
It is accepted that the extent of dedicated feeder and distribution services will be
such that not every trip origin or destination within the catchment area would be
accessible by foot. It will simply not be affordable to provide such a widespread and
all-embracing network of services. It is therefore taken that these dedicated services
will be focused primarily on:
•
•
•
high-density employment, retail and commercial nodes;
higher density residential areas, as well as
satellite park-and-ride sites in lower density areas.
Integrated ticketing co-ordinated schedules, as well as information services, will be
an essential aspect to address as part of the integration of the Gautrain service and
feeder and distribution services.
Other users with trips originating within the lower density residential areas will use
park-and-ride facilities at the Gautrain station. Initially such users will probably
constitute the majority of Gautrain passengers. (This is confirmed by the demand
model for the base year.) However, as densification around stations takes place,
more people will be able to access the Gautrain on foot.
Given the profile of Gautrain customers, park-and-ride facilitates will have to be
provided at most, if not at all, stations.
These must include integrated
pricing/payment for parking and fares. Consideration should be given to contracting
out the operation of park-and-ride facilities by the concessionaire.
Some Gautrain passengers may find it convenient to use existing public transport
services as feeders and distributors. Attention should therefore be given to the
integration and restructuring of such services (bus and rail) to support the Gautrain.
It is therefore very important to co-ordinate the development of the Gautrain with
other processes that involve the provision of public transport services (i.e. rail
concessioning, bus contracts and permission strategies).
Depending on the percentage of infrequent (i.e. business people, social travellers
and tourists) travelling customers and the costs related to providing such services (or
profit to be made from them), attention should be given to providing the following at
all or certain stations, probably through quality controlled concessions:
•
•
•
metered taxi services,
dial-and-ride services, and
car hire.
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Accommodation of hotel and corporate shuttle services should also be considered as
part of feeder and distribution solutions. Schemes to encourage organisations to
provide such services may also have merit.
Land-uses surrounding stations must reduce feeder/distribution requirements over
time and optimise pedestrian access to the rail system.
The needs and requirements of "special needs passengers" (i.e. people with
disabilities) must also be catered for in terms of services, infrastructure and facilities.
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3
FEEDER AND DISTRIBUTION CONCEPTS
This chapter deals with the development of feeder and distribution concepts. In
terms of the feeder and distribution services, both existing public transport and
dedicated new services are considered. In the development of feeder and
distribution concepts, a distinction is made between infrastructure and facilities within
and outside the station precinct. This section concludes with a discussion on a
number of generic issues related to feeder and distribution services.
3.1
FEEDER AND DISTRIBUTION SERVICES
The recommended solution for feeder and distribution service requirements is based
on a combination of existing public transport services (or non-dedicated services)
and new dedicated public transport feeder and distribution services.
The dedicated feeder and distribution services to be provided to the stations will
consist mainly of road-based services (bus). However, the possibility of a light-rail
system may be considered in the longer term.
3.1.1 Existing Public Transport Services
In certain instances, existing public transport services and operators can provide
feeder and, to a limited extent, distribution services. Such services specifically will
play an important role in bringing passengers from the periphery of the catchment
area, or outside this area, to Gautrain stations. This will include the following roadbased operators and services:
•
•
•
Combi-taxis;
Bus services subsidised by the Gauteng Provincial Government through
tendered bus contracts; and
Municipal bus operators.
In particular cases, existing commuter rail (Metrorail services) can provide feeder
services to stations (i.e. Park Station in Johannesburg and Pretoria station).
Amendments to the above-mentioned services may, however, be necessary to suit
the needs of the Gautrain passengers. Road-based operators may have to change
routes and schedules. However, in the case of Metrorail, this may include operating
"first class trains" with a different livery on the Pretoria Gautrain System.
The issue of safe and convenient transfers from existing taxi, bus and rail services to
the Gautrain will have to be given attention. The issue of through-ticketing will also
have to be addressed. The relevant authorities, operators and the Gautrain operator
(concessionaire) will jointly have to consider the integration and co-ordination of the
existing public transport services with Gautrain.
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3.1.2 Dedicated Feeder services
New dedicated feeder bus services will be connecting important residential nodes
within catchment areas with the respective Gautrain station. Such services will
cover nodes within a maximum radius of 10km from stations. Decentralised parkand-ride facilities at nodes such as shopping centres and high-density residential
developments will be tied into the dedicated feeder networks.
They will follow a dedicated route, stopping at strategically determined points, to
collect passengers at the origin-side of their journeys. HOV lanes will have to be
provided on congested arterials to optimise travel time. As far as possible, such
services should be operated at a maximum interval of 10 minutes in peak hours.
These services may also distribute passengers on the return trips, where such a
demand exists. The seated capacities of buses used to transport people will vary,
depending on demand per route (i.e. 65 seater buses or 18 seater mini-buses).
The parameters and assumptions used to determine the vehicle capacity, fleet size
and frequency are:
•
•
•
rail passengers boarding the Gautrain from feeder buses in the morning peak
hour as derived from the demand modelling process;
average speed, of between 40 and 50 km/h depending on the type of vehicle and
traffic conditions. The average speed also allows for acceleration, deceleration
and stoppages; and
route length.
3.1.3 Dedicated Distribution Services
New dedicated road-based distribution services will take Gautrain passengers to
major nodes (i.e. commercial, employment, education and entertainment) in close
proximity to the respective stations. Such services will serve an area with a
maximum radius of 5km from stations.
Distribution will follow mainly circular routes, stopping at predetermined points, to
drop passengers off at the destination-end of their journeys. Frequent stops will be
provided along the route and the route will be determined to minimise walking
distances.
The existing road network will be shared with other traffic. However, priority
measures will have to be provided for these services on congested arterials, to
optimise travel time. Changes to local roads may be required and access roads to
certain stations will have to be provided.
As far as possible, such services will be operated at a maximum frequency of 5
minutes in peak hours. Smaller type buses with a seated capacity of 18 people will
be used mainly for these services to optimise capacity utilisation and minimise
waiting time.
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The parameters and assumptions used to determine the vehicle capacity, fleet size
and frequency are the same as for feeder services and are:
•
•
•
rail passengers alighting from the Gautrain to be distributed by buses in the
morning peak hour as derived from the demand modelling process;
average speed of between 30 and 40 km/h depending on the type of vehicle and
traffic conditions; and
route length.
Major corporate organisations located within the vicinity of Gautrain stations will be
encouraged to provide "shuttle services" through incentive schemes to and from
stations for their employees. Depending on the success of such schemes, this will
reduce the need for and extent of the dedicated distribution services.
3.1.4 Light Rail
With a Gautrain alternative alignment via Bruma, travel between Sandton and
Johannesburg Station is affected. The possibility of a light rail system as a feeder
and distribution service for Sandton and Johannesburg Station was investigated.
The link between Sandton and Johannesburg Station proved to generate a significant
number of passengers to the Gautrain. It also serves the western parts of
Johannesburg, not directly served by the Gautrain system. A similar situation may
be found at Menlyn in the Pretoria area, with the Gautrain system terminating in
Hatfield. A light-rail link between Menlyn and Hatfield may attract a significant
number of passengers to the Gautrain.
However, as part of the further consideration of light rail systems, the function of such
system should be contemplated in terms of the following:
•
•
•
feeder and distribution of Gautrain passengers vs alternative public transport
links for local users not intending to use the Gautrain;
regional mobility vs inter city transport; and
desire lines of light rail users.
The above-mentioned issues will give an indication with respect to the parties/
authorities that should take the responsibility for "providing" such services.
3.2
INFRASTRUCTURE AND FACILITIES WITHIN THE STATION PRECINCT
The feeder and distribution infrastructure and facilities within the station precinct
provides the physical link for passengers between Gautrain and the modes/services
that will transport them to and from the Gautrain stations. The following infrastructure
and facilities will, in the case of most stations, be provided within the station precinct:
•
•
•
•
•
•
parking;
kiss-and-ride;
loading and off-loading for existing public transport services;
facilities for dedicated feeder and distribution services
pedestrian facilities; and
vehicle access to the road network surrounding stations.
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The infrastructure and facilities within the rail operational area are excluded from this
report and are addressed in the report dealing with this element of the project.
The above-mentioned infrastructure and facilities have to be planned to ensure
effective transfers and in such a manner that passengers experience a high level of
service during transfers. The following principles have to be considered:
•
•
•
•
•
•
•
shared vs separate access to the site for different modes and services;
separate parking for modes and services;
optimising site vehicle circulation and egress;
accommodation of existing road-based public transport services on- or off the
street;
positions and layout of facilities to minimise walking distances and simplify
pedestrian movements;
safety, comfort and convenience of pedestrians; and
conflict points between movements.
The various elements are dealt with separately below.
3.2.1 Parking
Parking will be one of the most significant infrastructure elements within the station
precinct.
(a)
Park-and-ride
As previously stated, a significant proportion of the users of the Gautrain will
require park-and-ride facilities at the origin-end of their trips. A large portion
of passengers using park-and-ride facilities, are expected to do so for a full
day, eg arriving in the morning, using the train to get to work, and returning in
the afternoon. An isolated and demarcated part of the facility will be made
available for sub-letting to car hire companies where applicable.
(b)
Collect-and-ride/short-term parking
Rail passengers that kiss-and-ride on their origin-end of their trips will typically
have to be collected on their return trips. People meeting such passengers
will usually require parking for a period of 5 to 10 minutes while waiting. A
need for collect-and-ride or short-term parking will, therefore exist at most
stations, if not all stations.
Consideration must be given to either providing a separate facility for shortterm parking or separate space will have to be reserved within the park-andride facility for this purpose. Depending on available space and whether a
parkade is provided for park-and-ride, the short-term parking facility should
preferably be independent of park-and-ride spaces. This facility should have
easier access and need not be covered. Such facilities should be provided in
close proximity to the egress points from the rail operational area. Utilisation
of park-and-ride and collect-and-ride parking will have to be regulated by
fares and time limits.
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(c)
Other parking needs
Parking may also be required for other modes and services at stations, which
could include:
•
•
•
•
•
metered taxis;
car pools;
vehicles provided by employers for collection and distribution of their own
employees (corporate shuttles);
dial-&-ride services; and
car hire services (at selected stations only).
Such parking may be planned and made available as dedicated areas within
the park-and-ride facilities, or as separate facilities.
(d)
General
Normal parking standards should be used for the design of parking facilities.
Available space, number of bays required, and costs will determine whether a
parkade (structured parking), covered surface parking, or both will be
provided at the respective Gautrain stations. Availability of parking to be
shared with other developments in the immediate vicinity of the stations will
also be taken into consideration. A typical example would be parking at a
shopping centre, which could be used for park-and-ride during the week,
when shopping demand is low. Over weekends, when the demand from
shopping is high, the demand for park-and-ride is low.
Development of the parking facility will take place as part of the station
development. These operations can be contracted out to a private company.
3.2.2 Kiss-and-ride
A fair percentage of passengers accessing the Gautrain by means of private
vehicles are expected to be dropped off at stations. The need for kiss-and-ride
"drop-off" zones or areas must be provided for at all stations. Such facilities should
be in close proximity to access points to the rail operational area.
Facilities for off-loading should be designed to avoid vehicle queues. To ensure this
a conservative service frequency of 3-minute intervals should be assumed. All
vehicles arriving within any 3-minute interval would be able to off-load immediately.
Utilisation of kiss-and-ride areas will have to be regulated by maximum time limits.
3.2.3 Loading and off-loading for existing public transport services (Non-dedicated
road-based public transport services)
A limited number of Gautrain passengers are expected to use non-dedicated public
transport to travel to and from stations. Non-dedicated public transport in the current
scenario comprises of existing public transport services not under contract to the
concessionaire, transporting passengers not only to and from the Gautrain stations,
but also to other destinations. This will apply to some proposed stations (i.e. Hatfield,
Pretoria and Johannesburg Park stations).
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To minimise competition and conflict between operators providing dedicated and
non-dedicated services, it is desirable that separate on-street loading and off-loading
facilities be created along the streets within or adjacent to the station precinct. Such
facilities should include lay-byes and shelters with pedestrian access to stations by
means of well-lit and paved walkways.
It can be argued that the provision of these facilities will be the responsibility mainly
of the applicable local authority. Regulatory and control measures will have to be
instituted and their operation enforced by the local authority, to safeguard the quality
of the environment within and around the station precinct.
3.2.4 Bus/Taxi Loading and Off-loading
Separate facilities will be provided within the station precincts for dedicated public
transport feeder and distribution services. Provision will have to be made for different
types of vehicles. It is foreseen that such services will be provided mostly by either
18-seater midi-buses and/or 60-seater buses. Due to differences between the
characteristics of these two types of vehicles (i.e. size and turning radius), separate
facilities may have to be provided.
As far as possible, loading and off-loading areas should be located separately.
Typically, a bus/midi-bus will enter the precinct, off-load close to the rail operational
area, and then proceed to an area where it will either hold or load. Loading areas
must also be positioned fairly close to the rail operational area, and pedestrian links
should be covered and well lit. Ingress and egress must take place with the least
amount of manoeuvring, especially reversing. Minimum holding of vehicles will be
allowed within the precinct, and vehicles not operational especially in the off-peak,
should rather be parked at the operator(s) depot(s).
It is foreseen that the loading and off-loading facilities will be developed in
conjunction with the rest of the station building under the same ownership.
Management of operations must be the responsibility of the operators using the
facilities. This function must be incorporated within the institutional framework for the
management of stations.
3.2.5 Pedestrian Facilities
Pedestrian movement within the station precinct will be significant and will have to
receive high priority. Attention will be given to minimise vehicle-pedestrian conflict.
At points were pedestrian flows intersect with other traffic, the pedestrian movements
will always have priority, and signalling may be required.
The normal design standards for the planning and design of pedestrian facilities will
be used considering the following human elements:
•
convenience
- easy access;
- integrate with other uses and services (i.e. pedestrian malls).
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•
•
•
information and directional signage;
comfort
- temperature;
- lighting;
- seating;
- shelter;
- cleanliness.
Safety
- walking surfaces;
- adequate lighting;
- railings and grade changes;
- warning signs.
Facilities will be planned to guide pedestrians as quickly as possible to or from the
rail operational area. Allowance will be made for persons with disabilities.
3.2.6 Vehicle Access
Access from the street network will be shared by all road-based modes. Once inside
the station precinct modes will be separated and directed by clear and unambiguous
signage. In exceptional cases, separate access and egress arrangements will be
considered to contribute to more effective traffic circulation within the station precinct.
As part of the development of the respective stations with reference to the traffic
impact study and for approval by the local authority, the following should receive
consideration:,
•
•
•
•
•
•
•
•
•
3.3
site circulation;
parking requirements;
site layout;
position and geometric design of accesses;
trip generation;
trip distribution;
traffic assignment;
improvements to the road network to improve/provide access; and
traffic control.
INFRASTRUCTURE AND FACILITIES WITHIN THE STATION IMPACT
AREA (OUTSIDE THE STATION PRECINCT)
3.3.1 Infrastructure and facilities en-route
Attention needs to be given to infrastructure and facilities along feeder and
distribution routes, including:
•
•
•
•
lay-byes;
shelters;
information boards; and
other amenities at larger stops.
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It is essential that Gautrain passengers experience the same levels and quality of
service throughout their journeys. In the case of a passenger using a feeder service,
a specific bus stop is the first point of access to the system. The same goes for the
point where the passenger leaves the system.
In cases where major arterials are used as dedicated feeder routes, travel time may
be compromised as a result of traffic conditions during peak periods. To make
feeder services more attractive to Gautrain passengers and improve their travel
times, attention needs to be given to priority measures, such as HOV lanes.
3.3.2 Decentralised park-and-rides
In certain cases provision will have to be made for decentralised park-and-ride
facilities at major nodes (i.e. shopping centres) within the respective catchment areas
of stations, to feed passengers to the Gautrain.
The number of bays to be provided at a decentralised park-and-ride are determined
on the basis of the following assumptions:
•
•
•
3.4
Of passengers transported by feeder service, 70% will make use of a park-andride facility.
Vehicle occupancy is 1,2 passengers per car.
A multiplier of 2 is used to determine the total number of bays.
GENERIC ISSUES
The following generic issues were identified and are important to all feeder and
distribution services and are also relevant to the Gautrain system and station
development:
•
•
•
•
•
•
integrated payment for services
integrated passenger information
passenger safety at stations
pedestrian facilities (convenience, continuity and safety)
dial-and-ride, metered taxis and car-hire services at stations
lay-bys and facilities along dedicated feeder and distribution routes
Some of the above issues are dealt with as part of other reports (i.e. Station
Development, Telecommunications and Safety and Security). Others are discussed
below.
3.4.1
Integrated payment for services
The following issues will have to be developed to facilitate the integration of payment:
•
•
•
•
institutional arrangements;
operation of service (by whom, will a clearing house be required);
standards;
smartcards vs integrated ticketing;
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•
•
•
open vs closed system;
cost-related to the implementation and operation of systems;
internet facilities for bookings and payment.
These issues will be discussed more extensively in a subsequent report dealing
exclusively with these topics.
3.4.2
Integrated passenger information
It is foreseen that this could be dealt with to a large extent through integrated
ticketing, and fare infrastructure and facilities. However, issues that should, however,
receive further consideration are:
•
•
•
•
•
3.5
information desks (kiosks);
information booklets;
electronic information boards;
information signs; and
“Info on the Web”.
GENERAL
It should be acknowledged that the nature and extent of feeder and distribution
services might change significantly over time. This will be due to the envisaged
changes in land-use developments and densification at and around the Gautrain
stations, which will enable far greater pedestrian accessibility.
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4
DEMAND FOR
SERVICES
4.1
INTRODUCTION
FEEDER
AND
DISTRIBUTION
Feeder and distribution solutions discussed in subsequent chapters of this document
are based on demand estimations from a 2000-base year morning peak hour
EMME/2 model. The demand figures were obtained in November 2000. The
demand modelling must still be further refined.
The existing public transport system and service (mainly bus and rail, were coded
into the network of the demand model) on a coarse level. In addition, coarse new
dedicated feeder and distribution networks serving the Gautrain stations were
developed to supplement the existing public transport services. This was also used
as input to the demand modelling process. Frequencies and operational speeds
given as part of the discussion in the previous chapter were also used as input to the
model.
The following assumption on fares provided further input:
•
•
R0,30 per kilometre, and
a minimum fare of R2,50.
Results from the demand modelling process were used to conceptualise the feeder
and distribution services. However, an interactive and iterative process whereby
inputs from a feeder and distribution perspective were used to calibrate the model.
The feeder and distribution links were coded into the model. These results were also
used as inputs for costing calculations for feeder and distribution services.
The stated preference analysis indicated that a bus bias exists. This aversion for
using the bus as a feeder mode was represented in the model by penalising the bus
commuter with a 27-minute penalty. This, in turn, represented generalised cost in
the calculation of the trips. The penalty was effected only on bus-users at the rail
boarding side of the journey during the morning peak hour.
A total number of 28 network options were tested as part of the demand modelling
process. The Project Review Committee eventually decided that a network option
consisting of the following alignments and stations was the preferred option and that
planning should be focussed on thereon:
(i)
(ii)
a rail line from Hatfield to Johannesburg CBD Park Station via Pretoria CBD,
Centurion, Midrand, Marlboro, Sandton and Rosebank, as well as
an airport rail link from Sandton to JIA via Rhodesfield.(also referred to as the
"Base Case". Feeder and distribution solutions were developed for this
network option).
In addition, feeder and distribution services were developed for one other network
alternative and one likely extension to the preferred network option, i.e.:
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(i)
(ii)
the Bruma Alternative Network - A rail alignment from Hatfield to
Johannesburg CBD via Pretoria CBD, Centurion, Midrand, and Bruma Lake,
as well as an airport link from Sandton to the JIA, and
a station at Menlyn - An extension to the preferred network alternative to the
east of Pretoria.
However, the work done as part of the development of feeder and distribution
services for the above-mentioned two alternative network options is not discussed
further reported on in this technical report.
4.2
MODELLING OUTPUTS
Information obtained from the demand modelling process on passengers boarding
and alighting at each station, is summarised in Table 4.
TABLE 4.1:
AM PEAK HOUR BOARDINGS AND ALIGHTINGS PER STATION
PER MODE
Station
Boardings
Walk
Car
Bus
Alightings
Rail
Total
Walk
Bus
Rail
Total
188
411
165
217
28
32
95
91
103
29
2609
1117
0
2962
42
487
101
176
405
-
34
109
48
1294
3
105
65
-
628
498
0
32
62
-
3459
2135
213
4473
73
624
293
267
570
29
14
334
108
237
1157
460
2647
2693
249
651
5
42
4
180
9
1957
1154
-
4
123
18
76
12
-
23
499
130
417
1166
2417
3877
2693
261
651
Total
1359
7899
1658
1220
12136
8550
3351
233
12134
Modal share
11%
65%
14%
10%
100%
70%
28%
2%
100%
Hatfield
Mears
Pretoria
Centurion
Midrand
Sandton
Johannesburg
Rosebank
Rhodesfield
JIA
TOTAL
12100
12100
The modelling process also provided information on boarding and alighting for the
bus mode on all major feeder and distribution routes (refer to Chapter 5). This
information was used as a basis to plan the dedicated feeder and distribution service.
This information is given in Table 4.2.
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TABLE 4.2:
AM PEAK HOUR BUS BOARDING AND ALIGHTING PER FEEDER
AND DISTRIBUTION ROUTE/SERVICE
Bus Service
Boarding
Alightings
Hatfield
Silverton
34
1
Waverley
0
4
34
5
Les Marais
109
22
Rietfontein
0
21
109
43
Clairemont
33
2
Wespark
15
2
TOTAL
48
4
656
31
68
48
279
25
Monumentpark P & R 1 & 2
59
11
Wierdapark Dist
80
21
Wierdapark P & R 1 & 2
85
32
Pierre van Ryneveld
68
13
1295
181
Midrand distributor
3
9
TOTAL
3
9
TOTAL
Mears
TOTAL
Pretoria
Centurion
Garsfontein P & R 1 & 2
Lyttelton Distributor
Menlyn P & R
TOTAL
Midrand
Sandton
Bond Road P & R 1 & 2
12
105
Cresta P & R 1 & 2
6
400
Hill Fox P & R 1 & 2
8
128
North Gate P & R 1 & 2
10
105
Fourways P & R 1 & 2
31
794
Paulshof P & R 1 & 2
14
287
Sandton Dist 1
0
7
Sandton Dist 2
11
37
Sandton Dist 3
TOTAL
14
94
106
1957
Johannesburg
Aucklandpark P & R
6
691
Glenvista P & R
28
259
Kirlarney P & R
0
7
Alberton P & R
3
41
Bellevie P & R
22
144
Jhb Dist 1
0
0
Jhb Dist 2
7
12
66
1154
TOTAL
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4.3
DISCUSSION
4.3.1
Walking as a Distribution Mode
When considering the figures obtained from the model and given in Tables 4.1 and
4.2, "walking" as a distribution mode seems to be too attractive. A good example of
this is that only nine passengers out of a total of 1 166 passengers arriving at
Midrand Station in the peak hour choose to travel further by distributor bus and 1 157
walk. Given the location of the Midrand Station and the extent of Midrand's
commercial and light industrial areas, it is clear that the end destination of many
passengers' trips will not be within reasonable walking distance from the station.
Similarly, most of the other dedicated distributors attract fairly low volumes of
passengers in comparison to the number of passengers walking to their end
destination. Given the market segment of commuters/travellers for which the
Gautrain will cater, the current lack of adequate pedestrian facilities, and perceptions
about "on-street safety and security", it can safely be said that dedicated distribution
services will be far more attractive than that depicted by the demand modelling
process predicts.
Therefore, the modelling process will have to be refined, paying specific attention to
the attractiveness of dedicated public transport distribution services and making
walking less appealing.
Refinement or remodelling is expected to change figures used as a basis for the
development of feeder and distribution services and facilities described in the
following chapters. These figures will have to be reworked during the further
development and refinement for when drafting a "Request for Proposal" document.
4.3.2
Sunnyside Station
The demand modelling results made available in November 2000 included a station
in Sunnyside. Approval by Gauteng Cabinet in April 2001 concerning the rail
alignment and station areas did not include a station in Sunnyside. Subsequently,
the status of this station was discussed by the Project Review Committee. The
preferred network option was remodelled without a station in the Sunnyside vicinity.
Results of the remodelling process indicated that the contribution of a station in
Sunnyside to the Gautrain system was not as significant as originally supposed.
This is illustrated in Table 4.3 below.
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TABLE 4.3:
CHANGES IN ESTIMATED KEY INDICATORS RESULTING FROM
THE EXCLUSION OF MEARS STREET STATION
Description
Peak hour
passenger
trips
Daily
passenger
trips
Peak hour
passenger
kilometres
Annual
revenue
(R million)
12 100
9 500
60 500
47 500
442 000
437 000
304.6
298.6
7.9%
7.9%
1.2%
1.0%
Base Case Network
Without Mears Str Station
Decrease
Based on the above-mentioned indications the Project Committee decided that the
Sunnyside Station should initially be excluded from the preferred network, but
considered as a secondary station at a later stage. The corresponding volumes
without Sunnyside Station (April 2001) are shown below.
TABLE 4.4:
AM PEAK HOUR BOARDINGS AND ALIGHTINGS PER STATION
PER MODE (WITHOUT SUNNYSIDE STATION)
Station
Boardings
Walk
Car
Bus
Alightings
Rail
Total
Walk
Bus
Rail
Total
Hatfield
Pretoria
Centurion
Midrand
Sandton
Rosebank
Johannesburg
Rhodesfield
JIA
137
108
179
18
28
67
72
91
23
2250
582
2376
29
456
175
99
383
-
26
37
1103
2
92
56
-
1085
27
44
-
3498
726
3658
49
576
242
254
518
23
15
108
215
1131
486
2652
2626
248
649
2
59
3
547
410
-
162
32
129
11
-
177
142
274
1134
1033
2652
3164
258
649
Total
723
6350
1316
1156
9 544
8130
1021
334
9 483
Modal share
8%
67%
13%
12%
100%
86%
11%
3%
100%
TOTAL
9 500
9 500
A comparison of figures in Tables 4.1 and 4.4 shows that the total morning peak
hour patronage decreased and that Pretoria Station became to a large extent the
access/egress station for passengers in the absence of a station in the vicinity of
Mears Street.
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Due to the fact that demand-forecasting figures that exclude a station in Sunnyside
became available only in April 2001, the planning of dedicated feeder and distribution
services and resultant calculations are based on the November 2000 forecasts.
Dedicated feeder and distribution services planned in the following chapters are,
however, robust enough to accommodate the above changes. The feeder and
distribution route network and services proposed for Pretoria Station would largely be
able to accommodate passengers, who would have utilised Sunnyside Street Station
in the earlier network scenario.
Similarly, the planning of feeder and distribution infrastructure and facilities was
based on the modelled figures made available in November 2000. However,
subsequent to receiving the new-modelled figures in April 2001, the planned station
at Sunnyside and related capital expenditure were excluded. A check was done to
ensure that the feeder and distribution infrastructure and facilities planned at Hatfield
and Pretoria Stations could accommodate the passengers, as per Table 4.4.
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5
FEEDER AND DISTRIBUTION NETWORKS
5.1
EXISTING PUBLIC TRANSPORT SERVICES
Existing public transport services will act as feeder services and to a lesser extent, as
distributors to and from the following Gautrain stations:
•
•
•
Hatfield
Pretoria
Park (Johannesburg)
In the case of Hatfield and Pretoria Stations, the Metrorail services and those
provided by Pretoria City Transport, as well as taxi services between the Pretoria
suburbs and the CBD are considered. However, for Metrorail and taxi services to
play a significant role in feeding passengers to the Gautrain system, these services
will have to be restructured and upgraded to meet the requirements of the
passengers.
Similarly, services of Metrorail, the Johannesburg Metropolitan Bus Service and taxi
operators will play a role in feeding passengers to the Johannesburg Station.
The existing public transport services were taken into account in the development of
feeder and distribution networks. This is discussed in Chapter 6.
5.2
FEEDER AND DISTRIBUTION NETWORKS
The feeder and distribution services and networks are discussed separately for each
station.
5.2.1 Hatfield
A station in Hatfield will attract passengers from the East, Waverley and North
Eastern suburbs of Pretoria. People boarding at Hatfield Station are expected to
mainly park-and-ride with access from the N1 and N4 freeways. This Station can
also be used to link the Pretoria Ring Rail System (Metrorail services), with the
Gautrain and to act as a feeder service.
The planned dedicated feeder services, as shown in Figure 5.1, will run on routes
from the following areas:
•
•
Silverton
Waverley.
Passengers arriving at this station on the Gautrain service are expected mainly to
walk to the end destination of their trips (i.e. Hatfield node, University of Pretoria,
Loftus). However, a distribution route along Lynnwood Road is envisaged. The
"reverse feeders" can also distribute passengers.
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FIGURE 5.1 - HATFIELD
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5.2.2 Pretoria
The station in the Pretoria CBD, located at the Pretoria Station used by Metrorail, will
act as a destination station for the Gautrain in the morning peak. A significant
number of passengers arriving at this station will walk to their end destinations.
However, attention will have to be paid to adequate distribution by road-based
distribution services.
As shown in Figure 5.2, quite an extensive two-directional dedicated distribution
system is envisaged for the Pretoria Inner City area, which also includes Sunnyside.
It is proposed that this distribution network be further extended eastwards into
Arcadia to cater for non-commuter trips (ie to hotels, the Union Buildings, and various
embassies). This proposed distribution network is in line with the ISDF developed for
the Pretoria Inner City.
A limited number of passengers boarding at Pretoria Station are expected to arrive
by private car. Limited park-and-ride facilities are, therefore, planned. As shown in
Figure 5.2, dedicated road-based feeder services are envisaged to start from:
•
•
•
Rietfontein/Mayville
Claremont
West Park/Danville.
However, the above-mentioned feeder services correlate to a large extent with
commuter services provided by the Metropolitan Bus Operator (Pretoria City
Transport (PCT). The possibility of restructuring PCT services on applicable routes
to provide these services in a semi-dedicated manner should be considered.
The demand modelling process accommodated a station located in the vicinity of the
Mears Street Metrorail Station to accommodate transfers between Gautrain services
operated from Hatfield to Centurion and from Pretoria CBD to Centurion. From
Table 4.2 it can be seen that a limited demand also exists for passengers to be fed to
and distributed from this station. However, the status and location of this station still
has to be finalised. The feeder and distribution requirements for a station along
Mears Street in Sunnyside are, therefore, taken care of by tying this in with the above
network for Pretoria CBD.
5.2.3 Centurion
The function of the Centurion Station depends on the alignment of the Gautrain
towards Pretoria and the east of Pretoria. With no station at Menlyn, the Centurion
station will serve passengers from the east of Pretoria by means of decentralised
park-and-ride. A number of residents from Centurion will also use the station to
travel to Pretoria, Midrand, Sandton and Johannesburg. This station is also expected
to serve as a destination station for the lake development.
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FIGURE 5.2 - PRETORIA
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FIGURE 5.3 - CENTURION
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Distributor services to the areas of Lyttelton, Wierdapark and Pierre van Ryneveld
are planned. Feeder services with park-and-ride facilities are planned from
Garsfontein, Menlyn, Monumentpark and Wierdapark.
These feeder and distribution routes, as well as the decentralised park-and-rides are
shown in Figure 5.3.
5.2.4 Midrand
The station at Midrand will serve mainly as a destination station with trips in the
morning, ending in the commercial and light industrial areas on both sides of the N1,
between the N1 and the R101, as well as the CBD, developments at Gallaghar
Estate and the proposed Zonkizizwe development. For this reason, a distributor
network is planned, as shown in Figure 5.4.
5.2.5 Sandton
Sandton is seen as a destination station for Sandton CBD and its adjoining activity
node, including international visitors from the JIA. Three distributor services are
planned for Sandton. These routes are in the area of Sandton CBD and are shown
in Figure 5.5.
However, a significant number of people will also travel by means of feeder services
to the Sandton Station to access the Gautrain from activity nodes to the west and
north of the station. The following feeder services are provided with park-and-ride
facilities at the starting points.
•
•
•
•
•
•
Bond Road
Cresta
Hill Fox
North Gate
Fourways
Paulshof.
The routes are also shown in Figure 5.5.
Depending on the demand and volumes, Light Rail may be considered in the longer
term as a solution to link the western suburbs of Johannesburg with the Sandton
Station, replacing some or all of the proposed road-based feeder routes.
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FIGURE 5.4 - MIDRAND
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FIGURE 5.5 - SANDTON
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5.2.6 Johannesburg
Integration of the Johannesburg Gautrain Station with Park Station will enable
existing public transport modes and services to play a feeder and distribution role (i.e
Metrorail services from the East Rand, Soweto, Roodepoort, etc., as well as existing
bus and taxi operations).
Over-and-above the existing public transport services, a demand for additional
dedicated feeders is expected. Figure 5.6 shows the main feeder routes required to
serve the Johannesburg station from the following areas:
•
•
•
•
•
Auckland Park/RAU/SABC
Killarney/Parktown (also covering Braamfontein)
Bellevue
Glenvista
Alberton.
Services operated along the above-mentioned routes will also serve as distributors to
areas such as Auckland Park, Braamfontein and Parktown.
Two new dedicated distribution routes within the inner city of Johannesburg are
shown in Figure 5.7. These distribution routes and services should be integrated
with or may even be replaced by the shuttle service planned by the Johannesburg
Inner City Office for the CBD. Consideration should be given in future to tying the
Newtown precinct, located to the west of this station, into this network as
development progresses.
5.2.7 Other Stations
Public transport feeder and distribution networks and services to serve the following
stations were analysed in less detail:
•
•
•
•
Marlboro
Rosebank
Rhodesfield
JIA.
Marlboro Station
Passengers boarding and alighting at Marlboro Station will originate from the area
surrounding this station. Currently, effective services are provided in this area by
mini-bus taxis. Such services could easily be adapted to accommodate the demand
for feeder and distribution services.
Rosebank Station
The density of the commercial developments in Rosebank is such that the bulk of
passengers travelling to and from this station will be able to walk to their respective
end destinations. This is supported by the demand modelling process.
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FIGURE 5.6 - JOHANNESBURG 1
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FIGURE 5.7 - JOHANNESBURG 2
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Rhodesfield Station
The purpose of Rhodesfield Station is to act primarily as a park-and-ride facility for
passengers coming from the East Rand via the freeway system. In terms of the
demand modelling process, no passengers will be arriving at this station by means of
road-based public transport.
JIA Station
The JIA Station revolves around air passengers and people working at the airport.
There will, therefore be no need for feeder and distribution services to this station as
it will be located within close proximity to the respective terminal buildings. However,
a significant portion of the passengers may be served more efficiently from
Rhodesfield Station.
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6
DEDICATED FEEDER AND DISTRIBUTION SERVICES
6.1
INTRODUCTION
The demand modelling process provides for morning peak hour passenger volumes
for the road-based feeder and distribution routes for the base year (as discussed in
Chapter 4 of this report). More detailed planning was done with regard to feeder and
distribution services, based on volumes obtained from the model. The concept
"feeder and distribution services" in this section of the report means new road-based
public transport services, providing dedicated services to the Gautrain stations. In
terms of the modelling process, the role of Metrorail as a provider of feeder and/or
distribution services has already been quantified (Table 4.1).
6.2
APPROACH
In areas such as Pretoria and Johannesburg existing scheduled bus services and
more specifically, services provided by municipal operators (Pretoria City Transport
and Metro Bus Service) were considered during the planning of feeder and
distribution services. However, due to uncertainty with regard to the possibilities of
restructuring such services to meet the requirements of the potential Gautrain
passengers (i.e. in terms of frequencies and routes), it was assumed that these
services will cater for only 5% of the feeder demand in the morning peak hour. In
areas such as Centurion and Sandton, all feeding and distributing will have to be
done by means of new dedicated services. The role of the current taxi industry and
its potential contribution as part of the feeder and distribution service network is dealt
with in Section 9 of this document.
6.3
ASSUMPTIONS
The following departure points and assumptions were used for the more detailed
planning of the dedicated feeder and distribution services:
•
•
•
•
Vehicle sizes: a combination of 60-seater (standard buses) and 18-seater midibuses, in line with the National Land Transport Transitional Act, 2000;
Frequency on feeder routes during peak period: at least 20 minutes and in most
cases much less;
Frequency on distribution routes during peak period: in most cases 10 minutes or
less;
Vehicle size per route: dependent on demand per route and reasonable
frequencies;
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•
•
•
•
6.4
Average vehicle occupancy per trip for feeder services: in the order of 60%;
Average vehicle occupancy per trip for distribution services: ranging from 80 to
90%;
Operational speeds for feeders: 20 - 30km/h
Operational speeds for distributors and "reverse feeders": 30 - 40km/h due to
lower levels of congestion in CBDs and on arterial roads in the contra-peak
direction.
SERVICE REQUIREMENTS AND QUANTITIES
The feeder and distribution service requirements and quantities for the respective
stations are summarised below:
TABLE 6.1: OPERATIONAL REQUIREMENTS PER STATION
No.
1.
2.
3.
4.
5.
Total
Station
Pretoria area*
Centurion
Midrand
Sandton
Johannesburg
AM peak
hr pax
Std. bus
Fleet
Midi-bus
Fleet
(per day)
Live
km's
(per day)
Trips
339
1 476
12
2 063
1 863
29
20
11
11
16
1
25
20
64
168
3
177
207
884
4 059
54
4 986
2 874
5 753
60
73
619
12 857
* The Pretoria area includes stations within the CBD and at Hatfield
Detail calculations are attached in Annexure A.
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7
FEEDER AND DISTRIBUTION
AND FACILITIES
INFRASTRUCTURE
Feeder and distribution infrastructure and facility requirements at each of the
Gautrain stations are discussed below.
7.1
METHOD
Outputs from the demand model (passengers per mode boarding and alighting at the
respective stations) were used to determine the quantities of various feeder and
distribution infrastructure components/facilities required.
7.2
ASSUMPTIONS
Parking will be the major feeder and distribution infrastructure element within the
respective station precincts. The demand modelling process indicated that a
significant proportion of rail users would make use of park-and-ride facilities. The
majority of these passengers will park for a full day, eg arriving in the morning, using
the train to go to work and returning in the afternoon.
The number of park-and-ride parking bays were determined on the basis of the
following assumptions:
•
•
•
Of passengers arriving at stations by car in the morning peak, 80% will make
use of the park-and-ride facility.
Vehicle occupancy is 1,2 passengers per car.
Based on peak demand, a multiplier of 2 is used to determine the total parking
demand per day (i.e. number of bays per station).
An isolated and demarcated part of parking facilities should be made available for
sub-letting to car-hire companies, where applicable. Accommodation for this has
been made at stations in Johannesburg, Pretoria and Sandton.
Normal parking standards will be used for the design of parking facilities. Space
available and the number of bays required will determine whether a parkade will be
provided or covered surface parking. The availability of parking to be shared in the
immediate vicinity of the stations is to be taken into consideration. A typical example
would be parking at a shopping centre, which can be used for park-and-ride during
the week when the demand from shopping is low. Over weekends when the demand
from shopping is high the demand for park-and-ride is low.
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Allowance is made for separate facilities to accommodate kiss-and-ride and shortterm parking (i.e. wait-and-ride). Assumptions used to determine the number of
short-term parking bays are:
•
•
•
Rail passengers boarding in the morning peak period and arriving at the stations
by car but not making use of park-and-ride facilities will be met by someone in the
afternoon peak using the short-term parking;
Average waiting time is 10 minutes;
Vehicle occupancy is 1,2 passengers per car.
Provision must also be made for the upgrading of the existing road network to create
adequate road access to the stations. Provision has been made for accommodating
existing public transport services on the perimeter of the stations. Pedestrian
facilities include amenities like toilets, shelters, lighting, benches and information
signs.
The following areas were assumed per type of vehicle to allow for parking,
manoeuvring and circulation:
•
•
•
private vehicle parking
midi-buses (dedicated new services)
standard buses (dedicated new services)
-
25 m² per bay,
45 m² per bay, and
90 m² per bay.
An additional area of 150 m² (2,5m x 60m) was allowed at each station for on-street
parking for existing public transport services and vehicles.
7.3
INFRASTRUCTURE AND FACILITIES
The various proposed feeder and distribution infrastructure and facility components
per station, as well as quantities are given in Table 7.1 below.
TABLE 7.1:
Stations
Hatfield
Pretoria
Centurion
Midrand
Marlboro
Sandton
Rosebank*
Jhb Park
Rhodesfield
JIA
FEEDER & DISTRIBUTION QUANTITIES - PRIVATE VEHICLE
PARKING
Parkade
Kiss-&ride
(bays)
Short-term
parking
(bays)
Car hire
(bays)
Surface
parking
(bays)
1 200
450
1 350
50
50
300
0
100
100
0
1 000
50
1 560
150
150
0
0
100
210
0
19
4
16
1
2
3
0
2
3
0
38
8
32
1
3
6
0
3
5
0
0
10
0
0
0
20
0
15
0
0
(bays)
* Given the high degree of developm ent in the vicinity of the proposed Rosebank Station and the availability of
parking, it is assumed that all passengers arriving at this station by means of private vehicles will use such facilities
and that no additional parking facilities will be required.
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The public transport infrastructure, facilities and quantities per station are given in
Table 7.2.
TABLE 7.2:
Stations
Hatfield
Pretoria
Centurion
Midrand
Marlboro
Sandton
Rosebank
Jhb Park
Rhodesfield
JIA
FEEDER & DISTRIBUTION QUANTITIES - PUBLIC TRANSPORT
FACILITIES
Std. bus
terminus
(bays)
Midi-bus
terminus
(bays)
Other loading
Holding
(m)
(bays)
0
0
2
0
0
3
0
3
0
0
1
4
5
1
1
6
0
7
1
0
60
60
60
60
60
60
0
60
60
0
1
2
4
1
0
3
0
3
0
0
Table 7.3 gives the infrastructure and facility requirements outside the station
precinct related to feeder and distribution services (including private vehicle access).
TABLE 7.3:
Stations
Hatfield
Pretoria
Centurion
Midrand
Marlboro
Sandton
Rosebank
Jhb Park
Rhodesfield
JIA
*
**
FEEDER & DISTRIBUTION QUANTITIES - INFRASTRUCTURE
AND FACILITIES OUTSIDE THE STATION PRECINCT
Road
upgrading
(km)
Access
(m²)
En-route
facilities
(km*)
Pedestrian
facilities
(m² **)
6
2
10
2
1
4
0
4
10
0
1 000
1 000
1 000
1 000
1 000
1 000
0
1 000
1 000
0
26
42
95
20
10
133
0
132
0
0
190
170
4 900
1 250
500
3 000
900
2 600
850
2 000
Quantity of en-route facilities based on feeder & distribution route kilometres, one lay-bye per 5km route
and 37,5 m² area per lay-bye.
Provision of pedestrian facilities based on quantity of pedestrians/AM peak hour
Detailed calculations are shown in Annexure B. (In certain cases the figures given in
Annexure B have been rounded off for practical reasons.)
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8
COSTING
Cost-estimates were done for the operation of road-based feeder and distribution
services dedicated to the Gautrain system, as well as the provision of essential
feeder and distribution infrastructure, facilities and amenities.
The following aspects are covered as part of the discussion on costs related to the
provision of feeder and distribution services, infrastructure and facilities:
•
•
•
8.1
Assumptions used for estimating costs,
Quantities, and
Cost-estimates itself.
SERVICE PROVISION
The description of the feeder and distribution services are described, and calculation
of quantities is discussed in Chapter 6. Rates and tariffs related to feeder and
distribution services are as follows:
TABLE 8.1:
No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
TARIFF USED TO CALCULATE FEEDER AND DISTRIBUTION
SERVICE COSTS
Item
Tariff
Motivation
Fuel (Diesel)
Tyres & tubes
Lubricants
Spares & units
Vehicle instalments
Vehicle licences
Vehicle insurance
Salaries:
• Drivers
• Maintenance
• Operate/admin
• Management
Rent of facilities
Water & lights
Insurance
General expenses
Service vehicles
R1.22/veh. km
R0.28/veh. km
R0.06/veh. km
R0.73/veh. km
R11500/veh/month
R2 500/veh/month
R300/veh./month
Based on year 2 000 costs in
the bus industry.
Unit costs are given for Std.
buses. Two-thirds of these
costs were assumed for midibuses.
R3 500/month
R4 500/month
R5 500/month
R10 000/month
R15 000/month
R7 000/month
R30 000/month
R15 000/month
R3 000/veh./month
Per depot
Dedicated feeder and distribution services will have an income stream, which will
reduce the operational cost-implications related to the provision of these services.
The assumptions used to calculate monthly income from fares are given in Table 8.2.
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TABLE 8.2:
No.
1.
2.
3.
4.
ASSUMPTIONS USED TO CALCULATE MONTHLY INCOME FROM
FARES
Item
Assumption
Daily passengers
Non rail users
Average fare
Operator profit
3 x AM peak-hour volumes*
15%
R3.00
10%
* Daily passengers on rail service system are assumed to be 5 x AM peak-hour volumes.
However, it was assumed that the off-peak demand for dedicated feeder and distribution
services would be such that it would not be viable to provide high frequency services on all
routes. The trip purpose and type of passenger are also expected to differ from the peak
hour and the modal preference for public transport will be lower. A multiplying factor of
three was, therefore, used.
The feeder and distribution units and quantities for the respective stations are given
below:
TABLE 8.3: FEEDER AND DISTRIBUTION UNITS AND QUANTITIES
Station
Pretoria area*
Centurion
Midrand
Sandton
Johannesburg
AM peak
hr pax
Std. Bus
Fleet
Midi-bus
Fleet
Std. Bus
Live km's
(per day)
Midi-bus
Live km's
(per day)
339
1476
12
2063
1863
29
20
11
11
16
1
25
20
2610
2361
1278
884
1449
54
2625
1596
* The Pretoria area includes stations at Hatfield and the CBD
From an operational point of view and in order to achieve economies of scale, it is
assumed that all dedicated road-based feeder and distribution services will be
operated out of three operational centres, namely Pretoria, Sandton and
Johannesburg. All the stations within the Pretoria area, including Centurion, will be
served from the Pretoria operational centre. Similarly, the Sandton operational
centre will serve Sandton and Midrand Stations.
Feeder and distribution operational cost-implications can be split into income,
expenditure and nett expenditure (subsidy). The monthly income and costimplications resulting from dedicated feeder and distribution services operational
centre is shown in Table 8.4.
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TABLE 8.4: SERVICE PROVISION: COST IMPLICATIONS (R)
Operational
Centre
Pretoria
Sandton
Johannesburg
Total
Annual
Total
Cost
(per month)
Income
from fares
(per month)
(per month)
R1 376 276
R626 175
R750 101
55%
R1 106 874
R466 875
R639 999
58%
R715 334
R419 175
R296 159
41%
R3 198 484
R1 512 225
R1 686 259
53%
R38.4 million
R18.1 million
R20.2 million
53%
Nett cost
Subsidy
Level
* 10% profit of operator(s) included
Detailed calculations per operational centre and network option are attached in
Appendix C.
8.2
INFRASTRUCTURE AND FACILITY PROVISION
The major component of the capital cost-related feeder and distribution infrastructure
and facilities revolves around pavement construction for parking, loading bays,
accesses and lay-bys. The other major capital costs are related to public transport
facilities and providing access to stations as well as facilities along major feeder and
distribution routes (outside the respective station precincts).
The following tariffs and rates were used to determine capital expenditure:
TABLE 8.5:
FEEDER AND DISTRIBUTION INFRASTRUCTURE RATES AND
TARIFFS
Item
Rate/tariff
Construction cost of structure parking (parkades)
Construction cost of paving (private vehicles)
Shelter (private vehicles)
Shelters and amenities (public transport en-route)
Pedestrian facilities
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R1 100 per m²,
R215 per m²,
R250 per unit,
R5 000 per lay bye,
R165 per AM peak
hour pedestrian.
June 2001
Final
8-3
The capital expenditure related to the provision of private vehicle parking
infrastructure and facilities is shown below.
TABLE 8.6:
FEEDER & DISTRIBUTION CAPEX - PRIVATE VEHICLE PARKING
(RM)
Stations
Parkade
Surface
parking
Parking
equip.
Kiss-&ride
Sortterm
parking
Car
hire
Total
Hatfield
Pretoria
Centurion
Midrand
Marlboro
Sandton
Rosebank
Jhb Park
33,00
12,38
37,13
1,38
1,38
8,25
0
2,75
2,75
0
8,50
0,43
13,26
1,28
1,28
0
0
0,85
1,79
0
0,75
0,50
0,75
0,13
0,13
0,5
0
0,25
0,25
0
0,10
0,02
0,09
0
0,01
0,02
0
0,01
0,01
0
0,20
0,04
0,17
0
0,02
0,03
0
0,02
0,03
0
0
0,05
0
0
0
0,1
0
0,08
0
0
42,55
13,42
51,39
2,79
2,80
8,91
0
3,96
4,83
0
Rhodesfield
JIA
The capital expenditure related to the provision of public transport facilities is given
below.
TABLE 8.7:
Stations
Hatfield
Pretoria
Centurion
Midrand
Marlboro
Sandton
Rosebank
Jhb Park
Rhodesfield
JIA
FEEDER & DISTRIBUTION CAPEX - PUBLIC TRANSPORT
FACILITIES (R THOUSAND)
Bus
terminus
Midi-bus
terminus
Other
loading
Holding
Total
0
0
39
0
0
58
0
58
0
0
9
39
48
9
9
58
0
67
9
0
52
52
52
52
52
52
0
52
52
0
5
11
22
5
0
16
0
16
0
0
70
100
160
70
060
180
50
190
60
0
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Table 8.8 gives the capital expenditure related to facilities outside the respective
station precincts.
TABLE 8.8:
Stations
Hatfield
Pretoria
Centurion
Midrand
Marlboro
Sandton
Rosebank
Jhb Park
Rhodesfield
JIA
FEEDER & DISTRIBUTION CAPEX - FACILITIES OUTSIDE THE
STATION PRECINCT (RM)
Road
upgrading
Access
En-route
facilities
Pedestrian
facilities
Total
12,00
4,00
20,00
4,00
2,00
8,00
0
8,00
20,00
0
0,22
0,22
0,22
0,22
0,22
0,22
0
0,22
0,22
0
0,18
0,29
0,65
0,14
0,07
0,91
0
0,90
0
0
0,03
0,03
0,81
0,20
0,08
0,50
0,16
0,44
0,14
0,33
14,02
7,10
27,49
5,78
2,98
17,78
0,16
17,64
20,35
0,33
The total capital expenditure related to the feeder and distribution component of the
Gautrain system is summarised below.
TABLE 8.9: TOTAL FEEDER & DISTRIBUTION CAPITAL EXPENDITURE
Stations
Hatfield
Pretoria
Centurion
Midrand
Marlboro
Sandton
Rosebank
Jhb Park
Rhodesfield
JIA
Parking
Public tp
facilities
Outside
Station
Total
44,55
13,42
51,39
2,79
2,80
8,91
0
3,96
4,83
0
0,07
0,10
0,16
0,07
0,06
0,18
0,05
0,19
0,06
0
14,02
7,10
27,49
5,78
2,98
17,78
0,16
17,64
20,35
0,33
56,6
20,6
79,0
8,6
5,8
26,9
0,2
21,8
25,2
0,3
Grand total
245,2
Detailed calculations of capital costs given in the tables above are attached in
Annexure D.
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9
IMPLEMENTATION
A number of broad proposals are made in this chapter with regard to the
implementation of the feeder and distribution system forming an integral part of the
Gautrain. Some suggested actions resulting from these proposals need to
commence sooner rather than later, in order to facilitate the smooth implementation
and to pave the way for successful establishment of the concessionaire.
9.1
FEEDER AND DISTRIBUTION SERVICES
9.1.1 Existing public transport services
Discussions and negotiations will have to take place with institutions, authorities and
operators responsible for the provision of existing public transport services. The
outcome and success of such discussions will influence the need for and extent of
new dedicated feeder and distribution systems to be instituted as part of the
Gautrain system. This will also lessen the burden to some extent for the
concessionaire. It may also extend the market served by existing operators and
services, improving their viability. Institutions and authorities to be engaged include:
•
•
•
•
SARCC (Commuter rail service)
Gauteng Department of Transport and Public Works: Directorate Public and
Urban Transport (Subsidised bus contracts);
Local authorities (Public Transport Plans and Operating License Strategies, as
well as taxi liaison structures); and
Gauteng Permit Board (Amendment of existing and issuing of new operating
licenses).
Operators to be contacted are:
•
•
•
•
Metrorail;
Private bus operators contracted to the Gauteng Province;
Municipal bus operators (Pretoria City Transport and Johannesburg Metropolitan
Bus Service); and
Taxi associations.
Such discussions and negotiations are required to:
•
•
•
Restructure and amend their route networks (road-based services) to tie in with
the Gautrain to minimise walking distances;
Co-ordinate their timetables to optimise the convenience and travel times of
passengers transferring from existing services to the Gautrain; and
Upgrade and improve the quality of their services to better meet the demands
and requirements of Gautrain passengers.
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Ticketing and payments systems used by operators of existing public transport
services, as well as systems envisaged for implementation in the near future (i.e.
EMS system for the taxi recapitalisation project) will have to be considered. This is
important with a view to integrate the Gautrain fare and payment system with such
systems. Passengers using existing public transport services to travel to and from
Gautrain stations, should be able to use a common payment mechanism (i.e. smart
cards). As far as possible, the ticket system should also be integrated so that a
passenger can purchase a through ticket. However, this will not always be possible
as a result of the varying levels of sophistication of existing public transport
operations.
9.1.2 Dedicated public transport services
The following are a few broad proposals related to the implementation of new
dedicated feeder and distribution services:
•
•
•
•
Dedicated feeder and distribution services should be operated under direct
control of the concessionaire. Therefore, such services should be provided either
by the concessionaire or by an operator, or group of operators, contracted to the
concessionaire. It is believed that the latter may be more desirable.
Operators contracted to the concessionaire should, as far as possible, be
sourced from the existing "pool of operators" within the areas adjacent to the
specific stations. This "pool of operators" may include existing taxi operators.
This would reduce potential resistance and conflict, as well as over-trading of an
area. It may also encourage existing operators not to compete with the Gautrain
system, but to integrate with it.
All services should be operated under a uniform livery and the quality of service
should conform to certain minimum specifications and requirements. This should
be monitored by the concessionaire.
Integrated payment and through-ticketing, linked to integrated information on all
services, should be an essential link between the dedicated services and the
Gautrain service.
In terms of the National Land Transport Transitional Act, 2000 the authority required
to provide road-based public transport services in South Africa is an operating
licence awarded by a provincial operating licence board. Decisions concerning the
award of operating licences are based on operating licence strategies (OLSs)
compiled annually by planning authorities (i.e. local authorities). In the case of
dedicated feeder and distribution services for the Gautrain, operating licences for the
provision of such services will be awarded by the Gauteng Operating Licence Board,
which will base its decisions concerning the award of operating licences on the OLSs
of the respective local authorities responsible for the areas within which the
dedicated feeder and distribution services are operated. It will, therefore, be
essential to timeously have discussions with such authorities in this respect.
In conjunction with the respective OLSs, national government's initiative to
recapitalise the existing taxi vehicle fleet must also be taken to account and as far as
possible, accommodated in terms of the provision of dedicated feeder and
distribution services.
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Discussions will have to take place with the business sector to consider incentive
schemes to encourage major corporate companies and other organisations to
introduce shuttle services to and from stations for their employees.
9.2
INFRASTRUCTURE, FACILITIES AND AMENITIES
9.2.1 Infrastructure and facilities within station precincts
The provision of infrastructure, facilities and amenities related to feeder and
distribution systems will have to be dealt with in an integrated manner, as part of the
development of the respective Gautrain stations. This will also form part of the
scope of the Gautrain project.
However, the provision of facilities and amenities used by existing public transport
services that are on-street and within a station precinct will have to be discussed with
the relevant local authority.
9.2.2 Infrastructure and facilities outside station precincts
Infrastructure and facilities outside the station precincts will be related mainly to enroute amenities along feeder and distribution routes. These facilities and amenities
are discussed in Chapter 3.
In general, it is the responsibility of the relevant local authority to provide public
transport facilities and amenities. However, experience has shown that budget
constraints have limited the extent to which local authorities involve themselves with
the provision and maintenance of such facilities and amenities.
As mentioned previously in this document, the feeder and distribution service
"bus/train stop" will be the first point of access for many Gautrain passengers. If
these facilities do not conform to a certain quality level, such passengers will be
deterred from using the Gautrain system.
It will be important, therefore, to engage in discussion with the relevant local
authorities to negotiate, determine and establish the extent and quality of en-route
facilities and amenities to be provided. This will be specifically relevant to the route
networks of dedicated feeder and distribution services.
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10
CONCLUSIONS
One of the factors that will be critical to the success of the Gautrain Rapid Rail Link
will be the effectiveness and efficiency with which potential passengers will be able to
travel from "door-to-door" (not so much station-to-station).
The feeder and
distribution system and the effectiveness of its components will be a very important
contributing factor to this.
A number of key conclusions and considerations related to the feeder and distribution
systems are given in the following paragraphs. These conclusions may not only
have an impact on the feasibility of the Gautrain project as such, but may also allude
to further technical work to be done and processes to be followed. Some of these
aspects will also have to receive further consideration, taking into account the
development of a request for proposal/tender.
10.1
FEEDER AND DISTRIBUTION SERVICES
10.1.1 Existing Public Transport Services
Existing public transport services were taken into account in the development of
feeder and distribution networks. The solutions given in this document rely to an
extent on existing public transport services and operators to feed passengers to
Gautrain stations. Existing scheduled public transport services can act as feeders,
and to a lesser extent as distributor services, to and from the following Gautrain
stations:
•
•
•
Hatfield Station;
Pretoria Station; and
Park (Johannesburg) Station.
In the case of Hatfield and Pretoria Stations, the Metrorail services and those
services provided by Pretoria City Transport, as well as taxi services between the
Pretoria suburbs and the CBD are considered. However, for Metrorail and the taxi
services to play a significant role in feeding passengers to the Gautrain system,
these services will have to be restructured and upgraded to meet the requirements of
the passengers.
Similarly, the services of Metrorail, Johannesburg Metropolitan Bus Service, and taxi
operators will play a role in feeding passengers to Johannesburg Station.
However, discussions and negotiations will have to take place with institutions,
authorities and operators responsible for the provision of existing public transport
services. The outcome and success of such discussions will influence the need for
and extent of new dedicated feeder and distribution systems to be instituted as part
of the Gautrain system. This will also lessen the burden to some extent for the
concessionaire. It may also extend the market served by existing operators and
services and improve its viability.
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Minibus taxis are providing unscheduled services within the areas surrounding the
proposed Gautrain stations. Given the market segment targeted by the Gautrain,
the taxi industry in its current form will not be able to make a significant contribution
to feeding and distributing of passengers. However, it is strongly believed that the
taxi operator should be included in the provision of dedicated services, as discussed
in Section 10.1.2 below.
10.1.2 Dedicated New Feeder and Distribution Networks and Services
Feeder and distribution route networks, which would, in the majority of cases, consist
of new dedicated public transport services, were planned for the following stations:
•
•
•
•
•
•
•
Hatfield,
Pretoria,
Centurion,
Midrand,
Sandton,
Johannesburg, and
Rhodesfield.
The new dedicated feeder and distribution services should be characterised by:
•
•
•
•
•
•
Minimum frequencies on feeder routes of 20 minutes in the peak period,
Minimum frequencies on distribution routes of 10 minutes in the peak period,
Modern, convenient, 18 and/or 65 seater buses, clearly identifiable by a livery
similar to that of the Gautrain,
Integrated payment with the rail fares (through-ticketing),
Integrated information,
Co-ordinated timetables with the Gautrain services.
It is concluded that new dedicated feeder and distribution services should be
implemented based on the following:
•
•
•
•
Dedicated feeder and distribution services should be operated under direct
control of the concessionaire.
Operators contracted to the concessionaire should, as far as possible, be
sourced from the existing "pool of operators", within the areas adjacent to the
specific stations, including existing taxi operators.
Discussion with local authorities and the Gauteng Operating Licence Board must
take place to facilitate the award of operating licences to operators.
National Government's initiative to recapitalise the current taxi vehicles should be
accommodated.
No specific attention was paid to public transport feeder and distribution networks to
and from the following stations:
•
•
•
•
Marlboro,
Rosebank,
Rhodesfield, and
JIA.
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Passengers boarding and alighting at Marlboro Station will be originating from the
areas surrounding the station. Currently, effective services are provided in these
areas by mini-bus taxis. Such services could easily be adapted to accommodate the
demand for feeder and distribution services.
The density of commercial developments in Rosebank is such that the bulk of
passengers travelling to and from this station will be able to walk to their respective
end destinations.
The purpose of Rhodesfield Station is to act primarily as a park-and-ride facility for
passengers coming from Kempton Park and the East Rand via the freeway system.
This area is too fast to serve it by means of dedicated services.
The JIA station revolves around air passengers and people working at the airport.
There will, therefore, be no need for feeder and distribution services to this station, as
the station will be located within close proximity to the respective terminal buildings.
The dedicated feeder and distribution services could be provided from three
operational centres located in Pretoria, Johannesburg, and one located somewhere
in between. Such services will comprise of 66 standard buses, 80 mini-buses, 620
trips per day and 15 000 kilometres per day. It is estimated that it would cost R38,4
million per month to operate such services. The income from fares is estimated at
R18,2 million per month, resulting in a nett cost of R20,2 million, requiring a 53%
level of subsidisation.
The nature and extent of feeder services may change significantly during the
concessioning period. This will be due to the envisaged changes in land-use
developments and densification at and around the Gautrain stations, which will
enable far greater walking accessibility to the rail system.
The development and implementation of incentive schemes to encourage major
corporate companies and other organisations to introduce shuttle services for their
employees should be pursued to reduce the demand for dedicated distribution
services.
10.2
PASSENGER VOLUMES ON DISTRIBUTION SERVICES
Volumes on dedicated distribution services obtained from the demand estimation
process indicate that "walking", as a distribution mode, is far too attractive. Most of
the dedicated distribution services attract fairly low volumes of passengers in
comparison to walking volumes. The feeling is that dedicated distribution services
will be far more attractive than the demand modelling process predicts based on:
•
•
•
•
the market segment of commuters/travellers on the Gautrain (more upmarket
passengers will not be prepared to walk long distances);
the "spread" of commercial and light industrial activities around stations;
the current lack of adequate pedestrian facilities; and
the perceptions about "on-street safety and security".
The modelling process will, therefore, have to be refined, paying specific attention to
the attractiveness of dedicated public transport distribution services, or making
walking less appealing.
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10.3
FEEDER AND DISTRIBUTION INFRASTRUCTURE AND FACILITIES
Parking for private vehicles, including park-and-ride, kiss-and-ride and short-term
parking should be provided at all the Gautrain stations, with the exception of those at
JIA and Rosebank. Available parking facilities in the vicinity of the proposed station
in Rosebank should be sufficient to accommodate parking related to the rail system.
Facilities (i.e. lay-byes) for existing public transport services are also proposed at all
stations, also with the exception of the above two stations. Based on the demand
estimation model, it is estimated that structured parking facilities consisting of 3 600
bays and surfaced parking of 3 220 bays will have to be provided in total at all the
respective stations.
Facilities for dedicated road-based feeder and distribution services, including areas
for off-loading, loading and holding, are to be provided at all stations, except for those
where such services are not proposed (ie Rosebank, Rhodesfield and JIA). Attention
must be given to vehicular access and pedestrian facilities at all stations.
It is estimated that the total cost related to the provision of feeder and distribution
infrastructure and facilities will be R245 million.
10.4
FACILITY AND INFRASTRUCTURE PROVISION OUTSIDE STATION
PRECINCTS
No formal discussions have taken place with local authorities regarding to their role
and preparedness to take responsibility for the upgrading, provision and maintenance
of infrastructure, facilities and amenities required outside the respective station
precincts, including:
•
•
•
Lay-byes;
Shelters and other amenities at stops; and
Priority measures.
If the local authorities are not prepared to play a significant role, or their budgets limit
their role, a considerable additional capital and operational load will be added to the
project and possibly to the concessionaire.
10.5
ROAD CAPACITY ON ACCESS AND FEEDER ROUTES
___________________________________________________________________
Road capacity, road access to stations, and congestion along feeder routes to
stations have not received the level of attention necessary for inclusion into a request
for proposal/tender. This would also include aspects such as priority measures along
routes to reduce travel time on feeder services.
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10.6
INTEGRATED DEVELOPMENT
To promote transport planning co-ordination, as well as land-use and transportation
integration, the proposed feeder and distribution solutions will have to be
accommodated in local plans (i.e. Integrated Transport Plans, Land Development
Objectives and Integrated Development Plans).
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RECOMMENDATIONS
11.1
FEEDER AND DISTRIBUTION SERVICES
(1) The following is recommended with regard to feeder and distribution services in
general:
• A system of high-quality feeder and distribution services should be developed
to transport passengers to and from the Gautrain stations, thereby offering
them an effective "door-to-door" service.
• Existing public transport services should be amended/restructured where
necessary to form part of the feeder services for passengers travelling to
Hatfield, Pretoria and Johannesburg Stations.
• New dedicated road-based feeder and distribution services of a high quality
should be introduced to and from Hatfield, Pretoria, Centurion, Midrand,
Sandton and Johannesburg Stations.
(2) A number of broad proposals related to the implementation of new dedicated
feeder and distribution services are:
• Dedicated feeder and distribution services should be operated under direct
control of the concessionaire. Such services should be provided either by the
concessionaire or by an operator or group of operators contracted to the
concessionaire.
• Operators contracted to the concessionaire should, as far as possible be
sourced from the existing "pool of operators", within the areas adjacent to the
specific stations. This "pool of operators" may include existing taxi operators.
• All services should be operated under a uniform livery and the quality of
service should conform to certain minimum specifications and requirements.
• The concessionaire should be responsible for the quality of dedicated feeder
and distributions services (i.e. vehicle standards, frequency, punctuality and
reliability).
(3) The concessioning contract should make allowance for changes in the demand
for dedicated feeder and distribution services during the concessioning period, as
well as amendments to these services to meet the changes in demand.
(4) The implementation of incentive schemes to encourage major corporates and
other organisations to introduce shuttle services for their employees should be
pursued.
(5) Integrated payment and through-ticketing, linked to integrated information on all
services, should be an essential link between the dedicated services and the
Gautrain service. More work should be done on the ticketing and payment
system taking cognisance of:
• International practices.
• Current developments in South Africa on smartcards.
(6) Inclusion of the new dedicated feeder and distribution systems into the relevant
Operating Licence Strategies for the Year 2006 should be discussed with the
relevant local authorities and the Gauteng Operating Licence Board. This will be
necessary to facilitate the award of operating licences to operators before
commencement of the rail service.
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(7) The national government's initiative to recapitalise the existing ageing taxi fleet
should, as far as possible, be accommodated as part of the development and
implementation process of the new dedicated feeder and distribution services.
(8) The modelling process will have to be refined, paying specific attention to the
attractiveness of dedicated public transport distribution services or to make
walking less appealing.
(9) Discussions will have to take place with operators and institutions/authorities
responsible for the provision of existing public transport services within the impact
areas of the respective Gautrain stations. Ideally "memorandums of
understanding" should be signed with such operators.
11.2
(10)
Feeder and distribution fare levels will have to be in line with the per kilometre
rail tariffs such that it does not place an excessive subsidy burden on the
concessionaire.
(11)
Feeder and distribution solutions should be accommodated in local plans (i.e.
Integrated Transport Plans, Land Development Objectives and Integrated
Development Plans) to promote transport-planning co-ordination, as well as
land-use and transportation integration.
INFRASTRUCTURE AND FACILITIES
(1) Dedicated parking infrastructure and facilities for private vehicles should be
provided at all Gautrain stations, with the exception of Rosebank and JIA
Stations.
(2) Off-loading, loading and holding facilities should be provided for dedicated feeder
and distribution services at stations served by such services.
(3) Attention should be given to vehicular access to stations, as well as pedestrian
facilities.
(4) A process of discussion with local authorities should be initiated to determine
their responsibilities regarding the upgrading, provision and maintenance of
infrastructure and facilities outside the respective station precincts, and along
feeder and distribution routes. The end result of such discussions should be
agreements (commitments if possible) in this regard, which could then be
incorporated into the request for proposal/tender.
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