GAUTENG DEPARTMENT OF PUBLIC TRANSPORT,
ROADS AND WORKS
ENVIRONMENTAL IMPACT ASSESSMENT FOR THE
PROPOSED GAUTRAIN RAPID RAIL LINK BETWEEN
JOHANNESBURG, PRETORIA AND JOHANNESBURG
INTERNATIONAL AIRPORT
VOLUME 1: EXECUTIVE SUMMARY
21 October 2002
Bohlweki Environmental (Pty) Ltd
PO Box 11784
Vorna Valley
Midrand, 1686
South Africa
Telephone: 011 805 0250
Facsimile: 011 805 0226
e-mail: [email protected]
Website: www.bohlweki.co.za
B OH L WE K I
Environmental Impact Assessment: Proposed Gautrain Rapid Rail Link
TABLE OF CONTENTS
1
BACKGROUND AND MOTIVATION FOR THE GAUTRAIN
PROJECT
1
2
PURPOSE AND OBJECTIVES OF THE PROJECT
1
3
THE PROJECT CONCEPT
3
4
STATIONS
5
5
ALTERNATIVES
7
6
DESCRIPTION OF THE AFFECTED ENVIRONMENT
9
7
SCOPE OF ENVIRONMENTAL INVESTIGATIONS
11
8
PUBLIC PARTICIPATION PROCESS
14
9
DRAFT EIA REPORT FINDINGS
16
10
CONCLUSION
25
11
THE WAY FORWARD
25
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LIST OF TABLES
Table A1
Summary of Route Alternatives and Recommended Alignments
26
LIST OF FIGURES
Figure 1.1
A Schematic representation of the EIA process followed for the
12
Gautrain Project
Figure A1
Alternative Route Alignments
28
Figure A2
Recommended Route Alignment
29
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LIST OF ACRONYMS
AECI
African Explosives and Chemical Industry
CBD
Central Business District
DEAT
Department of Environmental Affairs and Tourism
EIA
Environmental Impact Assessment
EMP
Environmental Management Plan
GAUTRAIN
Rapid Rail Link
GDACEL
Gauteng Department of Agriculture, Conservation, Environment and Land
Affairs
GDP
Gross Domestic Product
GSDF
Gauteng Spatial Development Framework
HOV
High Occupancy Vehicle
IDP
Integrated Development Plans
IEM
Integrated Environmental Management
I&APs
Interested and Affected Parties
JIA
Johannesburg International Airport
LDO
Land Development Objectives
NLTTA
National Land Transportation Transition Act
SDIs
Spatial Development Initiatives
SARCC
South African Rail Commuter Corporation
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DRAFT ENVIRONMENTAL IMPACT ASSESSMENT (EIA) FOR THE PROPOSED
GAUTRAIN RAPID RAIL LINK
EXECUTIVE SUMMARY
1.
BACKGROUND AND MOTIVATION FOR THE GAUTRAIN PROJECT
In February 2000 the Premier of Gauteng Province, Mbhazima Shilowa, announced the intention to
plan a Rapid Rail Link (Gautrain) connecting Pretoria, Johannesburg and Johannesburg
International Airport (JIA) as one of ten Spatial Development Initiatives (SDIs) - also known as
Blue IQ - of the Gauteng Government.
The rationale for the Gautrain project, as provided by the project proponent, the Gauteng
Department of Public Transport, Roads and Works (Gautrans) is outlined below.
The Gauteng SDI projects, including the Gautrain, are aimed at stimulating development in specific
areas of the province with a high potential for economic growth, thereby creating employment
opportunities.
The Gautrain project is also in line with national Government's stated policy to
promote public transport, and to prioritise it over private transport. The project is targeted at
attracting current private car-users to the rapid rail system, and thereby alleviating congestion on the
roads between Pretoria and Johannesburg, where the traffic volumes have been growing at a rate of
approximately 7% per annum for more than a decade.
2.
PURPOSE AND OBJECTIVES OF THE PROJECT
Gauteng is the economic hub of South Africa, generating more than 36% of the country's Gross
Domestic Product (GDP), whilst covering less than 2% of the country's total surface area. Gauteng
therefore plays a vital role in the national economy and it is important to prevent this being
undermined by traffic congestion. Furthermore, land development in Gauteng has historically been
distorted and, in many cases, has not been supported by an adequate public transportation system.
The National Land Transport Transition Act (No. 22 of 2000) places an obligation on Gautrans to
actively implement national Government's policy to promote public transport and to give it priority
over private transport.
It is considered vital that a supportive public transportation system be
developed in Gauteng to assist in optimising land-use development, to minimise congestion on
roads, to reduce the number of road accidents and to decrease pollution levels from road vehicles, as
well as moving towards the more holistic provision of an integrated transport system that includes
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public transport. The Rapid Rail Link is aimed at fulfilling these goals and the proposed project has
been included in the Gauteng Provincial Land Transport Framework for a number of years. This
framework guides the planning of transportation provision in Gauteng Province at the strategic
level.
At present, public transport services in Gauteng, such as existing rail, bus and minibus-taxi services
are not very attractive or convenient for current private car users.
The South African Rail
Commuter Corporation (SARCC) and Spoornet (part of Transnet Limited) respectively own the
existing commuter rail services and rail network in Gauteng. Metrorail (a division of Transnet)
operates the commuter rail system. The Gautrain is not planned to compete with the existing,
heavily subsidised Metrorail service (that has a captive market), but rather to be complimentary to it
and other public transport services and to specifically target current private car users who use the
roads between Pretoria and Johannesburg.
The following strategic objectives have been identified for the Gautrain project:
It must stimulate economic growth, development and job creation.
It must alleviate severe traffic congestion in the Pretoria to Johannesburg corridor.
It must meet the other goals of national Government (e.g. small-medium enterprise (SME)
promotion, business tourism, Black Economic Empowerment, etc).
It must show Government’s commitment to the promotion of public transport (National Land
Transport Transition Act, No. 22 of 2000).
It must improve the image of public transport and attract more car users to public transport.
It must promote business tourism by means of the link between JIA and Sandton.
It must contribute towards urban restructuring, shortening travel distances and improving city
sustainability.
It must link to the Tshwane Ring Rail Project, which links Mamelodi, Atteridgeville and
Soshanguve/Mabopane.
It must stimulate the renovation and upliftment of the Johannesburg and Tshwane CBDs.
It must link the main economic nodes in Gauteng with JIA.
It must form part of a holistic transport plan and network for Gauteng.
The Gautrain is being considered as a turnkey project whereby the private sector will be asked to
partially fund, design, build and operate the rail system under a concession contract with the
Gauteng Provincial Government for a 15 year period. The Gauteng Provincial Government will
contribute a sum to the capital infrastructure costs.
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Companies from the private sector were
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requested to pre-qualify for consideration to bid for the project, and two consortia have been shortlisted and asked to submit proposals for the implementation of the project. Their proposals will be
based on or adjusted to take account of, amongst other things, the recommendations contained in
this Environmental Impact Assessment (EIA) report on the project, and the content of the Record of
Decision (ROD) to be issued by the Gauteng Department of Agriculture, Conservation,
Environment and Land Affairs (GDACEL).
The bidding consortia will submit their proposals regarding the design, construction and operation
of the Gautrain (including details on the rolling stock, rail infrastructure and how they will address
the mitigation measures proposed in this EIA report) during the first half of 2003. Thereafter,
negotiations will commence with a preferred bidder to reach financial closure on the project by the
end of 2003. The current programme aims for construction to commence on the rail system in
2004, with the first trains starting operation in 2007.
3.
THE PROJECT CONCEPT
The proposed Gautrain Rapid Rail Link entails the construction of a modern, state-of-the-art rail
network consisting of two spines: a north-south spine linking the two major cities of Pretoria and
Johannesburg (a commuter service), and an east-west spine linking Sandton and the East Rand at
Rhodesfield in Kempton Park (a commuter service), together with a dedicated service linking
Sandton and JIA (an airline passenger service).
A network length of approximately 80 km is planned, with provision for future extensions. The
track between Park Station, Johannesburg, and Sandton will be in tunnel. Tunnelled sections of line
have also been proposed as route alignment alternatives between Sandton and Marlboro in
Johannesburg, and in Pretoria, for investigation in the EIA.
A feasibility study was conducted in 2000/2001 by a consortium of consultants (the Gautrain
technical team) appointed by Gautrans. The proposals for the Gautrain Rapid Rail Link were
developed during this period.
Train Services
The Gautrain is proposed to travel at a maximum speed of between 160 and 180 km/h, with an
estimated travel time between the Pretoria Central Business District (CBD) and the Johannesburg
CBD of approximately 35 minutes, and between Sandton and JIA of approximately 15 minutes.
The minimum operating hours are proposed to be at least between 05h30 and 20h30. The proposed
maximum service intervals (minimum train frequencies) are indicated overleaf.
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All commuter (or general passenger) services will be operated as ‘premium’ services, with
provision for ‘premium plus’ services. The airline passenger service will be a ‘premium plus’
service. A new attractive image is required for the Gautrain as a realistic transport alternative to the
private car. The services must be safe, comfortable and predictable, especially for airport passenger
users. Decentralised flight check-in facilities are anticipated at the proposed Sandton Station for the
airport service, with space for luggage on the train.
Train and Rail Infrastructure
The Gautrain will be powered by electricity. Electrical power is an environmentally clean form of
traction and electric trains are quieter than diesel trains. Power for the train will be supplied by
Eskom, with a municipal electrical supply to the train stations. Electric Multiple Units (EMUs) will
be used for the train, with power distributed throughout the train via motorised axles. Cooling fans
will be used to cool the motors and for the air-conditioning system.
A driver’s cab will be located at either end of the train set. The trains will be coupled in multiple
configurations of 3 or 4-car units, with seating space for 80 passengers per car and standing space
for 20 passengers per car on the commuter services, and seating space for 50 passengers per car on
the airline passenger service.
To serve the expected number of passengers using the system in its early years, approximately
20 – 25 train sets will be required, with additional rolling stock being procured during the life of the
project to serve growing passenger numbers. The rolling stock will be fitted with axle-mounted
disc brakes and not the typical cast iron brake shoes used on Metrorail car units.
Trains in South Africa are operated on rail tracks using the Cape Gauge (1065 mm width).
However, most rapid rail systems in the world use the international Standard Gauge
(1435 mm width), which is preferable because it can accommodate regular and safe train services
for speeds up to 160 km/hr and higher (130 km/hr is considered to be the maximum practical and
safe speed attainable on the Cape Gauge). As a stand-alone rapid rail system, the Gautrain will be
constructed on the Standard Gauge. Train station platforms will be located on straight-line sections,
approximately 250-300 m in length to accommodate longer train sets when the system is operating
at capacity.
Since the proposed rail alignment runs through or near built-up areas, it was considered important to
develop a rail reserve as narrow as practically possible. A cross-section of a typical rail reserve of
30 m allows for two rail tracks (one line in each direction), and can also accommodate a service
road running in parallel to the rail line.
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Tunnelled sections will be constructed either by means of tunnel boring machines (TBMs) or by a
drill and blast method, depending on the underlying geology and ground conditions (and the
proposals made by the bidding consortia). Two tunnels will be constructed approximately 12.5 m
apart in accordance with international safety standards (e.g. fire doors and access corridors between
tunnels every 0.25 – 0.5 km, with provision for water mains and smoke control systems).
Ventilation shafts reaching to the surface, up to a maximum diameter of 18 m, will be spaced at
approximately 1 km intervals on the tunnelled sections to allow for air circulation through the
tunnels and for emergency evacuations via stairwells to the surface. Where the train tracks are on
the surface, the lines will pass in cut beneath roads, or above them on bridge structures depending
on the local topography. Deep valleys will be crossed on structures.
Provision has also been made for a maintenance depot with dimensions up to 350 m by
750 m-1 km. The depot would typically comprise a shed containing approximately 3 tracks for the
maintenance and cleaning of train sets, tracks for open parking of train sets, an administration
block, training facilities, a staff canteen and facilities for the storage of safety equipment. Possible
sites in the Centurion area have been investigated in this EIA for the maintenance depot. Should the
bidders for the project suggest an alternative site, or sites, for the maintenance depot, these would be
subject to a separate EIA.
4.
STATIONS
During the feasibility stage of developing the Gautrain project, the Gauteng Spatial Development
Framework (GSDF;) was analysed for compatibility with the proposed Rapid Rail Link. It was
concluded that the Gautrain project would complement the GSDF in terms of the latter’s
fundamental principles, such as enhancing mobility and accessibility, retaining and strengthening
Gauteng’s economic base, containing urban sprawl and re-directing urban growth to address
distorted settlement patterns.
The prioritisation process of the Gauteng Provincial Government identified Pretoria CBD,
Johannesburg CBD and JIA as the most important nodes to be linked by the Gautrain, and anchor
stations are planned for these three nodes. A number of other key nodes were also identified for the
location of stations. However, only those nodes that fell within the core demand area (i.e. the
Johannesburg, Pretoria and JIA triangle) were considered for the first phase of the development of
the Gautrain. These nodes are Hatfield, Centurion, Midrand, Marlboro, Sandton, Rosebank and
Rhodesfield, and stations are planned for these nodes.
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The following criteria were used to evaluate nodes within the core study area in order to determine
station locations:
existing land-use and density;
current growth;
future growth potential;
location within an existing corridor;
accessibility and road capacity;
public transport services and potential for modal integration;
integration possibilities with existing commuter services;
extent of pedestrian activities;
Land Development Objectives’ (LDOs)/Integrated Development Plans’ (IDPs) ability to
accommodate the Gautrain; and
other special attractions that draw people.
Feeder and Distribution System to Gautrain Stations
The feeder (transporting passengers from their points of destination to the train stations) and
distribution (transporting passengers from train stations to their final destinations) system for the
Gautrain Rapid Rail Link will be a combination of existing public transport services, as well as new
dedicated road-based public transport services.
The existing Metropolitan bus and Metrorail public transport services can act as feeders, and to a
lesser extent as distributors at the following Gautrain stations:
Johannesburg Park Station;
Rosebank Station;
Sandton Station;
Pretoria Station; and
Hatfield Station.
However, in order for these services to play a significant role in transporting passengers to and from
the Gautrain stations, many of these services will have to be upgraded and restructured.
New dedicated road-based feeder and distribution services are planned to complement existing
public transport. These services will be provided with modern 18, 35 or 65-seater minibus/buses,
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identified by the same livery as that of the Gautrain, and such services will be operated by the
successful Gautrain concessionaire, or bus/taxi operators contracted to it.
5.
ALTERNATIVES
The ‘Do Nothing’ Alternative
The ‘do nothing’ alternative is the option not to undertake the proposed rail development. This
option is not favoured by Gautrans for a number of reasons. The corridor between Pretoria and
Johannesburg is one of the fastest growing areas in South Africa. The existing roads between
Pretoria and Johannesburg are currently heavily congested during peak hours.
Should the ‘do nothing’ approach be adopted, traffic congestion on the already heavily congested
roads between Pretoria and Johannesburg will steadily escalate (given current traffic growth trends),
even if funds are found to upgrade these roads. In South Africa, traffic congestion on the N1 Ben
Schoeman Highway between Pretoria and Johannesburg is currently estimated to cost in the region
of R300m per year due to time lost, accident costs, higher transport costs and the higher delivery
costs of goods. Traffic congestion also has negative impacts on air quality due to emissions from
vehicles, as well as on quality of life.
In addition, the ‘do nothing’ alternative is not consistent with Government's stated policy to
promote and prioritise public transport. The existing public transportation system in Gauteng is not
very attractive or convenient. The Gautrain project is, therefore, aimed at improving the image of
public transport in Gauteng, and providing an efficient rail service that is equivalent to international
standards. It forms an important component of Gauteng’s Provincial Land Transport Framework,
which addresses strategic transportation planning for the Province.
Public Transport Alternatives
A variety of studies have previously been undertaken in which alternative public transport solutions
for the area between Pretoria and Johannesburg were investigated.
One alternative that was investigated was to construct high-occupancy-vehicle (HOV) or bus lanes
on the N1 Ben Schoeman Highway and/or on the proposed PWV 9 Highway, and to operate a fleet
of buses between the two cities. However, this system will not be able to carry the passenger
volumes that the rail system is able and required to. As buses would not travel on dedicated rightof-way lanes for the entire route, they would also still be influenced by traffic congestion and would
not achieve the same time savings as rapid rail, especially during peak periods.
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Other modes of transport, such as light rail and minibus-taxis, have inherent shortcomings with
regard to the type of service and the capacities required. These shortcomings include a slower
operational speed, lower capacity (passengers-hour/km), sharing the same right-of-way as other
vehicles (as is the case with buses and taxis) and higher operational cost/passenger-km.
Therefore, the Rapid Rail Link was determined to be the most appropriate public transport
alternative, given the volumes of people using the corridor between Pretoria and Johannesburg.
Route Alignment Alternatives
The following major criteria were considered in determining the various route alignment
alternatives during the feasibility stage of the project, prior to the publishing of the reference route
alignment and the commencement of the EIA:
transport demand;
service requirements and travel time;
topographical constraints;
total lifecycle cost;
environmental considerations;
station locations; and
design standards, the two most significant being the minimum horizontal curve radius and the
maximum gradient that should be maintained.
Using the above-mentioned criteria, a series of alternative alignments were developed.
The
economic implications of these alternatives were evaluated in terms of the following parameters:
capital cost;
operational cost;
revenue;
nett present value;
infrastructure cost; and
patronage (daily total passenger - km).
The alternative route alignments were also subjected to an environmental screening process to
identify potential environmental fatal flaws associated with each alternative. After studying and
evaluating the costs and benefits of the alternative routes in the feasibility study, a reference route
alignment was then selected by the Gautrain technical team to put to public scrutiny. This reference
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route was presented to the public at the commencement of the EIA in January 2002. A number of
suggestions were received from Interested and Affected Parties (I&APs) regarding route alignment
alternatives during the public participation process for the EIA from January to July 2002. The
Gautrain technical team evaluated these suggested alternatives in order to establish how they
compared with the reference route and whether they were technically, financially and/or
economically feasible.
Based on the results of evaluations of the various route alignment alternatives investigated during
the feasibility stage, a reference route alignment was selected by the Gautrain technical team, and is
shown together with the alternative route alignments which emerged from the public participation
process (and were included in the EIA) in Figure A1 at the end of this Executive Summary.
6.
DESCRIPTION OF THE AFFECTED ENVIRONMENT
Geographical Location of the Study Area
The broader study area lies in Gauteng Province and comprises a triangular area between
Johannesburg in the south, Pretoria in the north, and Johannesburg International Airport in the east.
The area includes important commercial nodes and local centres such as Rosebank, Sandton,
Kempton Park, Midrand, and Centurion.
Topography
Gauteng Province is situated on the central Highveld plateau of South Africa at an average altitude
of 1 500 m above sea level. The general topography can be described as rolling hills with scattered
rocky outcrops and ridges, intersected by small streams and rivers. The altitude of the ground
surface near the start of the proposed Gautrain project in Johannesburg is more than 1 700 m above
sea level. The proposed station at the Johannesburg International Airport is approximately 1 690 m
above sea level. From Johannesburg, the general landscape slopes towards the north. The proposed
Midrand Station will be at approximately 1 600 m above sea level, the proposed Centurion Station
at approximately 1 440 m above sea level and the proposed Pretoria and Hatfield Stations at
approximately 1 340 m above sea level.
Geohydrology
In general, from Sandton, through Midrand, to Centurion, the proposed route is underlain by
granodiorite, which consists of deep residual soils with a collapsing fabric and corestones. Closer to
Pretoria, the geology of the proposed route changes to dolomite and chert, and a portion of the route
traverses syenite. Dolomitic areas are prone to the occurrence of sinkholes and doelines (areas of
depression that develop over a period of time).
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The Gautrain route corridor passes over three different groundwater aquifer types – the karstic, high
yielding aquifer of the dolomites in the Pretoria/Centurion region (a strategic water course for
domestic water supply in Tshwane) and the lower yielding, fractured rock aquifer of the Pretoria
Group, Witwatersrand Supergroup and the intergranular and fractured granitic aquifer (use largely
limited to agricultural smallholdings and the watering of gardens and parks.
Surface Hydrology
A number of large streams (i.e. the Sandspruit, Jukskei River, Modderfonteinspruit, Rietspruit,
Hennops River and the Apies River) and a number of small tributaries, which ultimately all form
part of the wider Crocodile River catchment that flows north out of Gauteng, lie within the study
area.
Open Spaces
The open spaces that may potentially be affected by the proposed rail line include:
Mushroom Farm Park, Sandton (transformed - public park);
Innisfree Park, Sandton (transformed - public park);
Modderfontein Conservation Area (mostly old lands, degraded watercourse, limited
development and restricted access to the public);
Esther Park near Modderfontein (undeveloped land -sensitive vegetation);
Brakfontein near Centurion (undeveloped – groundwater table close to surface);
Groenkloof Nature Reserve, Pretoria (nature reserve, open to the public);
Fountains Valley Park, Pretoria (transformed - public park);
Salvokop, Pretoria (nature reserve, but with limited access to the public);
Burgers Park, Pretoria (transformed - public park); and
Magnolia Dell, Pretoria (transformed - public park).
Vegetation
The natural vegetation along the proposed rail corridor is classified as Rocky Highveld Grassland
(Low & Rebelo, 1996) or Bankenveld - Central Variation (Veld Type 61b - Acocks 1988). Rocky
Highveld Grassland can be described as grassland that is characterised by a high bio-diversity,
ascribed to the many microhabitats formed by streams, rocky slopes, outcrops and ridges.
Over time, especially over the past century, Rocky Highveld Grassland in Gauteng has been altered
extensively because of agricultural activity as well as urban and industrial development. Therefore,
only a few remaining areas of relatively un-transformed Rocky Highveld Grassland of notable size
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can still be found along the proposed rail corridor. Several indigenous plant species may have been
lost over the years while numerous exotic species (declared weeds and invasive species) have been
introduced.
Fauna
Very few areas of pristine habitat remain in the rail corridor to sustain sensitive mammal, bird and
invertebrate species. Watercourses, nature reserves, parks and the few remaining tracts of open land
remain as the last sanctuaries for fauna in the study area.
Socio-economic Environment
The proposed Gautrain Rapid Rail Link corridor runs through a combination of urban and periurban areas which include residential and commercial developments, industrial areas, recreational
facilities and undeveloped land. In Johannesburg the tunnelled sections pass underneath high
income areas such as, Sandton, Illovo, Inanda, Dunkeld and Houghton. Through Midrand and
Centurion a number of residentail areas are passed, housing low income groups in the Alexandra
area, through middle income suburbs (Buccleuch and Centurion) to agricultural plots housing high
income groups (Glen Austin and Randjesfontein).
In Tshwane the residential areas are mainly
middle to upper income areas, except for the area surrounding the Pretoria Station and north of
Muckleneuk, where high rise flats house lower income groups. The East-West rail spine to JIA
affects several smallholdings, the Modderfontein industrial and open space area, and a number of
residential areas in Kempton Park, housing lower to middle income groups.
7.
SCOPE OF ENVIRONMENTAL INVESTIGATIONS
Overview of the EIA Process
Bohlweki Environmental were appointed by Gautrans to undertake environmental studies, in
accordance with the EIA regulations, for the proposed Gautrain Rapid Rail Link project. Figure 1.1
overleaf provides a schematic representation of the application process that is being followed for the
Gautrain project.
Approach to Undertaking the Study
The Environmental Impact Assessment (EIA) for the proposed Gautrain Rapid Rail Link project has
been undertaken by Bohlweki Environmental in accordance with the following main legislation and
guidelines:
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Pre-application consultation
Submit application to relevant authority
Plan of Study for Scoping
Amend to
include Plan of
Study for EIA
Authority review
Plan of Study for EIA
Authority review
Accept
Addendum to Plan of Study for
EIA
EIA (including Scoping)
Final Issues Report
Draft EIA Report for 30-day
Public Comment Period
Addendum to Draft EIA Report
Addressing Public Comments
Authority review
Amend
Consideration of application
Approval & Conditions
Record of Decision
Appeal Period (30 days)
Figure 1.1: A schematic representation of the EIA process followed for the Gautrain Project
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the Environment Conservation Act (No 73 of 1989);
the National Environmental Management Act (No 107 of 1998);
the National Heritage Resources Act (No. 25 of 1999);
Regulations R1182 to R1184 of 5 September 1997 published in terms of the Environment
Conservation Act (No 73 of 1989), particularly with reference to the construction of railway
lines;
Department of Environmental Affairs and Tourism (DEAT) Guidelines for the implementation
of the Environmental Impact Assessment Regulations, dated April 1998; and
the Integrated Environmental Management (IEM) procedure advocated by DEAT and recently
updated in their Information Series publications (DEAT, 2002).
In terms of Regulations R1182 to R1184 of the Environment Conservation Act, the following listed
activities are applicable to this project:
the construction and/or upgrading of a railway (exceeding 1 km in length) and its associated
structures, including stations, marshalling yards and other major fixed support structures;
the construction of a railway (exceeding 1 km in length) outside the borders of a town planning
scheme; and
the change in land use.
A comprehensive review of legislation important to the project is provided in the draft EIA Report.
Authority Consultation
The key authorities required to provide input to the EIA were consulted from the outset, and have
been engaged throughout the EIA process. This consultation has been steered through the EIA
team’s interaction with the Gauteng Department of Agriculture, Conservation, Environment and
Land Affairs (GDACEL), the authorising department of the EIA in terms of the EIA regulations.
Environmental Impact Assessment
The initial work undertaken for the EIA from January to April 2002, following publication of the
reference route for the Rapid Rail Link, aimed to address the following:
interaction with the public along the reference route through a series of Open Days and focus
group meetings after the reference route was published at the end of January 2002;
identification of potential positive and negative environmental (biophysical and social) impacts,
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and an evaluation of their significance in terms of the specialist work required for the EIA
(January to April 2002); and
the holding of public meetings at important centres along the route to inform I&APs about the
project and to receive feedback on potential environmental impacts and potential route
alignment alternatives (April 2002).
From April to July 2002, the focus of the EIA was the development of route alignment alternatives
and the inclusion of new I&APs affected by the route alternatives. Further public and focus group
meetings were held as part of the process.
Thereafter, the EIA focused on the specialist studies required for the EIA and the compilation of the
draft EIA report, whilst continuing to interact with key I&APs and focus groups.
Impacts on, the biophysical environment (including land-use, topography, geology, soils, fauna and
flora, ground and surface water, air quality etc) and the social and socio-economic environments
(including noise and vibration, traffic impacts, visual impacts, property impacts, safety and security,
sites of cultural or historic interest etc) were identified by means of site surveys and inspections,
consultations with specialists, the authorities, the public and key stakeholders, as well as a review of
existing information and relevant literature.
A synthesis of the information on the above characteristics for each identified issue assisted in the
determination of the potential significance of the issues. Each issue was then rated as low, medium
or high, and described as positive, negative or neutral. The issues rated to be of medium to high
significance received specific attention in the specialist studies undertaken during the EIA.
8.
PUBLIC PARTICIPATION PROCESS
The public participation process for the EIA was a crucial mechanism to inform the public and
Interested and Affected Parties (I&APs) about the need for, purpose and aims of the Gautrain
project, but also served to elicit the issues, concerns, needs and requirements of I&APs as input into
the EIA. The objectives of the public participation process included:
the facilitation of a focused public involvement and consultation process to enable I&APs to
provide input into the EIA process and share information;
the investigation of the issues and concerns and route alignment alternatives raised by I&APs;
and
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to function as an on-going data-gathering and facilitation tool for input into the EIA specialist
studies and for the development of mitigation measures.
An Environmental Impact Assessment (EIA) Website for the Gautrain project was developed, and
made accessible from January 2002 at the following address: www.gautraineia.co.za. The website
provided background information on the EIA process, and allowed I&APs to register their interest
in the project and the EIA, ask questions and provide comments.
A Background Information Document (BID), or briefing paper, was compiled and distributed to all
I&APs. The BID was made available at the Open Days and throughout the remainder of the EIA.
The document contained information regarding the EIA process, the proposed project and the
consultants involved. The document also contained a registration sheet, which enabled I&APs to
register their interest in the project, and so receive future communication regarding the project.
Formal meetings were conducted with specific groups of key stakeholders. These focus group
meetings commenced after the Open Days, and continued throughout the duration of the EIA.
Stakeholders were grouped according to formal associations or their specific interests in the project.
These meetings allowed stakeholders to join together (if they wished), to raise specific issues and
concerns, and/or obtain more information regarding the project and the process.
Initial Public Meetings
A series of initial public meetings was held between 10th and 23rd April 2002.
The public meetings were held to allow the public to gain more detailed information about the
proposed project and to provide feedback on how issues raised by members of the public would be
addressed in the EIA. Invitations to the public meetings were sent to all registered I&APs on the
database. At these meetings an indication was also given by I&APs of possible route alignment
alternatives that could be considered in the EIA.
Issues Report
Issues and concerns raised by I&APs from January to March 2002 were captured in a draft Issues
Report, which was made available in public places (e.g. libraries and local information centres, on
the project EIA website, as well as the offices of the lead environmental consultants) from 16th May
2002, for a 30-day comment period, until 18th June 2002. Comments were received from the public
and continued to be received from new I&APs potentially affected by route alignment alternatives
proposed for inclusion in the EIA (see Section 6.1.9 below). The Issues Report was subsequently
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updated and made available on the website, at public places, as well as to key I&APs on request,
from 31st July 2002, and was also forwarded to GDACEL for their information.
Second Series of Public Meetings
A second series of public meetings was held between 26th June 2002 and 1st July 2002 to inform
I&APs of the feasible alternative route alignments that had arisen out of the public participation
process and which were to be included in the EIA.
Feedback Public Meetings
Feedback public meetings were held between 16th and 26th September 2002 towards the end of the
EIA process. The main objective of these public meetings was to provide the broader public with
feedback on the main findings of the EIA and proposed mitigation measures, as well as to provide
them with the opportunity to raise any queries and comments regarding the EIA studies and the
proposed Gautrain project.
Draft EIA Report
This draft EIA report has been made available to the public for a 30-day review period from
21st October 2002 until 21st November 2002. It has been made available in public places (e.g.
libraries and local information centres) and most of the report has been included on the project
website.
9.
DRAFT EIA REPORT FINDINGS
The main findings and recommendations of the EIA investigations are summarised below. Full
details are provided in Volume 6 of the draft EIA report.
The summary first presents the
conclusions of the independent review of the financial and socio-economic feasibility of the
Gautrain project.
This was to determine whether the “no-go” option should be entertained or
whether the project appears viable. Thereafter, the alternative route alignments are discussed in
terms of the specialist EIA study findings, according to discrete sections of the rail corridor,
namely:
Park Station, Johannesburg – Sandton Station.
Sandton Station – Marlboro Station.
Marlboro Station – Midrand Station.
Midrand Station – Centurion Station.
Centurion Station – Pretoria Station.
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Pretoria Station – Hatfield Station.
Marlboro Station – Johannesburg International Airport Station.
Financial and Economic Viability of the Gautrain Project
The project as conceived, is financially robust, and at this stage (before the private sector bids to
design, construct and operate the rail system have been received and evaluated), it is a sound
proposition. There is no commitment until financial closure and this still needs National Treasury
Authorisations (TA2 and TA3) which is a very thorough process and will examine closely value for
money, risk transfer and affordability.
Most risks have been contained and the fact that Gauteng will subsidise its share of the capital cost
up front, instead of spreading it over the life of the project, means that future generations will have
no liability. The greatest risk remains potential ridership, but the evidence in favour of compelling
pressures to induce passengers to use the Gautrain is substantial. Much will depend on the degree of
success of the dedicated feeder and distribution systems, which have cleverly been made the
responsibility of the bidders. Assumptions made thus far regarding escalation and currency risk
appear to be sound.
The cost estimates are, in general, not unreasonable and the ridership estimates are achievable in the
medium term. It may also be concluded that the project is affordable and that it is part of an
integrated transport strategy that is workable and that will, in time, fundamentally change land use
patterns in its vicinity, which will lead to major savings in all types of infrastructure cost due to
greater densification.
In absolute terms, the project’s total impact (i.e. the direct, indirect and the so-called
investment/saving impacts) on the South African total GDP amounts to R2.6 billion per annum.
Even though this is by nature a capital-intensive project, the results of the economic modelling
strongly confirm the Gautrain’s potential to be a major facilitator of income and wealth elsewhere in
the economy. For example, it is expected that a substantial number of job opportunities would be
created by the project. Both the government’s fiscal position and the country’s balance of payments
would be positively affected by the project over its economic life-span.
In summary, the Gautrain Rapid Rail Link project in its totality will contribute about one per cent to
the GDP of Gauteng, which is no mean feat.
The Gautrain’s major contribution to the more
efficient functioning of the Gauteng economy is confirmed given that approximately 74 per cent of
its impact will be in the province itself. Thus, from the point of view of long-term growth, the
Gautrain Rapid Rail Link project complies with the minimum economic efficiency and
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effectiveness criteria when viewed as a whole.
The professionalism exhibited in project preparation to date gives no cause for concern in this
regard. However, it will be important to ensure that key performance indicators are established and
monitored regularly by the provincial authorities, in consultation with appropriate stakeholders (eg.
through third party agreements with local authorities). A further mitigation measure suggested is to
develop a transport strategy linking travel demand management of the road system, the efficiency of
the Gautrain feeder/distribution system and the level of ridership on the Gautrain itself (as required
by the National Land Transport Transition Act, No. 22 of 2000 (NLTTA)).
It is therefore recommended that the project proceed, subject to the required financial approvals.
Route Alternatives (See Figur A1 at the end of the Executive Summary)
Johannesburg Park Station to Sandton Station (length 11 km)
The reference route alignment is proposed to commence in tunnel at the existing Johannesburg
Park Station in the Johannesburg CBD, pass deep beneath the eastern side of the hill on which
stands the Johannesburg Hospital, and then proceed in a northerly direction. The alignment is
planned to remain in an underground tunnel for the entire length up to Sandton, passing
Killarney and continuing beneath Oxford Road to Rosebank. North of Rosebank, the route is
proposed to continue beneath Dunkeld, under Melville Road to Rivonia Road. It then proceeds
beneath Rivonia Road to the proposed new Sandton Station located underneath Rivonia Road
between Fifth Street and West Street, adjacent to the Sandton Library site.
Alternative routes along this section of the line, which emerged during the public participation
process and which were included in the EIA, were:
an alternative route under Fricker Road between Rosebank and Sandton; and
an alternative route under Oxford Road between Rosebank and Sandton.
The EIA recommendation:
Studies undertaken as part of the EIA revealed no significant differences in the environmental
impacts of the proposed alignments in the Rosebank to Sandton area and therefore no preferred
alignment is recommended from an EIA perspective.
The noise and vibration specialist studies revealed no difference in impact among the three
routes that were investigated, since the tunnel will be deep below ground along most of its
length in this area and no noise or vibration will be heard or felt at the surface. The noise and
vibration limits set for the Gautrain will not be exceeded. The reference route is the preferred
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from a technical point of view and therefore is recommended as the preferred Gautrain
alignment between Rosebank and Sandton. Loss of borehole water in the direct line of the
tunnel should be compensated as part of the expropriation process. Careful placement and
design of tunnel ventilation shafts will mitigate the localised impacts of these ancillary
facilities. An important recommendation of the EIA for this section of the line was the
placement of the parking and supporting infrastructure for Rosebank Station to the west of
Oxford Road rather than to the east in Melrose. This will integrate these supporting facilities
with the existing Rosebank commercial node.
Sandton Station to Marlboro Station (length 4 km)
From the proposed new Sandton Station, the reference route alignment remains in a tunnel
below Rivonia Road and passes underneath Pretoria Road towards Mushroom Farm Park. The
alignment surfaces for a short section through Mushroom Farm Park, and again returns into a
tunnel before Linden Road. It tunnels to the east side of Katherine Street before surfacing
again and crossing over Grayston Drive, and passing on a viaduct through Innisfree Park. It
enters a tunnel once again to pass underneath the M1 Highway.
It then surfaces at the
proposed Marlboro Station on the sports grounds in Marlboro Gardens, between Islamabad
Drive and Jumna Street.
Alternative routes proposed for evaluation in the EIA in the Sandton/Marlboro area included:
an alignment running through Sandown and Strathavon, largely underground beneath Daisy
Street and North Road - the route surfaces briefly to cross the Sandspruit;
an alignment fully in tunnel to follow a straight line from Sandton Station to Marlboro
Gardens;
an alternative Marlboro Station location near the intersection of Marlboro Drive and the N3
Highway which links to the above two route alignments; and
a refined reference route alignment able to link with the alternative Marlboro Station
location and route alignment beneath Marlboro Drive.
The EIA recommendation:
In the Sandton/Marlboro area, the alternative straight line tunnel alignment from Sandton
Station to Marlboro Gardens is preferred because of fewer biophysical and social impacts on
the environment. The alternative alignment beneath Marlboro Drive is also preferred, together
with an alternative station location in Marlboro next to the N3 Highway, because of fewer
social impacts in the Marlboro Gardens area, and potential train ridership benefits from car
users of the N3 Highway who would have the opportunity to park and ride the train from this
point.
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There are few biophysical impacts associated with the Sandton alignment since the Sandton
route will be mainly underground. The EIA studies confirmed that noise and vibration would
not be an issue in the areas where there is tunnelling during train operations. A mechanized
tunneling method (e.g. by Tunnel Boring Machines), if possible, is preferred as it will reduce
noise and vibration impacts during construction.
There could be a possible temporary impact on the groundwater table or boreholes in the direct
line of the tunnel. Loss of borehole water should be compensated as part of the expropriation
process. The EIA recommends that dust control measures should be adhered to during the
construction period, and that ventilation shafts for tunnels should be placed away from
residential areas as far as possible. Air quality around the shafts should also be monitored
initially as a precautionary measure.
Marlboro Station to Midrand/Centurion border (25 km)
The entire section of the reference route between Marlboro and Midrand is above-ground. The
route continues from Marlboro Station, turning north along the west bank of the Jukskei River
towards Buccleuch.
It crosses the N3 Highway in the vicinity of Buccleuch Drive and
continues past the Jukskei Stone Quarry. The route passes east of the quarry, and continues
towards the proposed new Midrand Station situated adjacent to the site of the proposed
Zonk’Izizwe retail / office development west of Grand Central Airport, and east of the K101.
An alternative route evaluated in the EIA in the Buccleuch area was:
an alignment running north of the Marlboro Drive/N3 Highway interchange onto
undeveloped
Modderfontein
property
and
which
skirts
Buccleuch
via
the
Modderfonteinspruit valley instead of cutting through Buccleuch via the Juskei River
valley – the route then continues to Midrand and approaches the proposed Midrand
Station a closer proximity to the K101 (the Old Pretoria – Johannesburg road);
a refinement of the reference route alignment proposed by I&APs through Midrand was
also evaluated in the EIA. The refinement runs immediately parallel to the K101 road
reserve past Glen Austin and Randjesfontein, whereas the reference route runs about 100200 m east of the K101.
The EIA recommendation:
The EIA recommends that in the case of the Buccleuch area, the alternative route be chosen
instead of the reference alignment. The alternative alignment bypasses Buccleuch via the
Modderfonteinspruit valley, which will result in fewer social impacts.
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Midrand area, the EIA supports the refinement instead of the initial reference alignment,
because land-use and social impacts will be reduced.
The main impact will be on properties immediately east of the K101 as well as on parts of the
horse trails in Randjesfontein. Predicted noise impacts on properties immediately adjacent to
the line in Buccleuch, Glen Austin and Randjesfontein will require mitigation measures (such
as walls/earth berms) to reduce the impacts.
The proposed station position in Midrand will help strengthen the CBD spine envisaged for
Midrand in terms of economic development and the potential to create job opportunities, and
this position is therefore recommended from a socio-economic point of view.
Approach to Centurion Station (length 5 km)
The entire section of the reference route as it approaches Centurion is above-ground. The
alignment proceeds northwards from Midrand and crosses Olievenhoutbosch Road and
Brakfontein Road and continues past the K101 and Ben Schoeman Highway (N1) interchange.
The alignment is then proposed to enter the Centurion CBD area, along a tract of land adjacent
to the Highveld Techno Park, passing under the N1 at the John Vorster Drive interchange. The
route proceeds to the east of the Centurion Cricket Stadium towards the northern side of
Centurion Lake, where Centurion Station is proposed to be located between Von Willich and
West Streets.
An alternative route alignment in the final approach to the Centurion CBD proposed during the
public participation process, and included in the EIA, was:
An alignment running west of the Centurion Cricket Stadium with a slightly adjusted
Centurion Station position on West Street.
The EIA recommendation:
The specialist investigations carried out for the EIA culminated in a preference for the
alternative alignment to the west of the Centurion Cricket Stadium where this route approaches
the Centurion CBD, because it has less social impact on existing developments and affects less
sensitive land uses and proposed new developments.
In terms of impacts on the biophysical environment, the area around the Centurion CBD and
the Hennops River is already disturbed and transformed, and the EIA studies indicate relatively
minor impacts, which can be safely mitigated.
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Centurion Station to Pretoria Station (length 11 km)
From the proposed Centurion Station, the reference route remains above ground and passes
through a number of townhouse complexes and vacant properties in the Lyttleton Agricultural
Holdings. The route proceeds along the north-eastern boundary of Lyttleton Manor and joins
the existing Metrorail rail corridor near Kloofsig Station. The route then follows the existing
railway alignment on its western side passing beneath Salvokop in a 600m long tunnel, to the
proposed new Pretoria Station, which is planned to be located adjacent to the existing Pretoria
Metrorail Station.
Consultations with I&APs in the Centurion area resulted in two alternative alignments for
consideration in the EIA. These were:
an alignment running through the military base to the east of the Ben Schoeman Highway;
and
an alternative alignment across military land to the west of the Ben Schoeman Highway.
The EIA recommendation:
In the case of the different route alignments proposed across the area to the north of Centurion,
the EIA team indicated a preference for the alignment to the west of the Ben Schoeman
Highway, since it offers fewer land-use and social impacts. In terms of noise and vibration, the
impacts in the Centurion area are largely within acceptable limits, because much of the line
will be in cut, but there may be a need for some mitigation at the Jean Avenue interchange with
the Ben Schoeman Highway.
As it approaches Pretoria, the EIA team advise that careful attention be given to the visual
impact of the preferred rail alignment line and for it to hug the Ben Schoeman Highway as
closely as possible.
Pretoria Station to Hatfield Station (length 6 km)
The section of the reference route in Pretoria commences at the Pretoria Station and follows the
existing SARCC / Metrorail commuter rail corridor (part of the Tshwane Ring Rail system) for
much of the route towards Hatfield Station. The alignment passes over Railway Street, Andries
Street, Tulleken Street, Van der Walt Street, Nelson Mandela Drive and Joubert Street. East of
Joubert Street, the alignment enters a cutting and crosses underneath the existing Metrorail
railway line to enter Muckleneuk. The route continues in an open-cutting across the northeastern end of Muckleneuk and passes the northern end of Magnolia Dell. From here, the route
closely follows the existing rail alignment. After crossing Lynnwood Road, Burnett Street,
Festival Street and Hilda Street by means of bridge structures, the route ends at the proposed
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Environmental Impact Assessment: Proposed Gautrain Rapid Rail Link
Hatfield Station site just west of Duncan Street.
A number of route alignment alternatives in the Pretoria area were proposed by I&APs for
inclusion in the EIA, some of which were refined during the public participation process. In
essence, though, the route alternatives follow one of two main corridors via Muckleneuk or
Arcadia:
A refined alignment through Muckleneuk which lies within the existing Metrorail rail
reserve as far as possible; and
A route via the inner city and Park Street, with variations of the route either above ground,
in cut-and-cover beneath Park Street, or in tunnel – the possibility of an additional station
on this alignment in Arcadia was also investigated.
The EIA recommendation:
The EIA specialist studies identified a preferred alignment from Fountains Valley and Pretoria
Station which tunnelled underground in the Pretoria CBD and beneath Park Street, before
surfacing at Hatfield east of Burnett Street and following the existing Metrorail corridor to the
proposed new Hatfield Station. This route alignment had the least environmental and social
impacts. The EIA team were of the opinion that the proposed station in Arcadia on Park Street
carried some merit in terms of additional ridership and the regeneration of the inner city of
Pretoria, but conceded that these benefits were undermined by significant additional costs and
the aims for the Gautrain of acting as a regional high speed rail service. However, one of the
most important considerations, which needed to be taken into account was that the tunnelled
option beneath Park Street is the most expensive solution and, according to the Gautrain
technical team, escalates the costs to the extent that this section of the project is no longer
feasible.
Given this situation, the EIA team concluded that the refined alignment via Muckleneuk, which
includes a tunnel beneath Salvokop to reach Pretoria Station, and which follows the existing
Metrorail corridor as closely as possible, could be considered as the preferred alternative,
provided sufficient attention is given to mitigation measures which would reduce social, noise,
land use and heritage impacts along this route. Further consultation involving the three spheres
of Government and I&APs will be required in order to agree on the vertical alignment and
detail of the mitigatory factors in Pretoria along this refined Muckleneuk route.
Marlboro Station to JIA (length 16 km)
The Sandton to Johannesburg International Airport (JIA) reference route separates from the
north-south spine at Marlboro Station and then turns towards the south-east. It crosses over the
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Marlboro Drive Interchange on the N3 Highway, and continues through the northern edge of
the Linbro Park Agricultural Holdings. The alignment continues past the southern side of the
African Explosives and Chemical Industries (AECI) factory and passes north of the
Modderfontein Golf Course before skirting the southern edge of Esther Park. It then runs
adjacent to the existing railway line from the Kelvin Power Station, and continues underneath
the SARCC railway line between Isando and Kempton Park Stations, to the proposed
Rhodesfield Station just south of Ventura Street in Rhodesfield. The route crosses beneath
Pretoria Road, as well as the R21 Highway interchange with the R24, and terminates at the
proposed JIA Station beneath the terminal buildings. This last section is in tunnel.
During the public participation process, alternative route alignments on this section of the line
were included in the EIA as follows:
An alternative route to the north of the reference route alignment past Linbro Park on
undeveloped Modderfontein property – this alternative was also adjusted during the
consultation process to the south of the reference route alignment where the latter
impacted on the Modderfontein factory’s explosives storage area, and this refinement was
compared with a refined alignment over part of the Modderfontein gold course; and
An alternative Rhodesfield Station location adjusted southwards slightly to allow for an
improved approach into JIA
The EIA Recommendation:
Based on studies undertaken as part of the EIA, it is recommended that the alternative routes be
chosen instead of the reference alignment in both the Linbro Park and Rhodesfield areas. The
alternative route near Linbro Park runs to the north of the reference alignment on undeveloped
Modderfontein property.
This alternative is also adjusted south of the reference route
alignment further up the Modderfonteinspruit valley to avoid a Modderfontein factory
explosive storage area. The adjusted Rhodesfield Station position will mean that only the most
southern part of Rhodesfield will be directly affected.
The alternative routes are more acceptable from technical, social and biophysical points of
view.
The alternative route alignment at Rhodesfield offers less of a social impact since,
among other things, it is further away from the local school. The route is also more viable
from a technical point of view as it offers better access to the Johannesburg International
Airport. From a biophysical point of view, the alternative alignment that passes Linbro Park
has less impact than the reference alignment, because it crosses the Modderfonteinspruit only
once as opposed to three times on the reference alignment. Fewer properties in Linbro Park are
also affected on the alternative route than on the reference route. Noise mitigation measures
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are recommended, however, where the line passes close to Linbro Park, Esther Park, Cresslawn
and Rhodesfield.
A tabulated summary of the route alternatives and the recommended route alignments for the
Gautrain are shown in Table A1 overleaf. The preferred route alignment for the entire rail corridor
is shown in Figure A2.
10.
CONCLUSION
Since the Gautrain rail corridor passes through an already largely urbanised area, most identified
impacts pertain to the socio-economic environment. Potential impacts on the biophysical
environmental are relatively few. The route has been changed and refined as a direct result of the
public participation process, to the benefit of all concerned.
The draft EIA Report concludes that the project is acceptable from an environmental perspective,
provided mitigatory measures are taken into consideration and enhanced in an Environmental
Management Plan (EMP) to guide final design, construction and operation of the Gautrain. A first
draft EMP has been included in the draft EIA Report for comment. The EMP will be updated based
on any conditions prescribed by GDACEL and the outcome of any additional studies that must still
be undertaken. If the project proceeds, the EMP will be further updated once the preferred bidder’s
proposals for the design, construction and operation of the train system are known.
11.
THE WAY FORWARD
The public has 30 days (until 21 November 2002) to comment on the draft EIA report. Copies of
the report are available at selected venues. The sections of the report are available electronically
and will be posted on the website.
A final EIA report and/or Addendum to the report will be submitted to the Gauteng Department of
Agriculture, Conservation, Environment and Land Affairs (GDACEL) after comments received
from the public and I&APs have been included.
Members of the public are encouraged to make use of the website (www.gautraineia.co.za), e-mail
([email protected]), telephone (011 – 805-0250) or fax (011 – 805-0226) to raise further
comments.
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Table A1:
Summary of Route Alternatives and Recommended Route Alignments
SECTION OF
THE ROUTE
REFERENCE ROUTE
ALTERNATIVES/ REFINEMENTS
Park Station to
Sandton Station
From Johannesburg Park Station, the reference route alignment
enters into a tunnel and continues beneath Oxford Road to Rosebank
Station and then on to Sandton Station. The alignment is planned to
remain in an underground tunnel up to Sandton Station. Between
Rosebank and Sandton, the alignment proceeds beneath Melville
Road in Dunkeld and then on to Sandton Station, which is located
underneath Rivonia Road, between Fifth Street and West Street.
Between Rosebank and Sandton, alternative route alignment 1a
runs under Fricker Road for a portion of its length whilst
alternative route alignment 1b runs underneath Oxford Road for a
portion of its length.
Reference route alignment
Sandton Station to
Marlboro Station
The reference route alignment proceeds in a north easterly direction
in tunnel and surfaces at Mushroom Farm Park, tunnels to the eastern
side of Katherine Street, surfaces and crosses Grayston Drive and
passes on a viaduct through Innisfree Park. The alignment tunnels
underneath the M1 Highway and surfaces at the Marlboro Station in
Marlboro Gardens between Islamabad Drive and Jumna Street.
Between Sandton and Marlboro, alternative route alignment 2a is
largely underground and runs underneath Daisy Street and North
Road. It joins up with an alternative route beneath Marlboro Drive
and an alternative Marlboro Station location near the intersection of
Marlboro Drive and the N3. Alternative route alignment 2b is in
tunnel and is aligned in a straight line from Sandton Station to the
alternative Marlboro Station location. Alternative route alignment
2c is a refinement of the reference route alignment to link to the
alternative Marlboro Station location.
Alternative route alignment 2b
linking with alternative route
beneath Marlboro Drive and
alternative Marlboro Station
location
Marlboro Station to
Midrand Station
This entire portion of the route is above ground. The reference route
alignment turns north and runs along the west bank of the Jukskei
River towards Buccleuch and continues along the Jukskei River
Valley past Buccleuch towards the Jukskei Stone Quarry. The
alignment passes east of the quarry and proceeds to the Midrand
Station west of Grand Central Airport.
Alternative route alignment 3 proceeds eastwards across the N3
near the Marlboro Drive/N3 Interchange, crosses undeveloped
Modderfontein
property,
skirts
Buccleuch
via
the
Modderfonteinspruit valley and continues to the Midrand Station.
The reference route alignment, on its approach to Midrand Station,
is aligned closer to the old Pretoria-Johannesburg Road (K101).
Alternative route alignment 3
Midrand Station to
Centurion Station
This portion of the route is above ground. From the Midrand Station,
the reference route alignment follows the K101 (Old PretoriaJohannesburg Road) on its eastern side, heading north parallel to the
N1. The alignment passes under the N1 at the John Vorster Drive
interchange and proceeds east of the Centurion Cricket Stadium
towards the northern side of Centurion Lake where the proposed
Centurion Station is located, between Von Willich and West Streets.
Alternative route alignment 4 is an adjusted approach to an
alternative Centurion Station location, adjacent to West Street. The
adjusted approach passes to the west of the Centurion Cricket
Stadium. Two refinements include a shift of the route closer to the
K101 north of Midrand Station, and shift of the route closer to the
K101 near the SA Mint. A possible park and ride station
(Samrand) is also proposed near the SA Mint.
Refined route alignment and
alternative route alignment 4
linking with alternative
Centurion Station
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Table A1: cont.
SECTION OF
THE ROUTE
REFERENCE ROUTE
ALTERNATIVES/ REFINEMENTS
RECOMMENDATION
Centurion Station to
Pretoria Station
The reference route alignment passes through Lyttelton Agricultural
Holdings, the border of Lyttelton Manor, follows the existing railway
on its western side and passes beneath Salvokop in tunnel to the
proposed Pretoria Station adjacent to the existing Pretoria Station.
Alternative route alignment 5a crosses military-base land to the
west of the Ben Schoeman Highway and approaches Pretoria
Station through Fountains Valley whilst alternative route alignment
5b crosses military-base land to the east of the Ben Schoeman
Highway and approaches Pretoria Station through Salvokop.
Alternative route alignment 5a
with a Salvokop tunnel
approach to Pretoria Station
Pretoria Station to
Hatfield Station
The reference route alignment follows the existing SARCC/
Metrorail commuter rail corridor for most of the route towards
Hatfield Station. The route proceeds in an open cut across the northeastern end of Muckleneuk and passes over the northern end of
Magnolia Dell by means of a viaduct. The proposed Hatfield Station
location is west of Duncan Street.
Alternative route alignment 6a (via Fountains Valley) passes in
tunnel underneath the city and links with Park Street through
Sunnyside/Arcadia to Hatfield Station. Alternative route alignment
6b (via Fountains Valley) is similar to 6a, also in tunnel, but with a
slightly different approach to Park Street. Alternative route
alignment 6c (via Salvokop) runs above ground along Nelson
Mandela Drive on a viaduct and then proceeds along Park Street to
Hatfield Station. This option along Park Street could either be in
open cut to the south of Park Street, or in cut and cover or tunnel
beneath Park Street. Alternative route alignment 6d (via Salvokop)
is a refinement of the reference route alignment via Muckleneuk,
which lies within the existing Metrorail rail reserve for most of its
length. Alternative route alignment 6e (in tunnel) links a Fountains
Valley approach to Pretoria Station with a route via Muckleneuk to
Hatfield Station. Alternative route alignment 6f (via Salvokop) is a
refinement, which can link a Salvokop approach to Pretoria with a
Muckleneuk alignment or a Park Street alignment to Hatfield
Station. An additional park-and-ride station at Proefplaas, east of
Hatfield Station, has also been proposed as well as a new Arcadia
Station along Park Street.
Alternative route alignment 6f
linking with 6d (depressed
longitudinal section) to Hatfield
Station
Marlboro Station to
Johannesburg
International
Airport (JIA)
This east-west spine of the Gautrain Rapid Rail Link separates from
the north-south spine at the Marlboro Station. The reference route
alignment crosses the N3 Highway and continues along the northern
edge of Linbro Park, past the southern side of the African Explosives
and Chemical Industries (AECI) factory and runs adjacent to the
existing railway line past the Kelvin Power Station towards
Rhodesfield Station, just south of Ventura Street. The route then
crosses beneath the R21/ R24 interchange and terminates at the
proposed JIA Station, beneath the terminal buildings.
Alternative route alignment 7 partly avoids Linbro Park and passes
further south of the AECI factory to avoid explosives storage areas.
Alternative route alignment 8 links the reference route alignment
with an alternative Rhodesfield Station location, which allows for
an improved approach to the JIA Station. A route refinement was
also proposed across the Modderfontein Golf Course.
Alternative route alignment 7
and alternative route alignment
8 linking with alternative
Rhodesfield Station
Executive Summary
27
21/10/02