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Old February 23rd, 2009, 05:50 PM   #181
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Quote:
Originally Posted by Assemblage23 View Post
Thank you for sharing all this information. Just by looking at this thread I've learnt a lot about how a metro is actually constructed.
I was going to say the same thing, excellent images, and very educational.
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Old February 25th, 2009, 03:40 AM   #182
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this is the existing "metro" rail

image hosted on flickr


will it be tied into the gautrain - like can you transfer from one to the other?
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Old February 25th, 2009, 03:43 AM   #183
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It will still exist too as it is a vital company that operates across the whole of South Africa (primarily in Gauteng, Cape Town and Durban though). Between these three areas Metrorail carries 1.7million people per weekday.

The stock that you show above isn't all metrorail though, some of it appears to be Spoornet (looks like Shosholoza meyl stock actually). The grey/yellow stock is Metrorail. Some of the units in Cape Town have also been rebuilt and refurbished to make them slightly more pleasant to look at.
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Old February 25th, 2009, 03:51 AM   #184
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I remember riding some trains there when I was a kid

when i was there in 2002 the trains looked really bad - the one station i saw had piles of garbage on it
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Old February 25th, 2009, 04:51 AM   #185
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About 2 years ago I was researching what work might have been going on in SA for a metro or light rail. I remember several web sites referring to a 'subway' (not the restaurant!). After several emails, I learned that some refer to the Metrorail as the subway. Does the Metrorail have any underground stations?
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Old February 25th, 2009, 04:57 AM   #186
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Quote:
Originally Posted by dwdwone View Post
About 2 years ago I was researching what work might have been going on in SA for a metro or light rail. I remember several web sites referring to a 'subway' (not the restaurant!). After several emails, I learned that some refer to the Metrorail as the subway. Does the Metrorail have any underground stations?
To my knowledge, no there are no underground stations. There are, however, fully covered stations with parking on top of them such as Berea Road, Durban and Johannesburg station which have very long platforms which gives an impression of being underground.

Here is a video of the journey between Durban station and Berea Road station if you're interested:



Read my post on the previous page of this thread as to why Metrorail is actually a commuter rail as seen in other countries rather than a true metro system.
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Old February 25th, 2009, 09:56 AM   #187
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Metrorail is a embarrasment to even a third world country but its improving with big investment currently ongoing to modernise it and make it safe and reliable. South Africa doesnt have a metro but all major cities are building BRT systems which would kinda fullfill the task of a metro? The Gautrain allways has bean envisaged as a "highspeed" car replacement for the middleclass who live in Gautengs suburbs . Mainly to eleviate the congestion on the Ben Schoeman Highway ( The southern hemispheres bussiest inter city highway ) . The prices , route and speed ( 160km/h ) is all aimed at those who usually travel by car . The Gautrains next phases are however allready in planning and will considerably extend its route increase frequencies and the number of stations.
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Old April 8th, 2009, 01:09 PM   #188
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From the Gautrain website:







Only 2.5 km of tunneling to go in total!

CONSTRUCTION UPDATE - 31 MARCH 2009
A) SOUTHERN SECTION
1. Underground section

PARK STATION



JOHANNESBURG PARK STATION, CONSTRUCTION INSIDE THE
STATION BOX



JOHANNESBURG PARK STATION, REINFORCED STEEL FOR THE
CONSTRUCTION OF THE PLATFORM WALLS

The station base slab at rail level is complete and construction of platform walls is in progress. The concourse slab is well advanced and construction of the roof slab is ongoing. Construction of columns for the parkade structure that will be constructed above the station has commenced.

Tunnelling activities at Park Station continued, with the single tunnel excavation towards the north reaching approximately 1 159 metres by the end of March 2009.

EMERGENCY ACCESS SHAFT E1 (HILLBROW)

Shaft E1 works have commenced, with excavation of the shaft reaching a depth of 10 metres by month end.

The single-track rail tunnel between Park Station and Sandton Station will feature seven emergency access shafts. These shafts will provide emergency services personnel access to the tunnels below. At the bottom of certain of these shafts there will be safe havens where passengers can gather in case of an emergency.

EMERGENCY ACCESS SHAFT E2 (THE WILDS, HOUGHTON)



EMERGENCY SHAFT 2 AT THE WILDS IN HOUGHTON, CONNECTING
PASSAGE TO THE MAIN TUNNEL ROUTE TOWARDS PARK STATION



EMERGENCY SHAFT 2 AT THE WILDS IN HOUGHTON

At Shaft E2, where excavation of the 236 metre adit is complete, tunnelling from the end of this connecting passage is advancing along the main tunnel route in both southerly and northerly directions. The one tunnel heads south towards Park Station, while the other tunnel heads north towards Rosebank Station. Towards Park Station, excavation has advanced 169 metres and towards the TBM tunnel, excavation has reached 128 metres.

EMERGENCY ACCESS SHAFT E3 (RIVIERA)

Vertical excavation of this shaft is complete to its final depth of 21 metres. Excavation of the two adits (cross passages) linking the bottom of the shaft to the main single-track rail tunnel, which will provide access for emergency services personnel, is also complete and breakthrough of both of these connecting adits to the TBM tunnel was achieved in November 2008. The final shaft lining is complete and civil works within the shaft have commenced. Being a shallow shaft with direct access to the surface, there is no safe haven necessary at the bottom of this shaft.

EMERGENCY ACCESS SHAFT E4 (HOUGHTON)

At Shaft E4, final lining of this 16 metre deep shaft is complete and excavation of the two connecting adits has also been completed. Like E3, being a shallow shaft with direct access to the surface, there is no safe haven necessary at the bottom of this shaft.

ROSEBANK STATION

At Rosebank Station, casting of the roof slab is ongoing, approximately 85% of the concourse slab is cast and, at rail level, platform construction is in progress. Construction of the cut and cover box section linking the station to the start of the drill and blast tunnel is in progress.



ROSEBANK STATION, STATION BOX CONSTRUCTION ON
CONCOURSE LEVEL



ROSEBANK STATION, RAIL SLAB AND PLATFORM WORKS INSIDE
THE STATION BOX

Excavation of the 745 metre long single-track drill and blast rail tunnel between the northern end of Rosebank Station and Emergency Access Shaft E5 was successfully completed during February 2009.



ROSEBANK STATION, TBM TUNNEL LINING SEGMENTS AT THE
TBM TUNNEL ENTRANCE



ROSEBANK STATION, DISMANTLING OF THE TBM,
EXPOSED CUTTER HEAD

The Tunnel Boring Machine (TBM) successfully completed the excavation of the single-track rail tunnel towards Shaft E2 on 31 January 2009, with a cumulative length of tunnel bored of 2 885 metres. Dismantling of the TBM is in progress. Only the 12 metre long outer steel shield at the front end of the machine will remain where it is in the tunnel and this will be covered with a permanent shotcrete lining. The back up system comprising 13 gantry trailers, mechanical and electrical components and support equipment will be recovered and reconditioned for use on other tunnelling projects.

EMERGENCY ACCESS SHAFT E5 (DUNKELD, ROSEBANK)

Tunnelling towards Sandton Station – the only section of tunnel being excavated from this shaft - has progressed to 1 781 metres.



VEHICLE OPERATOR IN THE EMERGENCY SHAFT 5 AT DUNKELD,
ROSEBANK



SETTLING TANK INSIDE EMERGENCY SHAFT 5 AT DUNKELD, ROSEBANK

EMERGENCY ACCESS SHAFT E6 (ILLOVO)

This shaft has been constructed using a “raise boring” methodology, which entails drilling a pilot hole downwards and then boring a large diameter shaft from the bottom up towards the surface. The shaft collar at ground level was cast during February, the raise boring machine arrived on site in early March and boring of this shaft was successfully completed by month end.

EMERGENCY ACCESS SHAFT E 7 (WESTERN SIDE OF RIVONIA ROAD, SANDTON)

Shaft E7 is located on the western side of Rivonia Road, opposite ‘The Inandas’ townhouse complex. Excavation of this shaft to its final depth of 69 metres has been completed and excavation of the connecting adit from the bottom of this shaft to the main rail tunnel has commenced.

SANDTON STATION



CONSTRUCTION OF SANDTON STATION’S THREE LEVEL
UNDERGROUND PARKADE



SANDTON STATION, CONSTRUCTION OF THE PLATFORM AND TRACK
SLAB INSIDE THE STATION BOX

Underground station construction works are ongoing in the cavern section between the south and north shafts, as well as within the shafts themselves.

Construction of Sandton Station’s three level underground parkade is progressing apace, with the multiple parking decks clearly visible from the surrounding buildings. Excavation for the car park is complete. Piling, foundations, column construction and casting of the suspended slabs of the parkade structure are ongoing.

The tunnel being excavated from the southern end of the Station towards E7 and Rosebank has progressed to 815 metres.

MUSHROOM FARM PARK CONSTRUCTION SHAFT

Tunnel excavations from Mushroom Farm Park are complete. Continuous lengths of tunnel now extend from the south of Sandton Station, through Mushroom Farm Park and all the way to the portal at Marlboro.

Casting of invert slabs, precast walkway installation and construction of the partition wall towards Marlboro are ongoing.

MARLBORO PORTAL



MARLBORO PORTAL, CONSTRUCTION OF THE OUTER PORTAL
STRUCTURE



MARLBORO PORTAL, TUNNEL TOWARDS MUSHROOM FARM PARK

Excavation of the 4 200 metre long tunnel between Marlboro Portal and Mushroom Farm Park has been completed.

Inside the Marlboro Portal tunnel, the final lining is being applied to the tunnel walls. Construction of the invert slab to support the railway tracks continued. Installation of the precast concrete walkways, which also serve as service ducts for the numerous services required within the completed tunnel, continued. Construction of the centre wall to separate the two sets of tracks inside the tunnel has been completed. Construction of the cut & cover structure adjoining the portal is nearing completion.

2. Surface alignment

VIADUCTS 1A AND 11 OVER JUKSKEI RIVER AND EAST BANK ROAD

At Viaducts 1a and 11 crossing the Jukskei River and East Bank Drive, finishing works are in progress. Between Marlboro Portal and this pair of viaducts, reinforced earth retaining walls, earthworks, culvert inlets and the cross-over structure are approaching completion.

Construction of the three Zinnia Road bridges is well advanced, with all M-beams in place and deck construction in progress.

MARLBORO STATION



MARLBORO STATION, CONSTRUCTION OF THE PLATFORMS AND
OVER-PLATFORM LINK STRUCTURE



MARLBORO STATION, CONSTRUCTION OF THE PLATFORMS AND
OVER-PLATFORM LINK STRUCTURE

The station concourse, platform and over-platform link structure works are ongoing and erection of the structural steel roof structure is well advanced. Concourse brickwork is substantially complete and four of the six escalators have already been installed. The parkade concrete structure, comprising a semi-basement and first floor parking deck, is complete. Wet trades for the public facilities, technical rooms and administration offices are complete and mechanical and electrical (M&E) installation has commenced.

Construction of a series of underpasses, where the two pairs of railway tunnels cross below the N3 highway alongside the Marlboro Road Bridge just to the north of Marlboro Station, continued. Construction works at the N3 crossing should be complete by July 2009.

B) NORTHERN SECTION (Depot to Hatfield Station)

VIADUCT 2 OVER MODDERFONTEIN SPRUIT

Viaduct 2 and the two adjacent bridges over the future Frankenwald and Maxwell Roads are complete, with railway tracks in place across all three of these structures. Erection of noise barriers along this section of the alignment is also complete.

TRAIN AND BUS DEPOT

Construction of the Depot facilities, including both the Bus Depot and the Train Depot administration buildings, is substantially complete. Installation of the Operations Control Centre equipment is in progress in the train depot administration building. This centre will be the heartbeat of Gautrain from where signalling, telecommunications, automatic fare collection, traction power and overhead distribution CCTV cameras and maintenance will be managed using world-class, high technology systems.



GAUTRAIN TRAIN SETS INSIDE THE TRAIN MAINTENANCE WORKSHOP
AT THE DEPOT



TRAIN MAINTENANCE PLATFORMS AT THE OUTSIDE OF THE TRAIN
MAINTENANCE WORKSHOP AT THE DEPOT

The train maintenance workshops and the other Depot facilities, including the washing bay for cleaning of the trains and a sand-filling facility, are also complete. The trains are equipped with a sand dispensing mechanism, which deposits a special type of sand onto the rails to improve traction between the wheels and the rail when necessary.

At the Train Depot, Gautrain’s 24 train sets will be maintained, serviced cleaned, and securely stabled overnight. The adjacent Bus Depot will perform a similar function for Gautrain’s dedicated fleet of 125 luxury buses.

RAIL YARD AND TRACKWORKS



LAYING OF THE TRACKS FOR THE TRACK IN THE DIRECTION
OF RHODESFIELD



TRACK ALIGNMENT TOWARDS THE DEPOT FROM RHODESFIELD

The mainline test track section from north of Viaduct 3 to Viaduct 2 is complete and operational. With the civil construction works having been substantially completed from behind Linbro Park to Dale Road in Midrand, tracklaying operations are now well advanced along this entire section of the route. All trackwork and the stabling sidings within the Depot area are complete, energized and operational.

The tracklaying operation is highly mechanised and utilises a wide range of specialised equipment such as works-trains, ballast wagons – which transport and place the crushed rock that forms the base below the sleepers – and equipment to transport and place rails and sleepers, ballast tampers and mobile flash butt welding equipment.

Rails for the Gautrain Trackwork have been manufactured in France and deliveries to site are ongoing. Gautrain will run on the international Standard Gauge, as opposed to the narrower Cape Gauge, which is currently the norm in South Africa.

At the two flash butt welding facilities currently in operation – one at the Depot and the other adjacent to the Marlboro tunnel portal - rails are welded into 216 metre long lengths, using high tech rail welding methods. The 216 metre long lengths of rail are then transported as required on specially equipped works-train wagons to the construction site as track laying progresses. Having been placed in position on concrete sleepers, these long lengths are joined together into a continuous length of rail, which eliminates the need for jointed gaps between rails.

RAIL CAR MANUFACTURING AND ASSEMBLY

Following a specialised construction and assembly process in Derby, UK, Gautrain’s first shipment of four completed rail cars arrived at the Depot in December 2008. The remaining eleven fully imported cars have been shipped to South Africa on a progressive basis, with the final consignment of cars having been dispatched towards the end of March. The completed four-car train sets will be tested on the test track adjacent to the Depot, where testing of the first train set is already in progress.

Following a successful skills transfer programme, local technicians are busy with the assembly of Gautrain rail cars at the Union Carriage and Wagon Partnership in Nigel.

Gautrain’s rolling stock of 96 rail cars is based on the renowned Bombardier Electrostar series, which is used extensively in the U.K. The first 15 rail cars, plus the body shells for the complete fleet, have been manufactured at Bombardier Transportation’s facility in Derby.

The body shells and major components for the remaining 81 rail cars are being ‘flat packed’ into crates and shipped to South Africa. The first locally assembled four-car train set is expected to be completed before the end of June 2009.

PRECAST YARD

The temporary Precast Yard will be demolished during the latter part of this year, as the land is earmarked for the construction of the bus maintenance depot.

The Precast Yard is equipped to manufacture a variety of precast concrete elements. These include viaduct segments, bridge beams and parapets, tunnel walkway sections and noise barriers. From here, precast elements are transported to the various construction sites as needed. It is currently the largest precast facility in Africa.

VIADUCT 3 OVER ALLENDALE ROAD

North of the Depot, the K60 bridge and Viaduct 3 are both complete.

On the remaining section of the alignment up to Dale Road in Midrand, the civil works are substantially complete. Tracklaying is also substantially complete and erection of the overhead catenaries is in progress.

MIDRAND STATION

At Midrand Station, retaining wall construction and backfilling adjacent to the Grand Central bridge on which the platforms will be located, is almost complete. M-beams on this bridge are in place, with deck construction underway and bulk earthworks for the parking areas have commenced.



MIDRAND STATION, CONSTRUCTION OF THE GRAND CENTRAL BRIDGE



MIDRAND STATION, STATION COLUMN CONSTRUCTION IN FRONT OF
THE GRAND CENTRAL BRIDGE

From the Midrand area northwards, relocation of utilities, bulk earthworks, bridge construction and fencing activities continued, with work underway along the entire alignment through to the Technopark area at Centurion.

VIADUCT 4 OVER RIETSPRUIT AND OLIFANTSFONTEIN ROAD SOUTH

Deck erection at Viaduct 4 is complete and parapet erection is in progress.

VIADUCT 5 OVER THE N1, BEN SCHOEMAN AND INCLUDING CENTURION STATION



VIADUCT 5 AT JEAN AVENUE, CONSTRUCTION OF THE IN-SITU
BALANCED CANTILEVER DECK SECTIONS



VIADUCT 5 AT JOHN VORSTER, CONSTRUCTION OF THE IN-SITU
BALANCED CANTILEVER DECK SECTIONS

At Centurion station, foundation grouting is ongoing and the station construction contractor has established on site.

Construction of foundation shafts and piers continued at John Vorster Viaduct and at Jean Avenue Viaduct. Construction of the in-situ balanced cantilever deck sections on top of two sets of piers at each of these viaducts is ongoing, with the graceful arched form of these exceptionally long deck spans now beginning to become apparent.

Several temporary steel pedestrian bridges have been erected over the N14 highway at the Jean Avenue interchange and across the N1 at John Vorster interchange to provide construction workers safe access across these busy highways.

Viaduct 5 carries the elevated alignment through Centurion and supports the elevated Centurion Station platforms located approximately midway along its length. This viaduct stretches from the John Vorster Interchange crossing the N1 in the south and then continues through Centurion to the Jean Avenue Interchange, crossing the Ben Schoeman highway in the north.

In Centurion itself, preloading, grouting and piling of viaduct pier foundations were ongoing, and pile cap and pier construction continued. Approximately a third of the supporting piers for Viaduct 5 have now been completed.



VIADUCT 5 AT THE CENTURION RUGBY CLUB, LAUNCHING GIRDER FOR
THE CONSTRUCTION OF THE VIADUCT DECK SPANS



DOLOMITE ROCK FORMATIONS IN CENTURION, NEXT TO THE N1 HIGHWAY

At Viaduct 5c in Centurion, erection of segments from the Rugby Club area westwards continued, with six spans in place by the end of March. A second launching girder has been relocated from the ORTIA viaduct to Centurion and will be reassembled to commence with the section of this viaduct linking to the balanced cantilever crossing John Vorster Interchange in due course.

VIADUCT 6 OVER EEUFEES ROAD

At Viaduct 6, large diameter foundation piling is ongoing at the pier positions and dynamic compaction below the southern approach fills has been completed.

VIADUCT 7 OVER NELSON MANDELA BOULEVARD



VIADUCT 7 OVER NELSON MANDELA BOULEVARD, WITH M-BEAMS IN
PLACE FOR THE DECK SPAN OF THE VIADUCT



ENTRANCE OF CUT AND COVER 6, NEAR SALVOKOP AT THE APPROACH TO TSHWANE, BELOW THE BEN SCHOEMAN HIGHWAY

Construction of this viaduct is progressing well, with the deck to the section that will carry the railway lines across Nelson Mandela Boulevard clearly visible. The M Beams for the first eight spans of Viaduct 7 have been placed in position. Piling and foundation construction for the remaining sections of this “Y-shaped” structure that will carry the Gautrain tracks over the existing railway lines is ongoing.

Near Salvokop at the approach to Tshwane, where a cut & cover structure will cross below the Ben Schoeman highway, the first phase of construction is complete. The temporary northbound deviation was opened to traffic in mid-January and excavation of the second phase of this structure below the permanent northbound carriageway has been completed. Construction of the concrete works for the second phase cut and cover structure will start next month.

PRETORIA STATION



PRETORIA STATION, BRICKWORK FOR THE PLATFORM AND RAIL
FOUNDATION AS WELL AS CONSTRUCTION OF THE COLUMNS FOR THE
ROOF TRUSS



PRETORIA STATION, CONSTRUCTION OF THE COLUMNS FOR THE
ROOF TRUSS

At Pretoria Station, structural works and brickwork are ongoing and erection of platform canopy steelwork has started.

HATFIELD STATION



HATFIELD STATION, CONSTRUCTION OF PILE CAPS AND COLUMNS FOR
THE ADJACENT MULTI-STORY PARKADE



HATFIELD STATION, REINFORCED STEEL FOR PILING AND
FOUNDATION WORK

At Hatfield Station, where part of the station concourse deck is already complete, lateral support works, pile caps and column construction for the parkade structure are ongoing and casting of suspended parking slabs has commenced.

Between Pretoria Station and Hatfield Station, a number of bridges crossing the existing railway line require to be either widened or lengthened to accommodate the adjacent Gautrain tracks. Whilst some of these bridges have already been completed and reopened to traffic, works on a number of the remaining structures is ongoing.

C) EAST-WEST AIRPORT LINK

3. Airport Link (Marlboro Station to OR Tambo International Airport)

Construction works are in progress along this entire section and are well advanced.

Work is ongoing at all of the eleven bridges along the Airport Link and construction of the three viaducts on this section of the route is approaching completion.

VIADUCT 13 OVER CENTENARY WAY, MODDERFONTEIN

Viaduct 13 is substantially complete, with finishing works in progress.

VIADUCT 14 OVER ZUURFONTEIN ROAD AND RAILWAY LINE



VIADUCT 14 SPAN OVER ZUURFONTEIN ROAD



VIADUCT 14 OVER ZUURFONTEIN ROAD, PRE CAST SEGMENTS FOR
THE FORMATION OF THE ABUTMENT

At Viaduct 14, erection of deck segments is complete and parapet erection is ongoing.

VIADUCT 15 INCLUDING RHODESFIELD STATION



RHODESFIELD STATION, INSTALLATION OF THE ROOF CANOPY
STRUCTURE OVER THE VIADUCT 15 STATION SPAN



RHODESFIELD STATION, INSTALLATION OF THE ROOF CANOPY
STRUCTURE OVER THE VIADUCT 15 STATION SPAN

Erection of precast elevated platform components at Rhodesfield is complete and erection of the structural steel platform roof structure is well advanced. At ground level, concourse construction continued.

The Rhodesfield Station platforms are elevated and are located approximately one third of the way along Viaduct 15, directly above the existing Metrorail railway lines running between Isando and Kempton Park. The station entrance, concourse and parking area will be positioned at ground level on the eastern side of the existing railway lines.

VIADUCT 15 INCLUDING OR TAMBO INTERNATIONAL AIRPORT STATION



VIADUCT 15 TOWARDS OR TAMBO INTERNATIONAL AIRPORT STATION,
PARAPET INSTALLATION



VIADUCT 15 TOWARDS OR TAMBO INTERNATIONAL AIRPORT STATION,
INSTALLATION OF THE CANTILEVER BRACKETS FOR THE STATION
PLATFORM

Parapet installation is well advanced along the completed spans of Viaduct 15 and finishing operations are underway.

Construction of the external shell of the ORTIA Station concourse is substantially complete and is visible above the elevated drop-off road. Inside the concourse, brickwork, and plastering has been completed and electrical, plumbing and finishing works have commenced.

The Gautrain Station concourse is directly linked to the departures level of the adjacent new Central Terminal Building, one level below.

The 1.5 km long Viaduct 15 is by far the longest viaduct on the east-west section of the route. This viaduct supports both the Rhodesfield and ORTIA Station platforms and will carry the double track railway line over the R21/R24 road network to the elevated OR Tambo International Airport Station.

D) OVERALL PROGRESS

Construction started at the end of September 2006. Gautrain will be completed in two phases:

The first phase has a duration of 45 months. It includes the network between the OR Tambo International Airport and Sandton and includes the stations at OR Tambo, Rhodesfield, Marlboro and Sandton, together with the Depot and Operations Control Centre located near Allandale Road in Midrand.
The second phase, being constructed concurrently, will be completed in 54 months, towards 2011. It includes the remainder of the rail network and stations linking Sandton to Park Station in Johannesburg and the route from Midrand to Hatfield.
Toll-free call centre: 0800-GAUTRAIN (0800-42887246). The call centre is operational weekdays between 7am and 7pm with an answering system after-hours.

Communities are reminded that regular Community Liaison Forums are held in affected areas. These afford residents the opportunity to voice their concerns and have their questions answered by Gautrain officials who are present at these meetings.




This page last updated on: 08 April 2009

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Old April 8th, 2009, 01:15 PM   #189
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Very nice article can be found here:

http://www.reavaya.org.za/images/sto...tar_april2.pdf

Last edited by EduardSA; April 10th, 2009 at 05:29 PM.
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Old April 8th, 2009, 04:55 PM   #190
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Looks like a quality TRUE BRT system!
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Old April 8th, 2009, 05:11 PM   #191
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Quote:
Originally Posted by EduardSA View Post
Very nice article can be found here:

http://www.reavaya.org.za/images/sto...tar_april2.pdf
I don't know if it's only my problem, but I can't open it and its file size is only 2kb.
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Old April 9th, 2009, 01:59 PM   #192
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Quote:
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Looks like a quality TRUE BRT system!
what were your expectation from an african country?
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Old April 10th, 2009, 05:26 PM   #193
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Park Station:







Rosebank Station:











Removal of TBM:







Sandton Station:









Double level tunnel (seperating airport, Pretoria links):



Marlboro Station:











Mock up:



Midrand Station:









Dolomite:



Hatfield Station:







Pretoria Station:







Rhodesfield Station:







Viaducts:





















Underground, trains, etc

Partition wall with rails, service brackets:







Alignment:









Depot:





- Inertia
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Old April 10th, 2009, 05:29 PM   #194
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Quote:
Originally Posted by ruready1000 View Post
I don't know if it's only my problem, but I can't open it and its file size is only 2kb.
There you go fixed it : http://www.reavaya.org.za/images/sto...tar_april2.pdf

Also have a new one:

http://www.bigwebsites.co.za/images/...20part%202.pdf
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Old April 16th, 2009, 10:15 PM   #195
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BRT is PULLING WOOL OVER YOUR EYES

I can't believe that grown men are taken in so quickly with glib city press releases and spin doctors. BRT is going to cost a fortune, now it is estimated that the whole probject will cost more than R40-Billion, not the piffling R2-Billion quoted (but that is only for one section).

At a fraction of this cost, the MetroBus service could have been jacked up and given us an excellent bus service. But we would need to return to the days when bus time tables were printed and sold in booklet form, when we actually had bus route maps. Buses now are badly maintained, are overloaded, drivers carry on driving regardless even if the bus 'bleeps' due to overheated engines, passengeres are crowded like sardines in peak hours, buses arrive late or early, don't run to time tables (that we get off the internet), they are dirty, drivers often don't know the route and take wrong turnings, etc....

So, the city having completely mismanaged and destroyed a Bus Service suddenly wants a new toy. Will it be any more competent at running a much more sophisticated BRT ? i doubt it ....

JHB is virtually bankrupt, is trying to borrow money from large organisations to 'finish big projects'.

There are zillions of problems, from enviromental, traffic studies, cost of expropriation, rebellion among the residents associations, whole sections about to be deprived of their regular MetroBus service which will be cancelled and expected to take a hike much further to catch buses. New bus stations/stops will be 500 m apart....fancy a long walk then ?
it's a mitigated disaster. If the city can't cope with a simple bus service now,
don't expect miracles.

Now there are not enough buses as peak hour, and off-peak there are also not enough buses. On Sunday and Public holidays on many routes there are NO buses, and residents are imprisoned in their homes.

Satine...
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Old April 17th, 2009, 03:59 PM   #196
Pule
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R40 billion? Are you sure? Please get your facts right.
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Old April 19th, 2009, 04:46 PM   #197
Satine
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BRT

Yes, that's the latest figure, which includes setting up "all costs", not just the infrastructure.

What's so wrong with getting the MetroBus service right, up and running as any normal bus service ? A lot quicker and cheaper, as well. What's so wrong with giving us a normal bus service - NOW and at a fraction of the cost of BRT?

Satine.
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Old April 19th, 2009, 04:53 PM   #198
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BRT / Gautrain

Beg your pardon Pule,
R40-m is the latest figure for GAUTRAIN (up from the original ? R6-billion?),
while BRT was quoted at R20-b earlier this year (full cost) and later it was
R23-billion....I read engineering magazines, where figures tend to be right as the target readership are the contractors: road construction/road/traffic engineers and bus manufacturers.

Satine
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Old April 20th, 2009, 03:02 AM   #199
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Wow! Great pics. I've been looking for photos like this all over the internet and skyscrapercity.com!
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Old April 21st, 2009, 08:04 AM   #200
Pule
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You mistaken buddy, Gautrain still cost less than R30 billion and the initial cost of Rea Vaya BRT was R2 billion. I think you mixing the 2 projects as Gautrain costs more than the BRT.

Please check www.engineeringnews.co.za
www.gautrain.co.za
www.reavaya.org.za
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