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The success of the Gautrain will depend largely on the quality of the services that 'feed' passengers into the system as well as distribution services, and on the integration of these with existing transport services.
This is one of the main findings of a CSIR study focusing on issues such as the placement of transport nodes and associated infrastructure, the use of public transport modes, the option of walking or cycling to and from stations, integrated ticketing systems, and the effect on private car usage and traffic congestion.
"The dedicated and auxiliary feeder and distribution services have a very important role to play in attracting users to the Gautrain. Planning, design and implementation of these services are crucial for ensuring sufficient levels of passengers make use of the Gauteng and that people convert to public transport," says CSIR researcher David King.
A survey conducted on potential users of the Gautrain (Synovate Gautrain survey 2006) indicated that 48% of private car users between Johannesburg and Tshwane would be likely to make use of the service, while the figure was 81% for taxi commuters. This means that the Gautrain might be popular amongst a totally different target group than originally thought, which will have to be taken into account by the service planners. The three top issues for potential users were safety and security on the train, transport to and from stations, and ticket cost and affordability.
"Private vehicle users are notoriously stubborn and need a great incentive - or 'disincentive' - to make the shift to public transport." King explains that four operational characteristics were identified that would give the Gautrain an advantage over car transport. These are convenience, image, information and security. For public transport to be successful, all these characteristics need to be better than when using a private vehicle.
For feeder and distribution systems, King notes that the rail operator should ensure that all subcontracted bus transport companies uphold high delivery standards and levels of service. "Taxi operators are most likely to adapt their services to new routes too, which could lead to tension between dedicated services and taxis. To limit such a possibility, local government and taxi operators should engage at an early stage to find a working solution," he comments.
Priority measures such as high occupancy vehicle (HOV) lanes for dedicated public feeder services will decrease the road space available for other road users. This will lead to congestion during peak hour travel, specifically for local road users who don't travel between Johannesburg and Tshwane. Road users will then become discontented, ignoring such lane restrictions, which will make the dedicated service ineffective.
When looking at auxiliary services, King notes that only one ticket - similar to a smartcard - will have to be bought for a Gautrain trip, a Gautrain feeder bus and also car parking. The only real issue will be the acceptance of this card with taxi users, who would have to buy such tickets separately as it would be fairly difficult to implement a smartcard system in the taxi industry due to its unique operating mode.
King argues that urban planners and designers have historically not paid much attention to walking or cycling as a mode of transport, with mostly those who can't afford vehicle transport resorting to one of the two. For passengers used to private vehicles to take up walking or cycling from drop-off points to their destinations will require a conscious mind shift and these modes will thus have to be promoted heavily.
Complementary to the Gautrain, new bus rapid transit (BRT) systems are proposed for Johannesburg and Tshwane, which will ensure a more integrated public transport service covering a bigger area of Gauteng. The Johannesburg BRT system will interchange with the Gautrain at Park station, Rosebank and Sandton, while the Tshwane system will stop at Hatfield and Pretoria stations. Both systems aim to be in operation before the 2010 Soccer World Cup and will therefore be in use before the final Gautrain construction stage is finished. "The BRT systems and the Gautrain could be Gauteng's first step into a truly integrated public transport system that serves all, and not just a select few," says King.
Enquiries: CSIR Communication
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