0 S7S'

LONDON TRANSPORT EXECUTIVE in association with MOTT, HAY AND ANDERSON, Consulting Engineers

Study of a Proposed RAIL RAPID TRANSIT SYSTEM for JOHANNESBURG by

F. Gordon Maxwell, c .b.e .,t .d „ d .l ., M. Inst. T.,

former Operating Manager (Railways), London Transport

with Mott, Hay and Anderson

January 1971 LONDON TRANSPORT EXECUTIVE in association with MOTT, HAY AND ANDERSON, Consulting Engineers

Study of a Proposed RAIL RAPID TRANSIT SYSTEM for JOHANNESBURG by

F. Gordon Maxwell, c .b.e .,t .d ., d .l ., M. Inst. T.,

former Operating Manager (Railways), London Transport

with Mott, Hay and Anderson

/ f i t

January 1971 The City of Johannesburg LONDON TRANSPORT

55 BROADWAY WESTMINSTER 01-222 5600 LO N D O N SW I TRAVEL ENQUIRIES: 01-222 1234 EXTENSION OUR 935 YOUR

31st January 1971

Sir

In accordance with the Acting City Engineer's letter to me of 6th August 1970, London Transport, in association with Messrs. Mott, Hay & Anderson, have carried out a study of the proposed rail rapid transit system for Johannesburg. I now have pleasure in forwarding herewith the report of the study, prepared by Mr. F. Gordon Maxwell on behalf of the Executive, in collaboration with the Consulting Engineers.

If there are any specific or continuing problems in connection with this important project on which the City Council may feel that London Transport could give further advice, I am sure that the Executive would be happy to provide it.

I am asked by the two Consultants who visited Johannesburg in connection with this study to express to you their gratitude for the kindness and hospitality with which they were received in South Africa.

I remain, Sir

Yours respectfully

P. E. Garbutt Director of Transportation Policy

Mr. B. L. Loffell, City Engineer, City of Johannesburg, P.O. Box 4323, Johannesburg, South Africa. 609/022 (9) STUDY OF A PROPOSED RAIL RAPID TRANSIT SYSTEM FOR JOHANNESBURG

CONTENTS

Section Page

1. Terms of reference, and objects of the 1 Transportation Study Plan 2. Summary of conclusions and recommendations 4 3. Principles governing selection of routes and 7 location of stations and depots 4. Future extensions 15 5. Type of system advocated 20 6. Stations - spacing, design and platform lengths 24 7. Grades and curvature 28 8. Facilities for reversing and holding trains 3 0 9. Stabling, maintenance and overhaul of trains 35 10. Tunnel size, linings, drainage and construction 38 problems 11. Gauge of track 45 12. Rolling stock - design and characteristics 46 13. Signalling and control of train movement 50 14. Traffic control 54 15. Power supply and distribution 58 16. Ventilation, cooling and air flow 62 17. Fares and fare collection 66 18. Car parking 75 19. Rules and regulations 79 20. Training 80 21. Establishment of corporate appearance 82 22. Traffic assessments 83 23. Timetables 86 24. Staff conditions of service - disciplinary, 90 negotiating and consultative procedure 25. Staff structure and control of establishment 91 26. Financial out-turn 98 27. Form of controlling authority 104 28. Timing of programme, including recruitment 109 and training Appendices

A . Terms of reference B. Route and station location C. Programme signalling and control of movement of trains D. Specimen timetables E. Acknowledgements F. Bibliography

Figures

1. Longitudinal section - Braamfontein to Rosettenville 2. Longitudinal section - Hillbrow branch 3. Longitudinal section - Richmond branch 4. Longitudinal section - East-West Line 5. Braamfontein station layout 6. Trojan depot 7. Tunnel cross sections 8. Interchange station, Van der Bij1 Square 9. Rolling stock 10. Plan showing system in 1985 ) 11. Plan showing phases of construction^ (in pocket) 12. Plan showing possible extensions ) 1

1. Terms of reference, and objects of the Transportation Study Plan

1.1. Terms of reference The terms of reference for the Consultants are recorded in Appendix A to this report.

1.2. Objects of the Plan The objects of the Plan are set out in p.12, Sec. 1.2.1. in Vol. 2 of the Greater Johannesburg Area Transportation Study of January 1970. They are:

1.2.1. To ease the intolerable congestion in peak hours on the main approaches to the Central Area, in particular from the northern sub­ urbs; it was also requested that consider­ ation be given to SANDTON.

1.2.2. To speed the distribution of workers within the Central Area, where the street layout of about 12 blocks to the kilometre imposes unacceptable delays on both public and private road vehicles.

1.2.3. To reduce the present street accident rate.

1.2.4. To enable on-street bus terminals to be reduced, if not dispensed with.

In addition:-

1.2.5. A further object was included in the City's terms of reference for the Consultants, namely that the cost of interest on capital and debt amortisation should be analysed; the fares charged on the system were required to be such as should pay the whole of its annual operating costs.

1.2.6. At the first conference with the City representatives the difficulty of catering for all race groups in terms of the Government policy became apparent. The requirements for separate facilities (e.g. duplicate entrances, exits and trains, etc.) on the close station spacing necessary in Bus queue at on-street terminal in evening rush hour 3

the congested city centre would make the design of a rail rapid transit system impracticable. Accordingly, while it should be practicable to design a system for the carriage of non-whites as well as whites, neglecting separate facilities (and this could greatly affect the financial out turn), all figures and references in this report relate to whites only.

1.3. For convenience, it is here mentioned that all prices, fares and wages quoted are at January 1971 levels. Any conversions from sterling have been made at R1.70 to the £.

1.4. In general,dimensions and distances have been quoted in this report in metric measures, but in appropriate cases the imperial equivalent has also beeen shown in brackets. Imperial measures have also been used where they are still the accepted basis of calculation in South Africa e.g. for fare tables. 4

2. Summary of conclusions and recommendations

2.1. It is the finding of the present study that a rail rapid transit system in Johannesburg will be fully justified by the serious and deteriorating traffic situation in the city; that it will be well patronised; and that it must materially relieve street traffic congestion and reduce street accidents in and around the Central Area (Sec.22).

2.2. It is estimated that the proposed rail transit system would cover its working expenses but would only partially meet the interest and capital redemption charges. It is, however, to be hoped that, as in many other cities, much or all of the capital cost of the system would be met by the local, provincial and/or central governments, in recognition of the great community benefits to be derived from the project; many of these social benefits can now be assessed by cost-benefit techniques. Moreover, con­ struction of a rail transit system may permit major modifications and savings in the uncommitted parts of the Johannesburg motorways programme. In addition, the rail transit system should, on the basis of experience elsewhere, substantially increase property values and release great property development potential along its route (Sec. 26).

2.3. It is proposed that the initial system should consist of a north-south line (splitting into two branches at its northern end) and an east-west line, the two lines inter­ secting in the heart of the Central Area. The trunk sections of the two lines would follow the alignments of RISSIK STREET and COMMISSIONER STREET respectively. The route length of the system would be 22.65 km (14 miles). It would be mainly - though not wholly - in tunnel, and would be of conventional 1.435m-gauge steel-on-steel "duorail" type, as adopted on the vast majority of urban transit systems around the world. Although the system could be built more quickly, it is recommended that it be constructed in four stages, opening between 1977 and 1985 in order to ease the burden on resources and finance while still keeping abreast of the build-up in traffic demand (Secs. 3, 5, 11, 28). 5

2.4. The proposed system would be built to the best technical standards and would incorporate such modern features as automatic train operation and automatic fare collection. Stations would be conveniently sited, with easy subway access wherever possible; major Central Area stations would serve the main shopping area, the S.A.R. main-line station, the CARLTON CENTRE, and the VAN DER BIJL SQUARE bus station. The trains would be of attractive design, with good riding qualities; they would be of lightweight construction and the cars would be wider, higher and longer than those currently used on the deep-level tube lines in Londonn; this would be made possible by larger- diameter (4.5 m) tunnels. Current supply would be by third- rail, the power being obtained from the City's Generating Department (Secs. 6, 10, 12-15).

2.5. The initial system is designed to be capable of expansion after 1985 if necessary or desirable; similarly, the stations would be designed to take longer trains later if that should become necessary. Even with expansion of the system after 1985, no line would extend more than about 6.5 km (4 miles) from the City Centre; in this and other particulars the network would conform to principles evolved from the experience of established metropolitan railway systems elsewhere. Servicing facilities would include rolling stock depots at TROJAN and MAYFAIR, and overhaul shops at TROJAN; the latter would also be the site of the training school and possibly also the rail transit administrative offices (Secs. 3, 4, 6, 9, 20, 27).

2.6. It is recommended that there should be a differential distance-based fares system, with some form of discount ticket(s) for regular travellers. Tickets would be electronically coded to operate automatic gates at stations (Sec. 17).

2.7. In preference to costly and limited-access multi-storey car parks at outer stations, it is suggested that more land should if possible be bought there for extensive surface car parks (Sec. 18). 2 . 8 . A Metropolitan Transport Authority is suggested, which would not only be responsible for the new rail transit 6

system but would also take over the bus operations of the J.T.D. and some other operators; the pattern of the bus services would be reshaped to make them comple­ mentary to the rapid transit system. The Transport Authority would be a legal entity for the day-to-day running of the rail transit and bus services and the employment of its staff; but it would be under the general policy and financial direction of the Johannesburg City Council, without being one of its departments.

The Officers who are to become the Chief Executive and General Manager (Railways) of the new Authority should be selected and appointed on a designate basis at an early stage, so that they can build up an essential senior staff to formulate the organisation of the Authority, to plan the construction and equipment of the rail transit system and to prepare the necessary personnel recruitment and training programmes (Secs. 25, 26).

2.9. Depending on the extent to which new statutory powers are required and the time and effort needed for their negotiation, it would appear that a small engineering team should start work on the preliminary design aspects of the system, the topographical survey and the pre­ paration of the contract documents for the site investigation early in 1972, at the time when the City Council's executive decision to proceed is taken. If a cost benefit study is required to assist with the justification of the system in negotiations with the Provincial authorities, this must be initiated during 1971 (Sec. 28).

2.10. If the steady, realistic and economical programme of planning and construction recommended in this report is to be followed, the City Council's decision in principle to back the rail transit project should not be delayed much beyond the end of 1971 (Sec. 28). 7

3. Principles governing selection of routes and location of stations and depots

Details of the recommended route and location of stations and depots will be found in Appendix B.

3.1. There are two sets of factors involved in planning a rapid transit network in Johannesburg, namely those of general application to all new urban rail­ ways and those of more specific significance in Johannesburg.

3.2. The factors of general application, based on the long experience of major rapid transit networks elsewhere in the world, are as follows:-

3.2.1. The system should not go too far out. For the purpose of handling short-distance com­ muter traffic and intra-city traffic, an urban line must have stations at frequent intervals, an intensive service of "all- stations" trains, and rolling stock with high acceleration rather than high maximum speed, high standing capacity rather than an extensive provision of seats, and wide automatic leaf doors for rapid simultaneous loading and unloading. Longer-distance commuting traffic requires a different type of service and rolling stock, as provided around many cities by the outer-suburban services of main-line railways.

3.2.2. The line or lines must follow the broad corridors of greatest traffic demand. These are generally radial, and two radial lines are normally combined into a single diametrical route so as to balance the traffic across the Central Area and ration­ alise the operation.

3.2.3. Each line should be self-contained, since the interworking of services causes major complications; but easy passenger inter­ change should be provided between lines. 8

3.2.4. If branches are planned, they should be strictly limited in number, preferably to only two at either end of a line. A multi­ plicity of branches causes great operating difficulty in bringing trains from different points together, over a succession of junctions, to produce a regular high- frequency service on the trunk section through the Central Area. Also, train frequency on the individual branches is limited; for this reason the junction point should not normally be close in to the Central Area. Branches should moreover be laid out to produce roughly equal traffics; otherwise an uneven service has to be projected over the heavier branch, giving rise to unbalanced train loads and delays. Similar considerations apply to the siting of intermediate reversing points on lines without branches.

3.2.5. The spacing of stations must depend largely on local conditions, taking account of such factors as the maximum distance people are prepared to walk to and from a station, and the locations of the principal traffic centres. It is important that stations should be located as closely as possible to the traffic objectives which they are intended to serve; otherwise they may lose valuable traffic, particularly in the off-peak periods. Subject to these considerations and to any engineering limitations, stations should on operational grounds be as evenly spaced as possi b l e .

3.2.6. Desirably, rolling stock depots should be located where they will entail the minimum of empty train running i.e. on the trunk section of a line on the fringe of the inner area. This is, however, often difficult 9

because of land availability and cost factors towards the Central Areas of cities; for these reasons, depots often have to be sited further out along radial lines, although it is usually possible to avoid siting them on branches.

3.3. The factors of more specific significance to the Johannesburg proposals are set out in paras. 3.4 to 3.15 below.

3.4. A "hair-pin" type of layout for a line (as proposed in the City Plan) loses valuable carry-over traffic across the Central Area*; similar remarks apply to a line from a suburb which terminates in the centre of a city.

3.5. Johannesburg S.A.R. Main and Suburban Lines Station, with over 10,000 arrivals in the a.m. peak hour to­ day, must surely justify having an interchange with the rapid transit system. Such a connection will generate valuable new traffic for both systems.

3.6. The centre of the main retail department stores area around RISSIK and KERK or PRITCHARD STREETS offers the possibility of good off-peak traffic.

3.7. The new complex known as CARLTON CENTRE should be a good peak and off-peak target area.

3.8. The VAN DER BIJL SQUARE proposal in the City's alternative Plan gives an opportunity of first- class road-rail interchange which should not be m i s s e d .

3.9. Paras. 3.5 to 3.8 above make it clear that, in the Central Area, inter-station distances of as little as 500m between centres of platforms must be accepted. This is reasonably comparable with inter­ station distances in, for instance, Paris and between "local line" stations in New York. It would attract valuable optional short distance

* This is acknowledged in the City Plan, para. 5.35 on page 66. Mode Change (Road/Rail) Turnpike Lane Station, London 11

traffic, particularly in the middle of the day. As only three or four consecutive stations are involved, the loss of overall running speed would not be appreciable.

3.10. For Central Area stations, every effort must be made to avoid deep-level platforms. With stations close together, cut-and-cover (at least at stations) would enable costly escalator construction to be avoided and will encourage off-peak user.

3.11. The broad areas of traffic origin, as covered in the City Plan, appear in the main sound and are embodied in the Consultant's recommended plan. The case for the north-west alignment (PARKTOWN - SANS SOUCI - PARKVIEW GOLF COURSE) is not quite so clearly evidenced. It seems to be almost distorted to fit in with the motorway plan and to call for consider­ able faith in the conversion of car commuters to rapid transit. The future commercial development of the PARKTOWN area around the JAN SMUTS - OXFORD ROAD junction would, however, give it some useful traffic of its own generation.

3.12. The median strip of a motorway may be the cheapest alignment for a surface rapid transit line: it can, however, be a bad place to site a station for the following reasons:-

3.12.1. With a width of 175m of expressway, a swath of at least 250m of territory is sterilised from the development of pedestrian traffic.

3.12.2. The different levels and supports of over­ head crossings may not make it easy for bus feeder services to weave their way to a station in such a position.

3.12.3. It has yet to be proved that high-speed car traffic can be tempted off a motorway by a sign saying "Rapid Transit, Park and Ride" unless the motorway has at such a point itself already become congested. 12

3.13. Each complete line (NOT every branch) of the system must have its own stabling and maintenance depot for the daily (or nightly) inspection of safety equipment; here also six-weekly periodical main­ tenance would be carried out, involving lifting roads and wheel changing. TROJAN and MAYFAIR are the recommended depot sites.

Every six years or thereabouts, it would be necessary for each vehicle in turn to go through a major overhaul of every part. The more elaborate plant for such heavy overhauls need only be provided at one site (TROJAN) for the whole system, however large the latter becomes. The necessary physical connections between each line and the line on which the central overhaul depot is situated need only be in the form of single-line tunnels, with minimum signalling provision for two-way working. Such con­ nections would only be used outside public traffic hours under conditions of virtually total possession, so that safety would not be involved.

But if it were required, as in the City Plan, to work all trains to and from two or three lines several times a day while passenger traffic was being maintained, the safety requirement would be quite different. To avoid interference with the train service, the connections would have to be in double tunnels to give separate signalled movement in each direction, and signalling would have to be of full passenger type, so that the cost would be high. There would also be an undesirable passenger demand for through operation of trains in public service from one line to another over the con­ nections.

3.14. The importance of planning lines and extensions to come to the surface, as soon as possible after leaving the Central Area, cannot be over-emphasized. Tunnelling and the deep stations which it entails can increase construction costs many times over, 13

even after allowing for surface land prices. Routes (both underground and surface) and station, depot and working sites must be selected in advance and protected by the City authorities against high- density development or conflicting tunnelling projects. In the latter connection, closest liaison must be maintained with S.A.R. who haye extensive tunnelling proposals of their own.

3.15. The need to select the right names for the whole system, the individual lines and for stations is referred to in Sec. 21 below. These are matters which should be the concern of the City or of the proposed new Transport Authority; nevertheless, it has been necessary, for clarity, to use a common nomenclature throughout this report.

The two lines are therefore referred to as the North-South and East-West lines respectively.

Stations without obvious street or area names have been referred to as under if they differ from those in the City's Plan:-

(1) New station at intersection 8th/9th STREETS and LOUIS BOTHA as ORANGE GROVE.

(2) New station (as alternative to SANS SOUCI), at intersection EMPIRE ROAD and STANLEY AVENUE as RICHMOND.

(3) Alternative position for City Plan "ST.DAVIDS PLACE", moved to OXFORD ROAD/ST.ANDREWS ROAD as PARKTOWN.

(4) Possible station site AVENUE ROAD/CENTRAL ROAD as FORDSBURG.

(5) JOHANNESBURG (S.A.R.) PARK STATION as CENTRAL STATION.

(6) Shopping area station - RISSIK and KERK or PRITCHARD STREET as PRITCHARD.

(7) CARLTON CENTRE as CARLTON. 14

(8) COMMISSIONER STREET/END STREET as END STREET.

(9) New Stock Exchange Office area WEST/DIAGONAL STREETS as DIAGONAL.

Other stations are as named in the City's Plan. 15

4. Future extensions (see also Figure 12)

There is a specific requirement in the terms of reference to indicate possible lines of extension after 1985.

Success of the initial two lines will undoubtedly make the pressure for extensions all round, and for branches, difficult to resist entirely. The recommended system has been designed to allow the following additional lines and extensions to be added, if studies towards the end of the century show that they are genuinely justified on traffic grounds. The following projects are in territorial order, for convenience. Their chronological order will have to be determined by their relative necessity.

Central Area

4.1. BRAAMFONTEIN Junction has been designed so that, with cross-platform interchange between all branches and no fouling movements to restrict the train service, a second line across the City centre (absorbing the Richmond branch) could be taken off to run eastwards to JOUBERT PARK for the residential traffic south of HILLBROW and thence southwards under VON WIELLICH STREET to a station at BRANDIS SQUARE, and south to intersect the East-West Line at CARLTON. This line could tap the M.2 and finish with a station in the industrial belt on the HEIDELBERG ROAD and a line rolling stock depot near the S.A.R. KAZERNE sidings.

4.2. This addition would give the City a logical three- line system with three interchange points at BRAAMFONTEIN, CARLTON and VAN DER BIJL SQUARE. Apart from suburban considerations, which will be dealt with below, the only further Central Area requirement likely to warrant support in the long term would be the relief of the interchange pressure on the latter two stations. This could be done, if a second east-west line was by then required in any case, by giving Central Area connections succes­ sively from west to east at: 16

(a) the NEWTOWN (Power House development site) Station with the (first) East-West Line, (b) the PRITCHARD (Departmental Stores area) Station with the North-South Line, (c) the VON WIELLICH STREET (BRANDIS SQUARE) Station with the Richmond Line.

Suburban Extensions

4.3. The ORANGE GROVE branch should not need to be e x t ended.

4.4. The RICHMOND branch has been designed in these recommendations to allow manoeuvre in the future in either a westerly direction (from RICHMOND) or a northerly direction (by a branch from PARKTOWN). To make another right-angle turn to the north to reach a station in the PARKVIEW GOLF COURSE, at yet another motorway corridor intersection, would seem to be loading the rapid transit scheme with too much dead wood, in order to support the motorway programme. It would be desirable that the ramp connections presently planned for the motorway intersection at PARKVIEW GOLF COURSE should be designed to suit a sound rapid transit layout at RICHMOND or elsewhere. This would be preferable to distorting the rapid transit layout in order to conform to a preconceived motorway scheme.

In a westerly direction, it would be possible for an extension westwards from RICHMOND to pick up some local foot traffic (in addition to bus feeder traffic) from a station in MELVILLE and, if there were a traffic case, this alignment would allow extension in the direction of TRIOMF via the RAND AFRIKAANS University.

There are, however, already views being expressed that the development under way at ROSEBANK might be worthy of a rapid transit extension. ROSEBANK is six kilometres as the crow flies from the Queen Elizabeth Bridge, which is only the same distance as ORANGE GROVE. To attempt to reach ROSEBANK via 17

the PARKVIEW GOLF COURSE would add 50 per cent to the distance; it is suggested, therefore, that step- plate junctions should be constructed into the run­ ning tunnels as they are built north of ST.ANDREWS PLACE. This would allow a branch to cross under OXFORD ROAD in tunnel to a station in FOREST TOWN, at about the intersection of WYCHWOOD ROAD with SHERWOOD ROAD. It would then swing north under the Zoo (and there could be a Zoo station on ERLSWOLD WA7, although Zoos do not make good traffic targets, except at weekends and holidays). The tracks should be able to rise to the surface north of this and to run in the open just to the west of WESTWOLD WAY and inside HERMANN - ECKSTEIN PARK. If the line were suitably screened with trees, there need be no loss of amenities to the park. Dipping under WESTWOLD WAY, the line would cross only three minor roads between here and TYRWHIT AVENUE, ROSEBANK; two of these could be closed without hardship and the line run on the surface to a sunken station at ROSEBANK. This station would collect, in addition to residential passengers, good bus interchange from Bus Routes 1, 79 and 81. It is problematical how many SANDTON car commuters could be drawn off the fast dual-carriageway road.

4.5. The MAYFAIR terminal tunnels will have to be pointing south, for depot purposes (see Sec. 8). Soon after ARTHUR BLOCH PARK, the line should come to the surface before dipping under the RAND MINERAL LINE just west of CROWN STATION. Skirting BOOYSEN RESERVE, it should then be possible to reserve surface tracks across the proposed RAND MINES development. The commercial centre planned for the latter should desirably be moved 400m to the east to front on CR0WNW00D ROAD, where a station site could be earmarked. The line would then proceed east or south, on the surface, dropping to a basement station under the KIMBERLEY ROAD at CR0WNW00D ROAD and ANSON STREET. This would serve ROBERTSHAM as well as EVANS PARK and the 18

new RAND MINES development. No. 55 Bus Route would by a minor diversion give good bus feeder facilities

4.6. There would be no difficulty in extending from the BERTRAMS terminal eastwards on the surface by purchase of poorish property to the north of KITCHENER ROAD to a station facing LANGERMANS KOP. It is difficult to foresee a case for further extension.

4.7. Any extension of the southern section of the North- South Line beyond ROSETTENVILLE would need to be in tunnel. The terminal tracks are planned at basement level to enable an extension to pass under TURF CLUB STREET if this were required; but it appears improbable.

4.8. SANDTON The City authorities specially requested that, although SANDTON is beyond the actual City limits of Johannesburg, the Consultants' report should have special regard to the transport problems of this suburb, which is already planning for a population of 30,000 by 1985.

The City boundary runs east-west irregularly between eight and ten kilometres north of the centre of Johannesburg. The SANDTON area, with three main roads leading north (the LOUIS BOTHA, RIVONIA and NICOL DRIVE), is ten kilometres from east to west and thirteen or fourteen kilometres from north to south. A civic centre and shopping complex are being set up some thirteen kilometres from VAN DER BIJL SQUARE.

The whole area is covered by well-laid-out stands of from one-half to two hectares with expensive houses, multiple garages and private swimming pools. Unless the resident in this type of property has a railway station at the bottom of his garden or the corner of the road, he will get into one of his cars and once he is in a car, he might just as well drive south along good roads, initially not congested. As 19

he finds traffic building up south of the Zoo, he may be prepared to "park and ride". But there is no incentive to drive his car from home a mile or so to a SANDTON station and then get into a rapid transit train which will be stopping almost every half mile to Johannesburg.

If he can be persuaded into a train from SANDTON at all, it would have to be a semi-fast train stop­ ping, say, at ROSEBANK and PARKTOWN and then perhaps all stations in the City. HYDE PARK and ILLOVO would soon be demanding stations. A four-track system could offer an attractive service, but it would cost a great deal of money for an unrewardingly small traffic. If it is felt that something must be done for the admittedly railway-starved northern suburbs, it should be clearly laid down that facilities will in no circumstances be provided on the basis of subsidisation by the City of a deficit- producing utility. Whatever area beyond City limits desires a rapid transit service should understand that the new Transport Authority will have to quote a realistic price for its provision. But the interest charges on so lightly-used a capital project, added to the cost of running the service, could hardly be made to sound acceptable even in relation to the income brackets represented in SANDTON.

4.9. The possible future extensions discussed in this Section are shown in Figure 12. 20

5. Type of system advocated

5.1. The great majority of the world's urban rapid transit railway systems, existing and under con­ struction, are of conventional railway type (known for ease of reference as "duorail" or "steel-on- steel"). New systems of this type currently being built include those in San Francisco, Washington, Munich, Brussels, Kharkov, Prague and Sao Paulo. There is wide experience of the techniques of operating conventional "steel-on-steel" rapid transit lines, and manufacturers in many industri­ alised countries are geared to the production of rolling stock, track, signalling and other equip­ ment for them. The concept of the"steel-on-steel" railway is simple; the same small number of wheels both carry and guide the vehicles, the road-bed requires no special supporting structures, and points (switches) are compact and quick to operate. Altogether, therefore, there is a strong prima facie case for adopting the conventional type of rapid transit system in Johannesburg.

5.2. It is nevertheless right to consider whether there is any other type of urban metro railway in existence or under development which could better serve the needs of Johannesburg in 1985.

The only other type of system at present carrying any really heavy and concentrated "mass transit” traffics is that developed by the French, utilising rubber-tyred trains running on parallel beams. This system has been adopted in only three cities (Paris, Montreal and Mexico City) out of the 36 having rapid transit networks; and it is significant that in Paris itself, only three out of 15 urban lines use the rubber-tyred system, no more lines are being converted, and the new Metro Regional is being built as a conventional "steel-on-steel" railway. The disadvantages of the rubber-tyred system are that it is costly and cumbersome in respect of track design 21

(with a total of seven beams and rails in a single track) and of bogie design (each bogie having 12 rubber and metal wheels); that the high level of heat generation causes problems of ventilation (which were particularly severe in Montreal); that there are adhesion problems on open-air sections when the beams are wet (a factor which has hitherto confined this system to lines wholly in tunnel); and that adoption of the system virtually restricts the operator to a single source of rolling stock, equipment and replacements.

5.3. On the other hand, rubber-tyred trains can be claimed to have a marginal advantage over the "steel- on-steel" railway in respect of noise; but there are now, in any case, various helpful measures to avoid or suppress noise on urban passenger railways, including continuous welded rails, lineside sound absorption panels and noise shielding on the trains. Moreover, noise measurement tests have shown that urban railways produce lower maximum noise levels than busy urban roads.

5.4. Much publicity has been given in recent years to monorails, both of the Alweg (straddle) and Safege (suspended) types, and a few sections have been built to handle comparatively low-density traffics, mostly in exhibitions and fairgrounds. It is, however, significant that:-

(a) there is no monorail line in existence anywhere in the world which carries really heavy and concentrated "mass transit" traffics; (b) not one of the many new urban rapid tran­ sit lines which have been opened in recent years, or are under construction, is a m o n o r a i l ; (c) comprehensive urban transport studies in recent years in a number of major cities (notably San Francisco, Manchester and 22

Hong Kong) have specifically rejected mono- rail systems because of their demonstrable disadvantages compared with the conventional "duorail" railway. These disadvantages include:: - (i) higher capital costs, particularly on tunnel sections and at ground level; and higher annual costs. This was well illustrated in the Manchester Rapid Transit Study of 1967, which set out, for the conventional "duorail", the two forms of monorail, and the Westinghouse "transit expressway" system, comparisons of estimated capital and annual costs under the conditions of that city, and of the track structures required by each system at different levels.

(ii) capacity limitations.

(iii) cumbersomeness. For example, the points (switches) on monorails are generally slow and ponderous; each monorail car bogie can have as many as 12 rubber-tyred wheels, compared with only four steel wheels on a conventional railway bogie; and the Safege monorail requires an overhead structure throughout, even on surface sections or in depots.

(iv) lack of operating flexibility. The breakdown of one train can close a whole line.

(v) maintenance and inspection difficulties

(Vi) problems of detraining passengers in emergency.

5.5. It is understood that Japanese interests have suggested for the Johannesburg rapid transit project the adoption of the Kawasaki system, known as "S.S, 23

Tram", which is at present being installed on a short rapid transit line in Sapporo, the venue for the 1972 Olympic Winter Games. This system is hardly new in concept. It appears to stand half­ way between the Westinghouse "transit expressway" and the Paris rubber-tyred Metro system, and suffers most of the disadvantages of those systems, as described in paragraphs 5.2 and 5.4 above; for example, whereas a 6-car train of the conventional urban railway rolling stock proposed for Johannesburg (see Sec.12) would be carried and guided by only 48 metal wheels, a train of similar length on the Japanese "S.S. Tram" system would require no fewer than 160 rubber wheels for support and guidance - over three times as many.

5.6. There remain for consideration certain systems which are still the subject of research and development, at least so far as their possible application to urban passenger railways is concerned. These include, for example, propulsion by linear induction motors, hovertrains, high-speed passenger conveyor systems and "minitubes". Although one or two of these are promising, the timescale of their development is such that they could not be contemplated for the projected Johannesburg rapid transit network, con­ struction of which must be started in the mid-1970's if it is to be completed by the target date of 1985.

5.7. After reviewing all the considerations set out above, the Consultants have no hesitation in recommending that the conventional "steel-on-steel" duorail system should be adopted for the Johannesburg project. 24

6. Stations - spacing, design and platform lengths

6.1. Spacing In the spacing of stations, it may be too rough and ready to calculate on inter-station distances of up to \ mile in the centre of a City and a mile or more in the suburbs; it is, however, the sort of overall picture to be expected. The V4~mile radius, as suggested in the terms of reference (Appendix A, Sec. 2.2) for calculating passenger coverage, can also be misleading. In most of the areas covered by the Study, the bus/rail or car/rail mode-change would allow the station site to be selected NOT by reference solely to a limited cover area, but according to the best traffic-worthy point on a road or intersection.

In this way, it will be seen that the Central Area pattern on which the recommended system is based is anchored on four virtually unavoidable points as traffic targets, namely

6.1.1. The VAN DER BIJL SQUARE road/rail inter­ change, close to the City Hall, on both RISSIK and ELOFF STREETS and at the eastern end of the old commercial area.

6.1.2. The CARLTON CENTRE, whose very size and variety of commercial and entertainment interests must make it imperative to keep the additional traffic generated off the footwalk and off the road. The CARLTON underground station must be directly connected with some main lobby system of the CARLTON CENTRE.

6.1.3. The shopping complex of department stores between the City Hall and the Supreme Court. Few cities have such a close con­ centration of department stores and a heavy peak and off-peak traffic can be expected at a station here, if the right site can be found, with easy access. 25

6.1.4. The present S.A.R. CENTRAL STATION traffic of 10,000 arrivals in the maximum morning peak hour warrants a better in-town connection to the rapid transit system than can possibly be offered at either MAYFAIR or JEPPE. At both the latter stations, topographical con­ siderations make an attractive connection impracticable; a large number of steps would have to be negotiated. A station under the S.A.R. tracks at CENTRAL STATION could later be given a direct connection to S.A.R. platforms if the S.A.R. management were able to see an increase in their traffic as a result.

By double-ending this station, connection could also be given to the S.A.A. Terminal at the ROTUNDA - a difficult place either to reach or to leave except by airport bus or private car.

The above requirements more or less determine the minimum interstation distance of 500m in the Central Area. This is comparable with many stations in Paris where the urban system is based on roughly similar intervals.

Further out in the suburbs, the important thing is to tap the real traffic point and not be too hide­ bound by regular interstation distances. It is nevertheless a fact that on most of the suburban branches, the interstation distances now proposed widen out from the 500m of the Central Area to 1.5km and over.

6.2. Station design The easiest and cheapest station to operate con­ sists of a street level booking hall with stairs or escalators directly down to an island platform.

In the Central Area, this demands expensive ground floor accommodation; it is often as good to take only an entrance at street level into a building and 26

then to build the station booking hall at basement level. This enables stairs on the opposite side of the road to entice people to cross the road by sub­ way - which they will not do, if it means going down 20 or more steps under a road and 20 or more steps up into a street-level booking hall. Unfortunately, Johannesburg sidewalks are so narrow in the City Centre that there appears to be little chance of building staircase entrances from pavement to booking hall.

In the suburbs, there is a useful possibility of designing a type of station which not only provides the access and facilities that passengers need, but can also act as its own advertisement. A striking building at a road junction, as foot or car- passengers come towards the City, will often beckon traffic on to the system more successfully than any amount of poster or radio advertisement. If at all possible, when passengers from however many entrances or subways have reached the station, there should be only one booking office. The present plan recommends only three double-ended stations - all for special reasons. In many cases, a double- ended station is not a clever way of straddling two traffic objectives and avoiding another station stop at a platform, but just a much more expensive station.

But at VAN DER BIJL SQUARE the presence of the bus terminal and the importance of RISSIK and ELOFF STREETS at either end and of COMMISSIONER STREET to the north should justify the extra costs of the additional booking office. At the S.A.R. CENTRAL STATION, the double-ending will offer passengers two totally different objectives - DE VILLIERS STREET and old City Centre on one side and the WANDERERS and South BRAAMFONTEIN new development on the other. The only other double-ended station contemplated is at HOUGHTON GOLF COURSE; here one end will connect with the car park and the other, 27

by a short escalator, will debouch on LOUIS BOTHA AVENUE.

6.3. Platform lengths This is a factor which can offer economies in first costs, but at the expense of making a mistake which it may NEVER be possible to remedy later at any reasonable cost. Sec. 12 examines the design of rolling stock in greater detail; but it can be stated here that, whatever the design, it is normally of advantage that trains should consist of an even number of vehicles, so that a train can in fact consist of two identical half-trains. There are cities which operate 10 and 12-car trains; a few 10-car trains were run in London 60 years ago. London experience since then, however, has led to the conclusion that 8 cars of 15/16m length each is the optimum for control of passenger flows and to minimise station stop time, although a smaller number of longer cars would be at least as good, if the funnel size and curvature permitted. Length of cars may vary from the more normal 15/16m to the 23m of Toronto. The latest London designs are for 17/18m; for 8-car trains, this size of car would indicate platform lengths of some 145m (480 ft.) to allow for a stopping margin. This platform length is considered appropriate for Johannesburg; even though 6-car trains only are recommended initially, there could be an ultimate requirement for 8-car trains. 28

7. Grades and curvature

7.1. Grades

With the alignment as recommended in Figure 10 the maximum gradient will nowhere exceed 3 per cent. This is well within the capacity of the recommended steel-wheel-on-steel-rail system (Sec. 5), which can negotiate slopes of up to 6 per cent.

It is, however, essential to keep the grade as flat as possible since the cost of the traction equipment and the power consumption increases rapidly as the gradient steepens. Moreover, while the maximum demand during acceleration of a train checked on a slope is not affected, since the acceleration will be under current limit control, the duration is, and this makes a severe demand on the current supply arrangements.

It is of course impractical to limit the gradients to such an extent that it results in ultra-deep stations. There must inevitably be some compromise in Johannesburg, particularly to the north of the Central Area, where successive steep ridges require that some station platforms be sited at an undesirable depth even with the use of grades of 3 per cent. It is considered that to use a steeper grade, particularly on such stretches as the long climb from HOUGHTON to YEOVILLE Stations, would necessitate an uneconomic increase in the number and capacity of the traction motors and could have an adverse effect on the train headways.

All changes in grade should be made by the use of a vertical curve of 3km radius without a transition curve. Where unavoidable a smaller radius down to a minimum of 1.5km may be used.

7.2. Curves

Large radius curves allow fast running which might otherwise be restricted because of the practical necessity of limiting cant on curves. They also 29 eliminate the very high maintenance cost and noise associated with sharper curves. It must also be borne in mind that, since the most expensive element in an underground railway is the tunnel, it must obviously be an aim to make good use of the cross- section in terms of the number of passengers carried and the size of the rolling stock. The size of the tunnel must take account of the centre overhang and end throw of the stock on curves and the aggregate of these becomes greater with the introduction of modern longer cars.

A sharp curve on a circular lined tunnel means that either the section on the straight must be built unnecessarily large or the tunnel on the curve must be bored oversize with attendant additional costs necessitated by the need to have two sizes of shield, additional working shafts and a further range of tunnel lining segments.

In the layout proposed there is no curve on the running lines more severe than 400m (20 chains) radius.

An exception has been made on the loop between the two lines since with the provision of depots on each line this will be used only for occasional working of empty stock back to TROJAN depot for heavy over­ haul or for works trains outside traffic hours. The slower speeds make a smaller radius acceptable and 350m has been used for this connection.

It is recommended that transition curves of the cubic parabolic form be employed to connect straights and curves and that the cant be applied linearly over the length of the transition. 30

8. Facilities for reversing and holding trains

At the end of a line, trains may be reversed:

(a) in a terminal platform (b) in a dead-end beyond the platform (c) by means of a terminal loop.

They may also be reversed intermediately to save train miles or in emergency.

8.1. Reversing in a terminal platform normally makes the smallest demands in terms of capital cost. It does, however, mean predicting and describing to the public which train is going to leave next. At a heavily used station, this gives rise to complaints t h a t :-

(a) insufficient time was given to board, or (b) so much time was given to board that an active passenger could have caught the train on another platform which in fact left first.

This layout is satisfactory for suburban terminals.

8.2. Reversing in a dead-end beyond the platforms calls for at least one additional train and crew to operate the same interval service. But it means that all trains arrive at one platform and all leave from one platform. Every passenger can be permanently and clearly directed to the departure platform. This is a good layout for a heavily used terminal station - and is essential for inter­ mediate reversing. It also allows a defective train to be shunted off the running line and held for examination without affecting the through passenger service.

8.3. Reversing by means of a terminal loop is period­ ically advanced as being the best method of turning a train. From the engineer's point of view, it does save point and crossing work and simplifies signalling, although it involves more tunnelling or surface land occupation, and usually severe curvature. 31

In addition, there is a loss of flexibility in the control of train service intervals; it also provides an unhandy layout if any future extension is to be contemplated. Moreover, it turns the train equipment round relative to the equipment on any other train which happens to reverse in a dead-end siding; this factor can, however, be got over by designing the train equipment accordingly in the first place.

8.4. Provision must be made for breaking down the off-peak service to fit in with the traffic offering and also for reversing in the event of emergency. But over­ provision of facilities can be almost a worse mistake than underprovision. Installation and control are expensive; maintenance becomes increasingly expensive with under-use.

The following facilities are recommended:-

8.5. North-South Line ROSETTENVILLE Two track terminal in the open, sunk just below road level; dead-ends to accommodate one 8-car train in each.

City

TROJAN Three platform tracks, the middle track connected by flyunder with the d e p o t .

°*Pot 32 VAN DER BIJL Single-line loop for works and depot SQUARE trains between North-South and East- West lines. Dead-end reversing tunnel between tracks south of station, for southbound to northbound reversing.

BRAAMFONTEIN Scissors crossover south of station. JUNCTION For stages of layout, see Fig.5.

RICHMOND Scissors crossover south (east) of station. Dead-end sidings beyond, capable of stabling two trains.

► h South and East

HOUGHTON Trailing crossover south of station for emergency use.

North 33

ORANGE GROVE Scissors crossover south of station with dead-ends beyond, capable of stabling two trains.

8.6. East-West Line

MAYFAIR Three platform tracks; scissors cross­ over east of station; access to depot west of station, from all tracks.

DIAGONAL Trailing crossover east of station for emergency use.

CARLTON Trailing crossover west of station for emergency use. 34

BERTRAMS Scissors crossover west of station. Dead-ends beyond platform, capable of stabling two trains.

4 35

9. Stabling, maintenance and overhaul of trains (see also Figure 6)

9.1. About one third of the rolling stock will not be required for service during the off-peak periods and may be run to the depot for inspection by day in order to save unduly heavy night maintenance costs. At night probably two trains could be left outstabled at the extremity of the two northern branches in order to start up the southbound service before the first northbound trains from TROJAN depot have arrived. The East-West Line is short enough for all trains to start from the depot just south of MAYFAIR (see Sec. 3.13). Trains stabled at the two depots during the middle of the day should be stood under light cover to keep the sun off. Together with a good air-changing ventilation system (see Sec. 16) this could avoid the necessity to provide expensive and heavy air conditioning plant in each car.

9.2. The layout of a rolling stock maintenance depot - in particular the question of whether it is to be doubled-ended or single-ended - must depend on the precise limits of acquisition of land; but the following essential features must be met:-

9.2.1. A clear run off the running line without fouling the opposite track.

9.2.2. A reception track of one train length and stopping margin (say 145m) in which a train can stand, clear of the running line and not locking up the shunter's powers of manoeuvre inside the depot. Alongside this must be a departure track where outgoing stock can be stood clear of the depot control and awaiting acceptance of the programme machines supervised from the central control room (see Sec. 14.1.).

9.2.3. A washing machine on the connection between the reception track and the depot lines, with a by-pass track alongside for trains not requiring the wash. 36

9.2.4. Track connections to give selection for an arriving train either to the stabling tracks or to the maintenance shops.

9.2.5. Covered stabling tracks; if land availability permits, these can each hold two trains to minimise width of fan and number of points.

9.2.6. Maintenance shops.

9.2.7. Two long sidings of about 150m (500 ft.) for permanent way work, with a shunting neck if available. Permanent way shops should be planned in conjunction with these. These facilities need to be provided at only one of the depots to cover the requirements of the whole system.

9.2.8. Good road access; this may well be the only place on the whole line where stores and equipment can be trans-shipped direct from road to work trains.

9.2.9. Access to a private siding of the main-line rail system, for the delivery of supplies. With a short extension, one is available on the S.A.R. at BOOYSENS; it may also be possible to arrange one at INDUSTRIAL ROAD.

9.2.10. First class lighting; this is essential in a yard, both for safety and good work. One or two high mast lights give good coverage without shadows and without involving obstructions between tracks (themselves a source of danger to staff).

9.3. Every six years or so it will become necessary to schedule a complete overhaul for all cars and there­ after to maintain a rolling programme in order to avoid sharply peaked demands on labour and supervision When the overhaul shop becomes necessary, it will probably be arranged on a different basis from the short-term maintenance and could well be laid down alongside the maintenance yard at TROJAN. The 37

rolling stock from MAYFAIR depot will of course come to TROJAN via the service connection near VAN DER BIJL SQUARE. Only one overhaul shop would be required for the whole system, however many lines it ultimately comprises. It may well be, however, that by the time the earliest rolling stock becomes due for overhaul, the engineers may have moved to a system of modular overhaul of components, rather than total overhaul of whole vehicles. If so, this could be carried out at maintenance depots or done by outside contractors.

9.4. A notional layout for the depot and overhaul shop at TROJAN is attached as Figure 6. 38

10. Tunnel size, linings, drainage and construction Problems

10.1. Size

When the construction and equipping of an underground railway line is complete, the single element which will have cost the most will be the tunnel. It is evident therefore that the size and cost of this should be as small as is acceptable both during con­ struction and operation.

An example of this is the London Transport tube (deep level) with a 3.8m (12ft.6in.) circular tunnel cross-section in which clearances round the stock are a minimum. Nevertheless the tube train has three-quarters or more of the seating capacity and as much as 98 per cent of the tolerable practical load of a sub-surface underground train in a very much larger tunnel.

There are, however, some technical and physiological objections to a small cross-section. The restricted clearance between car floor and rail means that the wheels must project up into the car body thus affecting the seat and door layouts. The low roof tends to be claustrophobic and this discomfort would be aggravated in a warm climate; even in Johannesburg, where the climate is dry and healthy, the conditions in the summer in a rush-hour train with inadequate headroom would be likely to be hot and humid. Finally, if ballast track is to be employed (as is recommended, in particular to keep down noise), a greater depth is required between rail and tunnel invert than is the case with a sleepered concrete bed track or a concrete slab track.

In view of this, rolling stock (Figure 9) with all the equipment below the floor level and headroom of 2.3m (7ft.6in.) is recommended. Such stock requires a circular tunnel with an internal diameter of 4.5m (14ft.9in.) for each track. If the rock is suf- 39

ficiently competent it would be advantageous to revert to the traditional horse-shoe shape, but this can only be determined after a fuller geological investigation. In the cut-and-cover lengths, a con­ crete box section with twin track (Figure 7) is the most economical.

10.2. Tunnel linings

In running tunnels, a lining is theoretically only required when the rock is insufficiently strong to stand permanently unsupported and with no likelihood of any deterioration; any water seepage into the tunnel can be trained down to the invert drainage. However, in running tunnels and other tunnels used by passengers, it is advisable to provide at least a nominal lining by using, for example, a 7.5cm (3 in.) thick shotcrete lining with mesh reinforce­ ment .

With soft unstable ground, a shield will probably be required for the excavation. The tunnel lining must be erected within or immediately behind the tail of the shield. For this, some form of bolted or possibly expanded lining must be employed. For very "heavy" ground conditions or where waterproofing is necessary, cast iron, although expensive in first cost, has in general proved the most suitable material. In slightly less arduous conditions, precast concrete segments have proved perfectly satisfactory and appreciably cheaper than cast iron.

Where the ground is sufficiently strong to neces­ sitate drilling and blasting but still requires intermittent support, steel ribs may be rapidly and conveniently erected to be later incorporated in an in situ lining which provides long term support to the surrounding rock and a certain degree of protection to the steel arches.

Detailed geological information of the strata at the proposed tunnel horizon is limited but it is likely that the shales and some of the quartzites will 40

require steel arch ribs as temporary support followed by in situ concrete lining. Elsewhere the quartzites may only require nominal shotcrete.

In the Ventersdorp lava and other dykes which may be decomposed to a greater or lesser extent, precast concrete bolted rings would be suitable since, at the depths projected, water is unlikely to prove a major problem. A segmental lining will also be required where the tunnels pass beneath existing structures.

In deeper level tunnelled stations, in situ concrete may be used in the competent rock,but in the soft ground the traditional cast iron segmental lining is likely to be the most suitable.

For cut-and-cover work, reinforced concrete should be the most economical material and, if required, the retaining walls in open cut work may also be of re­ inforced concrete.

In the absence of detailed information it is only possible at this stage to make a reasoned guess at the respective lengths of the different types of lining which will be required in order to arrive at a realistic estimate of cost.

10.3. Drainage

Track drainage along the station and running tunnels will be by either a porous or open jointed pipe drain laid in the ballast in the invert of the tunnel. Catch pits are required at all low points and it is advantageous to form them within inter-connecting cross passages between the tunnels where this is practicable as this allows maintenance to be carried out during traffic hours. Submersible pumps are generally found to be the most suitable type.

Staff toilets and other amenities at stations should be placed in the upper level whenever possible and the low level drainage arrangements kept to a minimum. The MAYFAIR trainmen's depot may be an unavoidable exception 41

Johannesburg can be subjected to very heavy rains and it is essential that all station entrances are adequately protected by channels and large capacity gullies etc. so that there is no possibility of a large volume of water entering the station and possibly even finding its way to the track level.

10.4. Construction problems

10.4.1. Running tunnels

An underground railway should normally be constructed as close below ground level as possible. This is in general much more conveniently done where the route follows the line of the streets above since the con­ struction does not then conflict to such an extent with the foundations of existing buildings.

The two lines cross in the centre of Johannesburg at the intersection of COMMISSIONER and RISSIK STREETS. The East- West track level is approximately 11m (36 ft.) below ground level. This allows sufficient depth so that the statutory services below the road slab can pass over the top of a sub-surface ticket hall. The line continues sensibly at this level until it dips to pass under the S.A.R. lines at JEPPE and MAYFAIR respectively. Construction of these running tunnels for the greater part of their length could be by cut-and-cover methods, but the resulting dislocation to traffic is likely to be so great as to be unacceptable even if temporary decking etc. is employed. Bore tunnelling under carefully controlled con­ ditions is therefore to be preferred.

The North-South line, being of necessity lower at the crossing, continues at a comparatively deep level until the outer parts of the line are reached when cut-and-cover, open cut or 42

even ground level construction can be employed.

10.4.2. Stations

It is preferable to carry out all the work at stations within the road width as far as this is practicable. An island platform requires slightly less width than side plat­ forms and in the Central Area particularly, the tracks are at depths within the economic limits of cut-and-cover construction. To avoid traffic disruption, temporary decking - possibly in the umbrella form adopted for Oxford Circus Station on the Victoria Line in London - would be required at each site. Where the stations are deep (YEOVILLE, BEREA etc.), cut-and-cover is impracticable. The actual station layout is then dependent on the geological conditions at each site. In sound rock a large arch can accommodate both tracks; in poorer ground separate circular tunnels will be required for each track and a passenger concourse.

10.4.3. Tunnelling methods

Methods of mechanical rock excavation have made great strides in recent years and, particularly in built-up areas, the avoidance of explosives adds to their attraction. How­ ever, while rocks of hardnesses up to 2 2,800 kg/cm (40,000 p.s.i.) can be excavated, it is in general uneconomic to do so because of excessive machine wear. Also, the present machines are not well suited to work in strata of rapidly changing hardness. The North-South line in particular passes through a series of alternating shale and quartzite beds. In view of this, it is likely that mechanised excavation will not prove suitable and trad­ itional drilling and blasting methods, with 43

adequate safeguards for nearby property, will have to be employed. Rates of advance are not therefore likely to be high. To enable the desired overall speed of con­ struction to be attained, the lengths of drives will have to be restricted, with provision for a number of faces to be worked at any one time.

10.4.4. Working sites

With relatively low rates of tunnel advance, it is essential that the work is attacked from as many points as possible. Working sites will therefore be fairly close together. Within the Central Area the WEMMER BARRACKS and ATWELL GARDENS would provide suitable access to the North-South line. VAN DER BIJL SQUARE would serve both North-South and East- West lines. To the west, it is expected that a working site would be available on the Power Station site, and in the east it is likely to be possible to obtain property reasonably cheaply, say, east of TROYE STREET. In the outer suburbs, sites may be acquired at relatively low cost.

10.4.5. Outcrop area

The North-South line crosses the outcrop of the gold bearing reefs between ALBERT STREET and VILLAGE ROAD, the horizontal distance between the 0 and 244m (800 ft.) mining depth contours being approximately 150m. The main problems to be anticipated are the sudden unexpected collapse of a limited area and the longer- term general settlement over the whole zone.

Before any definite proposals can be formulated an exhaustive investigation of the ground con­ ditions on the line and for a minimum of 50m either side must be made. 44

It is however likely that some form of concrete box section laid either in open cut or cut-and-cover and sufficiently strong to span say 100m (330 ft.) when supported at two points a maximum of 100m (330 ft.) and a minimum of perhaps 50m (165 ft.) apart, would provide adequate safety for the railway. Possibly provision for some limited jacking could be incorporated or else clearances within the box would be made sufficiently large to allow adjustment to be made to the track. 45

11. Gauge of track

11.1. There are only two realistic alternatives for the track gauge to be adopted on the Johannesburg rapid transit system, namely:- 11.1.1. 1.435m (4ft.8§in.), which is the standard gauge of most of the world's main-line rail­ ways, and also the gauge of the great majority of the world's urban rapid transit systems, existing and proposed.

11.1.2. 1.067m (3ft.6in.), which is the gauge of the South African Railways system.

11.2. The 1.435m (4ft.8§in.) gauge offers a number of advantages and is therefore recommended. In particular, it is commercially advantageous because it increases the potential overseas sources of rolling stock and equipment supply; and it enables much more adequate space to be given in the car bogies, to house the motors and other equipment.

11.3. The 1.067m (3ft.6in.) gauge would have some merit if there were any need for a physical connection between the S.A.R. and the rapid transit system; but, as was explained in Sec. 3.2.1. above, the two types of system usually have distinct and separate functions, and the interworking of trains between them would be not only unnecessary but also operationally undesir­ able (although the best possible passenger interchange should be given between the two systems at appropriate points). It is significant that the important Japanese rapid transit systems use the 1.435m gauge, whereas the Japanese National Railways (apart from the Tokkaido Line) have the 1.067m gauge.

11.4. Of course, the use of the narrower gauge would enable the new rolling stock, if assembled elsewhere, to be delivered to the Johannesburg rapid transit system via the S.A.R. on its own wheels. But this movement would take place only once in the whole life of the rolling stock, and could without undue difficulty or expense be effected by the use of low-loader vehicles, road or rail. 46

12. Rolling stock - design and characteristics 12.1. It is proposed that the rolling stock for the Johannesburg system should consist of 17.5 - 18m (58ft.) - long cars, of the general design shown in Figure 9, for operation in 4.5m (14ft.9in.) - diameter tube tunnels with adequate clearances. Although it is recommended that platforms should be of 145m (480 ft.) lengths, so that they will be capable of eventually accommodating 8-car trains if necessary (see Sec. 6.3.), it is considered that 6-car trains should suffice initially, and probably for a number of years ahead. A 6-car train would comprise two identical but back-to-back 3-car units, each consisting of one driving motor car and one non-driving motor car with a trailer car between, semi-permanently coupled; two-thirds of the axles would be motored. Compared with a block train formation, this arrangement of two coupled 3-car units per train makes for greater flexibility in the event of train equipment failures and enables the requirement of spare stock for engineering purposes to be kept down.

12.2. A 6-car train as proposed would have a high capacity, amounting in total to about 800 passengers at a tolerable level of peak-hour loading, or 1,200 under crush-load conditions; both these figures include 268 seated. The ratio of standing to seating capacity is consistent with the average length and duration of journey, which will be quite short (even after any eventual extension of the initial network recommended). Similarly, the amount of door space, and its dis­ tribution along the train, provide for heavy boarding and alighting flows (in some cases simultaneously) in peak hours; there will, in fact, be three 1.375m (4ft.6in.) double-leaf door openings on each side of a driving motor car, and four on a non-driving motor or trailer car, making a total of 22 double-doors on each side of a complete 6-car train. <1

New rolling stock for Circle Line, London Transport 48

12.3. It is proposed that the cars should be of lightweight aluminium alloy construction and equipped for automatic train operation, as described in Appendix C. The bogies would have roller-bearing axleboxes throughout and the axlebox suspension would be of rubber-bonded chevron type. The secondary suspension between the body and bogie would incorporate Air-Metacone rubber/ air springing units of the type installed in the latest rolling stock now being delivered to the London Underground. This new form of suspension gives improved riding qualities. As the number of people in the car alters and the weight of the car changes, the amount of air in the "cushion" is automatically increased or reduced to maintain a constant car height. The resultant changes in the air pressure are used to control the rate of acceleration and braking of the train so that it is always appropriate to the weight of the cars and the number of passengers carried.

12.4. The cars would be fitted with a public address system, with loudspeakers in each car, for regular service announcements if desired and for use in the event of failures or emergencies. The communications equip­ ment would include facilities to enable the train operator to talk to the traffic control office, both when the train was stationary and when it was on the m o v e .

12.5. Maximum speed would be of the order of 90 km/h (55 m.p.h.), although this would rarely be attained. The standard acceleration rate would be about 3.8 km/h (2.3 m.p.h.) per second, i.e. good, but tolerable from the standpoint of passenger comfort and safety. Regenerative braking is not recommended, in view of the additional sub-station problems and costs involved with a multiple-unit urban railway operation of this kind. The main braking would be rheostatic, of the type developed by London Transport for trains having only a proportion of their axles motored. Rheostatic braking minimises the amount of metallic dust liberated by brake-block systems. 49

12.6. If it should eventually be found necessary or desirable to increase the length of the trains to 8 cars, this could be done by adding a new trailer or non-driving motor car between the motor cars of each 3-car unit, so that the train formation would become either:-

(a) DM - T - T - NDM + NDM - T - T - DM, or

(b) DM - NDM - T - NDM + NDM - NDM - T - DM,

according to the performance characteristics desired. 50

13. Signalling and control of train movement

13.1. Seven or eight urban railways in the world are experimenting with the automatic driving of trains. The prizes to be obtained from such a system, which may be marginally more expensive than conventional automatic signalling in first cost, are:-

(a) standard performance of trains, NOT subject to personal variations in driving techniques, giving a more regular service to the public;

(b) savings in operating costs with one-man instead of two-man crews;

(c) savings in current consumption, with all trains being able to run at more economic speeds in off-peak hours.

13.2. Existing experiments are basically of three broad t y p e s :-

13.2.1. "Greek" pattern or "wiggly wire"

A current passing through a continuous looped or "wiggly" wire between the running rails is picked up by coils under the train. If the loops in this pattern are close to­ gether, the train is controlled at low speed; if the loops are wider apart, the reading coils allow the train to go faster. This has been the subject of trials in Paris and Hamburg.

13.2.2. Light selenium photo-cell

Between the wheels of a train is carried a beam of light shining on a photo-cell. Baffles between the running rails, and controlled by the condition of the track circuits ahead, can be raised to interrupt the beam of light; when this happens, brakes are applied. This system has been in use in Barcelona.

13.2.3. Coded impulses continuously fed into running rails and picked up by coils under the train. 51

These impulses are at audio frequency for running commands, stopping at stations, speed restrictions, etc., and at lower frequency, 120 to 420 impulses a minute, for safety commands.

After four years’ experiment, the Victoria Line in London has now been running on this basis for two years. A similar basis is proposed for the new Munich underground rail­ way.

13.3. A more complete description of the coded impulse system of signalling is included in Appendix C to this report. This is the system upon which the new "Fleet" Line of London Transport is being planned. It is recommended that this system be adopted for Johannesburg.

13.4. Although coded impulse signalling moves the train on main running tracks without more action from the train operator than merely pressing the starting buttons, a certain number of visual signals must still be dis­ played for:-

(a) indicating the position of points at junctions;

(b) allowing regulation of trains to timetable requirements by the train regulator;

(c) allowing movement of engineers’ battery- driven trains in non-traffic hours or at other times when the electronic signalling is not in operation.

13.5. The changing of visual signals, points and crossings and of the different coded impulses to indicate the speed at which the train is safe to move, may be carried out by signalmen. The latter, however, are a skilled and highly paid grade. Their duties can readily be taken over by programme signalling machines. These, in a simple form for starting trains from terminals, have been in use for a considerable time in Chicago; they are also used in Paris. They have been evolved for 10 or 12 years in London and now carry, Programme Machine for controlling trains through points and crossings 53

in punched holes, a complete week's timetable of the time, destination, running number and route of every train. The programme roll moves up one line with the passage of every train and sets the points and signals according to the description of the next expected train. There is provision of course for cancelling defective trains or super-imposing a relief train.

These machines - a fuller description of which appears in Appendix C to this report - do the whole of the work of the signalman. They only require to be supervised and adjusted from time to time in the event of discrepancies. This supervision is done by the train regulator, as described in the next Section. 54

14. Traffic control 14.1. The programme machines referred to in Sec. 13 above and described in more detail in Appendix C are situated at each terminal and junction; they will deal with the timetabled service, provided there are no deviations from the punched roll.

Alterations from the timetabled service can be dealt with from a control room; for simplicity and economy in cabling costs this should be located at a point where the lines to be controlled intersect. It is suggested that the best place for this would be in VAN DER BIJL SQUARE where a 12m (40 ft.) diameter control room could be built on columns over part of the central area of the bus bays. The associated relay room and staff accommodation could be provided in conjunction with alterations to the under­ ground car park, which might be necessary in any case for the station construction.

14.2. A train regulator would be required on each of the lines on each shift. The regulators' duties would be to supervise the working of the programme machines and the movement of trains whenever they differed from timetable. They would have two-way communi­ cation on the move and at the halt with the train operator. This could be provided by carrier wave through the current rail as in London and Chicago - or by "radio-line” as in New York.

14.3. The traffic controller has overall responsibility for the whole of the train services on his shift. He will have direct telephonic communication with strategic points on the line, as well as the use of the full railway automatic telephone system. He will have emergency circuits to enable him to break into any conversation, if the number is engaged; conversely, facilities will be provided for any caller on the system to demand priority attention in calling the traffic controller. Television facilities should be provided for the latter so that he can, by 01 tn

Control room for new Victoria Line, London Transport 56

selection, view what is happening at any station platform on his lines and can make announcements over the station loudspeakers, if necessary.

The traffic controller will also have a power supply diagram with operative switches with which he can switch power on (or off) any section either at beginning of the traffic day or after some inter­ ruption to traffic.

The position of traffic controller requires an experienced railwayman, with a cool head and an ability to obtain co-operation of staff, often under difficult operating conditions. He will be immediately responsible to the Operating Assistant on shift (see Sec. 25.8 and 25.9).

14.4. Research is presently being carried out in London, Paris, Munich and San Francisco into the uses of on­ line computers in control/regulating rooms. The objects of these would be to:-

(a) maintain displays of actual, as opposed to expected, train numbers;

(b) produce records of each day's running;

(c) predict the effects of alternative train reformation possibilities for a line on which an incident has occurred, presenting the results to the control staff for decision;

(d) execute reversals, cancellations and other alterations to timetable as directed by the regulator by intervention at all programme machines concerned throughout a line; at present, the regulator is expected to deal with each individual programme machine.

It would only be necessary to keep in touch with developments in this field over the next few years and to make provision in the design for the control/reg­ ulat ing room for suitable space to house the computer equipment. 57

14.5 There are other uses of closed circuit television which contribute to saving in manpower, which may conveniently be mentioned here:-

14.5.1. Television cameras from the rear end of the platform can display on a screen at the train operator's (driver's) end the state of the platform along the rear three or four coaches. At the leading end, the operator can see the situation for himself.

14.5.2. At the heavier stations - BRAAMFONTEIN, CENTRAL, PRITCHARD and VAN DER BIJL SQUARE, a station "operations room”, equipped with television in the booking hall, would enable one supervisor to oversee the traffic situ­ ation all over his station.

14.5.3. The racing crowds at weekend meetings at ROSETTENVILLE could be suitably supervised in this way. 58

15. Power supply and distribution

15.1. The high cost of tunnelling sets a limit on the tunnel size and leads to the adoption of small clearances between the interior surfaces and trains. The provision of additional space solely for an overhead or high level pick-up system can seldom be justified and the use of a track pick-up system is therefore desirable.

An upper limit to the voltage at which a track pick-up system can be operated is set by the performance of the contact gear, traction equipment etc. and also by safety considerations. These factors lead to the choice of a direct current system, operating at a voltage between 600 and 1,000.

It is proposed that only one fully insulated positive conductor rail (third rail) be provided, the track rails being used as return conductors. The provision of a fourth fully insulated conductor rail may simplify the electrical protection and signalling systems but at a high premium in cost. Similar facilities can be achieved more cheaply by other means.

15.2. The special conditions existing in underground railways such as the confined space, the speed and frequency of trains, and the difficulty of detraining passengers and remedying faults and break-downs, demand the highest possible degree of reliability of electricity supplies so as to ensure continuity of service. The City Elect­ ricity Department can make available high voltage supplies at most locations, and in view of the requirement for the highest possible degree of reliability, it is suggested that, in conjunction with that Department, the security of the supplies which can be made available to­ gether with the merits and economics of providing additional separate generating plant be thoroughly investigated.

15.3. Economic considerations require that electric power be transmitted at higher alternating voltages and thus sub­ stations will be necessary to switch, transform and convert the bulk electricity supplies. 59

Whilst the optimum design of the power supply and distribution system is closely related to the spacing of sub-stations, involving considerations of electrical load to be carried, distance to the point of utilisation and losses in the distribution system, the exact locations of the sub-stations in urban railway systems are usually dictated by the land and space available. It is there­ fore proposed that as far as is practicable the sub­ stations be sited at the railway stations. In the Central Area, in view of the high cost and difficulty of acquiring space and also in view of the close spacing of the railway stations, the sub-stations can be located at a few selected stations, whilst in the outer area it will be convenient to locate a sub-station at nearly every railway station.

It appears that the optimum number of sub-stations might prove to be between 10 and 12. To give additional security, it is proposed that the sub-stations are interconnected by high voltage cables installed in the running tunnels. If the City Electrical distribution system is adversely affected by permanent interconnections, it will be possible to utilise circuit breakers with an automatic closing facility which will operate on failure of the duty supply.

15.4. To further maintain security, the sections of track between sub-stations can be fed from both ends and, by pilot cable or other means, a facility can be provided to enable a crew to isolate a selected section of track from a remote point on the train. If further means of isolation are required, at a mid-station location in each running tunnel, a remotely controlled isolating device can be provided which will enable any half section of live conductor rails between any two adjacent stations to be made dead for detraining passengers or other emergency operations whilst the other half section is maintained alive to allow train movement. However, this facility would be comparatively expensive and its adoption in the short lengths of track between stations may not be warranted. 60

15.5. Cables can conveniently be installed on brackets mounted on the sides of the running tunnels and can be run to the sub-stations, wherever possible in working/ ventilation shafts, and otherwise in purpose built shafts or cable-ways.

15.6. Various sub-station arrangements are available to give secure supplies with standby facilities. One typical arrangement involves the use of high voltage switchgear with sectionalised bus-bars and three transformer - rectifier units per sub-station, serving the track feeders through high-speed direct current circuit breakers fed from a two section bus-bar system. One rectifier unit feeds one section of railway and the other two units the second section. Thus every section of railway between sub-stations is fed by three units giving standby facilities.

Alternatively, it may be more convenient to adopt a three section bus-bar system with one rectifier unit feeding each of the two adjacent track sections, whilst the third rectifier unit remains as a standby capable of connection to either of the other two bus-bars.

Track sectionalisation and sophisticated automatic electrical protection devices which are available will facilitate the rapid location and isolation of faults in the traction supplies.

15.7. Modern static rectifying plant of the silicon diode type, having a high degree of reliability and characteristics well suited to the heavy intermittent demands of railway electrification, is readily available together with well proven conventional switchgear and transformers.

15.8. The provision of an independent lighting supply is essential and this requirement can be met by the installation of battery static inverter sets, whilst other station services can normally be fed by separate A.C. distribution equipment in the sub-stations. For services such as closed circuit television and communication equipment likely to be required in an emergency at very busy stations, an automatic quick 61

start diesel alternator set can be installed to provide emergency standby supplies. This equipment may not be required if an independent generating system or alternative source is to be provided.

15.9. The sub-stations need not be permanently manned and all operations can be carried out from the central control room as described under Section 14. Various remote control and telemetry systems are available using solid state devices and, for example, time multiplexing or frequency modulating techniques. Signal current supplies either from motor generator sets or static equipment will also be required.

15.10. We estimate that the maximum electricity demand will not exceed 25 MW and we suggest that as far as possible standard sub-stations of nominal capacity, say 3,000 KVA made up in multiples of three 1,000 KVA traction units, (2 duty, 1 standby) be provided. 62

16. Ventilation, cooling and air flow

16.1. It is desirable that acceptable air conditions in terms of dry and wet bulb temperatures, velocity and pressure be maintained constantly in the running tunnels and station areas.

The heat dissipated by electrical equipment, train friction and passengers will tend to raise the tem­ perature of the tunnel and station air. This rise will be offset by air flow induced by trains moving in the tunnels which can be likened to the effects of a series of loose-fitting pistons representing the trains, moving in cylinders which are the running tunnels and discharging or drawing in air through ports (the stations).

Further, the ground surrounding the driven tunnels will form a heat accumulator, charged by warm air from the tunnels at a rate depending on the conduc­ tivity of the ground, and will in turn tend to stabilise the temperature of the adjacent air.

Thus large sudden fluctuations in tunnel temperature are unlikely to occur but there will be a slow rise in the average tunnel and (to a lesser extent) station air temperature until an equilibrium con­ dition is reached.

16.2. Having regard for the ambient conditions likely to be experienced, it will be necessary to supplement the irregular train-induced ventilation by means of fans so as to limit air temperatures in the running tunnels and to facilitate the provision of comfortable conditions in trains and station areas.

16.3. Shafts will be required to deliver fresh air to, or exhaust vitiated air from, the tunnels; wherever possible, working shafts used in the construction of the tunnels may be used for this purpose, a location roughly mid-way between each pair of stations being preferred. Where suitable working shafts are not available, it will be convenient and 63

relatively cheap to provide special ventilation shafts in the cut-and-cover sections and in sections where the running tunnels are driven near to the surface. In other sections, and particularly in the Central Area, where property acquisition, easements or wayleaves are difficult, working or purpose-built shafts located at the stations can be used to provide 'near-station' ventilation, secondary shafts being connected to the running tunnels at points remote from the stations so as to prevent the air flow short- circuiting .

16.4. It will be necessary to investigate more fully ground conductivity, weather, traffic and other conditions in order to establish the exact quantities of fresh air required to maintain comfortable conditions. In general terms, however, it appears that a fan 3 capable of delivering at least 50 m /s of fresh air will be required at each mid-station, or equivalent near-station position and on the longest sections several fans in different locations may be required to produce an overall air change not less frequently than 5 times per hour. The stabilising effect of the ground heat accumulator will allow the fans to be sized for a continuous average duty rather than for intermittent peak duty.

16.5. Vertical-spindle single-stage axial flow fans with blades of aerofoil section can be housed in surface plant rooms of limited size, will allow a straight through low loss air path from the shafts to be adopted and can be run at low speeds with low intake/ discharge air velocities, to minimise noise.

16.6. Normally the fans will exhaust air from the tunnels, fresh air being drawn in through the stations. Thus passengers will be provided with cool air before it is heated in the running tunnels. However, if the fans are made reversible with blades of variable pitch and moveable guide vanes, in very cold con­ ditions they can be made to supply fresh air to the 64

tunnels and thus warm air will pass through the stations.

16.7. At interchanges or other stations where very heavy traffic is expected, particularly in the City Centre area, supplementary air cooling systems may be warranted and these can take the form of straight through ducted ventilation systems or recirculating systems with air cooling by evaporative water, direct expansion or chilled water coils.

In addition, conventional ventilation systems will be required at stations for plant rooms, staff rooms and ticket halls, and permanent extract systems will be required for canteens, lavatories etc. The lay­ out of the stations can allow for sheet metal or builder's work ducts to be run through concrete floors and walls, whilst passages and slots can be arranged to serve as air paths.

16.8. Measures must also be taken to overcome draughts and overpressure at stations resulting mainly from the piston-effect of the moving trains. Both the fol­ lowing methods are proposed:-

16.7.1. The provision of pressure relief slots in the walls between the running tunnels at frequent intervals, pressure build-up being reduced since air can escape into the second tunnel. Generally relief slots will be required at intervals of not more than 200m and they must be of ample cross sectional area.

16.7.2. The provision of pressure relief shafts adjacent to the stations so that excess pressure can be relieved either to atmos­ phere or to the other running tunnel. In addition escalator and access shafts must be sized and routed to assist in pressure relief. An air velocity not exceeding 5 m/s is desirable in the passenger areas. 65

All mid-station and near station fans must be equipped with power-operated non-return dampers to protect them against such overpressures.

16.9. The performance of the electrical distribution and signalling equipment in the running tunnels will be adversely affected by the presence of condensation and therefore air of high relative humidity at a temperature approaching its dew point is undesirable.

When trains have been running for sometime, the sources of heat and the movement of air in the run­ ning tunnels will ensure that the relative humidity remains low enough to avoid condensation, but in the initial running period the operation of the permanent fans prior to train movement, together with special drying-out measures, may prove necessary.

16.10. The use of bulky and expensive air conditioning plant in the cars can be avoided by allowing the flow of air resulting from train movement to circulate through the cars by means of adjustable windows and vents. Auxiliary fans can be provided in the cars, arranged to operate automatically from the traction supply when the train is standing still or moving slowly. 66

17. Fares and fare collection

17.1. There are five possible sources of revenue for a rapid transit railway:-

(a) passenger fares, (b) station car park receipts, (c) advertising revenue from buildings and rolling stock, (d) estates revenue from shops, kiosks, property developments at stations and surplus lands and (e) social benefit subscriptions (NOT "subsidies") paid by the City and/or Province or Central Government in acknowledgement of unchangeable benefits to the community and the avoidance of alternative and non-remunerative works such as motorways, road flyovers and tunnels.

17.2. The terms of reference (see Appendix A to this report, Sec. 9) require "a recommendation to be made of the fares which would be charged in order to offset completely the total annual operating cost".

The previous Sec. 8 of Appendix A calls for "an analysis and breakdown of ...... the annual cost of interest and redemption in order to redeem the capital outlay over a period of time ....". It is assumed that this redemption and interest will NOT have to be serviced wholly out of the fares revenue, i.e. that, as is now the case with most rapid transit systems around the world, the first cost of infrastructure and equipment is met by the local, provincial and national governments as all or part of their "social benefit" contribution to the undertaking for easing and speeding travel, reducing road congestion and avoiding costly highway works.

17.3. The diagram in this section shows that in addition to the total revenue required, another factor must be borne in mind in fixing the fares scales of the rapid transit lines. There are already a number of important competitors in the public passenger-carrying business. Of these, it will be seen that the City's own buses at the "coupon" rate are the most competitive. (N.B. As all the other 67

FARE PROPOSALS COMPARED WITH COMPETITIVE SERVICES 6 8

fares on this diagram are still calculated on a "per mile" basis, it is proposed, in this Section of the report, to revert from metric to imperial measures).

Judging from experience elsewhere, it is reasonable to expect the percentage of rapid transit passenger journeys in Johannesburg to be divided in roughly the proportions set out in col. (b) of the table in para. 17.6. below. Col. (c) then shows the proportions of the total annual passenger journeys calculated from the traffic assessments (see Sec. 22. 6.) at each mile stage.

17.4. A differential fare system (as opposed to a flat fare) will be virtually forced on the proposed Transport Authority not only by the existing differential fares used by competing agencies, but also by the need to maximise the short-distance Central Area user of the railway, on which much of the social benefit as well as of the financial return will depend.

17.5. To ensure that every due fare is actually deposited in the undertaking's revenue account is never easy, but it will always be made easier if the fares system is a simple one both in calculation and in handling. It is suggested that steps should be fixed in 5 cent rises; this accords, not only with ease of calculation, but also with the coinage denominations. Three of the suggested fares in the table below would be payable in one-coin transactions, which would be of considerable help in office mechanisation and in using passenger- operated slot machines.

17.6. The shape of the competitive fares in the diagram in this Section seems to make a 5c minimum fare unavoidable. If this fare were valid for up to 1 mile, it would cover practically all one-station rides, as well as some two- station rides in the Central Area.

10c might take the passenger from 1 to 3 miles, 15c from 3 to 5 miles; this would leave journeys over 5 miles to be covered by a 20c fare. On the 1985 system, the maximum journey would be little more than 8 miles (13 km). 69

If we now apply the above rates to the proportion of journeys shown in the table below, the resultant revenue (at ordinary single rates) can be calculated as in col. (e). Table

(a) (b) (c) (d) (e)

Length of % of million Proposed Receipts journey journeys journeys fare p. a. (cents) (R 000)

Up to 1 mile 15.0 11.3 5 565 1 to 2 " 36.0 27.0 10 2,700 2 to 3 " 24.0 18.0 10 1,800 3 to 4 " 1 2 .0 9.0 15 1,350 4 to 5 " 8 .0 6 .0 15 900 5 to 6 " 3.0 2 .2 20 440 6 to 7 " 1.5 1 . 1 20 220 Over 7 " 0. 5 0.4 20 80

Totals 1 0 0 .0 75.0 8,055

17.7. It is emphasised that the above calculations are on the basis of "ordinary single tickets" on the rapid transit railway. It is necessary now to consider a number of possibilities of non-standard fares (for which there may be considerable pressure).

It is suggested that there should be no inter-availability of ordinary tickets as between rail and road. To the passengers, bus-rail inter-availability is not merely convenient but also very favourable. But a great many combined rail and road journeys include only a short ride on the bus at the end of a longish run on the rail­ way; at a throughout fare, the road portion of the journey would in many cases not involve any increase on the rail fare and would therefore be, in effect, free.

To maximise revenue from ordinary bookings, the passenger, both by road and rail, should always be charged at least the minimum fare on the second "leg" of any through journey between bus and rail. 70

17.8. There may however be advantage, both commercially in encouraging the travel habit and from the manpower angle in reducing the peak-hour requirement for booking office staff, to offer season tickets at a discount and paid in advance by the passenger. These season tickets, where valid at certain commuter road-rail interchange stations such as ORANGE GROVE and HOUGHTON, TROJAN, ROSETTENVILLE and BERTRAMS, might well - for a commercially justified supplement to the rail fare - be made available for certain specified suburban bus stages.

An alternative to selling season tickets at a discount is to sell single tickets in advance in bulk at a discount. In the latter case, the discount must never be large enough to make it worth while for "agents” to buy in bulk and sell to individuals in smaller quantities at a profit to themselves, but still at a small discount to the passenger.

17.9. Other forms of substandard fares in existence in most cities today are:-

- children's fares - scholars' tickets - warrant traffic for Forces and Police - privilege tickets for own and other public transport undertakings' staff - cheap midday "shopping" or evening tickets.

These are all matters on which the General Manager will be advising his Board; but it must be remembered that any substandard fare makes automation of ticket checking and collection a little more difficult, and if it is introduced as a traffic stimulant, it must produce an increase in patronage sufficient to outweigh the reduction in price.

Children may cause more trouble than even the ordinary fare is worth on a rapid transit railway; there is certainly no commercial justification for them to be carried more cheaply than the ordinary passengers, especially as they will occupy adult seats. If scholars 71

require subsidising, the subsidy should come from the Educational Authority. This may well draw its money from the same source as the Transport Authority; but at least the charge should not be made to the wrong organisation. Forces and Police should preferably receive any travel allowances in cash and then buy the same tickets as civilian passengers.

17.10. However carefully a fares table is constructed, it can never be regarded as a permanency; cost of living and wage increases will in due course require fares increases. For the future, whatever the fares increase, the structure should if at all possible remain unaltered and the change should be effected by reducing the distance travelled for the same rate of fare. In this way fares changes can be brought about without any mechanical alteration in machines; economy will result each time, not merely in the costs of alteration but also in avoiding intensive peaks of skilled craftsmen's work in order to bring changes into operation at one time i.e. overnight or over a weekend.

17.11. There are a number of different methods of checking and collecting fares in existence on urban railways, from which to choose. The perpetuation of different methods, sometimes on the same undertaking, arises largely from the fact that in a "going" concern, it may, for example, be difficult and expensive in first cost to change over in totality from a manual system to a more sophisticated labour-saving system. But with a system starting from scratch, there is no difficulty in installing one of the more modern fare checking systems from the outset.

17.12. A number of cities have in operation systems of ticket examination involving the use of oxide-backed tickets carrying, in binary or ternary notation, electronically imposed codes; these record the availability infor­ mation which is usually printed "in clear" on the face of the ticket.

In North America, the Long Island Railroad and the Illinois Central Railroad, which use one of these to

Automatic Fare Collection Gates Oxford Circus Station, London 73

systems, are more concerned with the number of long­ distance trips to or from an in-town terminus under­ taken by suburban passengers in each week or month, than with the length of the journey.

But in London and in Paris there are more variations of the electronically coded ticket, whose validity is checked by passing over a "reading head" in tripod or four-door gates. At the end of the ticket's validity, it is captured at the final exit gate and is available for sorting and examination in the traffic audit office. Adoption of one of these systems in Johannesburg at the outset would save the employment of one hundred or so ticket collectors and is therefore recommended.

17.13. Consideration should be given by the City's legal advisers to the possibility of introducing, from the outset, a previously well-advertised but heavy forfeit for passengers proved to be travelling without a valid ticket for the journey. It ought not to be necessary to have to prove intent to defraud. A number of European cities have this system; Hamburg is an example.

17.14. Through ordinary tickets to S.A.R. are NOT recom­ mended; they would involve adopting the electronically coded ticket system at S.A.R. local stations. Through season tickets with S.A.R. have the same drawback; in addition they can give rise to loss of revenue because of the tapering of charges for comparatively long runs of which the rapid transit proportion is small.

17.15. This Section is followed by a full list of the sug­ gested ordinary single-journey fares on the system. 74

Johannesburg Rapid Transit System Fares List

Orange Grove

5 Houghton

10 10 Yeoville

10 10 5 Berea

15 10 10 5 Hillbrow

15 15 10 10 5 Braamfontein

20 20 15 15 10 10 Richmond

15 15 15 10 10 5 5 Parktown

15 15 10 10 10 5 10 10 Central Station

20 15 15 10 10 5 10 10 5 Pritchard

20 15 15 10 10 10 10 10 5 5 Van der Bijl

20 15 15 15 10 10 15 10 5 5 5 Selby

20 20 15 15 15 10 15 15 10 10 10 5 Trojan

20 20 20 20 15 15 20 15 15 10 10 10 5 Rosettenville

20 20 20 20 15 15 20 15 10 10 10 10 15 15 Mayfair

20 20 20 20 15 15 20 15 10 10 10 10 15 15 5 Fordsburg

20 20 15 15 15 10 15 10 10 10 5 10 10 15 10 5 Newtown

20 20 15 15 10 10 15 10 10 5 5 5 10 10 10 5 5 Diagonal

20 15 15 15 10 10 15 10 5 5 5 5 10 10 10 10 10 5 Carlton

20 20 15 15 10 10 15 10 10 5 5 5 10 15 10 10 10 10 5 End St

20 20 15 15 15 10 15 15 10 10 10 10 15 15 15 10 10 10 5 5 Jep

20 20 20 15 15 15 15 15 10 10 10 10 15 15 15 15 10 10 10 10 5 Bertrams 75

18. Car parking

18.1. The City authorities already have considerable car park experience. They provide 7,500 off-street spaces in the Central Area between the S.A.R. and M.2 and between SAUER STREET and TWIST/TROYE. Seven sites are in multi-storey garages or underground car parks and four are open parking lots. Parking charges are evidently considered by the City to be too cheap today; they are 15 or 20 c. per day for open parking lots and peripheral garages, and 50 c. (in one case 65 c.) per day (25 c. per half day) at the three Inner Central Area garages. There is a proposal to increase all charges by 200 per cent as soon as the current shortage of bus drivers has been overcome.

18.2. The present charges bring about an unsatisfactory financial result from all these garages, although they are well patronised (see City Engineer's Transportation Study Vol. I, p.60, Sec. 4.6.5.). Moreover, although there is no criticism of the open parking lots, and indeed no evidence was seen of trouble, traffic congestion is made worse at times by reason of the very existence of the garages in busy streets.

The KAZERNE garages both have queues of cars trying to get in, and trying to turn out of them at night into the HARRISON-SIMMONDS-BREE STREET complex. The BRANDIS SQUARE mechanical garage is expensive in both operating and maintenance manpower; and it takes over I5 minutes either to park or to release a car. In the morning peak, the queue of six or seven cars waiting to get in invariably blocks back to interrupt the westbound peak flow along JEPPE STREET. Similarly, when HARRY HOFMEYR garage is full, cars waiting to get in queue up and block busy PRESIDENT STREET. Moreover, all these garages are 76

only of medium size, compared with those proposed by the City Engineer at some of the suburban rapid transit stations.

18.3. The City Plan (Pt.II, p.8 8 , table 6 .8 ) proposed a multi­ storey garage at HOUGHTON GOLF COURSE for 2,000 cars (the four garages in the City N.W. area - HEDLEY CHILVERS, KAZERNE 1 and 2 and HARRY HOFMEYR - take no more than 2,760 between them). 3,000 spaces are planned over the terminal station at Rosettenville, while TROJAN is planned for no fewer than 4,500 spaces. Apart from the consideration that the present multi-storey garages are losing money, the new multi-storey garage proposals must inevitably add to the manpower problem of the rail transit system.

18.4. The commuter wants only to park his car at a suburban station car park between 07.30 and, say, 17.30. After this time, a few people may drive into town for a theatre or cinema; but station car parks are largely empty after 17.30 and all weekends. If casual parking can be encouraged in the evening and at weekends, revenue can be improved. The suggestion is, therefore, that to avoid special ticket-calculating and ticket-issuing manpower, the car parking fee should be a fixed one at station car parks, automatically collected and not including the cost of a ticket to the Central Area.

18.5. There are a number of automatic control devices from which selection may be made. The magnetized token, as used in London, is relatively cheap, very simple and requires manpower only to collect tokens, which are themselves valueless after use, until remagnetized. It minimises the amount of money left in the car park mechanism. This has the enormous advantage of allowing the car park to be supervised (and attended to only in an emergency, such as abuse or accident) by the ordinary station supervisory staff.

18.6. A disadvantage of a multi-storey garage is that the heavy expense of construction compels maximisation of revenue-earning space and therefore limitation of space- 77

consuming access facilities. One spiral in and one out (possibly two for 3,000 cars or more) is all that can normally be afforded. For ordinary municipal or private garages, this provision is adequate. Patrons come and go at widely different individual times.

But at a suburban station garage, patrons arrive in the evening in train-loads every 2, 3 or 4 minutes. If there are only 300 passengers in a train arriving at a suburban station, who each parked a car during the course of, say, one hour in the morning, they all want their cars out simultaneously at night. The spirals become congested and require supervision; paying may still, if a flat charge, be automatic, but after coming bumper-to-bumper down the spiral, it seems irritating to be checked to put a token in the slot. All cars will be forcing their way out on to a road one after the other; and if the road is LOUIS BOTHA or a motorway, it may be difficult to get onto it. Similarly, even in the morning, there is bound to be queuing to find empty spaces on the different floors served by a spiral.

18.7. On the other hand, an open parking lot, involving less capital cost, less maintenance and less lighting, can be given a free run-in (numbers entering being checked by inductance coil and the entrance closed when full). The inductance coil on the street side of the "rising kerb" type of barrier prevents cars leaving by the entrance without paying. Open spaces can be found with­ out going from floor to floor in an enclosed building. Security of cars and of personnel is usually more easily watched than in a multi-storeyed building.

The open parking lot - admittedly requiring more land (but suburban land,NOT city centre land) - spreads the 300 arrivals on the evening train over a multi-acre site; each driver makes his way to the check-out NOT by a single spiral, but by any of the lanes within the parking lot. If there is danger of congestion on the public road outside, several automatic way-out gates can be provided at R4,000 or R5,000 each, without any additional manpower requirement. 78

18.8. It is therefore suggested that, subject to land availability, the most successful use of "park and ride” on the rapid transit system could well be obtained by spending double the assumed Rim. on property and taking double the space in the open for an average of 700 cars at each of the ten stations (substituting ORANGE GROVE for PARKVIEW). If R50,000 on levelling and automatic control were spent at each site, R20m. would be saved on the capital sum envisaged on p .8 8 of the City Plan, Pt. II Table 6 .8 , and 7,000 spaces would be provided.

18.9. As soon as the City's new basis of charges is brought in (20c. for one hour for open parking lots), it would be reasonable to charge 2 0 c for a day's parking at a station car-park for casual users. Regular commuters could be allowed to buy tokens at the booking office at a discount, which could be increased for season ticket holders to give any reasonable incentive desired.

With considerably less than 100 per cent user of all parks, this could provide a profit of R150,000 p.a. against a capital of some R2.5m, compared with the almost certain loss to be expected from the R22.5m capital scheme for multi-storey garages. 79

19. Rules and regulations

19.1. A Rule Book will have to be drawn up, on the basis of any relevant statutory requirements and of the accumulated experience of running urban passenger railways elsewhere.

In the Rule Book, the standard procedures will be set out which are common throughout the system, to ensure efficient working and the safety of the public and the staff.

The Rule Book will cover all reasonably likely contin­ gencies to ensure that staff can be instructed to take the correct action when they arise. It must not be allowed to become cluttered up with verbiage in order to safeguard management's position, by including conditions which it is known must normally be disregarded if the system is to provide the advertised service. It must also not include hints and tips on good operation; these should appear in training manuals.

19.2. Regulations (as opposed to rules) are required to give more detailed procedure for the staff in a whole series of different fields. While the Rule Book is issued to, signed for and carried by all staff, the particular Regulation Manual for, say, working of booking offices will be issued only to stationmasters and booking clerks.

There are a large number of different fields for Regulation Manuals in addition to booking office procedure in the Operating Department alone - working of ballast trains, dealing with outbreaks of fire, first aid for persons suffering from electric shock, etc. Each depart­ ment will have its own working procedures to be defined. The engineers, for example, will have to lay down track maintenance standards and procedures. The practice for requisitioning and safeguarding stores will have to be evolved. The accountants will devise regulations for protecting the security of cash.

19.3. It follows from the above that experienced administrative staff will be required in most departments to start a heavy load of drafting work, long before engineering works are finished or a training programme begun. 80

20. Training

20.1. The staff of an urban railway cannot, as is possible in many occupations, learn their skills "on the job". From the most responsible positions in a variety of depart­ ments, down to the most humble of, say, cleaners' duties, there will be a right and a safe way and a wrong and - to staff or public - unsafe way to do anything. A system and practice of training, which is appreciated as being good by the staff themselves, is therefore one of the most important factors in running a successful rapid transit railway.

20.2. Ultimately, when the Transport Authority is in total charge of buses and trains and its own administrative organisation, it may be thought that recruits to any department, road or rail, should receive one or two days' induction training in the broad objectives of the Johannesburg Transportation Plan. But aside from this, and from possible assistance to those members of the staff who wish to avail themselves of facilities for further adult education, it is strongly suggested that each department should be responsible, from the outset, for the training of its own staff in the department's own vocational skills.

20.3. A Railway Training Centre should be included in the layout planned for the TROJAN depot site. Assuming the organisation (see Sec. 25) calls for a General Manager (Railways), the latter would have a Training Officer on his staff. The managers of each section - operating, signals, permanent way, rolling stock etc. - would second for periods of between three and five years suitably selected and trained instructors. The buildings must be purpose-designed and kept fitted with the most up-to-date equipment in use from time to time. It is a mistake to allow the equipment at the Training Centre to become out-of-date, so that instructors have to start by half-apologising to their class for something which they will find in more modern form when they go to their first station. 81

20.4. Railway staff, unlike bus staff, tend to have a tall, narrow-based promotional structure (like the armed forces' rank structure). Intake is normally to the bottom level and promotional training therefore goes on throughout a man's career. By turning over the instructors every 3-5 years, the reputation of the school as being "up-to-date" is enhanced and a continual supply of good station, depot and workshop supervisors is ensured throughout the system, with first-hand knowledge of what is being taught.

20. 5. The timing of the training of the initial recruits, who are going to open the first section of the system, will need careful planning. This is dealt with, along with other aspects of timing, under Sec. 28. 82

21. Establishment of corporate appearance

21.1. It is now accepted that the morale, efficiency and external image of a large organisation is greatly improved by deliberate policies of combining all its parts and people into a recognisable entity. Part of this process which has been shown to be essential is to provide a common approach in every aspect of design. 'Design' in this context covers not only the architecture of the stations and other premises and the styling of the trains, but also staff uniforms, sign lettering, notices, tickets, letterheads, and any other visual matter, whether it is seen by the public at large or only by the organisation's own personnel. Experience has shown that standard design ultimately produces economies in production, greater efficiency in operation (particularly in respect of any type of form or document) and a more forceful and attractive image to the fare-paying passenger.

21.2. Allied to this question of design and appearance is one of nomenclature - primarily of lines and stations, but also for important direction and train signs. The problem in South Africa will be to avoid the necessity for dual­ language signs if at all possible. Dual-language for station names on fares lists and direction signs and on tickets will be expensive and even awkward to fit in to available space. S.A.R. seem to be able to avoid the worst of the dual-language effect e.g. VOLKSRUST and KLAARWATER, MAYFAIR and FOXHILL are not translated. In the Johannesburg streets names MOOI and NOORD, MARKET and STATION STREET are similarly accepted by all. No attempt has been made in this report to devise a name for the whole system; the Press have sometimes taken the conventional and internationally accepted METRO and sometimes (in the Afrikaaner Press) MOLTREIN. The lines too must have names which are short and as descriptive as possible. Names will also be required for a number of stations (see Sec. 3.15.) 83

22. Traffic assessments

22.1. The traffic assessments included in the City Engineer's Plan, Pt. II, of January 1970, were prepared not only after study in considerable depth but also with a great deal of knowledge of the habits of the local population. They have also been used by people well accustomed to handling statistics. There is, however, one feature of the compilation of the figures to which attention may,in fairness, be drawn - they all originate from data given by the home interview sample, and practically every person so interviewed stood to gain a facility by assessing his own habits (and statistics!) in a category which would at least not discourage the provision of a rapid transit railway.

If, however, he were to have said "I live in KILLARNEY; I drive by car everyday to BEDFORD VIEW, where I work; I rarely use JOHANNESBURG buses or streets or clubs", he would feel that it would be less, rather than more, likely that the City authorities would be encouraged to spend a large capital sum on improving the travel facilities of Johannesburg.

22.2. As a result of this very human trait, it could be expected that the comparatively modest-sized white population might claim high urban rail travel desires, compared with the passengers actually counted as having been carried in cities elsewhere with roughly similar populations, roughly similar lengths of urban rapid transit lines, and com­ parable alternative travel facilities (car, bus, suburban rail, etc.). For example, the four European cities of Stockholm Oslo Rotterdam Lisbon, with an average population of 0.9 million, have an average length of modern metropolitan railway of 26.3 km. Their railways carry on average 72 million passengers annually. In Milan, with two and a half times the white population of Johannesburg and 20.5 km of rapid transit railway, 62 million passengers a year use the Metro. 84

The expected 47 per cent of optional car commuters using the Johannesburg Metro could well be found, therefore, to dwindle in practice to something less. Similarly, even with the most radical of reshaping of bus routes, some routes must be left running through the City centre. Judging from tastes and choices elsewhere, some proportion of Central Area commuters will con­ tinue to use the bus, whatever they may have told the interviewers.

22.3. Resulting from the Home Interview Survey, the City Executive Planner's staff have made a calculation of the number of passengers daily using the link between each pair of stations. Multiplying each by the distance between stations on each link, they arrived at an annual figure of 209 million passenger-miles (333 passenger-km). This figure was then used to determine the cost per passenger-mile (4.3 cents) of servicing the capital investment of R116m - R124m (dependent on the scheme selected) at 6 per cent interest and redeeming it over a period of 30 years.

In London, the average distance travelled per passenger on the Underground is 7.6km on a system which extends generally up to about 16km from the centre, with three lines penetrating beyond this into the country area.

If in Johannesburg, with a rapid transit system extending up to 6.5km from the centre, the average passenger journey was assessed, as would seem reasonable, at about 4km, this would indicate a figure of some 83 million passenger journeys per annum. This may be on the high side for use as a revenue indicator, though not of a completely wrong order of magnitude.

22.4. There is found to be, at every station on an urban rail­ way, a relationship between the one-way peak hour traffic and the one-way weekly traffic. In a suburban or factory or purely office area, the one-way peak hour traffic on the five working weekdays may represent up to 30 or 40 per cent of the whole week's one-way traffic. In a central shopping and entertainment area, 85

however, there is considerable "carry-over” traffic (see Sec. 3.4 above) from both directions across the centre; the one-way peak hour flow, therefore, usually represents a much smaller percentage of the total week's one-way traffic.

In the first category, the one-way peak hour traffic may have to be multiplied by some 600 to 800 to give an annual one-way passenger user; in the second category, the multiplication factor may be from 1,000 to 1,500.

22.5. The City Planning Section's own figures resulting from the Home Interview Survey have been taken from the Forward Planning Branch Dwg. 962/44/1 (suitably modified only to allow for the proposed alterations to the Central Area layout and connections); each has been treated by a multiplication factor, as described above, varying from 600 in the case of HOUGHTON, RICHMOND and ROSETTENVILLE to 1,200 for CARLTON and 1,250 for the shopping centre station at PRITCHARD STREET.

The total annual passenger journeys from this reckoning come to 71,4 million.

2 2 . 6 . Thus, on three different approaches (paras. 22.2, 22.3 and 22.5 above), the number of annual passenger journeys could be variously 72, 83 and 71.4 million. It is therefore proposed to take 75 million annual passenger journeys as the basis for the calculation of train services, fares and financial out-turn, on the under­ standing that the figure may be somewhat optimistic and that no increase beyond it is likely until either (a) the 1985 population statistics are exceeded, or (b) the post-1985 extensions are constructed, or (c) the system is no longer restricted to use by whites only. It is proposed also to retain the figure of 209 million passenger miles (333 million passenger-km), but on the basis that these are full chargeable miles and not actual miles travelled (which would be somewhat less).

22.7. The above figures can now be translated into the require­ ment for train services in Sec. 23 below. 86

23. Timetables

23.1. The timetable is of course the pattern on which the train service is designed and operated. It has, however, other functions. It is the advertisement to the public of the standard of the amenity it is proposed to provide. It also provides a useful measure of cost determination.

23.2. The General Manager Designate of the Railway should be capable of deciding the broad principles of the time­ tables, although "lobbies" of one flavour or another may well seek to bring pressure on the Authority to favour their own local or sectional interests. The timetable has a material effect on the financial out-turn of the system and requires construction in closest conjunction with the preparation of the staff duty sheets.

23.3. During the several phases of opening (see Sec. 28 below), train intervals will gradually be closed up as traffic develops.

By the 1985 target date, the aim should be to provide 2-minute peak intervals of 6 -car trains along the main stem of the North-South Line as far as BRAAMFONTEIN, with 4-minute services on the branches. In the off peak, 6 -minute branch intervals would give a 3-minute service on the main stem from BRAAMFONTEIN, with alternate trains reversing at VAN DER BIJL.

The East-West Line will carry lighter traffic than the North-South Line and this will be heavily concentrated in the central section between NEWTOWN and CARLTON. Reversing at either of these points, however, except in emergency would not be economic, because the layover time of short-reversing trains represents such a high proportion of the round-trip time, where the latter is itself short. In spite of a lighter traffic, the intervals must not become so widened by economic planning as to make the service an unattractive one to passengers. It is suggested, therefore, that the train intervals should be 3 minutes in the peak and 4 minutes in the off-peak. While the traffic on this line could possibly be handled by 87

4 -car trains for the first few years after opening, it is likely to be awkward, for maintenance and exchange of rolling stock, for some to be made up into 2 x 3-car units for the North-South Line and some into 2 x 2-car units for the East-West Line. Train formation has been discussed in Sec.12 dealing with rolling stock. On balance, 6 -car trains are recommended for all services on the initial system proposed.

23.4. Specimen hour peak timetables on each line are shown in Appendix D. These would involve the provision of 31 x 6 -car trains for passenger service; these would be made up of 62 x 3-car units and would require an additional 7 x 3 -car units for engineering spares, making a fleet of 207 cars, representing a total capital investment of some R14.4m, with maintenance costs of some R750 per car per annum. To crew these trains for passenger service and for depot movement would require some 140 train operators with total wage, uniform and insurance costs of nearly R600,000 per annum.

23.5. The above interval services were suggested primarily with a view to providing a service which will offer the expected 47 per cent of optional car commuters a reasonable attraction to use public transport. The proposals must now be checked against the traffic assessments in Sec. 22 above to see if the capacity offered will handle the traffic presenting itself.

Taking the Forward Planning Branch figures on Dwg. 962/44/1, the heaviest numbers of passengers expected in trains - converted to the revised routeing proposals - appear to be­

ta) leaving HILLBROW southwards 28,466 ) and ) in two hours (b) leaving PARKTOWN " 21,700 )

With the proposed layout at BRAAMFONTEIN, each of these flows would arrive on its respective southbound track at this station in a 4-minute service of 6 -car trains; this service would have a capacity of 24,000 passengers in 2 hours giving tolerable rush-hour conditions (268 out of 800 passengers per train being seated). 88

At BRAAMFONTEIN, there would be a massive detrainment (over 9,000 in two hours) and therefore there would be no difficulty on the main stem of the North-South Line, south of BRAAMFONTEIN, in accommodating passengers in the combined 2-minute train service proposed. There would however, on the basis of the above figures, be some short-distance over-crowding in the trains on the two branches immediately north of BRAAMFONTEIN.

This situation - which, while undesirable, should not seriously affect train operation - arises solely from the car commuter transfers assessed as 5,440 south of YEOVILLE and as 6,360 entering the (City Plan) PARKVIEW GOLF COURSE STATION in the top two hours. The latter figure could represent up to 4,000 cars per maximum one- hour period, and it is barely credible that a multi­ storey garage could be designed to accept this inward rate of flow - or the dispersal roads to cope with the return flow at night. While the train loading situation described above should be acceptable in view of the shortness of duration of the overcrowding, any increase in demand above those figures would make it necessary to consider moving to 8-car trains (for which station platforms are being designed) and to contemplate splitting the two branches at BRAAMFONTEIN and building the second line (see Sec. 4.1) south and east via JOUBERT PARK and CARLTON to allow each line to increase its capacity to 30 (or more) trains per hour.

23.6. The speedy and efficient production of timetables - and of the trainmen's duty sheets which are derived from them - enables management to keep a flexible control of traffic stimulation on the one hand, or economies in operating costs on the other, if a particular area has its nature (and therefore its traffic potential) changed by environmental development.

Considerable research has, in the last ten years, been carried out into the possibility of constructing a timetable and its associated duty sheets by direct print-out from a computer. Although this complete 89 concept may still be some way off, techniques have recently been devised which do enable much of the ancillary information derived from a working timetable - public timetables, programme machine timings, first and last train connections, crew running cards and other statistical material which is normally time-consuming to compile - to be produced more speedily and more economic­ ally from a commercial computer.

The system is recommended for adoption in the proposed Authority's Railway Operating Department. 90

24. Staff conditions of service - disciplinary, negotiating and consultative procedure

24.1. Conditions of service - job description, and disciplinary, negotiating and consultative procedure - will have to be formulated, in reasonable consistency with conditions existing elsewhere in the WITWATERSRAND. These will call, to say the least of it, for considerable expenditure of time in consultation at various levels.

24.2. The staff conditions and regulations will need to be drafted at an early stage by the Personnel Department, in conjunction with other departments, since many of their provisions will become embodied in training programmes and must therefore be fully accepted procedure before training can start. 91

25. Staff structure and control of establishment

25. 1. The form of the controlling authority is discussed in Sec. 26 below.

25.2. It is assumed for the purpose of this section and the next (Financial out-turn) that the form and structure of the Bus and Trolleybus section of the new Authority will remain broadly as in the J.T.D. today.

25.3. It is also assumed that the City's own Electricity Generating Department and ancillary departments such as Legal, Medical, Public Relations, Supplies and Purchasing etc. would, at least at the outset, serve the new Authority as they presently serve the City's other departments - Cleansing, Fire-fighting, Education, Water Supply etc.

25.4. The Railway section of the new Authority would then require its own staff for

Operation Civil engineering, including permanent way Mechanical engineering Signals and telecommunications.

25.5. The Chief Executive Designate (see Sec. 26 below) would, no doubt, have his own views on whether it would be better to group bus and rail functions together - e.g. engineering, operating, personnel. But it is here assumed that the choice (or at least the initial choice) would be to have a General Manager (Railways) with his own staff and responsibilities, as the General Manager of the Road Services has today. This would leave half the organisation as a "going concern", instead of throwing the whole into the melting pot just as the as yet unknown problems of rail rapid transit have to be dealt with.

25.6. The General Manager's personal staff should include an assistant with engineering experience as well as one on the operating side. The major functions of the General Manager's Departments will be, of course, as set out in Sec. 25.4. above. In addition to the officers in charge 92

of these professional railway sections there will have to be a Railway Administrative Officer, reporting direct to the General Manager. He, in turn, will have four junior officers under him, namely:-

25.6.1. An Industrial Relations Officer, dealing with negotiations, moves and promotions, pay and con­ ditions of service of operating and engineering staff.

25.6.2. A Financial Officer, dealing with accounting, budgets, engineering and operating costs, rate fixing, statistics, etc.

25.6.3. A Training Officer, responsible for training - recruit, promotion and refresher - and for running departmental and technical training conferences, seminars and demonstrations.

25.6.4. A Schedules Officer, responsible for preparing timetables and duty sheets in accordance with the General Manager's policy and acceptable, as to details, by the Superintendent of Operation (see Sec. 25.8 below). The Schedules Officer will also be responsible for operating instructions and special working in connection with engineering works requirements etc.

The Authority would have a Police requirement for a small force of a Superintendent and about 40 all ranks, of whom half would be plain-clothes men. The force could most conveniently be seconded from the S.A.R. Police to the Authority for operations and for pay and should come under the control of the General Manager (Railways). Individuals would, of course, be available for transfer back to the S.A.R. Force on promotion or on application Otherwise, they should remain together as the Authority's Force, which would require special training for dealing with Underground crowd control and crime.

25.7. As far as the three Engineering Departments are concerned, each would have only a small office staff, since most of the administrative work for these departments would be 93 carried out by the General Manager's Railway Adminis­ trative Officer's sections. Their remaining staff will be largely outside staff, with a heavy commitment for night work in all three sections.

All Engineering Departments will find that their non­ clerical staff fall into different categories, whatever their technical skills -

25.7.1. "Shops" staff, working fixed (middle-turn) hours in workshops. These will include craftsmen, semi-skilled, labourers and apprentices. It is often convenient to make up fire-fighting teams and emergency breakdown gangs from this stable staff, permanently available at one place.

25.7.2. Installation staff and maintenance staff, working out-doors again mainly on fixed day or night turns.

25.7.3. Emergency call staff, who stand by on rotating shifts at key points to deal with defects on whatever installations or equipment they are concerned with - permanent way, signals and rolling stock.

This non-administrative and non-clerical element might amount in 1985 to:-

Civil engineering and permanent way .. .. 120 Rolling stock ...... 90 Signal and telecommunications ...... 105

At the risk of stating the obvious, it is pointed out that early negotiations on rates of pay should adhere to the principle that senior supervisors should have reasonably similar salaries and earnings in all sections of the Railway Department, as well as in Bus sections, and that these should be fairly equivalent with those of comparable S.A.R. staff.

The same principle should apply to the top-paid operative grade in each section - the train operator, the one-man- bus operator, the power signal lineman, etc. 94

25.8. The chief railway operating officer or Superintendent of Operation should have, apart from his personal office, an Assistant Superintendent of Operation, to run the administration of the Section and two Operating Assistants, one early and one late turn, in charge of the out-door staff.

The administrative staff under the Assistant Super­ intendent of Operation will fall into three groups -

25.8.1. General office

25.8.2. Staff office, dealing with posting, training, discipline, uniforms, etc.

25.8.3. Rules and regulations, train working (dealing with the traffic controller's log and with failure and delay statistics and reports), and new works (dealing with the operating require­ ments of new projects).

Total personnel of the above sections might be up to 30. It is worth remembering, when considering the staffing of these offices, that experience in two or three of them, even on routine work, will be excellent training for educated junior staff who will be going on to higher positions in the General Manager's organisation. The corollary of this is that all of the routine jobs ought not to be filled by junior girls straight from school, even if this is the cheapest clerical labour available.

25.9. Under the Operating Assistant on duty will be the traffic controller and regulators in the control room and one District Inspector on each of the two lines "round the clock". The two District Inspectors on turn should share a room in the same office, adjoining the control room, where an operating apprentice, as part of his period of office training, could answer the telephone for them and carry out minor duties while the District Inspectors are (as they should usually be) out on the line. 95

25.10. The uniformed operating staff might be divided into four main functional categories:-

(a) Supervisors ) 130 (b) Booking clerks ) White 130 (c) Train operators ) 140 (d) Station cleaners Non-white 100

500

25.11. The Supervisors would consist of:-

(a) the yardmasters in charge of the train operators at the two depots of TROJAN and MAYFAIR

(b) the stationmasters in charge of each of the heavier in-town stations or of groups of two smaller suburban stations

(c) the traffic controllers and regulators in the control room

(d) some ten or dozen travelling ticket collectors, for checking ticket frauds by passengers and staff and to assist as a mobile supervising force to deal with crowds at major events, such as racing at ROSETTENVILLE

(e) two trainmen's inspectors on each line to check the standard of work of train operators and to assist the training of trainmen at the depart­ mental level

(f) some two or three station foremen per station. These will be basically a recruit grade. They will require some 6 or 7 weeks' initial training in railway rules and equipment and in man- management; and they will supervise the station cleaners and direct them to such duties additional to cleaning as traffic exigencies may require. Their line of promotion will be to train operator

(g) senior booking clerks. A small number of senior clerks are suggested to supervise the booking clerks at stations which share a stationmaster 96

in a group. Their line of promotion will be to stationmaster.

25.12. Booking clerks. The number of these will depend to some extent on the success in educating passengers to book their tickets through automatic machines, but there will always have to be one clerk on duty on each shift, if only to deal with excess fares and penalty payments, and with queries - including real or alleged trouble with ticket machines. Their line of promotion will be to senior clerk.

25.13. Station cleaners. Except for heavy stations, one cleaner on each turn is suggested. The station foreman's duty will be to ensure that they keep the premises and equipment clean and fit for use.

25.14. About 140 train operators will be required for the train services as suggested in Sec. 23 and to control and carry out stock movements in the depots at TROJAN and MAYFAIR, to the Mechanical Engineers' requirements.

25.15. Salaries will of course fall to be negotiated at a further stage in the development of the project, but for the purpose of calculating operating costs in this report, the following salaries and wages have been assumed. They have been selected as keeping within reasonable relativity with those of roughly similar grades in the J.T.D. road services and in S.A.R.

Yardmaster & senior stationmaster R5,000 - R5,500 p.a. Stationmaster ...... R4,500 - R5,000 p.a. Senior booking clerk ...... R4,200 - R4,500 p.a. Booking clerk ...... Rl,560to R3,300 p.a. as S.A.R. scale Station foreman ...... R3,500 - R 4 ,200 Train operator ...... R250 p.m.* ♦enhancements may bring the earnings to over R400 p.m. Station cleaners ...... R12 p.wk.+ +enhancements may bring the earnings to R16 p.wk.

25.16. Control of establishment. In an industry as labour- weighted as urban passenger transport, control of the expenditure budget of the system will be largely 97 dictated by the success with which the manpower establishment is controlled.

It is presumed that the new Authority (see Sec. 27.), while responsible for its own internal policy and day- to-day operations, will come under the City's general financial direction. After decision has been reached on possible "infrastructure" grants in respect of capital for new works and on any "community benefit" payments, the City will be likely to expect the Authority to cover its running expenses and maintenance costs, and make some provision for renewal. It is in the light of this requirement that the staff establishment would need to be closely controlled. The Chief Executive of the Authority will lay down the budgetary control within his departments. He will then need to decide whether heads of departments should account to him for the manpower establishment, or any changes in it which are necessary to discharge their responsibilities; alternatively, he may leave the manpower to be controlled at the discretion of heads of departments within the financial budgets of their departments. 98

26. Financial out-turn

26.1. The capital cost of constructing and equipping the Johannesburg rapid transit system, as proposed in this report, is estimated at just over R150 million at present-day prices. The following table gives an approximate breakdown of this estimate

R Million

Running tunnels Tunnelling 33.9 Track and electric track equipment 7.2 Signalling 8.4 Ventilation, pumping, tunnel lighting 2.4 51.9

Stations Construction 36.1 Finishings 13.3 Escalators 5.6 Automatic fare collection 2.7 Lighting, signs, train describers, clocks, telephones 4.3 Ventilation, pumping 0.5 62.5

General Electrical distribution 3.6 Rolling stock 14.4 Depots 11.2 Lands 7.0 36.2

Total 150. 6

26.2. This estimate excludes the cost of station car parks, on which an alternative to the City Plan is suggested in Sec. 18.8. This may be regarded as a separate issue. 99

Also, if interest on the construction costs were to be capitalised during the construction, this could add a further estimated R17.8 million to the total capital outlay.

26.3. If the whole programme were phased as suggested in Section 28 below, there would be only the relatively limited expenditure on surveys, detailed planning and design, and legal requirements until 1974. Thereafter, with the start of physical work on the first stage, the expenditure would build up, probably rising to R15-20 million per annum in the period 1976-1982 and thereafter falling off to the opening of the last stage early in 1985.

26.4. By that time, the three earlier stages of the system will have been running for between 2^ and l \ years. By the end of 1985, therefore, the whole system should be reaching the estimated level of traffic given in Section 22.6. The annual revenue from fares would, how­ ever, be somewhat less than the R8.055 million calculated in the table in the Section on fares (Sec.17.6.) since that was wholly on the basis of ordinary single tickets, whereas a number of concessionary fares - in particular season or bulk-issue tickets at a discount - were also suggested. The effect of such non-standard fares would be to reduce the estimated traffic revenue to some R7.5 million per annum. To this must be added a notional figure of, say, R0.2 million for commercial advertising and estate management income, making a total annual revenue of roundly R7.7 million (excluding only station car parking receipts, see para. 26.2 above).

26.5. The working expenses have been calculated by comparison with other rail transit systems (particularly the London Underground) after taking account of specific differences in costs in South Africa, especially in respect of wage rates (see Sec. 25.15).

26.6. From these assessments, the working results of the new system in a full year after its completion may be estimated as follows:- 100

WORKING RESULTS

Million Rand p.a. REVENUE

Traffic Receipts 7.5 Advertising & estates revenue 0.2

Total Revenue 7.7

WORKING EXPENSES

Operating 2.6 Civil Engineering 0.7 Signals & Telecommunications 0.3 Rolling Stock maintenance 0.6

General expenses 0. 5 Provision for renewals 0 . 1 Depreciat ion 0 . 1

Total Working Expenses 4.9

NET RECEIPTS - Surplus 2.8

26.7. This surplus would meet only a minor proportion of the interest charges, which, at a rate of 6 per cent on the capital outlay (including capitalised interest during construction) would amount to RIO.1 million per annum. If it were required that the capital should be repaid over a 30-year period at 6 per cent, this would represent an additional charge of about R2.1 million per annum.

26.8. The pattern in Europe and North America to-day, however, is not to expect public transport systems to meet - or to meet in full - their interest and/or amortisation charges. This philosophy is sound, since if public transport were expected to remain fully viable in this commercial sense, it would have to raise fares, which would in turn drive passengers to the car, with resultant increases in traffic congestion, giving rise to serious social disbenefits (wasted time, pollution, etc.) and to demands for very costly, disruptive and unremunerative road works. Moreover, increased traffic 101

congestion makes one part of the public transport system - namely the buses - more unattractive, so that a vicious spiral is set up.

26.9. The solution at present favoured in a number of cities, including London, is to meet all or part of the public transport authority's capital costs from local, regional or central government sources, in recognition not only of the social benefits accruing to the community from an adequate provision of public transport facilities, but also of increases in property tax values and development potential resulting from new rapid transit facilities.

26.10. In London, for example, a new rapid transit facility of the kind proposed in Johannesburg, not expected to pay its way fully in financial terms, would if authorised be financed as to 75 per cent of the capital outlay by "infrastructure grant" from the Central Government and as to 25 per cent by capital grant from the Greater London Council. The Brixton extension of the Victoria Line is being financed in this way. Not all capital expenditures, however, qualify for grants, or at least grants at these rates.

26.11. It is, nevertheless, important from the standpoint of morale and internal efficiency that the public trans­ port undertaking should still be presented with an attainable and clearly understandable financial target. London Transport, for example, after being relieved of much of its capital burden, is expected by the Greater London Council to earn a net revenue surplus (after full depreciation) at present fixed at £2 million per annum, to go to reserve; this is in relation to a total revenue of the order of £125 million per annum. In the case of the proposed Johannesburg rapid transit system, an equivalent position could be reached if most - though perhaps no all - of the capital outlay were financed in agreed proportions by grants from the City, Provincial and/or Central Governments. Possible exclusions from eligibility for such grants could be lands and rolling stock costs (estimated at R7 million and R14.4 102

million respectively, and totalling 14-15 per cent of the capital outlay).

26.12. The social benefits to set against the cost of a new urban railway include such items as:-

(a) the time savings of passengers diverted to the new facility from existing facilities (bus, car, etc. )

(b) the cost savings on buses, cars, etc. from the diversion of traffic to the new facility

(c) the relief of overcrowding on existing facilities

(d) the relief of highway congestion - reduced bus and car movement on the roads - the effect of this on journey times and vehicle costs of remaining road users not diverting to the new facility

(e) the avoidance of the costs and social disbenefits of the alternatives to rapid transit construction (e.g. road widening, urban motorway construction, restraint of car movement)

(f) the benefits of new traffic generated by the new facility (e.g. easier access to shops, entertain­ ment, etc.; widening of employment opportunities and labour markets)

(g) the "standby" value of the new facility, and its greater reliability compared with existing facilities

(h) savings in the cost of road accidents.

Some of these items are susceptible of fairly reliable quantitative assessment; others are not, but must nevertheless also be borne in mind in considering any urban passenger railway project.

As an example, it was originally estimated that the new Victoria Line in London would give a yearly rate of social benefit return of over 11 per cent in its first year of operation, rising to over 15 per cent after 50 years. This calculation was an important factor in the 103

decision to build the line, which was not expected to be fully viable in ordinary commercial terms.

26.13. In addition to the above social benefits, there would be another great financial benefit from the project, in the improvement in property values and development possibil­ ities along the routes of the lines. These benefits would accrue to different people in different ways. The values of existing properties within the "catchment" area of the lines would be enhanced. The potential for profitable development and re-development of properties adjacent to the line would be greatly increased. The rapid transit authority’s own operating properties, especially the stations, would have substantial development potential e.g. by building office blocks above them. Finally, property taxation revenues would benefit according to the increase in value of all types of property along the line.

26.14. As an indication of the possible scale of enhancement of property values as a result of a new rapid transit facility, it may be mentioned that London Transport have estimated that, for one short inner-suburban section (R. Thames-Surrey Docks - Lewisham, 5km) of their proposed new Fleet Line,

(a) there would be an increase in the values of existing properties of roundly £31 million

(b) the total value of property development which could be generated along this section of line might be of the order of £97 million (or £146 million if higher densities were permitted around the stations)

(c) the value of the development potential of the transport authorities' own properties would amount to several million pounds.

This particular section of the projected new line in London would pass through an area of mixed low-class housing, commercial activity and light industry, in many ways similar to that traversed by the East-West Line east of CARLTON and that traversed by the North-South Line south of VAN DER BIJL. 104

27. Form of controlling authority

27.1. There are a number of different organisations for controlling rail rapid transit systems in operation in the world today.

Historically, certain of the older systems started as completely independent railways under private enterprise. Many of these were found to tap too small a proportion of the traffic revenue of the city concerned and were unable to remunerate the capital weighted, as it was, with all the overheads of an independent company; others were in wasteful competition. They tended, therefore, to combine or to be taken over by the municipal authority. But in a few cases (such as Madrid), metropolitan rail­ ways are still operated under private enterprise and succeed in paying a satisfactory dividend. In many of the cities with rapid transit systems which were begun in the last 50 years, there was already a considerable road transport organisation of buses, coaches and/or trolleybuses. The new rail rapid transit system in these cities started (and has often remained) the smaller partner in passenger transportation and it became con­ venient for the municipal authority's own transport department to take over responsibility for the urban railway. This allowed economies to be made by using a ready-made structure for the supporting services - legal, supplies, medical, publicity, traffic development, accounting, etc.

But in other cases, the rail element expanded and, in many of the larger cities, other transport services - such as suburban railways - had to be co-ordinated; in this way, the complex grew too large for one depart­ ment of the municipal council to control. Special public authorities, therefore, began to be appointed with full responsibility for day-to-day running of public transport; Stockholm, Toronto, Hamburg, New York and London are examples. In London, the present London Transport Executive, a public authority of this kind, is with considerable advantage placed under the 105

overall policy and financial direction of the Greater London Council. As the Council is the responsible strategic planning and highway authority within the London area, this produces the possibility of good co-ordination of land-use, road and railway plans. This was previously missing when London Transport operated under the aegis of the Ministry of Transport, and the County Council's powers were more limited.

In Paris, the Regie Autonome des Transports Parisiens, a public authority of the Paris Region, is subject to the political control of a "Syndicat" consisting of equal numbers of nominees of the National Government and the local authorities of the Region. In Hamburg, the rapid transit system is part of a "Transport Com­ munity" of regional rail and bus undertakings which pools revenue, fixes fares and rationalises the various services. In Stockholm, 40 municipalities in the area are taking over the underground railway and bus services into one operating organisation, which also "purchases" local services from the State Railways. In Washington, the rapid transit system is being built for a Transit Authority controlled by the Federal District of Columbia and the States of Maryland and Virginia.

27.2. There is therefore considerable latitude in the form of controlling organisation which might be adopted in Johannesburg. One of the advantages of a Public Authority is that the members are appointed part-time or full-time by the City Council and charged with res­ ponsibility for day-to-day running of all services and for financial accountability. But the elected members of the Council remain free agents for formulating overall policy and investment criteria, without being in the position of defending some particular function or action of a railway or bus department. Where the rapid transit is a department of the Council itself, there will have to be Chairmen and Committees of the Council actually running or maintaining or marketing the operating, engineering and commercial departments of rail and bus respectively. 106

27.3. The Chairman and members of the Board of the Authority may act with collective responsibility on all matters, or there may be individual responsibility for groups of functions covered by different members of the Board. In any case, a Chief Executive would require to be appointed early; he may be given a seat on the Board, or he may report to it. Initially at least, he would probably control the road services through a General Manager (Roads) and the rail transit services through a General Manager (Railways). In the early years of its existence (and possibly longer) the Authority would have to rely on the City for certain supporting services (see Sec. 25.3.). Eventually it might be decided to move to a functional organisation, (with each department spanning both rail transit and bus), and to create some of the supporting services within the Authority itself. The new Railway Manager will probably have to be sought world­ wide from officers of proved urban railway experience; he will have to be one of the earliest appointments, in order to give him time to select and train his team of officers and instructors, before the supervisors and rank and file are taken on.

27.4. In addition to the new rapid transit lines and the J.T.D. buses, the Authority should, desirably, take over the Putco Bus Co. and the small private operators. Ideally it should also take over the S.A.R. buses; but this may prove difficult to negotiate. For the greatest benefit, the Authority's area should not be confined to the historical and largely fortuitous boundaries of the Johannesburg City. It should desirably include other districts in which the major co-oidination of transport facilities is required, including R00DEP00RT, FERNDALE, SANDTON and probably the BEDFORD VIEW - GERMISTON complex. If this is likely to produce political problems, the Authority could in the first place be confined to Johannesburg. Proved success would probably soon lead to pressure from excluded areas to become "members of the c l u b " . 107

Relations with the S.A.R. ought to be capable of development on a basis of recognised mutual support and not of active competition, which would benefit neither undertaking.

27.5. The choice seems to narrow down to the formation of a Johannesburg Transport Authority, as discussed above, or the inclusion of the new rapid transit railway as part of the J.T.D. A Public Authority is the recommended solution.

The first step, therefore, after the City Council decide that a rapid transit line is to be proceeded with, should be to seek Provincial support and legislation for the formation of a Johannesburg Transport Authority. It might well be thought desirable later for this new Authority to take over the transport responsibilities of the Co-ordinating Committee for Central WITWATERSRAND known as "Metrocom".

On obtaining the necessary Provincial support, a Board of two or three full-time members and a Chief Executive Designate should be appointed. After these have decided on the shape of the Authority's general organisation, they will have to search for and select the General Manager Designate for the rail transit system. The latter will then build up and start training his own organisation; the Chief Engineer will, as soon as he is appointed, be preparing, probably in conjunction with Consulting Engineers, the detailed drawings on which, among other things, acquisitions will be based. Once the railway side of the organisation has progressed as far as this, the new Authority would be ready to take the City Transport Department's buses and trolleybuses over, with a view to planning the reshaping of the road services to fit in with the railway plan.

Up to this point, the City's own organisation will have been providing the ancillary services of the embryonic Railway Department. Now, however, the Board of the Transport Authority, in conjunction with the City Hall, will have to take a decision as to whether this practice 108

should continue and if not, what separate medical, legal,purchasing and other services should be set up within the Authority.

27.6. When the new Civic Centre is completed at BRAAMFONTEIN, the new Transport Authority headquarters staff could possibly be accommodated in the old City Hall. The General Manager (Buses) would be reasonably close mile). The General Manager (Railways) with his officers and administrative staff could be accommodated either in the old City Hall with the Authority's H.Q. staff or in a new purpose-built structure at TROJAN station. 109

28. Timing of the programme

28.1. There are two major streams of effort to be programmed to coincide in their completion on the dates chosen as targets by the City for the progressive opening of the system; these streams are the construction and equip­ ment on the one side and the organisation and training on the other. The City's target for completion of the whole system has already been referred to as "by 1985". As soon as the City Council have taken their executive decision to proceed with the scheme, precise dates could be selected; 1985 is far enough ahead, now, to give adequate flexibility to any of the stages and component parts of the programme. This flexibility should only be used, however, in the construction of the programme; once this is settled, the target dates - both ultimate and intermediate - should be adhered to rigidly. Once one announced target date was allowed to be postponed, those in charge of each subsequent stage, phase, work or schedule - be they the Authority's officials or contractor's men - would soon find compelling reasons for asking for the postponement of this or that programmed date.

28.2. It should be technically possible, if a major diversion of Provincial engineering and labour resources were economically acceptable, to construct and equip the initial 22-23km rapid transit system in five or six years from the first breaking of ground. This would, of course, entail maximum traffic diversions to allow, for example, long sections of COMMISSIONER STREET and RISSIK STREET to be closed to traffic at one time.

It would also involve temporarily swollen demands on man­ power of all categories from drawing office and estimating staff to tunnel face workers and equipment installers. These are the very staff whose professional expertise is, normally, difficult to obtain - let alone retain - with only a short, sharp programme of work ahead. The effect of this is to push prices up unnecessarily and at the same time to allow no scope whatever for putting the lessons of early experience to good account in later sections of work. 110

28.3. On this basis of intensive but wasteful and disruptive construction effort, and after allowing for the preceding planning, authorisation and design requirements, the rail transit system proposed in this report could be completed by the late 1970's. In the opinion of the Consultants, however, the extra cost and disruption would not be justified by the rate of build-up of the traffic demand; a slower tempo should suffice, provided that the more important sections of the system were open by the beginning of the 1980's.

An alternative course would be to defer a decision on the rapid transit system until the mid-1970's and then carry out the construction by an intensive effort in the five or six years up to 1985. This again is not recommended, sice it would mean leaving until too late the satisfaction of the heaviest of the traffic demands; also the capital costs would reflect a maximum element of inflation.

28.4. The programme for the engineering work put forward in this report is therefore designed to give an efficient use of manpower, equipment and other resources by allowing the build-up of traffic demand to be matched by the progressive completion and opening to traffic, at suitable intervals, of sections about 6.5km (4 miles) long. Such sectional opening means that revenue is being earned on at least part of the capital invested, without waiting for the final completion date for the whole project.

28.5. Whatever the shape of the controlling authority (Sec. 27) and whatever the organisation of the rail transit system under it (Sec. 25), it is desirable that the whole of the engineering work and responsibility for equipping the track and buildings, when constructed, be placed unreservedly in the hands of one Project Manager. His authority during construction and equipping would be virtually absolute.

28.6. If the recommendation to place the main overhaul works and possibly also the headquarters of the whole system within the area of land acquired for TROJAN rolling stock depot is approved, this would become the natural site for Ill

the equipment and assembly depot and therefore for the beginning of tunnelling. A suitable section for the first stage would then be the 4.25km (2.7 miles) through the Central Area to BRAAMFONTEIN, where a scissors crossover would allow reversing at this stage and would fit into the later development at this point of the flying junction for the RICHMOND branch.

28.7. It would probably be more convenient to open the 2.25km (1.4 miles) to the terminal at ROSETTENVILLE at the same time as the first section north of TROJAN. The track is largely in the open or in cut-and-cover and it would enable the whole of the bus services in the south of the City to be reshaped to their final pattern at one time. If the ROSETTENVILLE section were deferred for a separate stage, many people would have formed the habit of using TROJAN as their mode-change station; if this habit became established, there would then have to be a special campaign to reorientate the passengers concerned when the extension did go through.

28.8. From this first stage, the remaining stages are easy to select in logical sequence, namely BRAAMFONTEIN - ORANGE GROVE, 6.9km (4.3 miles) - the heaviest passenger section beyond the Central Area itself - followed by MAYFAIR - BERTRAMS, 6.15km (3.8 miles), and finally by BRAAMFONTEIN RICHMOND, 3.1km (1.9 miles). The conclusion of this programme could be scheduled for March 1985 to coincide with the build-up of traffic after the main holiday season.

When manpower and equipment have to be progressively transferred from one stage to the next, two and a half years have, in the past, been found to be convenient intervals between the scheduled finishing dates of successive stages. This would give the following pattern up to the 1985 completion:- Sept. 1977 ROSETTENVILLE - BRAAMFONTEIN (6.5km) March 1980 BRAAMFONTEIN - ORANGE GROVE (6.9km) Sept. 1982 MAYFAIR - BERTRAMS (6.15km) March 1985 BRAAMFONTEIN - RICHMOND (3.1km) 112

Working back from September 1977, and allowing some extra time for the fact that the initial section will be put in hand without previous local experience of underground railway construction, it is clear that by mid-1974 (and possibly the end of 1973) contract drawings would need to be completed for the line and stations as far as BRAAMFONTEIN and for the major works at TROJAN depot, ready for the start of site work.

28.9. Acquisition of the necessary powers by the controlling body to construct the works, acquire the necessary way leaves and purchase (compulsorily or otherwise) lands and property is, of course, essential. To prepare the plans and sections for this purpose a sufficiently accurate survey is required, on which the proposed line and the limits of its deviation can be shown: from this all affected properties can be referenced and the owners notified.

An intensive programme of site investigation along the line of the route and of the site of any associated works is necessary at the earliest stages, if the optimum engineering solutions are to be obtained. Concurrently a topographical survey of the route to a high degree of accuracy must be carried out.

Preliminary designs can proceed at the same time with sections being finalised as the detailed information from the survey and site investigation becomes available.

28.10. The periods which it is recommended should be allowed for the various aspects of the first stage of the project are as follows:-

Site investigation, survey and preliminary design 18 months Preparation of contract documents 9 Tender period and letting of construction contracts 3 Construction and equipping including trial running 36

The total period for the length of line from ROSETTENVILLE to BRAAMFONTEIN is therefore 5s years. To meet the 113

opening date of September 1977 given in Para 28.8. it is recommended that a small engineering team commences work on preliminary design, topographical survey and the preparation of contract documents for the site investigation in March 1972 at the latest.

28.11. It follows from the above that late 1971 is about the last date for the City Council's executive decision to embark on the project or not, if the above steady, realistic and economical programme of construction is to be followed. From this point, we can now move forward to other probable target dates. One year may be con­ sidered somewhat optimistic for obtaining Provincial approval and, it is to be hoped, financial assistance; but not much more time can be allowed than this. It is clear that during that time the City council must be prepared to authorise expenditure on the preliminary works outlined in Para. 28.9.

28.12. It is now possible to see what must be done on the organisational and training side to fit in with the above programme. The object will be to have exactly enough trained operators and engineers ready to be posted to each section; they must become available in enough time before public opening to allow full service trials to be made of all equipment; moreover the staff must have time to become familiar not only with equipment, which is completely new to them all, but also to the neighbourhoods in which they will be working and the new bus services with which their stations will be providing connections.

28.13. The whole process can ultimately be treated by critical path analysis; but even without this, it is possible to work back from the finishing date of September 1977 for the first section of line, to give an approximate idea of when the various steps should start. The architects should hand over the stations and the engineers the tracks and equipment to control by the operating staff two weeks before "0" (opening) day. During this time, the station staff, from stationmasters down to cleaners, will 114

be familiarising themselves with the stations, equipment and neighbourhood, and getting the stations ready for traffic.

The same fortnight will be used to run without passengers the opening scheduled train service, so that either minor adjustments may be made or attention drawn to times which need special attention. The preceding fortnight in August will be taken up by running trials with trains under engineer's requirements to test every track circuit as well as the electronic control system. By this time, therefore, the control room supervisors must be fully trained and at their desks. The whole of the operating and engineering staff will have to be fully trained and should have had any winter leave due to them completed by the end of July.

28.14. The training of the 35 or so station cleaners and possibly the same number of labourers for the engineers could easily be accomplished, without an uneconomic number of instructors, during the month of July. Supervisors, however, will take longer, since they have to be taught the basic skills required for the staff under their control in booking offices and on the platforms, as well as their own duties as supervisors, including the elements of man-management. Twelve weeks would be a reasonable length for a supervisor's course. The same time would be required for the train operator's course; the 30 or so men required for this stage should be split up into three courses to economise both in instructors and in equipment. Their training should therefore start within the first two months of 1977, and this gives another key date - that by which the first two trains must be handed over by the mechanical engineers, after they have carried out their own tests on receipt of the stock from the makers. The operating supervisors should have completed their training by the time that the train operators, having received three or four weeks' basic training in general equipment, rules and regulations, start their rolling stock training. This will enable the 115

supervisors to assist as required with administration. If there were two courses for supervisors, the first would thus be starting in about September 1976.

While the training of the semi-skilled personnel of the engineers could be accomplished within this time span, the craftsmen's training is another thing. In the present climate, there may not be for some time ahead much chance of picking up fully qualified white craftsmen needing only, say, 12 weeks' training in the specialised railway skills and practices; such men may therefore have to be sought elsewhere.

28,15. The three months up to September 1976, inclusive, can be devoted to training the small cadre of instructors for the Training School. Some of these, the operating instructors, will need to receive the full basic training, followed by supervisor's training, before they are taught the special techniques of "how to instruct". For engine­ ering instructors, it is to be hoped that the rates offered will be adequate to attract qualified craftsmen or foremen from industry, who need only be given the railway atmosphere and taught the technique of instruction.

It will be clear that the Training School at TROJAN will have to be completed and equipped before the middle of 1976; it will therefore have to be begun some time in 1975.

The Training Officer (see Sec. 25.6.), whom it might be possible to obtain from S.A.R., should not be a profes­ sional schoolmaster from ESSELEN PARK, but either an operating or engineering junior officer who has passed through one or more of the excellent courses which S.A.R. run at their Training College. It would be worth sending him and his Chief Instructor to see the nature and quality of training in one or two cities overseas (e.g. London, Paris, New York). This might occupy one month; but the Training Officer and Chief Instructor will have a heavy programme to prepare the training syllabus before the training of the instructors starts in mid- 1976. 116

28.16. The syllabus cannot really be started until the rules and regulations under which the rail transit system is going to be worked have been confirmed by the appropriate safety authority (presumably the Ministry of Transport) - nor until it is clear what the staff conditions of employment are going to be.

The City authorities have pointed out that there is already a trade union to represent the Council's employees, with which there is plenty of experience of negotiation, and that the terms of reference (Appendix A) have not therefore asked for any recommendation from the Consultants on this subject.

Nevertheless, it must be emphasised that these two critical items of decision-taking could well be held up by prolonged external negotiation, and their original drafting could with advantage be started some time in 1974.

28.17. If the Provincial discussions are favourably concluded by the end of 1972, a General Manager Designate for the rail transit system must be appointed immediately thereafter, whatever the ultimate organisational structure of the system. He will require, at once, a Project Manager - who may later become his Chief Engineer - and a drawing office.

It would, indeed, be preferable if these two persons were to be selected and appointed even earlier i.p. as soon as the City Council decided to proceed with the scheme. They could be temporarily attached to the City Engineer's staff to take off the latter's shoulders a load of work which will by then have surpassed the reasonable responsibility of the Council's engineers and town planners and have become a specialised entity of its own. They would remain under the broad direction of the City Engineer until decisions on the ultimate structure of the controlling authority had been reached.

Collection Number: A1132 Collection Name: Patrick LEWIS Papers, 1949-1987

PUBLISHER:

Publisher: Historical Papers Research Archive, University of the Witwatersrand, Johannesburg, South Africa Location: Johannesburg ©2016

LEGAL NOTICES:

Copyright Notice: All materials on the Historical Papers website are protected by South African copyright law and may not be reproduced, distributed, transmitted, displayed, or otherwise published in any format, without the prior written permission of the copyright owner.

Disclaimer and Terms of Use: Provided that you maintain all copyright and other notices contained therein, you may download material (one machine readable copy and one print copy per page) for your personal and/or educational non-commercial use only.

This collection forms part of a collection, held at the Historical Papers Research Archive, University of the Witwatersrand, Johannesburg, South Africa.