In days of yore, western governments built huge steely erections to show their prowess.
Some governments in the east is still at it, but more common these days is to built a fast train. Presumably because the government officials can then tell each other at the urinals how fast their's can go.
And it all costs.
Like this report from Engineering News, that the the South African Government had paid a monthly ridership guarantee to Gautrain operator, the Bombela consortium, since June 7, last year, amounting to R831.4-million by the end of March, Transport Minister Ben Martins on Tuesday noted in a written response to a question posed in Parliament.
Gautrain Management Agency (GMA) CEO Jack van der Merwe said in May that the monthly patronage guarantee had been steadily dropping since last year, as the result of an increasing ridership on the public transport system.
Average weekday passenger trips on the train increased from 26 000 at the beginning of April 2012 to 42 000 at the end of March.
According to the agreement between government and Bombela, signed at the start of the R26-billion project, a patronage guarantee was payable to the operator to ensure it covered all its costs, while still making a reasonable profit.
(Back at the urinals, they nudge each other and laugh as they explain how they use the taxes that should have been spent on maintaining the carriages that transport those masses of patient ever loyal voters to make sure our pet prestige project shines nicely.)
It had been expected that the guarantee payable would decrease as fare box income increases, with a 50:50 profit-sharing system between government and Bombela applicable once the fare box income reached a level where all Bombela’s costs were covered.
(Yeah, right. Which high speed train in the world is paying for itself?)
These costs included operational costs, maintenance and replacement costs and the servicing of loans. Income included fare box revenue, value-add income (such as advertising revenue). The patronage guarantee served to make up the shortfall. (And will continue to do so until our great grand children's day.)
Van der Merwe said public transport was subsidised worldwide, and that the Gautrain was no different. Metrorail is also heavily subsidised, at roughly two-thirds of ticket costs. (But Metrorail moves the masses much more cost-effectively than does the Gautrain.)
He expected to reach the profit-sharing phase of the concession “in a few years’ time”. (Check above re the grand kiddies.)
Martins also noted in his Parliamentary response that there were no plans to increase the number of stations in the Gautrain system in the short term. However, provision had been made for possible stations at Modderfontein, on the east–west service, and Samrand, on the north–south service.
He said a property developer would provide the capital for the Modderfontein station. (Sorry, too late for those who wanted to buy there, it's all long been snapped up by the developer.)
He also noted that Bombela was investigating the technical feasibility and associated costs to introduce an earlier train and a later train between Sandton and OR Tambo International Airport, without impacting on the contractual engineering/maintenance hours.
He also noted that Bombela was investigating the technical feasibility and associated costs to introduce an earlier train and a later train between Sandton and OR Tambo International Airport, without impacting on the contractual engineering/maintenance hours.
“The concessionaire indicated its willingness to consider paying for this, but reserved the option to request a possible contribution from the GMA. Discussions and investigations are continuing to further extend the operating hours, but there is no definite plan yet.”
(The only solution, move out of the city folks! There REALLY is a life waiting to happen to you beyond the traffic jams, overpriced restaurants, street corner beggars and rip-off city taxes.)
