THE HISTORY OF PASSENGER COMMUTER RAIL SERVICES

The Beginning

On June 26 1860, passenger commuter rail services was born in South Africa with the opening of a two-mile (3,2 km) stretch of railway line between Market Square and the Customs Point in Durban. George Russell, the first stationmaster, reported that more than 800 passengers were transported on that first day.

Three years later the Railway Service in the Cape commenced with the introduction of the Cape Town - Wellington section, via Eersterivier. The first passenger commuter train to operate in the Gauteng area was introduced on 17 March 1890, commissioned to run the 20 km between Braamfontein (Johannesburg) and Boksburg. That same year saw the introduction of the rail passenger services between Maputo (Lourenco Marques) and Pretoria. This train was known as the "Rand Tram". The Rand Tram is now a proud exhibit at the Pretoria Station.

During these first years of Rail Passenger Commuter Services the "competitive market" was considered to be horse-drawn carriages. Road passenger transport only started in 1912. The "Muizenberg Flyer" was introduced in 1880 on a wide gauge (4'8") track to increase the speed of trains. It is interesting to note that the South African Railways later standardised on the narrow (3'6") gauge.

Rail developed rapidly resulting in more than 11,000 km track for both commuter and freight use nationally by 1910.

One century later, the (then) South African Railways had already established itself as the largest transport organisation on the African continent, providing rail transport to more than 274 million passengers on long distance and suburban routes annually. In 1960 the road transport capacity was 10 million passengers per annum.

The latest statistics are as follows:

• 2000/2001: passenger trips 489 487 million p.a.
• 2000/2001: rolling stock fleet 4 638 coaches
• 2000/2001: commuter rail route 1 150 km

The first steam locomotive and its coach that completed the 3.2 km stretch between Market Square and the Customs Point in Durban had an honoured place at the old Durban station. Later the steam locomotive was moved to the new Berea Road Station when it was opened during the late seventies.

Coach design of the 19th century was simple. The complete wooden Durban coach had six windows with stagecoach like seats. The seats at either end of the coach were regarded as "second class" because it only allowed a single-direction view, while the seats in the middle were regarded as "first class" due to its superior bi-directional view. The outer design of the carriage was "boxy" and not streamlined. During most of the 20th century the "boxy" design for the commuter rail coaches was common.

Development and enhancement of passenger commuter trains focused mainly on the engineering and types of traction power. The first method of traction was mainly steam-driven engines that later changed to diesel and later to electrical traction. Rail services were provided by "fast" engines pulling coaches in a similar fashion to horse carts. This paradigm changed during the late 40's.

While passenger commuter rail design engineers focused on the traction power and associated technology, a new entity called "the rail car" was designed for exclusive use on "branch lines". This "rail car" was the official forerunner to the motor coach. The "rail car" also served as the core design theme for tram services that augmented public transport in Johannesburg until the late 60's.

Electrical traction was introduced into the rail environment during 1928 in the Cape suburban area. In 1937 electrical traction was introduced on the Rand (currently the greater Gauteng area including Pretoria and Johannesburg WITS regions).

The term "motorised train" was introduced in the early 30's when the "engine" became an integral part of the train. The term "M" was later adopted to describe these motorised trains. One of the advantages of the "electrical integration" within the entire train was to provide electrical lighting in all the coaches.

PROGRESS

The design paradigm of the rail commuter train

Why do people get nostalgic about trains? Is it only the steam enthusiast who has a passion for trains? Is it coincidence that across the world most of the passenger train designs, specifically commuter trains, are similar?

If one carefully analyses the basic design of a commuter train coach it is no surprise to find an analogy with the early stagecoach design! Early train engineers seemed to be more concerned with "traction" power and to "replace" genuine horsepower than on the aesthetic appearance of the coach itself. Even up to the class 5M the outside steps at the train doors resemble those of an early stagecoach. No wonder that early comparisons between the train and horse-drawn carriages always used the latter as the benchmark.

The real paradigm shift occurred when the "stagecoach-like" access to and from the train could no longer cope with the increasing demand for rail services. Prior to the class 5M, under peak traffic conditions passengers could not embark and disembark from trains simultaneously. Over and above this issue, additional time had to be scheduled for train stops, to allow guards and ticket examiners to close the train doors before a train could disembark.

The later introduction of the class 5M was accompanied by new train management methods that included optimum train scheduling, optimised following distances and a more scientific approach to commuter service planning.

The development of commuter trains can be tracked by comparing primary design criteria of each class.

THE '1M'

Design Criteria:

• "Kill the Horse-drawn competition"
• Steam driven locomotives are not efficient.
• Electricity: Proof of concept.

Interesting Facts:

• Regional based
• 1.5 KV traction, as opposed to 3KV later.

THE '2M'

Design Criteria:

• Standardise to 3000 Volt DC (Direct Current) traction.
• "New" design from 1M's in terms of traction power and train sets.

Interesting Facts:

• The "fast post office" service was provided by the 2M1 motorised trains, which served in this role until the late 80's.
  Longer train compilation became possible.
• Station platform designs became "more" than just a "halt" for a train.
• The basic "stagecoach" definition of passenger comfort was still prevalent.

THE '3M'

Design Criteria:

• Improvement on the traction power of the 2M's.
• Innovations to improve passenger comfort.

Interesting Facts:

• During this period the World War II took place.

THE '4M'

Design Criteria:

• Public Transport for the "people".
• Long train sets (8coach trains) started to appear.
• Large volumes of passengers from "Home" to "Work".
• "Train Dynamics" became a science in the scheduling of trains.

Interesting Facts:

• The visit by the British Royal Family boosted rail commuter transport.
• A special train was compiled to transport the royal family. This led to special attention being given to so-called "first class comfort", that would become a standard for later train releases.
• Up to the 4M, all trains were primarily constructed of Meranti wood.

INNOVATION

The 50's epitomised the boom of the Industrial Age, with post-war enthusiasm suburban life flourished. The rise of the 'modern' era was evident in the rapid development of technology, especially electrical engineering and large-scale industrialisation. The development and innovation of passenger commuter train was propelled forward substantially by these forces.

During the 50's trains were imported from England. These trains boasted a blue livery and were known as the class 5M2. In the late 50's coaches were based on the British design. These newer coaches were named the class 5M2A and sported a burgundy red and grey paint finish. In the late 80's and early 90's 14 series of these coaches were manufactured.

THESE TRAINS WERE A LEAP FORWARD IN REGARD TO PASSENGER COMMUTER NEEDS

THE '5M: THE "ALL-STEEL SUBURBAN TRAIN"

Design Criteria:

• Safety to the commuters
• 'Smooth' operation by a stable undercarriage
• Increased capacity throughput (numbers of passengers)
• Improved technological systems, i.e. braking and electrical interiors
• Automatic Train Rostering and Scheduling

Interesting Facts:

• The first locally built trains were commissioned in 1959/60 serving the Witwatersrand and Pretoria regions.
• The corporate colour of these trains was blue.
• Trains were imported and off-loaded at Durban docks in 1958.
• Most of these trains are still in operation although they have been refurbished and totally updated using appropriate technologies.

PROTOTYPES: 6, 7, 8 & 9M

During the late 1980's an international study tour was conducted to research the replacement programme for the ageing class 5M2 trains. The aim of the study was to consider the latest technology. Orders were placed with Hitachi and Siemens for one prototype train set each, consisting of twelve coaches, named the class 6M and 7M. These trains were manufactured in Japan and Switzerland respectively and imported in 1983. They became known as the 'new generation' trains.

During 1985 an order was placed with Dorbyl as the main contractor and Hitachi as sub-contractor to manufacture eight class 8M trains, using the class 6M as a reference point. Delivery of these trains commenced soon thereafter and the last module was delivered during 1992. These class 8M trains are in service in Cape Town on the Cape Flats network.

During 1997 proposals were requested for the class 9M trains. These trains would have been the start of a replacement programme for the ageing class 5M2A trains servicing the Soweto line. Unfortunately this replacement project was cancelled due to funding constraints at the same time.

These variations share common design criteria with slight differences enabling comparisons to be made between trains.

THE 6M AND 7M

Design Criteria:

• A new generation train set, embodying the latest in technological design.
• Improved passenger comfort due to smooth chopper control system in the traction systems.
• Passenger ventilation system.
• Improved performance to reduce train set headway.
• Improved efficiency realised by chopper control and regenerative braking. Vacuum brakes replaced with air brakes.
• All stainless steel construction, longer coaches - 12 coach train set replaces equivalent 14 coach 5M2A.
• Coaches made up of permanently coupled modules. Modules can be easily coupled by means of automatic couplers.

Interesting Facts:

• These trains were Prototype train sets, consisting of 12 coaches each.
• 6M wholly built in Japan to South African Railways (SAR) new generation specification - delivered in 1983.
• 7M wholly built in Germany to SAR new generation specification - delivered in 1984.
• The two train sets are similar in that the specifications is the same, but different ideas, components and system were installed for testing and evaluation purposes.
• For example, the 6M was made up of three coach modules (66% motorised axles 2M1T), while the 7M was 4 coach modules (50% motorised axles 2M2T).
• After extensive testing, the 6M became the new generation train set for suburban services, which finally culminated in the class 8M. The final design incorporated all the ideas tested on both the 6M and 7M.

THE 8M

Design Criteria:

• Modular train set of 4 coaches per module (50% motorised axles).
• Reduced maintenance requirements.

Interesting Facts:

• 96 coaches that can be made up into 24 modules or 8 train sets were delivered between 1989 and 1991.
• Operating in the Khayelitsha service in Cape Town.

THE 9M
The 9M was designed to be the replacement series of the fleet, but the project was discontinued.

TESTS

Numerous tests were conducted before and during the design and construction of the next 'M' series.

THE 10M DESIGN EVOLVES

The 10M4
The launch of a new train set has always been associated with something dramatic, either in technological innovation terms or in a metamorphosis in user experience. The 10M4 series promises to be both.

Committed to the 'Moving SA' agenda of the National Department of Transport, the SARCC has lived up to its mission of providing 'world class rail commuter transport'. However where did it all begin?

• The 10M was born out of the necessity to increase the life of the aging 5M2A fleet to ensure a continuous service during the period in which new rolling stock is acquired.
• The process began with two variants of the so-called class 5M2A Upgrade Project. Metrorail developed the specification, and Transwerk and Union Carriage & Wagon (UCW) built two train sets f 16 coaches each. (These two train sets later became known as the 10M and 10M1 respectively).
• As the specification was reasonably loose, the two train sets are quite different in design.
• In an unprecedented process Transwerk, UCW and SARCC together refined the specification, and Transwerk and UCW received further orders for 14 and 15 coaches that were then built to the same specification and design. These two train sets are known as the 10M2.
• In the next phase of the 10M development, two orders for 88 coaches each have been awarded to Bombardier/Transwerk (10M3) and Siemens/UCW (10M4).

Design Criteria:

• Improved passenger comfort in terms of better seating, lighting, ventilation and improved aesthetics.
• Improved safety in terms of doors and windows, and provision made for a public address system.
• New improved driving cab with a central driving position. Microprocessor control systems, and chooper control for the 10M3 and 10M4.
• Made of modular re-body construction.
• All 10M-type coaches are compatible.

Interesting Facts:

• Most of the 10M coaches have been rebuilt from wrecked or burnt coaches. Up to the 10M2, the bodies were rebuilt to 5M2A standard.
• With the 10M3 and 10M4 new body designs are created making use of modular manufacturing systems.
• As the 10M3 is to operate in Cape Town, a stainless steel body is being fitted.
• The 10M3 design incorporates regenerative braking that will blend with the existing vacuum brakes.

CONSTRUCTION

The modular panel system of pre-manufactured coach elements has proved to be a significant innovation. The basic method of manufacture of these coach panels was developed in Europe, but has been adapted to local conditions, and enhanced by way of a bolt-on assembly.

The coach windows have been re-designed to cope with pilferage and vandalism and consists of a clamp-on system, securing the window to the body sides instead of using traditional rivets.

The sliding portion is balanced with a spring system to compensate for glass weight. The panes can be removed from the outside without the need to remove the window frame from the coach body, saving maintenance time and cost and reducing downtime as a result.

Internal fittings have been carefully considered and manufactured in appropriate materials, for example grab handles and support poles are made from a textured stainless steel tubing. The moulded seats are independent seats for a more personalised appeal instead of the usual bench seat as before. The heaters have been neatly tucked away under the seats and attached to the coach sides instead of the floor as before, resulting in a clear floor area suited to commuter storage and comfort.

The floor is covered with in a seamless industrial grade vinyl enabling the coach to be hosed down in the cleaning process.

The overall effect of this new manufacturing approach has been a lower manufacturing time with cost reductions and buy-in by all suppliers. The result is a vastly improved final product that is robust and well designed for operating conditions.

The final design

The economic pragmatics associated with purchasing new train sets, are considerable especially for our country. The whole initiative of refurbishment hinges on the manufacturing and assembly processes involved in this undertaking. The 10M4 is economically feasible due to the application of unique coach building technology and cost effective components used in the re-build. The adaptation of leading European construction methods by South African manufacturers has been key to the successful production of this innovative train.

A primary focus on the human interface, for both commuter and train driver, was adopted in the re-design of this train. The new design was targeted at solving numerous issues experienced in the field.

As far as commuters are concerned, issues of vandalism and robustness, commuter comfort in regard to lighting and heating, as well as seating and ventilation were addressed. Improvements in safety regarding doors and windows as well as a public address system were incorporated.

Consideration was given to driver ergonomics and efficiency where a vastly improved driver cab was re-designed with a central driving position, aside from improved control systems and a better driver view.

Externally, the driver cab and new livery of the coaches engenders a new response from jaded commuters, setting the tone for a future commuter train system that the country can be proud of.

The new design features, especially in the coaches, indicate the care and consideration that the SARCC and its stakeholders have for the commuters, who rely on this mode of transport. This new attitude is fostered in no small way by the new 10M4, which is in many respects truly innovative and yet cost effective to produce.

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