Transcript of conradie better living model exemplar project
CONRADIE BETTER LIVING MODEL EXEMPLAR PROJECT TRAFFIC IMPACT
ASSESSMENT FINAL
CONFIDENTIAL JULY 2016
Project no: 20527 Date: July 2016
– WSP | Parsons Brinckerhoff The Pavilion, 1st Floor, Corner
Portswood & Beach Roads, Waterfront, Cape Town, 8001, South
Africa
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CONRADIE BETTER LIVING MODEL EXEMPLAR PROJECT Traffic Impact
Assessment
Conradie Better Living Model Exemplar Project WSP | Parsons
Brinckerhoff Project No 20527
June 2016 Confidential
Q U A L I T Y M A N A G E M E N T ISSUE/REVISION FIRST ISSUE
REVISION 1 REVISION 2 REVISION 3
Remarks Ver 1.0 (Draft) Ver 1.2 (Draft) Ver 1.3 (Final)
Date April 2016 April 2016 6 July 2016
Prepared by Christo Bredenhann Pr Eng
Christo Bredenhann Pr Eng
Christo Bredenhann Pr Eng
Project number 20527.R 20527.R 20527.R
Report number 20527 _TIA _Ver 1.0 20527 _TIA _Ver 1.2 20527 _TIA
_Ver 1.3
File reference
Z:\20000 - 20999\20527 - Conradie Game Changer Project\3. Civils\11
- Reports\02 - Transport\05 - TIA
Z:\20000 - 20999\20527 - Conradie Game Changer Project\3. Civils\11
- Reports\02 - Transport\05 - TIA
Z:\20000 - 20999\20527 - Conradie Game Changer Project\3. Civils\11
- Reports\02 - Transport\05 - TIA
Digitally signed by Bredenhann, Christo Reason: I am the author of
this document Date: 2016.07.07 11:59:26 +02'00'
Riley, Patrick 2016.07.12 09:24:40 +02'00'
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June 2016 Confidential
P R O D U C T I O N T E A M CLIENT
Western Cape Provincial Government
Project Director Patrick Riley Pr. Tech Eng
SUBCONSULTANTS
Wilfred Crous: EMME 4 Transportation modelling
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EXECUTIVE SUMMARY
WSP Group Africa (Pty) Ltd (WSP) has been appointed as part of a
Transaction Advisory Team by the Provincial Government of the
Western Cape (PGWC) to undertake a Traffic Impact Assessment (TIA)
of the proposed Conradie Better Living Model Exemplar Project
(BLMEP). The purpose of this report is to consider the traffic
impact that the proposed land-use rights will have on the
surrounding road network, and to propose mitigating measures to
address these impacts.
The Western Cape Provincial Cabinet has identified the Conradie
Integrated Better Living Model Game Changer intervention. The
“Integrated Better Living” Model seeks to efficiently design, fund
and develop the former Conradie Hospital site with residentially
led, integrated and affordable development with the intention of
establishing key replicable levers to unlock state property.
The proposed Conradie BLMEP will be situated on a 22 ha site, Erf
112657 located between the suburbs of Pinelands, Thornton and
Maitland. The site is approximately 9,0 km east of the Cape Town
CBD. It is located between the Elsies Kraal River canal to the
south-east, the Central railway line to the west and Forest Drive
Extension to the north.
The trip generation and capacity analysis of this TIA was based on
the land-use mix as contained in the Development Framework, dated
December 2015, namely:
o Grant funded housing 1,723 dwelling units
o Open-market housing 1,880 dwelling units
· Total residential 3,603 dwelling units
· Offices 14,680m² GLA
· Education 2 x public schools with 770 learners each
· Other Sports field, community facilities/hall, public open space,
other.
The land-use mix was subsequently revised to incorporate the
results of the various impact assessments. The revision land-use
listed below will result in a lower trip generation for the
development, primarily due to the total number of grant funded and
open market housing units that has changed. The trip generation in
this TIA is therefore conservative.
o Grant funded housing 1,805 dwelling units
o Open-market housing 1,800 dwelling units
· Total residential 3,605 dwelling units
· Offices 14,714 m² GLA
· Retail & service industry 9,588 m² GLA
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· Education 2 x public schools with 770 learners each
· Other Hall, admin office, sports hall, public open space.
A phased development is proposed, however the exact implementation
period per phase, and ultimate number of phases is not known. The
developer will determine the phasing. The TIA considered the
following phasing:
· Phase 1: 2018 - 2019
· Phase 2 2020 - 2021
· Phase 3 2022 – 2025
The extent of the study area and the scope of the TIA were
confirmed by the City of Cape Town, Transport for Cape Town (TCT).
All the affected intersections in the vicinity of the site were
analysed, namely:
· Forest Drive extension/Mupine local access
· Forest Drive extension/Anfield Village local access
· Forest Drive Extension/Mutual Road
· Mutual Road/Jan Smuts Drive
· Jan Smuts Drive/Forest Drive
· Odin Drive/Thor Circle/Albatross Way
· Jakes Gerwel Drive (M7)/Denneboom Avenue: (western off-ramp
terminal)
· Jakes Gerwel Drive (M7)/Denneboom Avenue: (eastern off-ramp
terminal)
· Denneboom Avenue/Sipres Avenue
· Voortrekker Road /18th Avenue
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· Future internal roundabout
There are no known latent developments in the study area with
development rights in-place that will have an impact on the road
network. The proposed Old Mutual Mupine residential development
along Forest Drive Extension will be located directly north of the
site. The future of this development is not confirmed and its
potential latent traffic was not considered.
The development is well located however access to the major road
network is constrained due to the Elsies River canal, railway lines
and the Maitland cemetery. The road network in the vicinity of the
site is severely constrained, and has been for many years as
detailed in the 2006 GIBB TIA. The weekday AM peak is the most
critical period.
Access to the major road network will be improved with the proposed
Odin Road Extension from Viking Way to Voortrekker Road. The
conceptual design of this link has been undertaken by GIBB. An Emme
4 transport model was utilised to inform the phased implementation
and capacity of the Odin Road Extension. The model was also
utilised to determine the expected back-ground traffic
redistribution and its effect on the local intersections. The
capacity analysis of the new and affected intersections were
undertaken to incorporate the ultimate trip redistribution. The
model found that a phased implementation of the Odin Road Extension
will be sufficient to support the phased development. Phase 1 is
the construction of the link over the canal to provide access to
Viking Way, and is required for the first phase of the development.
The Phase 3 development will require the remaining link to
Voortrekker Road. A Class 4 local distributor traversing the site
will be required from the new Odin Road Extension to Forest Drive
Extension for Phase 1 off the development.
Local access to the site will be via 2 accesses off Forest Drive
Extension and an access off Odin Road Extension over the canal. An
NMT access will also be provided to Thor Circle. Access spacing
along Forest Drive Extension will be sub-standard for signalised
intersections, however a progression analysis confirms that
sufficient progression of over 30% will be possible during the
weekday AM peak. This is subject to the final intersection signal
timing plans. Note that the TIA proposes signalisation of the
eastern access off Forest Drive Extension and a priority controlled
intersection opposite the Mupine access. This intersection will
require signalisation in future if the Mupine development
proceeds.
The Conradie BLMEP will be a Transit Oriented Development. Although
the site will not have a rail station at its centre, however the
bulk of the development will be located within an 800 m radius of
the Mutual Station and this radius of the Thornton Station. The
Conradie BLMEP site will be served by Metrorail’s Central Line,
Northern line and Boland (Paarl) and Northern (Strand) Business
Express services via Mutual Station. The station provides direct
access to the majority of Metrorail’s’ destinations, as it is a
junction station located on multiple lines. It is the second
busiest station in the Western Cape Town Station. As per the CITP
(2014 mini review), Long-term strategy C of TCT is to provide
public transport services to 80% of Cape Town’s residents within
500 m. The Conradie BLMEP will be located directly adjacent to
Forest Drive Extension, a current and future public transport
route, and all residents will be within 500 m of this service. The
urban design layout was informed by TOD principles and will provide
and promote Non-motorised transport facilities and usage, as well
as reduced parking provision.
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A future IRT feeder route is planned along Forest Drive Extension,
and its potential stops adjacent to the site will provide
additional public transit opportunities in close proximity to the
Conradie BLMEP development. Two future IRT trunk services will be
located along Jan Smuts Drive, and will be accessible either
directly from the site or via the feeder service that will operate
along Forest Drive Extension. The development of the Conradie BLMEP
may see the establishment of additional bus or IRT routes to and
from or via the site. The provision of a public transport stops and
a facility within the site will be considered by the developer
in-line with TCT policies.
The proposed parking provision for the site is lower than the
current CoCT zoning scheme specifications. A departure for reduced
parking provision will be applied for as part of the Rezoning
application. The reduced parking is motivated in terms of a Transit
Oriented Development, proximity to rail and bus transport, as well
as the social housing component of the development. Shared parking
between the residential and non-residential land-uses is possible
due to the urban design of the development. The on-street parking
provision along the new internal road network will form part of the
total parking supply. A total of 2001 parking bays can be provided,
1490 off-street bays and 511 on- street bays. The following parking
provision ratios are proposed:
· Grant funded housing 0.25 bays / dwelling unit
· Open-market housing 0.75 bays / dwelling unit
· Offices 4 bays / 100 m² GLA of which 90% is shared parking
· Retail/ service industry 4 bays / 100 m² GLA of which 90% is
shared parking
Parking management will be required as part of the developer
responsibilities and future management of the Conradie BLMEP to
ensure the preservation of the NMT focussed urban design focus of
the site as well as to ensure unhindered access and mobility to and
from the site. This will include paid parking for on-street and
off-street bays and management of the shared parking bays. The
reduced parking ratios of less than 1 bay per dwelling unit will
also mean that no residential units may be allocated with a
dedicated bay.
Trip generation rates and trip reduction factors were determined as
per TMH17 specifications. The comparative trip generation of social
housing developments, and the Emme 4 transport model trip
generation rates are in-line with the expected total trip
generation of the development. The full Phase 3 development is
expected to generate a total of 1315, 1702 and 1218 veh trips
during the weekday AM, PM and Saturday AM peak periods. The
expected trip distribution and assignment of the phased development
was informed by the Emme 4 Gravity model, which considers network
congestion, city wide origin destination per macro zone and trip
lengths.
Capacity analysis was undertaken to determine the major road
infrastructure and intersection upgrades that will be required. The
following upgrades, per phase, will be required:
Phase 1 & 2
· Access 1 off Forest Drive Extension (revised geometry)
· Access 2 off Forest Drive Extension (revised geometry, new south
approach leg, signalised)
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· Class 4 route traversing the site, including access roundabout
and intersection with Odin Road Extension.
· Internal access road to new Orthotics & Prosthetics Clinic
(OPC) access
· Odin Road Extension / Thor Circle / Albatross Way (upgraded,
signalised)
· Internal roads including adjacent linear NMT infrastructure to
serve new erven/blocks
Phase 3
· Completion of Odin Road Extension to Voortrekker Road (upgraded,
signalised)
· Odin Road Extension / Voortrekker Road intersection (new,
signalised)
· Odin Road Extension / Class 4 road (signalised)
· Internal roads including adjacent linear NMT infrastructure to
serve new erven/blocks
In conclusion, the proposed local and major road infrastructure
upgrades for the Conradie BLMEP will mostly mitigate the traffic
impact of the development. The existing weekday peak congestion at
the affected intersection can however not be fully resolved.
It is recommended that the findings and recommendations of the Emme
4 Transportation detailed in this report be approved.
It is recommended that this TIA be approved by the City of Cape
Town.
It is recommended that the Odin Road Extension conceptual design
and transportation report, undertaken by Gibb, be accepted.
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1.1 BACKGROUND
..............................................................................................
1
1.2 SCOPE
...........................................................................................................
1
1.6 APPROVAL OF SUBMISSIONS
.....................................................................
6
2 LIAISON & DATA COLLECTION
.................................................7
2.1 LIAISON
.........................................................................................................
7
3 SITE LOCATION & SURROUNDING ROAD NETWORK ..........12
3.1 SITE
LOCATION...........................................................................................
12
3.3 SURROUNDING ROAD NETWORK
.............................................................
14
3.4 ROAD INFRASTRUCTURE CONDITION
...................................................... 16
4 SITE ACCESS, PARKING & INTERNAL ROAD NETWORK ....17
4.1 SITE ACCESS
..............................................................................................
17
PRIMARY ACCESS OFF FOREST DRIVE EXTENSION
............................... 17 ACCESS FROM FOREST DRIVE
EXTENSION VIA NEW CLASS 4 ROAD .. 19 SUMMARY
....................................................................................................
25 ACCESS VIA ODIN ROAD EXTENSION
....................................................... 25 ACCESS 4
– ROUNDABOUT ON INTERNAL CLASS 4 ROUTE ................... 27
ACCESS 5 – THOR CIRCLE
.........................................................................
27 SUMMARY
....................................................................................................
28
4.2 PARKING PROVISION
.................................................................................
28 BACKGROUND
............................................................................................
28 REDUCED PARKING PROVISION MOTIVATION
......................................... 29
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COMPARATIVE PARKING PROVISION
....................................................... 30 SHARED
PARKING
......................................................................................
31 PARKING MANAGEMENT & PAID PARKING
............................................... 31 SUMMARY
....................................................................................................
32
4.3 INTERNAL ROAD NETWORK
......................................................................
33
5 TRANSIT ORIENTED DEVELOPMENTS, PUBLIC & NON- MOTORISED
TRANSPORT ASSESSMENT..............................36
5.1 TRANSIT-ORIENTED DEVELOPMENT ASSESSMENT
............................... 36
BACKGROUND
............................................................................................
36 SUMMARY
....................................................................................................
37
5.2 PUBLIC TRANSPORT ASSESSMENT
......................................................... 38 BUS
SERVICES
............................................................................................
38 INTEGRATED RAPID TRANSIT
(MYCITI)..................................................... 40
FUTURE GABS AND MYCITI SERVICES INTEGRATION
............................ 42 TAXI SERVICES
...........................................................................................
42 EXISTING RAIL SERVICES
..........................................................................
43 FUTURE RAIL NETWORK
............................................................................
44 SUMMARY
...............................................................................................................
46 FUTURE RAIL SERVICES
............................................................................
47
5.3 NON-MOTORISED TRANSPORT (NMT)
...................................................... 47
COCT NMT PLANNING
................................................................................
48 PROPOSED CONRADIE BLMEP NMT PROVISION
..................................... 49
6 ODIN & AERODROME ROAD EXTENSION
..............................51
6.1 BACKGROUND
............................................................................................
51
6.2 EMME 4 TRANSPORTATION MODEL
......................................................... 51
MODEL UPDATE - SCOPE OF WORK
......................................................... 51
FINDINGS & RECOMMENDATIONS
............................................................ 52
SUMMARY OF RESULTS
.........................................................................................
52 CONCLUSIONS & RECOMMENDATIONS
................................................................
53
6.3 ODIN & AERODROME ROAD EXTENSION STUDY
.................................... 53
CONCEPTUAL TRANSPORT PLANNING STUDY - SCOPE OF WORK ....... 53
CONCEPTUAL DESIGN - SCOPE OF WORK
............................................... 54 FINDINGS
.....................................................................................................
54 FUNCTIONAL REQUIREMENTS OF THE PROPOSED ROAD
.................................. 54 PROPOSED ALIGNMENT
........................................................................................
55 DESIGN ELEMENTS AND CROSS
SECTIONS.........................................................
57
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7.1 EXISTING TRAFFIC FLOWS
........................................................................
60
7.2 LATENT TRAFFIC
........................................................................................
61
7.3 DEVELOPMENT TRIP GENERATION
.......................................................... 61
GENERAL
.....................................................................................................
61 APARTMENTS AND FLATS
..........................................................................
61 OFFICES
......................................................................................................
62 RETAIL / SHOPPING CENTRE
.....................................................................
62 FACILITIES (OTHER LAND-USES, SPORTS, CLINICS, ETC.)
..................... 62 EDUCATION
.................................................................................................
62
7.4 ADJUSTMENT FACTORS
............................................................................
63 MIXED USE DEVELOPMENTS
(MUD).......................................................... 63
LOW VEHICLE OWNERSHIP (LVO) & VERY LOW VEHICLE OWNERSHIP (VLVO)
...................................................................................
63 TRANSIT NODE OR CORRIDORS
............................................................... 63
SUMMARY
....................................................................................................
63
7.5 PEAK HOURS CONSIDERED
......................................................................
64
7.6 FREIGHT
TRANSPORT................................................................................
64
7.7 TRIP
SUMMARY...........................................................................................
65
RESIDENTIAL
...............................................................................................
69 COMMERCIAL AND RETAIL
........................................................................
70
7.10 TRAFFIC GROWTH RATE
...........................................................................
71
7.11 MODE SPLIT
................................................................................................
73
EMME 4 TRIP DISTRIBUTION
......................................................................
73 TRIP REDISTRIBUTION
...............................................................................
76
8 TRAFFIC IMPACT & CAPACITY ANALYSES
...........................79
8.1 SCENARIOS
.................................................................................................
79
FOREST DRIVE EXT. / CONRADIE ACCESS 1 / MUPINE ACCESS ............
80
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FOREST DRIVE EXT. / CONRADIE ACCESS 2 / ANFIELD VILLAGE ACCESS
.......................................................................................................
81 FOREST DRIVE EXTENSION / MUTUAL
ROAD........................................... 82 MUTUAL ROAD /
JAN SMUTS DRIVE
.......................................................... 82 JAN
SMUTS DRIVE / FOREST
DRIVE.......................................................... 83
ODIN DRIVE / THOR CIRCLE / ALBATROSS WAY
...................................... 83 ODIN DRIVE / VIKING WAY
..........................................................................
83 ODIN DRIVE / GUNNER’S CIRCLE
.............................................................. 84
VIKING WAY / SIPRES AVENUE
..................................................................
84 SIPRES AVENUE / GUNNER’S CIRCLE
....................................................... 85 VIKING
WAY / JAKES GERWEL DRIVE (M7)
............................................... 86 JAKES GERWEL
DRIVE (M7) / DENNEBOOM AVENUE (WEST)................. 86 JAKES
GERWEL DRIVE (M7) / DENNEBOOM AVENUE (EAST) ................. 87
DENNEBOOM AVENUE / SIPRES
AVENUE................................................. 87 JAKES
GERWEL DRIVE (M7) / VOORTREKKER ROAD ..............................
87 VOORTREKKER ROAD / 18TH AVENUE
..................................................... 88
VOORTREKKER ROAD / ODIN ROAD EXTENSION
.................................... 89 ODIN ROAD EXTENSION /
CONRADIE LOCAL ACCESS ROAD ................. 89 ACCESS ROUNDABOUT
.............................................................................
90
8.4 PHASED INTERNAL ROAD NETWORK REQUIREMENTS
......................... 90
9 DEVELOPMENT CHARGES & COST APPORTIONMENT .......92
9.1 DEVELOPMENT CHARGES
.........................................................................
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T A B L E S TABLE 1-1 CONRADIE BLMEP LAND-USE SUMMARY
..................................4 TABLE 4-1 FOREST DRIVE ACCESS
COMPARISON ................................... 21 TABLE 4-2
PROGRESSION COMPARISON
.................................................. 22 TABLE 4-3
CONRADIE BLMEP MINIMUM OFF-STREET PARKING
REQUIREMENTS
........................................................................
29 TABLE 4-4 COMPARATIVE SOCIAL HOUSING DEVELOPMENTS
............... 30 TABLE 4-5 SOCIAL HOUSING DEVELOPMENT PARKING
SURVEY
RESULTS (2015)
.........................................................................
31 TABLE 4-6 PROPOSED CONRADIE BLMEP PARKING PROVISION ............
32 TABLE 4-7 INTERNAL ROAD
NETWORK...................................................... 33
TABLE 6-1 REQUIRED ACCESS SPACING FOR ODIN DRIVE AND ODIN
DRIVE EXT.
.................................................................................
55 TABLE 6-2 ODIN ROAD EXTENSION DESIGN ELEMENTS
.......................... 57 TABLE 7-1 DEVELOPMENT TRIP
GENERATION: PHASE 1 ......................... 66 TABLE 7-2
DEVELOPMENT TRIP GENERATION: PHASE 1 + PHASE 2 ...... 67 TABLE 7-3
TOTAL DEVELOPMENT TRIP GENERATION: PHASE 1 + PHASE
2 + PHASE 3
................................................................................
68 TABLE 7-4 EXPECTED PEAK HOUR DEVELOPMENT TRIPS PER PHASE
(VEH/HR)
.....................................................................................
69 TABLE 7-5 EMME 4 RESIDENTIAL TRIP
GENERATION............................... 70 TABLE 7-6 EMME 4
RETAIL & COMMERCIAL TRIP GENERATION ............. 71 TABLE 7-7
TYPICAL TRAFFIC GROWTH RATES
......................................... 71 TABLE 7-8 TRAFFIC
GROWTH AT SELECTED ADJACENT INTERSECTIONS72 TABLE 7-9 CONRADIE
PROPORTIONAL DESTINATION WEIGHT PER
EMME MODEL MACRO ZONE
.................................................... 75 TABLE 7-10
EQUILIBRIUM SHIFT TRAFFIC VOLUMES - AM PEAK ...............
76
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F I G U R E S FIGURE 1-1 CONRADIE PROPOSED PHASING
...............................................5 FIGURE 2-1 COCT
ROAD NETWORK MASTERPLAN ......................................9
FIGURE 3-1 LOCATION OF THE SITE
............................................................ 12
FIGURE 3-2 AERIAL IMAGE OF THE SITE
..................................................... 13 FIGURE 3-3
PROCLAIMED PROVINCIAL ROAD NETWORK (2005) ............... 16 FIGURE
4-1 EXISTING ACCESS TO CONRADIE AND MUPINE ..................... 18
FIGURE 4-2 PROPOSED ACCESS 1 VIA FOREST DRIVE EXTENSION ........ 19
FIGURE 4-3 EXISTING ACCESS TO ANFIELD VILLAGE AND CLINIC
........... 20 FIGURE 4-4 APPROXIMATE ACCESS SPACING ON FOREST
DRIVE
EXTENSION
................................................................................
22 FIGURE 4-5 PROGRESSION ANALYSIS: FOREST DRIVE EXTENSION –
OPTION 1
....................................................................................
23 FIGURE 4-6 PROGRESSION ANALYSIS: FOREST DRIVE EXTENSION –
OPTION 2
....................................................................................
24 FIGURE 4-7 PROPOSED ACCESS OFF FOREST DRIVE EXTENSION
OPPOSITE ANFIELD
VILLAGE.................................................... 25
FIGURE 4-8 PROPOSED ACCESS 3 VIA ODIN ROAD EXTENSION (PHASE
1/2/3)
...........................................................................................
26 FIGURE 4-9 PROPOSED ACCESS 4 VIA CLASS 4 ROUTE
............................ 27 FIGURE 4-10 CURRENT COCT PUBLIC
TRANSPORT AREAS (PT1 & PT2) .... 28 FIGURE 4-11 CLASS 4
MOBILITY ROUTE - CROSS SECTION ........................ 34 FIGURE
4-12 INTERNAL ROADS - CROSS SECTION
...................................... 35 FIGURE 5-1 CONRADIE BLMEP
IN RELATION TO MUTUAL AND THORNTON
STATIONS
...................................................................................
37 FIGURE 5-2 COCT EXISTING PUBLIC TRANSPORT SERVICES (BUS &
TAXI)38 FIGURE 5-3 COCT FORMAL PT STOPS
......................................................... 39 FIGURE
5-4 PT STOPS ALONG FOREST DRIVE EXTENSION ...................... 40
FIGURE 5-5 COCT IRPTN PROPOSED IRT TRUNK AND FEEDER ROUTES 41
FIGURE 5-6 PRASA LOCAL METRORAIL NETWORK – DIAGRAMMATICAL . 43
FIGURE 5-7 NORTH-SOUTH CORRIDOR RAILWAY LINK
.............................. 45 FIGURE 5-8 OPTION 1D FUTURE RAIL
LINK ................................................. 46 FIGURE
5-9 NMT INFRASTRUCTURE ALONG FOREST DRIVE EXTENSION48 FIGURE 5-10
COCT NMT NETWORK PLAN
..................................................... 49 FIGURE 6-1
ODIN RD EXTENSION PROPOSED ALIGNMENT AND CROSS
SECTION LOCATIONS
................................................................ 56
FIGURE 6-2 SECTION 1 CROSS-SECTION - EXISTING ODIN ROAD (NO
ON-
STREET PARKING)
.....................................................................
58 FIGURE 6-3 SECTION 2 CROSS-SECTION – EXISTING ODIN ROAD
(ON-
STREET PARKING
PRESENT).................................................... 58
FIGURE 6-4 SECTION 3 CROSS-SECTION - JEWISH CEMETERY
................ 59 FIGURE 6-5 SECTION 4 CROSS-SECTION - MAITLAND
CEMETERY ........... 59 FIGURE 7-1 AGGREGATED DESTINATION DESIRE
LINES FROM CONRADIE
BLMEP
.........................................................................................
74 FIGURE 7-2 FULL CONRADIE DEVELOPMENT – ROAD NETWORK
VOLUME/CAPACITY RATIOS
..................................................... 77
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FIGURE 8-1 PROPOSED PHASE 1 INTERNAL ROAD NETWORK & EXTERNAL
ACCESS REQUIREMENTS ...................................... 91
FIGURE 10-1 ACCESS 1 OFF FOREST DRIVE EXTENSION
............................ 98 FIGURE 10-2 ACCESS 2 OFF FOREST
DRIVE EXTENSION ...... 98
FIGURE 10-3 INTERNAL
ROUNDABOUT..........................................................
99 FIGURE 10-4 ODIN ROAD EXTENSION / THOR CIRCLE / ALBATROSS WAY .
99 FIGURE 10-5 ODIN ROAD EXTENSION / VOORTREKKER ROAD
................. 100
FIGURE 10-6 CLASS 4 ACCESS ROUTE OFF ODIN ROAD EXTENSION
..............................................................................
101
A P P E N D I C E S APPENDIX A MINUTES OF TCT MEETINGS
APPENDIX A-1 MINUTES OF MEETING HELD WITH TCT, 13/10/2015 APPENDIX
A-2 MINUTES OF MEETING HELD WITH TCT, 08/12/2015 APPENDIX A-3
MINUTES OF MEETING HELD WITH TCT, 15/01/2016 APPENDIX A-4 MINUTES
OF MEETING HELD WITH TCT, 18/03/2016
APPENDIX B URBAN DESIGN LAYOUT APPENDIX C AERIAL PHOTOGRAPHS OF
INTERSECTIONS APPENDIX D STUDY AREA APPENDIX E TRANSPORT MODEL
REPORT & RESULTS APPENDIX F TRAFFIC COUNT LOCATIONS APPENDIX G
TRAFFIC VOLUME FIGURES APPENDIX H EXISTING INTERSECTION GEOMETRIES
(SIDRA) APPENDIX I CAPACITY ANALYSIS RESULTS (SIDRA) APPENDIX J
PROPOSED INTERSECTION GEOMETRIES (SIDRA) APPENDIX K COCT
DEVELOPMENT CHARGE DRAFT CALCULATIONS APPENDIX L ODIN/AERODROME
ROAD EXTENSION CONCEPTUA LDESIGN
APPENDIX L-1 PROPOSED ALIGNMENT & SERVICES APPENDIX L-2
PROPOSED CROSS SECTIONS
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Conradie Better Living Model Exemplar Project WSP | Parsons
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1 INTRODUCTION
1.1 BACKGROUND
WSP Group Africa (Pty) Ltd (WSP) has been appointed as part of a
Transaction Advisory Team by the Provincial Government of the
Western Cape (PGWC) to undertake a Traffic Impact Assessment (TIA)
of the proposed Conradie Better Living Model Exemplar Project
(BLMEP).
The Western Cape Provincial Cabinet has identified the Conradie
Integrated Better Living Model Game Changer intervention. The
“Integrated Better Living” Model seeks to efficiently design, fund
and develop the former Conradie Hospital site with residentially
led, integrated and affordable development with the intention of
establishing key replicable levers to unlock state property.
This report assesses the transport and traffic related impact of
the Conradie BLMEP, with an urban design layout contained in the
report: Conradie Better Living Model Scoping Report, dated April
2016.
The purpose of this report is to consider the traffic impact that
the proposed land-use rights will have on the surrounding road
network, and to propose mitigating measures to address these
impacts.
1.2 SCOPE
1.2.1 Traffic Impact Assessment
The WSP project brief entails undertaking a TIA of the ultimate
development, including liaison with the relevant line department of
the City of Cape Town, namely Transport for Cape Town (TCT).
The Scope of the TIA was confirmed by TCT officials in meetings
held on 13 October 2015, 8 December 2015 and 15 January 2016. The
scope is in-line with the requirements of the relevant National
Standards, namely the South African Committee of Transport
Officials (COTO), TMH 16, Volume 1 & 2, South African Traffic
Impact and Site Traffic Assessment Manual, Version 1.0, August
2012. The COTO TMH17 South African Trip Data Manual, Version 1.01
of September 2013 was used as basis to determine the trip
generation of the development.
The minutes of the relevant meetings are included in Appendix
A.
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1.2.2 Odin/Aerodrome Road Extension study & Transportation
Modelling
Refer to Chapter 6 for the details of these 2 studies, undertaken
by separate sub-consultants in support of this TIA.
1.3 PREVIOUS SUBMISSIONS
1.3.1 Previous Submissions
A TIA was undertaken by the then Arcus GIBB for the previously
proposed Central Park Development that was to be located on the
Conradie site. The TIA, title “Central Park Development Traffic
Impact Assessment, Report No. J26242A”, dated December 2006; was
submitted to the City of Cape Town in 2006. The Central Park
development was subsequently cancelled and the TIA was not
approved.
The GIBB TIA identified that a portion of the proposed
Odin/Aerodrome Road Extension and a local distributor over the site
will be required for the Central Park development. GIBB undertook a
study on behalf of the CoCT to determine the conceptual alignment
of the proposed Aerodrome Road Extension, titled “Aerodrome Road
Conceptual Design, Conceptual Transport Planning Study, Preliminary
Assessment, Report No. J26242”, dated November 2007.
The study identified 3 route options and Option 3 was subsequently
accepted by CoCT. The route alignment of the Odin/Aerodrome Road
Extension and a local distributor over the Conradie site is shown
on the CoCT's Public Right of Way Metropolitan Road Network, Plan
No. RD 1-1, dated August 2013. Also refer to Section 2.3.1
The Conradie BLMEP TIA is therefore the first TIA submission for
the Conradie BLMEP development.
1.3.2 Approvals received
The Central Park project was cancelled and the GIBB TIA was never
formally approved.
1.4 EXTENT OF THE DEVELOPMENT The Conradie BLMEP will be a
residentially-led high density development, refer to the urban
design layout attached in Appendix B. The land-uses that will be
applied for per development phase in the rezoning application are
listed in Table 1-1. The TIA considers the mitigating measures
required per phase and for the ultimate development, to accommodate
the expected traffic impact on the surrounding road network.
It is intended to rezone the site to sub-divisional area in terms
of the City of Cape Town Planning Bylaw of 2015. The future
developer will then submit SDP’s and sub-divisional plans for each
portion of the development.
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For the purposes of the capacity analysis the following was
considered in the traffic study:
· Residential (Total) 3,603 dwelling units
o Grant funded housing 1,723 dwelling units
o Open-market housing 1,880 dwelling units
· Offices 14,680 m2 GLA
· Retail 10,192 m2 GLA
· Other (Community hall, schools, etc.) 5,066 m2
o Schools +/- 1 540 learners (2 schools)
The trip generation and capacity analysis was based on the above
land-use mix, as per the Development Framework of December 2015.
The revised land-use mix, detailed below, will result in a slightly
lower trip generation for the Conradie BLMEP, primarily due to the
total number of grant funded and open market housing units that has
changed. The trip generation in this TIA is therefore
conservative.
The land-use was nominally revised subsequent to the various impact
assessments that were undertaken. The Development Framework and the
Rezoning application dated July 2016 now contain the following
land-use mix:
o Grant funded housing 1,805 dwelling units
o Open-market housing 1,800 dwelling units
· Total residential 3,605 dwelling units
· Offices 14,714 m² GLA
· Retail & service industry 9,588 m² GLA
· Education 4,148 m² GLA
2 x schools with 770 learners each
· Other 2,763 m² GLA
Hall, admin office, sports hall, public open space.
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SUMMARY
R es
id en
tia l1
(A ve
si ze
:4 5
m 2 )
R es
id en
tia l2
(A ve
si ze
:5 8
m 2 )
R es
id en
tia l3
(A ve
.s iz
e: 80
m 2 )
To ta
lR es
id en
tia lU
ni ts
Fa ci
lit ie
s (2
x Sc
ho ol
Unit of measure m2 No. of units m2
Phase 1 65 025 89 760 76 969 496 142 71 708 111 390 56 1 265 1 904
4 148 5 840 11 892
Phase 2 20 750 44 100 37 485 207 59 30 295 86 302 43 726 0 0 0
0
Phase 3 80 350 115 980 99 129 561 160 80 801 162 569 82 1 614 2 244
5 440 8 874 16 558
Public Open Space (Excl. roads
53 875 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 220 000 249 840 213 584 1 264 361 181 1805 359 1260 181 3 605
4 148 9 588 14 714 28 450
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1.5 PHASING OF THE DEVELOPMENT It is proposed to develop the
Conradie BLMEP in 3 phases, with Phase 1 construction programmed to
start no later than 1 April 2018. Refer to Figure 1-1 for the
proposed phasing of the site. The estimated roll-out period is not
known, however the following was assumed for the purposes of the
TIA:
· Phase 1: 2018 - 2019
· Phase 2 2020 - 2021
· Phase 3 2022 – 2025
Figure 1-1 Conradie Proposed phasing Source: ARG
A revised phasing approach may be considered, based on an 80% and
subsequent 20% land release scenario, pending the outcome of
further discussions between the Client and the City of Cape Town.
This relates to the implementation timeframe of the Odin Road
Extension to Voortrekker Road in support of the development.
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The City could potentially approve a single phased development with
the release of 80% of the bulk of the site for construction, and
the balance (20%) on condition that the Odin Road Extension to
Voortrekker Road is in place.
1.6 APPROVAL OF SUBMISSIONS
This report will be subject to approval from the relevant roads
authorities, and will be submitted to the following authorities as
part of the rezoning process:
· City of Cape Town - Transport for Cape Town: Transport Impact
Assessment & Development Control.
· City of Cape Town - Transport for Cape Town: Infrastructure
Management & Investment.
· Department of Transport and Public Works: Western Cape
Government.
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2 LIAISON & DATA COLLECTION
2.1 LIAISON Various discussions were held with Transport for Cape
Town and City of Cape Town Land- use management officials. Refer to
Section 1.2.1 for the full record of liaison.
2.2 SITE VISITS
Various site visits were conducted from September 2015 to February
2016, and the following was confirmed:
· Layouts of Intersections considered in the study.
· Intersection control for relevant intersections.
· Presence of existing public transport and non-motorised transport
facilities.
· Appropriateness of recommended site accesses.
A set of aerial photos is included in Appendix C depicting the
affected intersections. Detailed traffic counts were undertaken at
all the affected intersections, refer to Section 7.
2.3 ROAD NETWORK & MASTER PLANNING
2.3.1 Municipal planning
The City of Cape Town’s existing and planned metropolitan road
network map shows 3 future road sections that will have an impact
on the Conradie BLMEP site. Refer to Figure 2-1 for an extract of
the planned road network map, Plan No. RD-1.1, dated August
2013.
Frans Conradie Drive Extension The CoCT plans to extend Frans
Conradie Drive (M25) westwards from Jakes Gerwel (M7) to the Sable
Road interchange with National Road N1. This future extension will
have a wide scale network effect, including improved network
accessibility to the Conradie BLMEP, when the remaining portion of
the proposed Aerodrome Road (from Voortrekker Road to Frans
Conradie Road Extension) is constructed.
The time-frame for the implementation of these links are unknown,
and is dependent on numerous factors, including funding and access
to the future Wingfield Development.
Forest Drive Extension
A further extension of Forest Drive Extension is planned from its
current intersection with Plane Avenue, following an east-west
alignment on the Heldersig Road alignment, to a crossing under
Vanguard Drive (M7) adjacent to the Northern railway line. The
route then
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follows a north-south alignment adjacent and east of Vanguard Drive
to the intersection with Denneboom Avenue at the Grand West Casino
entrance. The road reserve for this link has not been
established.
Odin & Aerodrome Road Extension Odin Drive is a short road
section from a signalised intersection with Viking Way terminating
in a cul-de-sac directly adjacent to the Elsies River canal. It is
classified as a Class 3 Secondary Arterial. A future extension of
the route is planned as a Class 3 Secondary arterial, along the
following basic alignment:
· Continue from current cul-de-sac termination of Odin Road.
· Bridge crossing over the Elsies River canal.
· Follow an east-west alignment over the Jewish Cemetery.
· Turn northwards and follow a north-south alignment along
Rooikrans Road.
· A single bridge crossing over Forest Drive Extension, between to
separate building of the First on Forest Residential complex and
the railway lines. Note that no access will be possible to Forest
Drive Extension. A reserve has been registered over the residential
complex.
· Continue along an existing internal access road on a north-south
alignment over the Maitland Cemetery.
· At-grade intersection with Voortrekker Road at an existing
intersection.
· Continue northwards over the Wingfield site. The alignment over
the site has not been formally accepted, as various environmental
and land-claim issues exist on the property.
· From there it is planned as the future Aerodrome Road Extension
linking to a future westward extension of Frans Conradie Drive and,
ultimately, to the N1 Freeway at the Sable Road interchange.
The road reserves for the future Odin Drive extension and Aerodrome
Road Extension has not been established, except for a short section
from the current end of Odin Road to the Elsies Kraal River canal
and over the First on Forest residential complex.
Local access road A future, Class 4 Local Distributor is shown
traversing the site on an east-west alignment from a point located
on the future Odin Road extension north-west of the canal, to
Forest Drive Extension at or near the existing access to the
site.
The road reserve for this link has not been established, and will
be required as part of the internal road network of the Conradie
BLMEP.
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Figure 2-1 CoCT road network masterplan Source: City of Cape
Town
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The following CoCT upgrades are planned to the local road network
in future:
Jan Smuts Drive The section of Jan Smuts Drive from Sunrise Circle
eastwards is a single carriageway with 1 lane per direction. It is
proposed to upgrade this 600m section to a dual carriageway with 2
lanes per direction.
The section of Jan Smuts Drive south of the Viking Way interchange
to north of the N2 freeway interchange is a single carriageway with
1 lane per direction. It is proposed to upgrade this 2,0 km section
to a dual carriageway with 2 lanes per direction.
The future upgrade will be determined by traffic demand needs and
funding availability.
Jakes Gerwel Drive (M7) Jakes Gerwel Drive is planned as a Class 1
Freeway between the N1 and N2 freeway interchanges. All major
existing accesses will become grade separated. The future upgrade
will be determined by traffic demand needs and funding
availability.
Viking Way The section of Viking Way between the Odin Road and
Sipres intersections is a single carriageway with 1 lane per
direction. It is proposed to upgrade this 1,0 km section to a dual
carriageway with 2 lanes per direction. The future upgrade will be
determined by traffic demand needs and funding availability.
2.3.2 Planned Provincial and National Roads
There are no planned provincial or national roads in the vicinity
of the site or the greater study area.
2.3.3 Latent Developments
The only known latent development in the vicinity of the site that
may have an impact on the local road network is the proposed Mupine
residential development. The development will be located on a
portion of Erf 4211, located to the north of the site along Forest
Drive Extension, with access off Forest Drive Extension.
This development has not been approved by the City of Cape Town,
and the TIA undertaken by Royal HaskoningDHV (Draft, dated 23 June
2015), has not been formally submitted to TCT. A brief overview of
the TIA confirms the following with regards to the proposed Mupine
development, regarding the development:
· The proposed development is targeting 800 residential units, of
which 50% will be Social housing and 50% Gap housing.
· The developer is a Social Housing Institute (SHI) with support
funding from Old Mutual with an arrangement to provide
accommodation for Old Mutual employees.
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· A previous development attempt on the site targeted 515 middle
income residential units. This was however abandoned due to the
impact of increased traffic congestion on the adjacent already
congested road network.
· The TIA motivates for a PT2 zoning and propose to provide less
parking per residential unit and therefore be far less reliant on
private transport.
· Reference is made to 2 other social and gap housing developments
within Cape Town, also located close to public transport hubs,
namely Steenvillas in Steenberg and Drommedaris in Brooklyn.
Despite the provision of 0.57 parking bays per residential unit,
the actual take-up of available parking at these developments is
approximately 0.24 bays per unit.
· The TIA suggests that limited road infrastructure upgrades will
be required, except the signalization of the Forest Drive Extension
access intersection, and a footbridge link to Mutual station.
· The TIA proposes a parking provision rate of 0.5 bays/dwelling
unit for gap housing, and 0.3 bays /dwelling unit for social
housing.
· The TIA motivates for Travel Demand Management (TDM) to be
implemented which will include:
o PT2 parking allocations independent of the residential
units.
o Rental only option of the available parking bays.
o Inclusion of NMT routes for pedestrians and cyclists on Forest
Drive.
o Provision of retail and amenities close to the development.
o Provision of bicycle lock-up facilities and ablutions and shower
facilities.
o Scheduled lifts clubs.
o Upgrade lighting and encourage active street and shop
fronts.
It should be noted that the proposed signalised access off Forest
Drive Extension to the Mupine development will impact the future
access to the Conradie BLMEP site, this is discussed in more detail
in Section 8 - Capacity analysis.
The Mupine Development was not considered further with regards to
latent right, as its development horizon is unknown and the
rezoning and development rights has not been applied for or
approved.
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3.1 SITE LOCATION
The site is Erf 112657, located between the suburbs of Pinelands,
Thornton and Maitland, approximately 9,0 km east of the Cape Town
CBD. It is located between the Elsies Kraal River canal to the
south-east, the Central railway line to the west and Forest Drive
Extension to the north. Refer to Figure 3.1 for the Locality plan
and Figure 3.2 for an aerial photograph of the site.
Figure 3-1 Location of the site Source: GoogleMaps
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Figure 3-2 Aerial image of the site Source: City of Cape Town
3.2 DETERMINATION OF THE STUDY AREA
The study area was determined with the following COTO TMH 16 Volume
1 recommendations:
· “Class 4 and 5 roads in the vicinity of the development up to the
first Class 1 to 3 roads that can be reached by the Class 4 and 5
road network from the development, up to and including the first
connection(s) on the Class 1 to 3 roads.
· The elements shall be restricted to those within a maximum
distance of 1.5km from the accesses to the site, measured along the
shortest routes to the accesses, provided that there is at least
one intersection within this distance. Where there is no such
intersection, the distance will be extended to include at least one
intersection.’’
TMH 16 also states that judgement should be used in selecting the
intersections considered and therefore specific elements like
extent of the development were also considered. A larger
development will by its nature require a wider study area to be
considered while for a smaller development the opposite will be
true. The study area and affected intersections of this TIA is
shown in Appendix D, and takes the above principles into account.
The Scope of the study was also confirmed by TCT, refer to Section
1.2.1.
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3.3 SURROUNDING ROAD NETWORK The following roads are impacted by
the proposed development and are detailed below:
Forest Drive Extension
· It is a proclaimed Provincial Main Road, No. 180, refer to Figure
3.3.
· It is classified as a Class 3 Secondary Arterial and it is a
public transport route (bus and taxi).
· It is a 2-lane single carriageway road with 3.2 m wide lanes with
an 18 m wide road reserve.
· A surfaced sidewalk is located on the northern side of the road,
and painted bicycle lanes of approximately 1.0 m wide is located
along both road edges.
Odin Drive · It is classified as a Class 3 Secondary
Arterial.
· Odin Drive is a short section of road from a signalised
intersection with Viking Way, terminating in a cul-de-sac adjacent
and south of the canal.
· It is a 2-lane single carriageway road with 3.2 m wide lanes,
with a 20 m wide road reserve.
Thor Circle · It is classified as a Class 4 local
distributor/collector.
· Thor Circle forms a circular route from a 4-way stop controlled
intersection with Odin Drive and Albatross Extension through the
industrial area of Viking Park.
· It is a 2-lane single carriageway road with 3.2 m wide lanes with
a 16 m wide road reserve.
Viking Way (M16)
· It is a proclaimed Provincial Main Road, No. 119, refer to Figure
3.3
· It is classified as a Class 2/3 Expressway, and is a public
transport route (bus and taxi).
· It is a 4-lane dual carriageway road in the vicinity with Odin
Drive, with 3.2 m wide lanes and a 90 m wide road reserve.
· A surfaced sidewalk is located on the northern side of the road,
and painted bicycle lanes of approximately 1.0 m wide is located
along both road edges.
Jan Smuts Drive (M17)
· It is a proclaimed Provincial Main Road, No. 149, refer to Figure
3.3
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· It is classified as a Class 2 Primary Arterial and is a public
transport route (bus and taxi).
· It is a 4-lane dual carriageway road, with 4.0 m wide lanes and a
40 m wide road reserve.
Mutual Road · It is a proclaimed Provincial Main Road, No. 180,
refer to Figure 3.3
· It is classified as a Class 5 local access road and is a public
transport route (bus and taxi).
· It is a short (150 m) road between Jan Smuts Drive and Mutual
station.
· It is a 2-lane single carriageway road with 3.0 m wide lanes with
a 12 m wide road reserve.
Voortrekker Road (R102)
· It is a proclaimed Provincial Main Road, No. 159, refer to Figure
3.3
· It is classified as a Class 3 Secondary Arterial and is a public
transport route (bus and taxi).
· It is a 4-lane single carriageway road, with 3.0 m wide lanes and
a 20 m wide road reserve.
· A surfaced sidewalk is located on the southern side of the
road.
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Figure 3-3 Proclaimed Provincial road network (2005) Source:
PGWC
3.4 ROAD INFRASTRUCTURE CONDITION The condition of the road network
in the study was not technically assessed, as it falls outside the
scope of this study. The external roads are generally in a moderate
to good condition.
The internal roads are in a poor condition, with no road signs,
road markings, street lighting or surfaced sidewalks present. The
extent and condition of services (storm water, etc.) has also not
been determined.
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4.1 SITE ACCESS
Access spacing was determined to be in-line with the Western Cape
Government’s Road Access Guidelines (RAG) of 2002, as well as the
COTO SA Road Classification and Access Management Manual, dated
August 2012. In terms of RAG, the Conradie BLMEP is regarded as
“Urban” with the proposed density in excess of 100,000 m²/ha.
Forest Drive Extension is classified as a Class 3 Arterial, however
due to the lower density development to the north of it, RAG
classifies it as a Class 3 Distributor (Suburban).
Vehicle and NMT access to the Conradie BLMEP is proposed as
follows:
PRIMARY ACCESS OFF FOREST DRIVE EXTENSION
A primary access will be located off Forest Drive Extension at the
existing exit only road from the site. The access will be
signalised, refer to the capacity analysis in Chapter 8 and Figure
4-1 and Figure 4-2.
The access will be located directly opposite the Mupine access to
form a standard 4-leg intersection. The Mupine access will have to
be relocated approximately 10 m westwards to allow this. The
Conradie access cannot be located elsewhere due to the heritage
buildings located between the current entrance and exit roads. The
heritage buildings must be retained, and the walls adjacent to exit
may have to be rebuilt due to their heritage value. The existing
entrance only road onto the site will be utilised as an NMT-only
access.
Access 1 will be located approximately 510 m from the Forest
Drive/Mutual Road signalised intersection. RAG recommends an access
spacing of 540 m for signalised intersections on a District
Suburban Distributor. COTO recommends an access spacing of 600m
(+/- 20%) between urban signals on a Class 3 route, therefore a
minimum of 480 m. Access 1, when signalised in future, will
therefore adhere to COTO Standards, but will fall outside RAG
guidelines.
It is hereby motivated that the sub-standard access spacing from
the Mutual Road intersection to Access 1 should be considered
favourably by CoCT, as this access should be retained given the
internal road layout of the development and heritage buildings. The
internal road layout will also be largely retained due to their
Heritage value. Access 1 cannot be located further east along
Forest Drive Extension, as the sub-standard spacing between Access
1 and Access 2 will be worsened.
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Signalisation of this intersection will only be required when the
Mupine Development is implemented.
Figure 4-1 Existing access to Conradie and Mupine Image source:
City of Cape Town
Heritage building
Mupine access
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ACCESS FROM FOREST DRIVE EXTENSION VIA NEW CLASS 4 ROAD
A second intersection is proposed on Forest Drive Extension. This
intersection is required as the northern termination of the CoCT
proposed Class 4 route between Forest Drive Extension and the
future Odin Road extension over the canal. The access will be a
standard 4-leg signalised intersection, refer to the capacity
analysis in Chapter 8.
Secondary accesses are proposed off this new Class 4 route via
left-in left-out accesses and a roundabout. Refer to the urban
design layout in Appendix B and Figure 4-3.
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Figure 4-3 Existing access to Anfield Village and Clinic Image
source: City of Cape Town
There are 2 possible locations for this access intersection,
briefly compared below. Refer to Table 4-1 and Figure 4-3.
1. Directly opposite the main access to the Anfield Village
residential development.
2. Directly opposite the secondary access to the Anfield Village
residential development.
Main access
Anfield Village
Secondary access
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Opposite Anfield Village main entrance
Option No. 2 Opposite Anfield Village
secondary entrance
ADVANTAGE No alteration to Anfield Village primary access
required
DISADVANTAGE Anfield Village primary access to be relocated to
secondary access
ADVANTAGE Spacing to Access 1 +/- 265m: improved progression along
Forest Drive Ext.
DISADVANTAGE Spacing to Access 1 +/- 200 m, poorer
progression
ADVANTAGE No separate land parcel created
DISADVANTAGE Land parcel created between Class 4 & Orthotic
Clinic – may be useable as a public transport facility.
The access spacing between Access 1 and Access 2 will be
approximately 200 m. Although this access spacing is sub-standard
for signalised intersections along a Class 3 road, the
rationalisation of accesses (the Clinic), will decrease the number
of access points off Forest Drive Extension, thereby improving the
mobility function of the road.
The COCT proposed that the existing access off Forest Drive
Extension to the adjacent Orthotic and Prosthetic Clinic (OPC) be
closed in order to rationalise the number of accesses off Forest
Drive Extension. Access to the clinic will be provided via the
Conradie site’s internal road network. The CoCT should consider
converting the secondary access to Anfield Village to a left-in
left-out (LILO) access by constructing a median island along Forest
Drive Extension as part of the intersection upgrade. This will
further improve the mobility function of the road. This proposal
should be considered as a separate matter between client, CoCT and
the owners of Anfield Village.
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Figure 4-4 Approximate access spacing on Forest Drive Extension
Image source: City of Cape Town
The relocation of the Anfield Village main access may not be
achievable and will have a cost implication. Option 1 is therefore
favoured although it will result in decreased progression of
through traffic along Forest Drive Extension. A high-level
progression analysis was therefore undertaken to test the 2-way
mobility of the route given the access options. Refer to Table 4.2
and Figure 4.4 and 4.5.
Table 4-2 Progression comparison
OPPOSITE ANFIELD VILLAGE MAIN ENTRANCE
OPPOSITE ANFIELD VILLAGE SECONDARY ENTRANCE
WEST TO EAST PROGRESSION (% OF MAXIMUM POSSIBLE) 34% 46%
EAST TO WEST PROGRESSION (% OF MAXIMUM POSSIBLE) 44% 44%
Mupine access
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Figure 4-5 Progression analysis: Forest Drive Extension – Option 1
Software source: AutoSync (Dr John Sampson)
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Figure 4-6 Progression analysis: Forest Drive Extension – Option 2
Software source: AutoSync (Dr John Sampson)
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Summary
Signalisation of the western access will only be required when the
Mupine development is implemented. Acceptable progression will be
achievable for both intersection spacing options when signalisation
is implemented.
Option 1 is regarded as the most feasible location for the new
Forest Drive Extension and Class 4 road intersection, given the
various factors (access spacing, Anfield Village access relocation
& land-use). Refer to Figure 4-7 for a conceptual layout of the
intersection.
Figure 4-7 Proposed Access off Forest Drive Extension opposite
Anfield Village
ACCESS VIA ODIN ROAD EXTENSION
An access intersection of the new Class 4 Local Distributor via the
Conradie site and Odin Road Extension is proposed. Refer to Figure
4-5 and Figure 4-6. This intersection will provide access to Viking
Way via Odin Drive over the canal. The access will be signalised
and located 530 m from the Odin Road/Thor Circle intersection. The
southbound access spacing is therefore acceptable. The access
spacing to the future Aerodrome Road/Voortrekker Road intersection
will be over 1000 m, and is therefore acceptable.
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It should be noted that a short section of Odin Road Extension over
the canal to the local access road is required for Phase 1 of the
Conradie BLMEP development, and the remaining portion to
Voortrekker Road will only be required for Phase 3. It is
recommended that the ultimate geometry be constructed, and not an
interim geometry for Phase 1 and Phase 2.
Refer to the capacity analysis in Chapter 8 and Figure 4-8.
Figure 4-8 Proposed Access 3 via Odin Road Extension (Phase
1/2/3)
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ACCESS 4 – ROUNDABOUT ON INTERNAL CLASS 4 ROUTE
A roundabout is proposed along the internal Class 4 route, to
provide a new access to the adjacent Orthotic clinic and to the
internal road network of the Conradie BLMEP. Refer to Figure
4-9.
Figure 4-9 Proposed Access 4 via Class 4 route
ACCESS 5 – THOR CIRCLE
An NMT access is proposed to Thor Circle and onto Odin Road and
Viking Way via a pedestrian bridge over the realigned canal.
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SUMMARY
The proposed geometries of the primary internal and external access
intersections are discussed in more detail in Chapter 8: Capacity
analysis. The spacing, location and geometries of the accesses to
the future internal erven must be assessed when these individual
erven are developed.
4.2 PARKING PROVISION
BACKGROUND
The Conradie BLMEP will apply for a parking departure from the
current City of Cape Town Zoning Scheme Regulations (CTZS) of
November 2012. The site does not currently fall within a PT1 or PT2
zone, as per the latest designated PT1/PT2 area map, refer to
Figure 4.10.
·
The CoCT stated that they will normally allow 0.5 parking bays per
dwelling unit for social or low cost housing units, and 1.0 parking
bays (residents and visitors) for other dwelling units (flats).
Refer to Table 4-3 for the parking requirements of the Conradie
BLMEP as per these requirements.
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SUMMARY
4 bay / 100 m² GLA
0.5 per dwelling unit
0.75 per dwelling unit + 0.25 per dwelling unit for visitors
Phase 1 209 376 262 108 378 54 1386
Phase 2 0 0 126 70 247 35 478
Phase 3 198 211 474 197 692 99 1872
Total 408 587 861 375 1316 189 3737
*Exact Retail, Office & service industry mix to be
confirmed.
Table 4-3 shows that approximately 3,737 off-street parking bays
will be required, and the majority (73,4%) is for the residential
component of the development.
REDUCED PARKING PROVISION MOTIVATION
A parking reduction is proposed and hereby motivated for, in-line
with TOD principles and the reduced trip generation rates used to
calculate the development’s vehicle trip generation. Also refer to
Chapter 5 (TOD’s) and Chapter 7 (Trip generation). The following is
noted regarding the land-use mix of the Conradie BLMEP:
· Approximately 48% of the residential units (1723 units) will be
Grant Funded with an average size of 43 m², aimed at the low income
market. These residential units will therefore have Very Low
Vehicle Ownership (VLVO), as defined in TMH17.
· The balance of the residential units (1880 units) will have an
average size of 45 m² to 80 m², and will be open market units.
These units will be aimed at the lower to middle income residential
market, and is also expected to be characterised by reduced vehicle
ownership - Low Vehicle Ownership, (LVO).
· On-street parking will be provided along the bulk of the new
internal road network. The on-street parking can accommodate a
large proportion of the parking requirements of the development,
including pick-up and drop-off areas for public transport (mini-bus
taxis), loading zones, etc. The estimated number of on-street
parking bays that will be created is 511 bays, subject to the final
detail design of the internal road network. Due to the isolated
location of the development, the on-street parking bays will only
be utilised by the residents and visitors of the Conradie BLMEP,
and will not be not for general public parking. The on-street
parking provision should therefore be considered as part of the
total parking requirements of the development.
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· The Education and Other land-uses were not considered in the
parking provision calculations, as trips to these will primarily be
NMT and will be generated within the development. Some parking
provision for the educational facilities will be accommodated
within the mixed-use zones, as it is proposed that the 2 schools
are incorporated in the building layouts and not as conventional
stand-alone facilities.
· The provision of basement parking is not a feasible option on the
site. The high water table on-site will require extensive
mitigating measures for basement construction, and it is therefore
too expensive to construct. Multi-level parkades are also not a
feasible option due their cost in relation to the proposed low to
middle income mixed- use nature of the development.
· It is proposed to provide at-grade surface parking within each
development erf. A high-level assessment indicates that a total of
1490 off-street bays can be provided.
· Combined trip generation reduction factors per land use will be
used, refer to Section 7.4, as the development will be within
walking distance from a major transit node (Mutual Stations), the
development will be mixed-use and the residential land-uses will
all low or very low vehicle ownership, as define in TMH17.
· The NMT link to Mutual Station is sufficient, however it is
recommended to improve it and to provide an additional link from
the development’s north-western corner directly onto Forest Drive
Extension. NMT access is not currently possible at this location
due to the level of the Forest Drive Extension road over railway
bridge.
COMPARATIVE PARKING PROVISION In support of the proposed reduction
in parking provision, comparative social housing developments in
Cape Town were assessed from previous studies. A parking assessment
was undertaken by Africon on behalf of Jac Snyman Architects, in
support of reduced parking provision for the proposed New Community
Residential Units (CRU’s) to be located in Langa, Cape Town.
The report studied the following developments, refer to Table
4.4.
Table 4-4 Comparative social housing developments
D EV
EL O
PM EN
T TY
ED
Social rental Joe Slovo 1 Off Bhunga Avenue, Langa 2005 705 0.50
Informal only
Social rental Drommedaris Koeberg Road, Brooklyn 2010 219 1.25
226
Social rental Steen Villas Military Road, Steenberg 2009 450 0.55
248
The parking survey results are listed in Table 4.5. The report
states that the surveys were undertaken after hours during weekday
evenings to ensure maximum normal occupancy.
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Table 4-5 Social housing development parking survey results (2015)
N
A M
Joe Slovo 1 705 Informal only 0.50 121 0.17 34%
Drommedaris 219 226 1.25 78 0.28 22.4%
Steen Villas 450 248 0.55 106 0.24 43.6%
The above actual parking ratios indicate that the parking provision
at all the surveyed developments is excessive.
It is therefore argued that a parking reduction should be supported
for the social housing component of the Conradie BLMEP, as the
comparative parking surveys support this.
SHARED PARKING The land-use mix and distribution within the
Conradie BLMEP lends itself to shared parking. Refer to the urban
design layout.
The majority of the erven will be mixed-use with retail and
office/service land-uses on the ground and lower levels and
residential units on the upper levels. The off-street parking and
adjacent on-street parking can therefore be shared, where the
resident will utilise the parking during the evenings and weekends,
and the commercial land-uses can utilise the parking during normal
business hours.
It is proposed that 90% of the retail and office parking
requirements can be shared with the residential bays, therefore 10%
of the non-residential parking bay requirements will be
provided.
PARKING MANAGEMENT & PAID PARKING Parking management will form
an integral part of the management of the Conradie BLMEP. Some
general parking requirements are listed below. All parking
management must adhere to the City of Cape Town’s Parking By-law of
2010.
Paid parking will be an essential component of the parking
management system. This must extend to off-street and on-street
parking. The City will therefore have to regulate the internal
on-street parking to avoid spillover problems that could result if
residents use on-street parking to avoid paying for off-street
parking.
The provision of less than a single bay per dwelling unit,
depending on dwelling type, also means that no dwelling unit will
be able to be allocated with a specific parking bay.
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SUMMARY
It is proposed to reduce the residential parking provision in-line
with the expected trip generation reduction as per TMH17, and
comparative social housing developments. It is further recommended
to utilise conventional parking provision rates for retail and
office land- uses. Refer to Table 4-6 for the proposed parking
provision of the Conradie BLMEP.
The 25% reduction in parking for the open market residential units
(non-social housing) is in– line with the proposed reduced trip
generation of these units; given the TOD status, mixed- use of the
development and the proximity to public transport.
On-going parking demand reduction will form part of the
responsibilities of the development’s owners and management, and
this will be stipulated in the procurement contract of the
developer. It will therefore be in their best interest to manage
the parking in such a way that the parking reduction is achieved
and sustained for all phases of the development.
Table 4-6 Proposed Conradie BLMEP parking provision
SUMMARY
Factors 4 bay / 100 m² GLA
4 bay / 100 m² GLA 0.25 / DU* 0.75 / DU* 0.75 / DU* 0.75 /
DU*
Phase 1 166 234 177 83 292 42 994
Phase 2 0 0 74 64 226 33 397
Phase 3 218 355 200 121 426 61 1382
Total** 384 589 451 269 945 136 2774
Minus Shared parking bays (90% of non-residential) 875
Total parking bays required 1899
Total off- street parking bays provided 1490
Total on-street parking bays provided 511
Total parking bays provided 2001
Total surplus parking provided 102 * DU: Dwelling unit ** On &
off-street parking bays
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4.3 INTERNAL ROAD NETWORK The Conradie BLMEP will consist of a
formal internal road network to provide access to the adjacent road
network, mobility through the site where applicable, and access to
the individual erven. NMT only routes will also be provided.
Refer to Table 4.7 for a summary of the characteristics of the
proposed internal roads, and Figure 4.11 and Figure 4.12 for the
cross-sections.
Table 4-7 Internal road network R
O A
D R
ES ER
VE W
ID TH
carriage way, divided
carriage way, undivided
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Figure 4-11 Class 4 mobility route - cross section Source: ARG
Designs
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5.1 TRANSIT-ORIENTED DEVELOPMENT ASSESSMENT
A Transit-Oriented Development (TOD) is a mixed-use residential and
commercial development designed to maximize access to public
transport, and may incorporate features to encourage transit
ridership, primarily through Transport Demand Management
(TDM).
The City of Cape Town has identified 107 potential catalytic
projects (TODs), of which 27 have been scored and ranked, based on
their infrastructure requirements and constraints. The Conradie
BLMEP site is such a potential TOD. The scoring categories are
described as follows:
· Severe: no development possible without substantial augmentation
to municipal services.
· Moderate: initial development phases possible but subsequent
phases will require augmentation to municipal services.
· None: no augmentation required.
The CoCT has ranked the Conradie BLMEP as potential TOD at number
10, based on the following scores achieved:
· Transport: Roads & Public Transport Constraints –
Severe
· Electricity constraints – None
· Water constraints – Moderate
· Waste water constraints – Moderate
· Storm water constraints – Severe
· Solid waste constraints – Moderate
From the above CoCT scoring it is clear that transportation is a
severe constraint in the potential development of the Conradie
BLMEP as a TOD. The storm water constraint of the site has been
addressed and resolved separately, and is not detailed here.
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Although the Conradie BLMEP development will not have a transit
(rail) station at its centre, the bulk of the development will be
located within an 800 m radius of the Mutual Station, and just
outside said radius of the Thornton Station. Refer to Figure 5-1.
It should also be noted that a future IRT feeder route is planned
along Forest Drive Extension, and its potential stops adjacent to
the site will provide additional public transit opportunities in
close proximity to the Conradie BLMEP development, also refer to
Section 5.3. Note that more than 80% of the development will also
be within 500 of Forest Drive Extension, a current GABS and future
MyCiTi feeder route. This is in-line with the CoCT IPTN 2032
Network Plan requirements.
Figure 5-1 Conradie BLMEP in relation to Mutual and Thornton
Stations Image source: City of Cape Town
SUMMARY The Conradie BLMEP is therefore regarded as a TOD. The
land-use mix, typologies and extent of the development as detailed
in the urban design layout was informed by TOD principles with
regards to transit access, parking provision, trip generation and
NMT provision.
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5.2 PUBLIC TRANSPORT ASSESSMENT
In support of the TOD design principles detailed above, and in
terms of the National Land Transport Transition Act (NLTTA) 22 of
2000, section 29, it is a requirement that an assessment of public
transport and non-motorised transport be included in a traffic
impact assessment.
Refer to Figure 5.2 for an extract of the City of Cape Towns’
Existing Public Transport Services map, Plan No. PT2-1.1, dated
August 2013. The various public transport services are detailed
below.
Figure 5-2 CoCT Existing Public Transport Services (Bus & taxi)
Source: City of Cape Town
BUS SERVICES Golden Arrow Bus Services (GABS) provides regular
services along Forest Drive Extension adjacent to the site. Bus
services also operate on Viking Way, Jan Smuts Drive, Forest
Drive,
Voortrekker Road and Gunner's Circle. Detailed route maps of the
local services are not available from GABS. Refer to Figure 5-2
indicating the approved bus routes.
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Public Transport (PT) stops are located along Forest Drive
Extension near the existing access, as shown in Figure 5-4.
Summary
The development of the Conradie BLMEP may see the establishment of
additional bus routes to and from and/or via the site. The
provision of public transport stops and a mulita-modal facility
within the site will be considered at site development stage, as
per the requirements of TCT.
Furthermore, as per the CITP (2014 mini review), Long-term strategy
C of TCT is to provide public transport services to 80% of Cape
Town’s residents within 500 m. The Conradie BLMEP will be located
directly adjacent to Forest Drive Extension, a public transport
route, and all residents will be within 500 m of this service. The
development will therefore be in-line with this strategy.
Figure 5-3 CoCT Formal PT Stops Source: City of Cape Town
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Figure 5-4 PT Stops along Forest Drive Extension Source: Google
Streetview
INTEGRATED RAPID TRANSIT (MYCITI) The City of Cape Town’s
Integrated Rapid Transit System (IRT) will be introduced in the
vicinity of the study area. Refer to Figure 5-5 for an extract of
the approved CoCT Integrated Public Transport Network (IPTN) for
2032.
The following trunk routes and support feeder routes are
planned:
· Trunk Route T17: Khayelitsha – Klipfontein – Epping – Maitland -
Century City
Route description: Khayelitsha Station, Steve Biko Dr, Mew Way,
Jeff Masemola Rd, New Eisleben Rd, Klipfontein Rd, Borcherds Quarry
Rd, Robert Sobukwe Rd, Valhalla Drive, Nigeria Way (a new road
south of Epping Industrial), Jan Smuts Drive, Prestige Drive
extension (viaduct over rail lines), new busway along the side of
N1 into Sable Rd, Ratanga Rd, Century Blvd, Century Ave, Montague
Ave, Koeberg Rd, Omuramba Rd, Omuramba Station.
· Trunk Route T15: Strandfontein - Pelikan Park – Athlone –
Pinelands – Maitland - CBD
Route description: Spine Rd terminus, Strandfontien Rd, Jan Smuts
Dr, Prestige Dr extension, new viaduct over rail lines, link to
MyCiTi Phase 1A busway along south side of N1, Civic Station.
Feeder routes: The CoCT Preferred IPTN Alternative map, dated May
2014, shows a future IRT feeder route along Forest Drive Extension,
via Mutual Road and Jan Smuts Drive to Forest Drive through
Pinelands. This high-level map is of poor resolution, and the
feeder routes were redrawn and are shown on Figure 5-5. It should
be noted that these are high- level route alignments and they may
change in future.
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Figure 5-5 COCT IRPTN proposed IRT trunk and feeder routes Redrawn
from City of Cape Town source
Summary and impact Both the trunk routes will be located along Jan
Smuts Drive, directly adjacent to the Conradie site. The position
of the median trunk stations for the services is not known at this
stage. However, the development of Conradie could influence the
future planning as to trunk and feeder station locations, with
potential pedestrian access over the railway lines to a trunk
station. If a trunk station is not feasible within walking distance
of the Conradie BLMEP, the proposed feeder route along Forest Drive
Extension will provide access to the trunk system. There may also
be scope to revise the feeder route along Forest Drive Extension to
partially traverse the Conradie BLMEP site.
Due to the medium to long-term implementation period of the future
IRT trunk services it is not possible to assess what impact the
services will have on the site. The frequency, station and stop
locations are unknown at this stage. However, the development of
the Conradie BLMEP could see the implementation of these routes be
revised or accelerated. The 2 trunk services and their support
feeder routes will provide an additional quality public transport
alternative to the future residents of the Conradie BLMEP.
Site
Legend
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FUTURE GABS AND MYCITI SERVICES INTEGRATION The following extract
is from the CoCT’s Comprehensive Integrated Transport Plan of 2013
- 2018, Mini Review 2014:
“The City of Cape Town, the Western Cape Government, and Golden
Arrow Bus Services have signed two memorandums of understanding
(MOUs) on working together to establish a world-class, integrated
transport system for the benefit of residents and visitors to the
city and the broader metro region.
TCT will lead this transformation process, of which affordability
and cost competitiveness form an integral part. As outlined in the
first MOU, the City, under the auspices of TCT, will work with the
Western Cape Government through the Department of Transport and
Public Works (DoTPW), which will provide advice, guidance and
support, as well as performing a key oversight role to facilitate
the smooth transition.
The second MOU is between the City, the DoTPW and Golden Arrow Bus
Services (GABS), and serves as a departure point for the imminent
integration of the GABS and MyCiTi bus services to establish one
integrated bus service with unified branding, one timetable and
scheduling system linked to the integrated public transport
network, one performance management system and finally, one
integrated ticketing and fare management system. The MOU
acknowledges GABS as a significant role player, being the largest
scheduled bus operator in the city, and which has been integral to
the provision of public transport to the residents of Cape Town
since 1861 as a private sector operator and 1997 when it was
officially contracted to provide bus transport services for
commuters on scheduled routes in the city.
GABS will be contracted as a scheduled bus service operator and, as
such, will be a key role player supporting TCT in this
transformation process inherent with the CITP. The objectives of
the two MOUs are to ensure a smooth and seamless transition
process, to lay the foundations of a good working relationship
between the different role players, and to establish the basis for
an adequately resourced and expanding road-based scheduled public
transport service which continually improves and delivers on the
growing demand for public transport across Cape Town.”
Summary In summary, the future integration of GABS and MyCiTi
services as a single public transport provider should improve road
based public transport service to the residents and tenants of the
Conradie BLMEP. The current and planned bus services will operate
along Forest Drive Extension, and may also be expanded to the
future Odin Road Extension and local access road traversing the
site.
TAXI SERVICES Various formal taxi routes exist through the study
area, along Forest Drive Extension, Forest Drive, Jan Smuts Drive,
Voortrekker Road, Gunners Circle, Victory Avenue and Ringwood
Drive.
The CoCT Mutual Station Transport Interchange facility is loca