C1025: WINGFIELDMulti-billion Rand Freeway Improvement

Schemes for Cape Town Seminar11 August 2016

4. IMPROVE ACCESS

4. IMPROVE ACCESS

4. IMPROVE ACCESS

EXTENT OF STUDY AREA FOR PLANNING

1. REPLACE EXISTING DETERIORATING BRIDGE STRUCTURES

2. UPGRADE/REPLACE WINGFIELD I/C• Considering Direct Freeway-to-Freeway

Access

3. UNLOCK DEVELOPMENT POTENTIAL

6. OPTIMISED NETWORK SOLUTION• CD Roads• Completing Strategic CoCT Road

Network Links• Public Transport

5. RESOLVE WEAVING PROBLEM

7. FREEWAY MOBILITY AS PRIORITY

• Traffic Investigations Included:– Manual intersection

counts

– Obtained SIDRA Signal Timing Data

– Obtained Existing Permanent and Secondary Station Counts

– Accident data for the last 5 years

TRAFIC SURVEYS AND ANALYSIS

• This data was then used to build and calibrate a “Status Quo” VISSIM Micro Traffic Simulation Model and to;

• Calibrate the EMME Macro Traffic Model (CoCT IPTN Model), with specific focus on our study area

EMME is a complete travel demand modelling system for urban, regional and national transportation forecasting.

FUTURE TRANSPORT DEMAND

By using CoCT’s EMME model, we’re applying CoCT IPTN master

planning travel demand forecasting to test the demand

for the various network scenarios we investigated.

INTEGRATED PUBLIC TRANSPORT NETWORK PLAN 2032

PRIORITY APPROACH

07:30

Wingfield I/CNorth – WestSouth – West

N7 Weaving

TR9/1 Slowing Down

Traffic build up on Frans Conradie

Bosmansdam I/C Congestion

Monte Vista I/C Influenced

Worst AM PEAK congestion on network• N7 Weaving to the North of

Wingfield I/C• Bosmansdam I/C

approaching saturation• Vanguard Dr backing up• Frans Conradie backing up• Monte Vista I/C

experiencing congestion• Sable Road attracting traffic

17:00

TR9/1 slows down

Bosmansdam Congestion WorseningStarts to impact Montague Dr

Traffic build up on CD Road

Sable Rd backs up onto Ratanga Rd

Bosmansdam I/C Congestion

Monte Vista I/C Congestion

Congestion on NW Ramp

Worst PM PEAK congestion on network• Congested CD Road• Montague Garden exit via

Bosmansdam• Sable Road congestion at

Century City• Monte Vista I/C off-ramp

DEVELOPING THE “ULTIMATE SCHEME”

Replace Wingfield Bridge Structures - Priority• Provided an obvious starting point!• The challenge however, was to get it

designed in such way that it would also form part of a possible later Systems I/C and Road Network Scheme that would accommodate the future transport demand.

Direct Freeway-to-Freeway Access• To achieve direct

freeway-to-freeway access, several types of I/Cs were considered:

• 2 Level Rotary Interchange;• 3 Level Turbine Interchange;• 3 and 4 Level Partially and

Fully Directional Systems Interchanges;

• And various combinations and iterations of these.

• All considering surrounding network scenarios that constantly changed as the planning progressed.

Wingfield Interchange• The 4 Level Fully Directional

Systems I/C proofed to offer the best solution.

• However, the significant distances to effect the vertical separation required for 3rd and 4th level Directional Ramps:

• Had implications on possible ramp terminal spacing of adjacent I/Cs (and Links);

• Affected the number of lanes on the freeways to achieve lane balancing.

• Forecasted traffic figures do not warrant directional ramps to- and from the south.

• However, the ramps have been allowed for in the design so that it could be added as a possible phase in the distant future.

DEVELOPING THE “ULTIMATE SCHEME”

Weaving problem between Wingfield and Bosmansdam I/C• Substandard I/C Spacing + High

Traffic Volumes = Capacity Problem• Projected future traffic, on top of an

already problematic scenario just adds to the problem and puts this section under enormous pressure.

• Adding additional lanes to this freeway section does little to alleviate the problem, it only complicates the weaving movement even further.

• However, by introducing a CD-Road:• This weaving movement is taken off

the N7;• Increasing mobility on freeway, but

also;• Improving the weaving situation,

since the left to right movement from CT N1 traffic to Malmesbury N7 is removed and accommodated separately on the directional ramp.

DEVELOPING THE “ULTIMATE SCHEME”

Link I/C• Introducing a semi directional

diamond I/C at Link Road:• Provides additional

access into the centre of Montague Gardens and;

• Offers relief for both the Bosmansdam’s weaving section and I/C congestion.

• This I/C, as included in CoCT’s Road Master Plan, is only possible from CD-Roads, due to I/C spacing requirements from Refinery and Bosmansdam I/C.

Extension of Frans Conradie Drive• The Traffic Models suggest

considerable relief for Wingfield I/C, if CoCT’s planned extension of Frans Conradie Drive is introduced;

• A diamond I/C at Frans Conradie and N7 improves traffic flow on both the N7 and Frans Conradie Drive, while;

• The extension of Frans Conradie Drive provides access opportunity to Wingfield Precinct and Century City.

Century City Central I/C• An existing CD-Road

provides access outbound to Sable Road I/C and Century City Central I/C.

• The Central I/C only provides access from- and to the outbound direction.

• Access can be gained from the inbound direction, if a diamond interchange is introduced.

• This I/C however, will only be viable from a CD-Road due to interchange spacing requirements from Wingfield and Sable Road I/C.

Prestige Drive I/C• Completing CoCT’s

planned Prestige Drive link has minimum impact on the Wingfield I/C;

• It does however serve the secondary network and;

• It does form part of future BRT Trunk Routes T15 and T17

• This I/C however, will only be viable from a CD-Road due to interchange spacing requirements from Koeberg and Sable Road I/C.

DEVELOPING THE “ULTIMATE SCHEME”

Express Collector System• With the picture of a

continuous CD-Road System or Express Collector Road System taking shape, the question arised where the optimum locations would be to start and terminate the parallel system from all 4 directions:

• West: Prestige Drive I/C worked well

• North: Refinery I/C• East: ?• South: ?

Express Collector System∙ Giel Basson I/C only provides access from-

and to the outbound direction, due to its close proximity to Monte Vista I/C.

∙ Introducing CD-Roads allows access to and from the inbound direction as well, offering congestion relief to Monte Vista I/C.

Express Collector System∙ With the consideration to dispose of the

existing Clover Leaf I/C in favour of the Freeway Systems I/C, the Clover now had the potential to offer an independent I/C for the parallel EC System.

∙ To realize this opportunity, the EC System has to start prior to the I/C.

∙ Taking ramp terminal spacing into consideration, the system developed to start and terminate at the indicated locations.

DEVELOPING THE “ULTIMATE SCHEME”

Links• With the Express Collector System starting at

indicated locations we found unbalanced V/C ratios between the Freeway System and the Express Collector System.

• We introduced “Links” between Freeway and EC Systems at possible, but strategic locations. This:

• Achieved balanced V/C ratios;• Provided more access opportunities from

Freeway to EC and vice versa, without compromising Freeway mobility.

DEVELOPING THE “ULTIMATE SCHEME”

Ultimate Scheme• In a nutshell, that’s how the “Ultimate

Scheme”, or “Option 5B” was born!• The Scheme is based on:

• A 6 Lane Dual Carriageway Freeway System (3 lanes in each direction) with;

• A parallel 4 Lane Express-Collector Road System (2 lanes in each direction on either side of the freeway) with;

• A Fully Directional Freeway Systems I/C on top of :

• An independent Clover Leaf Express Collector I/C

“OPTION 5BESKOM “

NAVIGATION – From Paarl

NAVIGATION - Destinations

VS

• Disadvantages– Does not list destinations that require taking the expressway. Assumes

road-users already have that knowledge either by familiarity, pre-trip planning or GPS system availability

NAVIGATION - Expressway

VS

• Wetlands• Several – at least 2 x CoCT’s Wetland Map (2013)

• Critical Biodiversity Area• CoCT’s Biodiversity Map (2013) and SA National

Biological Institution BGIS Maps – upgrade fall within Critical Biodiversity Area 1 (CBA 1)

• BAR process will be required. (8 Months Process + 3 Months Approval Period.)

• WULA process will most probably be required. (Up to 18 Months Process and Approval Period)

• There are no activities related to this interchange upgrade that require Regulation 984 to be applied. As such, a full EIA is not required.

ENVIRONMENTAL

• Identified Stake Holders– Western Cape Government– City of Cape Town– ESKOM– TRANSNET– PRASA – SANRAL– National Department of Public Works– South Africa National Defence Force– Century City– Graaffs Trust

STAKE HOLDERS

TOTAL PROJECT COST INC CONTINGENCIES & VAT

Authority Roads & Bridges Land Acquisition Total

WCG R 3 800 000 000 R 700 000 000 R 4 500 000 000

CoCT R 300 000 000 R 220 000 000 R 520 000 000

TOTAL R 4 100 000 000 R 920 000 000 R 5 020 000000

HIGH LEVEL COST ESTIMATE

• Spreadsheet based Economic Evaluation model based on:– Road User Costs (RUC)

• Vehicle Operating Costs (VOC)• Travel Time Costs (TTC)

– Capital Implementation Costs (CAPEX)– Maintenance Costs (OPEX)

• Only RUC on freeway & C-D network considered– Benefits to secondary road network not included (conservative approach)

• Multiplier effects of the construction process and increased economic activity resulting from investment in infrastructure would favour the proposed project – Not included at this stage

• Economic Indicators– Benefit-Cost Ratio (B/C): 2.24– Economic Internal Rate of Return (IRR): 13.77%

ECONOMIC EVALUATION

TASK START COMPLETION DURATION

Report 11/03/2014 01/09/2016 1.5 Months Remaining

Concept and Viability 03/10/2016 17/04/2017 6 Months

Design Development 25/04/2017 09/10/2017 6 Months

Doc & Proc 21/11/2017 14/02/2018 2 Months

Tender 16/02/2018 17/08/2018 6 Months

Construction 03/04/2018 ? ?

PROGRAMME

Banora Point Upgrade, New South Wales, Australia

WINGFIELD ALL SORTED!