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Home , N1 (South Africa), R300 (South Africa)

THE UPGRADING OF THE BETWEEN PAROW NORTH INTERCHANGE AND OLD OAK ROAD INTERCHANGE

Presentation 11 August 2016 Introduction

• Van Niekerk Kleyn and Edwards • VKE • VelaVKE • SMEC Contents

• Locality Plan • Project Brief • Planning • Construction phase • Safety Locality Plan Project Brief

• The extension of the 3rd lane on Trunk Road 9/1 (Route N1) from west of Road Interchange to the start of National Route N1/1 beyond Old Oak Interchange i.e. New median fast lanes on the inbound and outbound carriageways to improve traffic safety and capacity • New auxiliary lanes between interchanges to improve merging movements, exit movements and weaving conditions • Extending the existing concrete median barrier to prevent head-on collisions Project Brief

• Intersection improvements at various interchanges in order to improve traffic safety and capacity • Demolishing and reconstructing the Old Oak West Bridge, which has insufficient vertical clearance. This is a safety requirement • Installing a new 1525 mm diameter water main along the southern boundary of the TR9/1 road reserve and decommissioning the existing Wemmershoek pipeline. This is also a safety issue Project Brief

Wemmershoek Pipeline Existing 1220 mm diameter Wemmershoek bulk water supply line is located under the median from west of Bill Bezuidenhout to east of the I/c over a distance of 2.6km. • 61 years old and at the end of its design life. • 230 Ml/day with 120m head and cover 1m to 2m • Vibratory compaction is a safety issue • New 1525 mm diameter bulk water supply line along the southern road reserve boundary • Existing pipeline to be decommissioned and filled with concrete. Also a safety issue. Planning Contents : • Traffic • EMME modelling • Microsimulation modelling - VISSIM • VISTRO analysis of intersections • Planning Options investigated • Interchange Alternatives • Intersection upgrades at interchanges Traffic 2013 AADT

Description Private Heavy Buses Taxis Total Cars Vehicles

(2013 AADT) Plattekloof Road I/c to Jip de Jager Ave I/c 112 090 4 198 382 191 116 861

Jip de Jager Avenue I/c to Durban Road I/c 115 752 3 983 469 234 120 438

Durban Road I/c to Old Oak Road I/c 99 176 5 497 568 253 105495

Old Oak Road I/c to R300 I/c 70 947 5 056 281 281 76566

% Vehicles 94.90% 4.47% 0.41% 0.23% 100% 2032 IPTN Planning

R300 Extension

Uys Krige Drive TR9/1 Upgrade Extension

Carl Cronje Half Diamond Integrated Modelling Approach

Model Outputs

City of IRPTN EMME End horizon (2032) traffic assignments, distributions Transportation Model and flows along road network in study area

HTM Model Capacity of the freeway along various segments.

VISTRO Integrated Intersection Capacity Refined Intersection Capacity Analyses & Geometric Analysis Model Improvements

VISSIM Microsimulation Model Driver behaviour model able to highlight network performance Scenarios Tested

Model networks were developed for the following scenarios on 2032 EMME Network

Alternative Description Status-Quo Existing geometry and existing traffic Option 1A 3 core lanes on TR9/1 with no Half-diamond I/C at Carl Cronje Drive Option 1B 3 core lanes on TR9/1 with Half-diamond I/C at Carl Cronje Drive Option 2A 4 core lanes on TR9/1 with no Half-diamond I/C at Carl Cronje Drive Option 2B 4 core lanes on TR9/1 with Half-diamond I/C at Carl Cronje Drive Option 2C 4 core lanes on TR9/1 with Half-diamond I/C at Carl Cronje Drive + R300 extension Scenarios Tested

After preliminary planning focused on the following scenarios on 2032 EMME Network

Alternative Description

Option 1A 3 core lanes on TR9/1

Option 2A 4 core lanes on TR9/1 Summary of Modelled Scenarios

Model networks were developed for the following scenarios and design horizons:

OPTIONS EMME HTM VISSIM VISTRO

2013, 2018, STATUS-QUO 2013 2013 2032 2013, 2018, 2013, 2018, 2013, 2018, OPTION 1A 2032 2032 2032 2032 2013, 2018, 2013, 2018, OPTION 2A 2032 2013, 2032 2032 2032 Traffic Data Sources

• Permanent and Secondary Traffic Counting Station Data (August 2013) at various locations along the project • Actual intersection directional peak flow period counts • Field video observations (Traffic and Aerial Photography) • Live and historic GPS traffic flow data (Tom Tom and Google Traffic) • Average travel time recording during AM and PM peak periods by actually driving the routes EMME Model

• Developed by CoCT specifically for IPTN (based on 2012 & 2013 data) • Assumes residential growth of 50% (500 000 dwelling units in 20 years) • Land Use model based on Pragmatic Densification Scenario for Transit Orientated Development • A BRT-based network where only the railway line gets built and all other trunk services are provided by BRT. There will be no other bus and taxi line-haul services, but possibly taxi/bus feeder services to the BRT stations to make the network economically feasible • Household and stated preferences surveys done and land-use data captured (2013) • Future Year (2032) Matrices i.e. 20-year growth estimate • Only calibrated for AM peak (PM deduced by inverting O-D Matrices) • Model received by SMEC for calibration and analysis in October 2014 • Subsequently received a new model which is more focussed on passenger vehicles – Slightly higher AM inbound- Smaller PM outbound volumes EMME Results (AM Peak inbound)

AM PEAK HOUR VOLUMES 2013 2032 INBOUND LINKS EXISTING 3-LANE 4-LANE 4-LANE+R300 VOLUME 4987 8370 10141 8699 GIEL BASSON - PLATTEKLOOF GROWTH 67.80% 103.30% 74.40% % per ANNUM 2.76% 3.81% 2.97% VOLUME 5556 8350 9827 8692 PLATTEKLOOF - JIP DE JAGER GROWTH 50.30% 76.90% 56.40% % per ANNUM 2.17% 3.05% 2.38% VOLUME 6054 8195 9451 9107 JIP DE JAGER - DURBAN GROWTH 35.40% 56.10% 50.40% % per ANNUM 1.61% 2.37% 2.17% VOLUME 4416 7216 8041 8326 DURBAN - OLD OAK GROWTH 63.40% 82.10% 88.50% % per ANNUM 2.62% 3.20% 3.39% VOLUME 2400 5193 5896 6662 OLD OAK - R300 GROWTH 116.40% 145.70% 177.60% % per ANNUM 4.15% 4.84% 5.52% EMME Results (AM Peak outbound)

AM PEAK HOUR VOLUMES 2013 2032 OUTBOUND LINKS EXISTING 3-LANE 4-LANE 4-LANE+R300 VOLUME 4387 5821 6551 6127 GIEL BASSON - PLATTEKLOOF GROWTH 32.70% 49.30% 39.70% % per ANNUM 1.50% 2.13% 1.77% VOLUME 5152 6572 7169 6766 PLATTEKLOOF - JIP DE JAGER GROWTH 27.60% 39.10% 31.30% % per ANNUM 1.29% 1.75% 1.44% VOLUME 4568 5738 6249 6384 JIP DE JAGER - DURBAN GROWTH 25.60% 36.80% 39.80% % per ANNUM 1.21% 1.66% 1.78% VOLUME 3300 4581 4921 4764 DURBAN - OLD OAK GROWTH 38.80% 49.10% 44.40% % per ANNUM 1.74% 2.13% 1.95% VOLUME 2372 3419 3748 3767 OLD OAK - R300 GROWTH 44.10% 58.00% 58.80% % per ANNUM 1.94% 2.44% 2.46% VISSIM Simulation

• Microscopic Transportation Modelling Simulator • Perpetual Driver Behaviour Model based on Stochastic Probability Theory (Based on statistics a driver will behave in a pre-determined manner given the situation in front of him). • Inputs required: • Peak Flow Rates (From EMME) • Vertical and Horizontal Alignment • No. of Lanes • Speed Limit • Driver Behaviour Parameters (braking, route decision making, gap acceptance, desired speed, etc.) • Calibration Tools (counts, videos, photographs, travel times, traffic signal settings, live and historic GPS data, etc.) • Geometric Improvements to the freeway, as well as the intersections from VISTRO VISSIM Simulation

• Model includes the termini of the respective interchanges as well as all major intersections of the intersecting road network. • Excludes calibration aimed at replicating downstream network congestion beyond the limits of the project. • 06:00 to 09:00 (AM peak) and 16:00 to 18:00 (PM peak) VISSIM Simulation Screenlines Predicted average speeds

Status Quo 2013 3-lane 2032 4-lane 2032 Time N1 AM Inbound Distance Average Average Average Interval Time Time Time Speed Speed Speed

From (km) To (km) AM (km) (Min) (km/h) (Min) (km/h) (Min) (km/h) 07:00-08:0 20.0 11.2 8.8 18.93 27.89 11.23 47.03 11.77 44.87 0

Status Quo 2013 3-lane 2032 4-lane 2032 Time N1 AM Outbound Distance Average Average Average Interval Time Time Time Speed Speed Speed

From (km) To (km) AM (km) (Min) (km/h) (Min) (km/h) (Min) (km/h) 16:00 - 11.2 20.0 8.8 6.16 85.71 5.67 93.07 5.14 102.68 17:00 Predicted average speeds

Status Quo 2013 3-lane 2032 4-lane 2032 Time N1 PM Inbound Distance Average Average Average Interval Time Time Time Speed Speed Speed

From (km) To (km) PM (km) (Min) (km/h) (Min) (km/h) (Min) (km/h) 07:00-08:0 20.0 11.2 8.8 6.25 84.48 5.18 102.02 5.10 103.43 0

Status Quo 2013 3-lane 2032 4-lane 2032 Time N1 PM Outbound Distance Average Average Average Interval Time Time Time Speed Speed Speed

From (km) To (km) PM (km) (Min) (km/h) (Min) (km/h) (Min) (km/h)

16:00 - 11.2 20.0 8.8 14.97 35.27 6.22 84.91 5.35 98.67 17:00 Planning conclusions

Summary of traffic investigation and other decision factors • Results indicate a very congested network for 2032 with V/C ratios exceeding 1 or approaching 1 along N1 for all options • 3-lane option provides an acceptable LOS up to 2032 • 3-lane option gives a slightly inferior performance compared to the 4-lane option in 2032 • 4-lane option attracts greater volumes of traffic to the freeway and provides greater relief to the adjacent parallel metropolitan routes. • 4-lane option requires extensive retaining walls to avoid land acquisition and requires demolition and replacement of an additional 3 bridges, plus extensions to 3 more bridges Planning conclusions

• 4-Lane option does not fit in with the proposed cross-section to the west of Parow North I/c – Envisaged future cross-section for the N1 is 3 lanes + 2-lane C-D roads • Cost of 3-lane Option : .84 m • Cost of 4-lane Option : R680.42 m

Economic evaluation was carried out • Benefit/cost ratio : 3-lane 5.6 : 4-lane 3.0 • FYRR : 3-lane 78.4% : 4-lane 34.3%

Conclusion : 3-lane option is the preferred option for the foreseeable future VISTRO Intersection Analysis

• Integrated Network Intersection Capacity Analysis Tool • Can analyse multiple intersections and progression • Applies the HCM 2010 method for calculating LOS based on V/C ratio and Delay

• Inputs required: • Directional Peak Period Flows • Peak Flow Factors • Geometry and Lane Configurations • Speed Limits • Traffic Signal Timing, Off-Sets and Splits Planning Intersection upgrades at interchanges Jip de Jager north existing Jip de Jager north new slip lanes

Uys Krige Jip de Jager Ave Slip lanes Jip de Jager South existing Jip de Jager south slip lanes

Frans Conradie Durban Road existing Durban Road slip lanes Durban Road south existing Durban Road south widening Old Oak Road north existing Old Oak Road north widening

Eversdal Way Old Oak Road regrade Old Oak Road south LT lane Alternative interchange layouts

INTERCHANGE OPTIONS • Upgrade existing narrow diamond interchange • Upgrading of the existing split diamond interchange • New diverging diamond interchange • New single point interchange Durban Road Diverging Diamond I/c

R28m Jip de Jager Ave widening

R100m Jip de Jager Ave Single Point Diamond

R95m Jip de Jager Ave Diverging Diamond I/c

R27m Construction

CONTENTS • Contract Details • Contract Participation Goals • Beneficiary Communities • Contractor Development • Construction Phasing Construction

• Contract period: 36 months • Closing date for tender: 30 September 2015 • Contractor: Martin & East (Pty) Ltd • Contract value: R600 000 000 inc of VAT • Contract commencement: 4 February 2016 • Contract completion: 3 February 2019 Contract Participation Goal

Minimum CPG achieved by engaging : • Targeted Enterprises: 8% of net contract amount from Area 3 .66 million • Targeted Labour: 29 000 person days from Area 1 ▪ Emerging Contractor Development : 4% of net contract amount R12.33 million Beneficiary Communities

Target Areas: 1 – 10km wide band (5km north/5km south) 2 – 3 – Province The identified beneficiary communities are as follows: (i) Ward 10 - Parow, Ravensmead and Bellville (ii) Ward 25 - Ravensmead and Cravenby (iii) Ward 26 - Parow and Elsies River (iv) Ward 28 - Elsies River Contractor Development

Contractor Development programme: Allowance made for appointment of Emerging Contractors (CIDB Gradings 3CE – 5CE) • Mentoring and supervision by Main Contractor • Training by an accredited service provider • Appointment of a suitable mentor (+15 years experience) • Performance to be evaluated by a PMT (normally 6 members) • Kerbing, guardrails, gabion walls, paving, fencing, traffic signs Phasing of construction

PHASE 1A

INSTALLATION OF NEW WEMMERSHOEK PIPELINE Phasing of construction

PHASE 1B

CONSTRUCTION OF MEDIAN ROAD WORKS AND BARRIER SV 13500- SV 17200 - 3.7km Phasing of construction

PHASE 1C

COMMISSIONING OF NEW WEMMERSHOEK PIPELINE

DECOMMISSIONING OF EXISTING PIPELINE Phasing of construction

PHASE 2A

DEMOLITION AND RECONSTRUCTION OF OLD OAK WEST BRIDGE Phasing of construction

PHASE 2B

CONSTRUCTION OF MEDIAN ROAD WORKS AND BARRIER SV 17220 – SV 19506 - 2.3km Phasing of construction

PHASE 2C

EXTENSION OF LEFT TURN LANE AND REGRADE OF INBOUND ON-RAMP AT OLD OAK I/C Phasing of construction

PHASE 2D

REGRADE OF OLD OAK RD WEST BRIDGE APPROACHES Phasing of construction

PHASE 2E

UPGRADE OF OLD OAK RD AND EVERSDAL WAY INTERSECTION Phasing

PHASE 2F

CONSTRUCTION OF OUTBOUND OLD OAK RD I/C OFF-RAMP WIDENINGS Phasing of construction

Phase 3 : Auxiliary lanes inbound • From Old Oak Road Inbound on-ramp to Durban Road off-ramp • From Durban Road Inbound on-ramp to Jip de Jager Ave off-ramp • From Jip de Jager Ave Inbound on-ramp to Parow North (McIntyre St) off-ramp Phase 3 : Auxiliary lanes outbound • From Jip de Jager Ave Outbound on-ramp to the Durban Road off-ramp All remaining interchange upgrades Phasing of construction

BUT • Earthworks – where is your cut? • Where do you fill and correct sequence of fills? • Cut to spoil – avoid double handling • Stockpiling areas – eg topsoil? • One needs to commence Phase 3 fills in Phase 1 • Complete layer works in Phase 3 • Phasing of street lighting relocation Phasing

PHASE 4

FREEWAY PATCHING & 24mm UTFC Typical widening on ramp

Road Works : Typical cross-section at Old Oak Interchange outbound off-ramp with widening on both sides Typical widening on freeway Road Works – Typical Cross-section showing median widening as well as outer auxiliary lane widenings Old Oak Road on-ramp to inbound

Road Works – Typical cross-section at Old Oak Road Northbound Carriageway regrade Services

Various underground /overhead services require protection and/or relocation. Some new services will be installed. • ESKOM and City of Cape Town electricity supply cables; • Telecommunication Cables and Fibre Optics; • Freeway Management System infrastructure and cables including Variable Message Signs; • Traffic counting stations; • Bulk Water and Water Reticulation; • Street lighting • Traffic signals Pipe jacking/Drilling

Pipe Jacking for new Wemmershoek Pipeline Jacking of reinforced concrete pipes of 1473mm (77m) and 2000mm diameter (232m) under the roadways. Horizontal Directional Drilling (HDD) HDD of HDPE sleeves is required in 24 locations under the roadways: • For FMS, NLD (MTN, Vodacom, Neotel), Telkom, Street lighting, CoCT optic fibre routes • Total length of drilling 960 m • From single 110 mm and 160 mm sleeves to multiple sleeves of up to 8 x 110mm sleeves in one crossing Structural works Contents

• Demolition and replacement of Old Oak Road West Bridge • Median Barrier Walls • Rehabilitation of Structures • Retaining walls • Ancillary works Structural works Existing Old Oak Road West Bridge Existing vertical clearance 4.74m. Require 5.2m minimum. Steel plates installed under the soffit in 2011 Structural works

Demolition of existing Old Oak Road West Bridge • Existing bridge is 74 m long • Simply-supported beam and slab type deck • Four spans with nine precast prestressed beams per span • Wemmershoek Pipeline to be decommissioned prior to demolition • Minimal disruption to traffic and protection of adjacent Bridge 5884 and roadway • Demolition will have to be done over a weekend or two – details not finalised yet Structural works

Demolition options include: • Cutting the deck into beam and slab segments and then lifting them off with a crane, one deck at a time, while the other carriageway remains open to traffic. • Blasting and dropping the deck onto the carriageways below onto a protective sand layer. The deck is then cut up and removed within 24 hours. • Lifting an entire deck with an abnormal load carrier and removing it from site. Uncommon in . • Demolition in place with peckers or rubblers which requires road closures of several days. • The preferred option is the first one because it will have less traffic disruption. Existing bridge profile Structural works

Details of new Old Oak Road West Bridge • New bridge is 91.5 m long – existing is 74m • Three-spine, cast in situ and prestressed continuous concrete deck • 18 m wide between parapets – existing is 12.8m • Abutments and three integral piers founded on piles • Existing piles in median incorporated into pile cap of new central pier • Superstructure constructed in single stage with openings to traffic provided in the falsework for both carriageways with a vertical clearance of 4.80 m or more Staging and deck section Structural works

New Old Oak Road West Bridge

Minimum vertical clearance 5.2m - Would be 5.6m for a precast beam and slab Structural works

Existing East Bridge Proposed 3-Spine cast in situ prestressed concrete and prestressed continuous voided slab deck - 1993 concrete deck Structural works

Median barrier wall

• Required to separate inbound and outbound carriageways –Safety issue • Extends from end of existing median barrier wall near Karl Bremer I/c (Jip de Jager Avenue) to just before the R300 Interchange (WCG boundary) – Total length 5.446 km Structural works

Karl Bremer I/C Durban Road I/C Old Oak I/C (Jip de Jager Ave)

Km 13.484 km 18.93 WCG boundary Structural works

Median barrier walls

• Double-sided, 1.0 m high (above FRL), single-slope precast units joined with a cast in situ micro-concrete stitch

• For level differences >300 mm, a rectangular cast in situ wall section will be provided with its top tying into the taller panel

• Exposed surfaces of cast in situ elements must match colour of precast units

• No lifting holes permitted on front face of units. DYWIDAG lifting system or similar approved to be used Structural works

Median barrier walls at portal gantry columns and bridge piers

• Transitions will use same precast units with a cast in situ reinforced concrete infill Structural works

(c) Rehabilitation of structures

• Rehabilitation of ten (10) bridges • Main repair activities include: 1. Cleaning of stained exposed concrete surfaces 2. Crack and patch repairs. 3. Application of protective coatings to deck soffits, parapets, and substructures 4. Replacement of asphaltic type expansion joints Structural works

(c) Rehabilitation of structures Structural works

Retaining walls

• New retaining structures comprise: – 2 Shotcrete soil-nail walls – 5 Reinforced concrete cantilever retaining walls – 2 Precast and in situ reinforced concrete barrier walls • Wall heights vary between 2.0 m to 4.5

Soil-nail walls Concrete crash barrier Structural works

L = 160 m L = 210 H = 4.0 m H = 4.5 m L = 65 m L = 278 m H = 2.6 m H = 1.1 m

L = 215 m

L = 60 m H = 1.1 m

H = 3.5 m Karl Bremer I/C Lincoln St (Jip De Jager Ave Underpass

KEY: - Shotcrete/Soil Nail - RC Cantilever - Precast RC Barrier Structural works

L = 78 m

H = 3.4 m

L = 60 m

H = 2.0 m

Durban Rd I/C

KEY: - RC Cantilever Structural works

L = 120 m

H = 4.2 m

Old Oak I/C

KEY: - RC Cantilever Structural works

Ancillary works • Removal of existing sign gantries where lane widening is carried out

• Installation of new sign gantries to accommodate lane widening and larger signboards:

– 15 Cantilever gantries and 6 Portal gantries • In addition, construction of short sections of RC, gabion, and other retaining structures (Terraforce units) to contain fill embankments Safety

• Safety in design • Safety during construction Safety in design

Designing for safety • Vertical clearances to structures • Horizontal clearances to structures • Load carrying capacity of the structure • Vertical alignment at appropriate design speeds • Horizontal alignment at appropriate design speeds • Stopping sight distance and median barriers • Guardrails and cable barriers • Position of the guardrail relative to a barrier kerb Safety in design Vehicle tripping over the kerb and guardrail –NCHRP Report 537 of 2005 sponsored by AASHTO • Freeways preferably no barrier kerb at all

Operating speed Kerb height (kph) (mm) Kerb Face Guardrail

< 60 not applicable not applicable not applicable

60 < OS <85 < 150 Sloping Flush with kerb face

85 < OS < 90 < 100 Sloping Flush with kerb face

90 < OS < 120 < 100 1:3 slope Flush with kerb face Intersection spacing

Interchange spacing - Minimum spacing for adequate signage - Outbound YLBP to Required Actual Difference From To YLBP* Add ramps Spacing Spacing (m) Koeberg I/C Sable Road I/C 1400 1631 3031 3361 330 Sable Road I/C Wingfield I/C 2100 899 2999 2709 -290 Wingfield I/C Monte Vista Blvd 1400 1012 2412 2202 -210 Monte Vista Blvd Giel Basson Drive 1300 578 1878 1718 -160 Giel Basson Drive Parow North 1300 1265 2565 1910 -655 Parow North I/C Jip de Jager Ave 1300 1265 2565 2505 -60 Jip de Jager Ave Durban Road I/C 1300 1260 2560 2295 -265 Durban Road I/C Old Oak Road I/C 1300 1060 2360 2490 130 Old Oak Road I/C R300 I/C 2100 860 2960 1845 -1115 R300 I/C Blvd 1400 1235 2635 1950 -685 *Table 7.1 of the SANRAL Standards Intersection spacing

Table 7.5 : Relationship between interchange spacing and accident rate Safety in design

Collector-Distributor roads • Can allow one to provide additional access between existing interchanges already at minimum spacing • 100 km/h operating speed – Lower design standards • Take the congestion and weaving off the core lanes • Advantage – Carriageway closures – Bypass accident scenes Express collector system • Combination of C-D roads in one continuous length Directional signage • If you can’t sign it you can’t build it Safety during construction

Safety during construction • Accommodation of traffic Accommodation of traffic

• Movable concrete barriers required on the edge of all working areas • Temporary gantries to depict a height restriction are required in advance of the bridge construction • Restricted working hours – 06:00 to 09:00 on the inbound, 15:00 to 19:00 on the outbound, both AM and PM peak periods on ramps and crossing roads • Temporary deviations for Old Oak Road and the freeway during demolition and reconstruction works • Temporary detours using local road network for removal and replacement of overhead sign gantries, plus Bridge Rehabilitation works Accommodation of traffic

• Temporary carriageway closures shall be planned for off-peak periods on weekends or at night • No long-duration work shall be carried out simultaneously on both sides of a carriageway, roadway or ramp, nor at both terminals of the same interchange • The length of the working area on the median is restricted to 2000m. Locations of bridge piers must be considered. • Plant and truck movements for delivery or removal of material need to be carefully planned with relation to traffic direction, proximity to on-ramps and off-ramps and weaving across lanes. Accommodation of traffic

• Loading of cut material and haul route to the fill area should preferable be planned in a downstream direction • On the carriageway of the freeway, only one traffic lane per direction may be closed for short-duration work • Work on a centre-lane for short-duration work – traffic shall be diverted so that it bypasses the restricted work area on one side only • If particular sections of the N1 need to be closed to remove or install overhead gantries, then all such work shall be programmed to be done simultaneously Accommodation of traffic

• Consultant required to submit a Media Communications Plan • Contractor required to submit a Traffic Management Plan • All lane closures communicated to public via social media and radio stations beforehand • Traffic Management Centre in Goodwood and the Provincial Communications Department to be informed • Permission to be obtained prior to any operation affecting traffic flow – Big local events influence granting of permission • All traffic incidents to be reported by Contractor • Routine Maintenance and Electrical Maintenance to be taken over by Contractor Accommodation of traffic Installation and removal of gantry on the outbound Accommodation of traffic Implosion of Old Oak Bridge – Detour Before and During Implosion Accommodation of traffic Implosion of Old Oak Bridge – After Implosion Accommodation of traffic

Temporary deviation for Old Oak Road – Phase 1 during bridge reconstruction Accommodation of traffic

Temporary deviation for Old Oak Road – Phase 2 during reconstruction of bridge approaches Safety during construction

Occupational Health & Safety • The Contractor must comply with the OCHS and Regulations Act 85 of 1993 plus the Compensation for Occupational Injuries and Diseases Act 130 of 1993. • The Contractor must carry out a site specific risk assessment for all construction operations and procedures prior to construction and include these in his OH&S Plan. • An Independent specialist is appointed by the Employer to review and approve the OH&S Plan, conduct inspections and provide a monthly assessment report at the monthly site meetings. • OCHS documentation for plant, operators, etc to be approved, signed off and updated on a continuous basis. Safety during construction

• Method statements to be submitted by the Contractor and approved by the OCHS inspector and Engineer.

Worker and Visitor safety • All must wear high visibility clothing • Hard hats and protective clothing for workers • Safety boots and goggles for certain operations • Safety rules to be followed for all construction operations • All operators and workers must undergo medical tests • All workers are tested for alcohol and drugs – Removed from site immediately if under the influence Safety during construction Procedures put in place by the Contractor • All contractor and subcontractor staff and visitors including consultants must be inducted onto site where they are given a safety talk and have to sign a visitor’s register and induction forms. • All contractor and subcontractor staff must be ferried by vehicle onto site and removed by vehicle. • No stopping anywhere except in designated areas. • No crossing of the freeways by staff or labourers – instant dismissal. Safety during construction Working at heights - Dangerous operations include: • Bridge demolition; • New bridge construction; • Removal of existing gantries; • Installation of new gantries. Safety measures must include: • Safety nets and safety rails • Advance warning signage and traffic accommodation • Compliance with crane and crane operator regulations • Concrete median barriers to protect temporary staging Environmental safety during construction

Environmental safety measures • A Basic Assessment was carried out because work was confined to the N1 road reserve. • The Environmental Specialist remains involved throughout the construction period. • Two wetlands are affected – No construction plant or labour may enter the designated areas. • Bird / nest survey must be done prior to removal of trees - Valid for only 10 days. • Search and rescue undertaken to relocate indigenous trees and other selected vegetation. Environmental safety during construction

• Bridge demolition – Approvals required for demolition method and noise limitation. • Notifications required to the adjacent residents if blasting is used. • Portable toilets must be provided in all work areas. • Standard environmental control measures in place for: 1. Refuse disposal, litter, eating places, lighting of fires, etc. 2. Refueling or maintenance of plant. 3. Storage and control of dangerous substances. Supervision

The necessary level of control and attention to detail requires a very large staff complement to achieve minimum performance, quality and safety standards: Contractor – 9 Senior Staff • 1 x Contract Director • 2 x Contract Managers • 2 x Site Agents • Community Liaison officer • Site Safety Officer • Environmental Officer • Traffic Safety Officer Also Subcontractor Management Staff – Pipeline, Structural Works and the Emerging Contractor Mentor Supervision Consultant – 9 Senior Staff • 1 x Engineer • 1 x Engineer’s Representative • 1 x Environmental Specialist • 1 x OH & Safety Specialist • 4 x Assistant Engineer’s Representatives • 1 x Materials Technician Full Site Laboratory to carry out all materials testing except special testing. This laboratory is audited to check that it is SANAS accredited. Quality control and testing

• Adherence to ISO 9001 standards for all quality control, testing procedures and document issue. • Adherence to all WCG and SANS standards for all materials used in construction and compliance with all performance specifications. • Approved electronic document recording system required for: 1. All submissions for approval and signing off of the acceptance or rejection thereof 2. Issue of all drawings and site instructions 3. Technical queries from the Contractor and responses • Auditing is done periodically by SMEC internal auditors from the Cape Town office (Level 1), from other SMEC Offices (Level 2) and also External Auditors such as SANS (Level 3). THE END East tie-in at SANRAL boundary EMME Results (PM Peak inbound)

PM PEAK HOUR VOLUMES 2013 2032 INBOUND LINKS EXISTING 3-LANE 4-LANE 4-LANE+R300 VOLUME 5370 6026 6794 6165 GIEL BASSON - PLATTEKLOOF GROWTH 12.20% 26.50% 14.80% % per ANNUM 0.61% 1.25% 0.73% VOLUME 4155 6292 6890 6193 PLATTEKLOOF - JIP DE JAGER GROWTH 51.40% 65.80% 49.00% % per ANNUM 2.21% 2.70% 2.12% VOLUME 3978 5339 5862 5940 JIP DE JAGER - DURBAN GROWTH 34.20% 47.40% 49.30% % per ANNUM 1.56% 2.06% 2.13% VOLUME 2548 4367 4708 4552 DURBAN - OLD OAK GROWTH 71.40% 84.80% 78.60% % per ANNUM 2.88% 3.28% 3.10% VOLUME 1800 3122 3448 3617 OLD OAK - R300 GROWTH 73.40% 91.60% 100.90% % per ANNUM 2.94% 3.48% 3.74% EMME Results (PM Peak outbound)

PM PEAK HOUR VOLUMES 2013 2032 OUTBOUND LINKS EXISTING 3-LANE 4-LANE 4-LANE+R300 VOLUME 6029 8466 10002 9109 GIEL BASSON - PLATTEKLOOF GROWTH 40.40% 65.90% 51.10% % per ANNUM 1.80% 2.70% 2.20% VOLUME 5651 8219 9784 8764 PLATTEKLOOF - JIP DE JAGER GROWTH 45.40% 73.10% 55.10% % per ANNUM 1.99% 2.93% 2.34% VOLUME 5385 7760 8956 8308 JIP DE JAGER - DURBAN GROWTH 44.10% 66.30% 54.30% % pa 1.94% 2.71% 2.31% VOLUME 6039 7700 8870 8768 DURBAN - OLD OAK GROWTH 27.50% 46.90% 45.20% % per ANNUM 1.29% 2.04% 1.98% VOLUME 4404 4934 5771 6410 OLD OAK - R300 GROWTH 12.00% 31.00% 45.50% % per ANNUM 0.60% 1.43% 2.00% Parow North Diverging Diamond