Graaff-Reinet: Urban Design Plan August 2012 Contact Person:
Hedwig Crooijmans-Allers
The Matrix cc...Urban Designers and Architects 22 Lansdowne Place Richmond Hill Port Elizabeth
Tel: 041 582 1073 email: [email protected] GRAAFF -REINET: URBAN DESIGN PLAN
Contents
Executive Summary ...... 4 1. Introduction ...... 6 1.1. General ...... 6 1.2. Stakeholder and Public Participation Process ...... 6
A: Traffic Study 2. Introduction ...... 8 2.1. Background ...... 8 2.2. Methodology ...... 8 2.3. Study Area ...... 8 3. Problem Statement ...... 10 4. Previous Studies ...... 10 4.1. Roads and Traffic ...... 10 4.2. Land Use ...... 11 5. Data Collection...... 13 5.1. Existing Road Network ...... 13 5.2. Traffic Volumes ...... 14 5.3. Current Routes Followed by Truck Traffic ...... 16 5.4. On-site Assessment ...... 18 5.5. Stakeholder Consultation ...... 19 6. Situational Analysis ...... 20 6.1. Heavy Vehicle Operations ...... 20 6.2. Directional Signage ...... 20 6.3. Enforcement ...... 20 6.4. Overnighting ...... 20 6.5. Community Input ...... 20 6.6. Inter-City Bus and Minibus-taxi Operations ...... 20 7. Proposed Heavy Vehicle Routes ...... 21 7.1. Proposed Truck Route (Bypass / Ring Road) ...... 21 7.2. East Route - Market / Somerset / Church ...... 23 7.3. West Route - Stockenstrom / Somerset / Church ...... 23 8. Preliminary Cost Estimates ...... 25 8.1. Proposed N2 Bypass / Ring Road Route ...... 25 8.2. Proposed Town Route – West / East ...... 26 8.3. Proposed Weighbridge ...... 26 9. Evaluation of Alternative Routes ...... 27 9.1. Ring Road / By Pass Route ...... 27 9.2. West/East Town Route ...... 27 9.3. Weighbridge ...... 28 10. Conclusions ...... 29 11. Recommendations ...... 30
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B: Urban Design Proposals 12. Introduction ...... 31 12.1. Background ...... 31 12.2. Methodology ...... 31 12.3. Study Area ...... 31 13. Analysis ...... 32 13.1. The Town of Graaff-Reinet ...... 32 13.2. Church and Caledon Streets ...... 37 13.3. uMasizakhe and the Royal Block ...... 42 13.4. Urban Design Conclusions ...... 49 14. Proposed Projects ...... 50 14.1. Church Street Upgrade ...... 51 14.2. Market Square Upgrade ...... 57 14.3. Goedhals Square Upgrade ...... 62 14.4. Graaff-Reinet Village Centre Upgrade ...... 68 14.5. Entrance Bridge Development ...... 69 14.6. Tourist Walking Route ...... 72 14.7. uMasizakhe and the Royal Block ...... 73 15. Costing ...... 88
C: Tourism 16. Introduction ...... 89 17. Tourism Nodes In The Cacadu, Chris Hani And Central Karoo District Municipal Area ...... 90 17.1. Regional Nodes...... 90 17.2. Visitor Numbers to South African National Parks (SAN PARKS) ...... 91 17.3. Regional Distributors and Linkages ...... 91 17.4. Opportunities and Strategies to Strengthen Linkages and Accessibility ...... 92 18. Tourism Nodes in The Camdeboo Municipal Area ...... 93 18.1. Tourist Markets ...... 93 18.2. Products Percentages Per Market Sector ...... 94 18.3. Regional Distributors and Linkages ...... 96 18.4. Strategies to Improve Linkages and Opportunities for Tourism on Municipal Wide Scale ...... 96 19. Urban Nodes and Markets ...... 97 19.1. Graaff-Reinet ...... 98 19.2. Niue-Bethesda ...... 102 19.3. Aberdeen ...... 104 20. The Graaff-Reinet Tourism Support and Sustainability Plan ...... 106 20.1. Introduction ...... 106 20.2. Current Initiatives ...... 106 20.3. Tourism Support Facilities ...... 108 21. Way Forward ...... 112
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22. References ...... 113
Annexure A: Public Participation – Open Day Register
Annexure B: Public Participation – Stakeholder List
Annexure C: Traffic Volumes – Permanent Stations
Annexure D: Traffic Volumes – Temporary Stations
Annexure E: Intersection Turning Movement Data
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Executive Summary
Executive Summary
Introduction An interaction between the Cacadu District Municipality (CDM), Camdeboo Municipality, the Development Bank of Southern Africa’s (DBSA) Local Economic Development Initiative (LEDI) and the Graaff -Reinet Chamber of the Afrikaanse Handelsinstituut (AHI) has highlighted the need and identified the opportunity to revitalise the Main Street (Church Street) of Graaff-Reinet and integrate various settlements of the town in the interest of maximizing the economic benefits of the local tourism industry and encourage broad-based local economic development.
This report sets out the various components that form part of the Urban Design Plan for Graaff-Reinet. The report is divided into three sections, including a traffic study, urban design proposals and a tourism analysis. The design team comprises The Matrix…cc, Engineering Adv ice and Services, Urban Dynamics and Moffat Whitlock Architects, who collaborated on the various aspects of the project with public participation as an integral part of the process.
Traffic Study The traffic study comprises the impact of heavy vehicle traffic passing through the Graaff-Reinet town centre. The study area considered the main roads entering Graaff-Reinet – N9 and R63, as well as the routes used by trucks through the town – Church Street, Caledon Street, Somerset Street, Market Street and Stockenstom Street.
In view of the findings of this study, it is recommended that:
In the short to medium term, heavy vehicle traffic to be accommodated along Market , Somerset and Church Streets for the N9 route and either Caledon, Market, Somerset and Church Streets or Stockenstrom, Somerset and Church Street for the R63 traffic for the foreseeable future until such time as the ring road option is considered;
The proposed ring route to be reserved for possible implementation in the long term
Clear signage and physical road channelisation measures be implemented at the necessary intersections to direct heavy vehicles to follow the proposed routes;
The Provincial Department of Roads and Public Works and SANRAL be approached with regard to contributing to the cost of upgrading the road surface along these routes;
The Camdeboo Municipality identify land for the provision of a weighbridge facility to the south of the town centre;
The Camdeboo Municipality identify land for the provision of a truck stop facility to the south of the town centre.
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Executive Summary
Urban Design Proposals Various focus areas were identified in Graaff-Reinet through a spatial analysis of the town. Urban design proposals were then developed, taking into account the issues raised in the analysis. Emphasis is placed on heritage, tourism, community facilities and safer, better urban spaces.
The study area is in need of Urban Design interventions in order to create a safe, comfortable and aesthetically pleasing pedestrian environment. There is a concentration of heritage and tourism attractions along Church, Caledon and Parsonage Streets, as well as in the Royal Block. The character of Church Street undergoes a change from a more commercially oriented character to that of a more tourism and heritage oriented character to the north. It can also be seen that there is a lack of linking developments around Market Square and Goedhals Square, and therefore a lack of physical unification between the horseshoe and uMasizakhe.
The various projects identified for intervention are: Church Street; Market Square; Goedhals Square; Graaff-Reinet Village Centre; the entrance bridge development; a tourist walking route; and uMasizakhe Township and the Royal Stable Block.
Tourism Linkages need to be created across existing open spaces between urban settlements and rural places of interest in order to improve the access to spaces of tourism significance. The integration of historical, agricultural and environmental tourist attractions would consolidate and improve the tourism industry of the area. This component also investigates the establishment of improved access infrastructure.
In order to formalise and sustain the proposed tourism initiatives the plan focuses on the following: The maintenance of public amenities; Safety and security by visible and regular policing at key tourism attractions; Prioritisation of the tourism industry by all municipal departments by giving favourable consideration of general infrastructure developments that may aid tourism, taking cognisance of tourism in town planning, facilitating tourism development, etc. and; Standardisation of signage.
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Introduction
1. Introduction
1.1. General An interaction between the Cacadu District Municipality (CDM), Camdeboo Municipality, the Development Bank of Southern Africa’s (DBSA) Local Economic Development Initiative (LEDI) and the Graaff -Reinet Chamber of the Afrikaanse Handelsinstituut (AHI) has highlighted the need and identified the opportunity to revitalise the Main Street (Church Street) of Graaff-Reinet and integrate various settlements of the town in the interest of maximizing the economic benefits of the local tourism industry and encourage broad-based local economic development.
The Cacadu Local Economic Development Initiative (LEDI) is a partnership between Cacadu District Municipality, Camdeboo Municipality, the Development Bank of Southern Africa (DBSA) and other major stakeholders in the region aimed at identifying and unlocking economic potential. The idea is to build a strong strategic relationship between the municipality and local and regional stakeholders aimed at catalysing an economic turn-around.
It is anticipated that these requirements can be met via the design, compilation and facilitation of an Urban Design Plan for Graaff-Reinet.
Five focus areas were identified for intervention, namely: 1. Interventions to curb the impact of heavy traffic on the current CBD (Church Street) 2. The urban design and revitalisation of Church Street 3. Royal Stable Block upgrade and establishment of historical precinct and tourism hub in uMasizakhe 4. The creation of linkages between the various urban and rural nodes with particular focus on tourism access 5. The facilitation and formalisation of a Graaff-Reinet tourism support and sustainability plan
This report sets out the various components that form part of the Urban Design Plan for Graaff-Reinet. The report is divided into three sections, including a traffic study (focus area 1), urban design proposals (focus area 2 and 3) and a tourism plan (focus area 4 and 5). The design team comprises The Matrix…cc Urban Designers and Architects, Engineering Advice and Services, Urban Dynamics Town and Regional Planners and Moffat Whitlock Architects, who collaborated on the various aspects of the project with public participation as an integral part of the process.
The Graaff Reinet Urban Desig Project as described above run concurrently with the Camdeboo Township Tourism Programme focussing specifically on uMasizakhe Township, carried out by Urban Econ, which does not form part of this report.
1.2. Stakeholder and Public Participation Process Public participation was integrated into the work process throughout the duration of the project in various ways. A Project Steering Committee (PSC) was established, and registered stakeholders were invited to attend all PSC meetings held in Graaff-Reinet in order to stay informed and up to date, and also to give suggestions and information to the project team.
A PSC meeting was held on 1 st February 2012 at which the project team were introduced and an overview of the project was presented. The background and reasons for initiation of the project, as well as the goals, deliverables and timelines for the project were explained.
A Public Open Day was held on 29 th February 2012 at the Graaff-Reinet Town Hall. This was advertised in the local newspaper, The Advertiser , and an invitation was emailed to all registered stakeholders. Invitations were also displayed on all municipal notice boards in Graaff-Reinet. At the Open Day the project team presented an introduction to the project in poster format in order to inform the community about what the scope of the project was. The presentation from the Inception meeting was also on display. Comments and queries were invited, and project team members were available at the venue should members of the public wish to raise concerns or ask questions, and pamphlets were handed out summarising the information. A register was available for people wishing to leave comments and 65 people registered as Interested and Affected Parties.
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Introduction
A further PSC meeting was held on 13 th April 2012. Feedback was given from the Open Day and a presentation was put together to illustrate the results and conclusions drawn from the analysis done up until that point.
On 27 th 2012 June a PSC meeting was held, at which the project team presented their conceptual proposals for the project to the PSC Stakeholders present, following the synthesis of the analysis results.
At a special Council meeting on 31 July 2012, approval was given to the project team to initiate a public participation process for the the concept designs.
A second Public Open Day was held on 14 th August 2012. For this event the presentation was duplicated and members of the public could view the presentation at the Graaff-Reinet Town Hall or the uMasizakhe Community Centre. The concept design was portrayed on posters and the PowerPoint presentation from the Concept Design meeting was available for viewing. In total 41 people signed the register at the Open Day.
The lists of registered PSC stakeholders, as well as the registers taken at the two Open Days are attached as annexures.
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A: Traffic Study
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A: Traffic Study
2. Introduction
2.1. Background Engineering Advice & Services (Pty) Ltd is part of the professional team, headed up by The Matrix …cc Urban Designers and Architects, that was appointed by Cacadu District Municipality during November 2011 to conduct an Urban Design Plan for Graaff-Reinet. The project focuses on the historical precincts in Graaff-Reinet with EAS input related to assessment of the impact of heavy vehicle traffic on these precincts as well as an assessment of options to accommodate such heavy vehicle traffic passing through Graaff-Reinet.
2.2. Methodology The approach followed in conducting the traffic study was in accordance with accepted general practice. The methodology used was as follows:
Data related to heavy vehicle traffic volumes and patterns, land use and road planning in and around Graaff- Reinet was collected;
The traffic data was assessed to determine the current traffic patterns in Graaff-Reinet, with particular reference to heavy vehicles;
Observations of the routes currently being used by heavy vehicles and the proposed heavy vehicle bypass were conducted;
Input was obtained from the general public via an open day;
Relevant documentation was researched to provide input into the situation;
Based on the above input, various alternative truck routes were identified for consideration. Management related measures as well as cost implications were also considered as part of each alternative;
Each alternative was evaluated in terms of advantages and disadvantages and the results tabled for consideration by the client.
Further details of the scope of the work to be conducted in this report are contained in the project Inception Report (1) prepared by the project team during February 2012.
2.3. Study Area Given that the brief was to investigate the impact of heavy vehicle traffic passing through the Graaff-Reinet town centre, the study area considered the main roads entering Graaff-Reinet – N9 and R63, as well as the routes used by trucks through the town – Church Street, Caledon Street, Somerset Street, Market Street and Stockenstrom Street.
Figure 1: Truck taking wrong turn at Town Hall
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Figure 2: Locality Plan
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3. Problem Statement The community of Graaff-Reinet is concerned about the impact that heavy vehicle traffic passing through Graaff- Reinet has on the historical precincts of the town, as well as on general traffic operations. Trucks pass through the town along any route which they feel is convenient and in many instances struggle to negotiate intersections without causing damage to street infrastructure.
Truck drivers in many instances follow incorrect routes with the result that they are unable to exit the street without damaging infrastructure. In addition, trucks park overnight along Church Street in close proximity to facilities which provide food and in some cases fuel.
4. Previous Studies
4.1. Roads and Traffic
Cacadu DM Integrated Transport Plan (2) While not providing detail of actual volumes through Graaff-Reinet, the Cacadu DM Integrated Transport Plan (ITP) documents the situation with regard to daily traffic volumes and daily truck volumes on the R63 to the northwest and southeast of the town. In addition, the ITP indicates the long distance bus routes passing through the town.
The branch rail line between Rosmead and Willowmore via Graaff-Reinet and Klipplaat is closed and does not operate at present.
Projects identified for implementation include the design and construction of an inter-city bus facility in Graaff-Reinet (proposed in the vicinity of Goedhals Square) and an accident and freight route analysis that is being undertaken in conjunction with the CSIR.
National Transport Master Plan – Eastern Cape (3) The Eastern Cape Province Chapter of NATMAP identifies the implementation of weighbridges as one of the major transport projects in the province in the short-term, namely 2005 - 2015. Graaff-Reinet has been identified as one of the locations.
While truck traffic passing through Graaff-Reinet is evident, it is noted that Graaff-Reinet is not situated on a major national freight transport route. This corridor could however be categorized as a provincial or local freight corridor, with two routes, namely from Murraysburg along the R63 and from Middelburg along the N9.
Trucks along these routes carry significant daily tonnages of agricultural products and containers. The N9 route from Middelburg through Graaff-Reinet to George carries between 1000 and 2000 tonnes per day, while the R63 and R75 between Graaff-Reinet and Port Elizabeth carries between 400 and 1000 tonnes per day.
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4.2. Land Use
Camdeboo Spatial Development Framework (4) A major focus of the SDF is to promote economic development of the town through the historical significance of the town, tourism potential and by stimulating retail and industrial development.
The maintenance and promotion of transport corridors is identified as one of the ways to achieve the economic development goals.
The SDF also indicates a proposed truck bypass route between the N9 at Goedhals Square and the junction of the N9 and R63 south of the town. This route follows the railway reserve up to the Kroonvale Access Road, follows the access road up to Van der Byl Street, and follows Van der Byl Street before crossing the industrial area through to the N9/R63 intersection.
Figure 3: Camdeboo SDF
Cacadu District Municipality Spatial Development Framework (6) The Cacadu District SDF provides little comment on transportation issues apart from the implementation of the Public Transport and Transport Infrastructure Strategies as contained in the Cacadu DM ITP (2) .
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UCT Graaff-Reinet Urban Design Studio (5) This document, prepared in 1989, identified the proposed bypass route as an alternative route to reduce the impact of heavy vehicle traffic and improve Church Street for pedestrian and everyday vehicle use. The approach developed was to create a new through route which would be situated centrally in the town which it was proposed would expand to the east across the Sunday’s River .
Figure 4: Urban Design Concept Source: Graaff-Reinet Design Studio
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5. Data Collection
5.1. Existing Road Network
Church Street (TR0105) is the main road in Graaff-Reinet. The road also forms part of the N9 which links the Southern Cape with the interior and the R63 between Murraysburg and Cookhouse. Church Street consists of two traffic lanes per direction in a single carriageway, with an embayed parking lane in each direction.
Caledon Street is the main east-west road which links the incoming R63 from the west and the N9 from the north-east with Church Street. Caledon Street consists of two traffic lanes per direction separated by a narrow median island between Church Street and Goedhals Square, and one wide traffic lane (approximately 6.5m) per direction in a single carriageway between Church Street and Stockenstrom Street. Parking Figure 5: View of Church Street towards north embayments are provided along the whole length of the street in both directions.
Somerset Street is also one of the main east –west roads linking residential areas with Church Street. The street is approximately 13m wide with a single traffic lane and parking lane in each direction.
Stockenstrom Street is a north-south street, a portion of which forms part of the R63 from Murraysburg. It is approximately 13m wide with a single traffic lane and parking lane in each direction.
Murray Street links Market Square from Somerset Street to Rivier Street. The street is approximately 6.5m wide with one traffic Figure 6: View of Somerset Street from Market Square lane per direction. A number of historical buildings are located along the street.
Parsonage Street is an east-west link between Church Street and Murray Street with a number of historical buildings located along both sides of the street. The street is approximately 12m wide with one traffic lane per direction as well as parking lanes along both sides. The road has also been designed to accommodate pedestrian traffic.
Figure 7: View of Parsonage Street
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5.2. Traffic Volumes Traffic volumes were obtained from the following sources:
Permanent Piezo Stations – (SANRAL and EC DoT) Temporary Piezo Stations Selected intersection turning movement counts
5.2.1. Permanent Piezo Stations The permanent piezo stations from which traffic data was sourced are located at the following locations:
Station 889 – N9 between Graaff-Reinet and Aberdeen Station 1711 – R63/R75 at Adendorp Station 939 – N9 south of Middelburg
The traffic volumes recorded at these stations are indicated on Table 1 below. The average annual daily truck traffic (AADTT) ranges from 10.5% on the N9 south of Graaff-Reinet to 14.7% on the R63 at Adendorp.
The data also indicates that the average number of axles and mass (in tonnes) per truck across the three stations is in the order of 5 axles and 28 tonnes respectively.
Table 1: Traffic data – Permanent Stations Average Average Average axles per Average mass per Station Annual Daily Annual Daily % Trucks truck truck (t) Traffic Truck Traffic 889 2203 232 10.5 4.8 28.3
1711 1370 201 14.7 4.8 27.5
939 1334 172 12.9 5.1 29.4
5.2.2. Temporary Piezo Stations The temporary piezo stations from which traffic data was sourced were positioned at the following locations:
Church Street on the Sundays River bridge N9 north of Graaff-Reinet adjacent to uMasizakhe R63 on road to Murraysburg
These stations were selected in order to gain a better understanding of truck traffic volumes actually entering the centre of Graaff-Reinet.
Table 2: Traffic data – temporary Stations Average Average Average axles per Average mass per Station Annual Daily Annual Daily % Trucks truck truck (t) Traffic Truck Traffic Church (South) 4415 554 12.6 3.7 21.1
uM asizakhe (N9) 2062 303 14.7 4.5 25.6
R63 681 77 11.3 2.9 16.6
The data contained in Table 2 indicates that approximately 150 trucks enter and 150 exits Graaff-Reinet via the N9 towards Middelburg while 40 enter and 37 exit via the R63 towards Murraysburg. The AADTT on Church Street (554) correlates relatively well with the permanent stations on the N9 and the R63 (433) given that there would be a proportion of internal traffic at the Church Street station.
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The average number of axles and mass loads vary substantially between the N9 and the R63. The N9 data is similar to that recorded at the permanent stations, while the R63 data is in the order of 64% of the N9 (uMasizakhe) and 79% of the Church Street volumes.
5.2.3. Intersection Counts Turning movement counts were conducted at three locations in order to gain a feel for heavy vehicle movement patterns at these intersections:
Church Street / Caledon Street west Church Street / Caledon Street east Church Street / Somerset Street
It must be noted that the heavy vehicles counted during this period included all vehicles larger than bakkies and light duty vehicles (L DV’s ). Volumes are therefore higher than the truck volumes recorded at the mechanical permanent and temporary stations
The movement data is summarized on Figure 8 overleaf, while selected movements are indicated in Table 3 below.
Table 3: Traffic data – Intersection Counts – Selected Movements Station 12 hour All 12 hour truck % Trucks
Church / Caledon (West) NB to west 628 173 28
Church / Caledon (West) NB to east 822 226 28
Church / Caledon (East) SB from west 459 110 24
Church / Caledon (East) SB from east 642 204 32
Church / Somerset - NB 2033 86 4
Church / Somerset – NB to east 1224 53 4
Church / Somerset – NB to west 631 12 2
Church / Somerset - SB 1848 91 5
Church / Somerset – EB to south 937 30 3
Church / Somerset – WB to south 1436 87 6
The data indicates that the percentage of heavy vehicle traffic relative to all traffic is in the order of 25 to 30% at the Caledon Street intersections with Church Street while substantially lower – in the order of 4% on average – at Somerset Street. Total traffic volumes at Somerset Street are higher however.
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*AADT: Average Annual Daily Traffic AADTT: Average Annual Daily Truck Traffic Figure 8: Traffic Volumes
5.3. Current Routes Followed by Truck Traffic Based on the data collected described above, observations on site in Graaff-Reinet and input from stakeholders, it is clear that heavy vehicle trucks follow a number of routes through Graaff-Reinet.
The main through routes followed are as follows:
Caledon Street and Church Street past Church Square N9, Market Square, Somerset Street and Church Street – from the northeast R63, Stockenstrom Street, Somerset Street and Church Street – from the northwest
In addition, it is also noted that some trucks follow Murray Street to Middel Street and then to the industrial area.
Some trucks deviate slightly from the main routes indicated on Figure 9 overleaf, following secondary routes such as Noord Street, for example. These secondary routes are also indicated on Figure 9 .
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Figure 9: Current Truck Routes
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5.4. On-site Assessment On-site observations of the various truck routes were conducted by the author, in order to gain an understanding of the routes being followed and how they are impacted upon by truck traffic in terms of their being able to accommodate truck turning and through movements.
Observations indicated the following: The route via Caledon Street into Church Street around the church is difficult to negotiate due to the s- manoeuvre that trucks need to perform; Trucks can negotiate the turn from Market Square into Somerset Street because of the space available at this intersection; The Somerset Street / Church Street intersection can be negotiated relatively comfortably given the space at the intersection. However when the intersection is busy, congestion can occur as trucks attempt to avoid other traffic; Trucks that enter Murray Street from Market Square do so with difficulty due to the narrow width of Murray Street; Trucks appear to take wrong turns at various intersections due to poor directional signage and possibly due to uncertainty with regard to the truck being able to perform turning manoeuvres; Trucks appear to follow routes where the roads are wide – for example from the north via Noord Street and Church Square and across Caledon Street into Church – and they are able to bypass tight corners (see image below); Some truck operators follow routes that allow them to minimize tight turning movements; The photographs below indicate how trucks turning at various intersections do so with difficulty.
Figure 10 : Following wrong turn around Mayor’s Garden Figure 11 : Turning from Market Square into Somerset Street
Figure 13 : Wrong turn in past Town Hall Figure 12 : From Noord Street into Church Street
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5.5. Stakeholder Consultation
5.5.1. Steering Committee A Project Steering Committee has been established on which representatives of the Camdeboo Municipality – through councillors and officials, the Cacadu Municipality and the Development Bank of Southern Africa are represented.
5.5.2. Public Open Day A public open day was held on 29 February 2012 in the Town Hall between 11:00 and 14:00 and 15:00 and 19:00. The open day was well attended with valuable input received from the attendees.
Issues raised by visitors included the following: Bypass route not favoured due to potential to remove all traffic from Church Street thus impacting on economy; Residents do not want trucks in Church Street; Long distance taxi services pass through Graaff-Reinet on Thursday nights and Sundays and create congestion at Engen Filling Station in town; Sunday nights trucks sleep in Church Street – no facilities; Weigh station suggested as option – mobile unit – use Ockie Fourie’s weighbridge to weigh vehicles; Murray Street too narrow to accommodate HV traffic; Bypass route will impact residents east (Cypress Grove) and west of rail line (Naude Street); Improve signage directing trucks through town; Status of rail line? Impact of new rail line for manganese ore? Trucks damaging streets; Trucks not travelling through Middle Street due to narrow street tend to travel along Somerset; R63 traffic travels through to West Street then cannot negotiate turns – improve signage at Somerset Street; Can a national route be constructed in close proximity to a prison?
5.5.3. Other sources Other inputs noted from various sources include the following: Potential increase in truck traffic should the government issue a fracking exploration license. This traffic will include not only heavy equipment, but also the huge volumes of water required for the fracking process; The Government’s stated intention to upgrade the rail line between Port Elizabeth and Sishen and the relocation of the Manganese ore terminal from Port Elizabeth harbour to the Port of Nqurha;
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6. Situational Analysis
6.1. Heavy Vehicle Operations Heavy vehicles currently follow a number of routes through Graaff-Reinet Town, the main routes being Church Street, Caledon Street, Market Square, Stockenstrom Street and Somerset Street.
In addition, trucks also follow other routes for various reasons, including that the route would allow fewer turning movements (as in the case of the Noord Street variation).
6.2. Directional Signage Directional signage for trucks passing through Graaff-Reinet is not clear and does not guide trucks along a preferred route through town, with the result that trucks determine their own routes. In so doing the impact of heavy vehicles is extended to the entire town as opposed to specific routes which can be controlled and managed.
6.3. Enforcement The only weighbridge in operation in the Eastern Cape is at Kinkelbos on the N2 outside Port Elizabeth. This weighbridge is situated on one of the main freight corridors namely Port Elizabeth to Middelburg. It is possible that in the absence of mobile weigh-in-motion screening teams, when the weighbridge does not operate, trucks divert through Graaff-Reinet.
6.4. Overnighting Trucks also park overnight in Church Street. It would appear that should the necessary regulatory (prohibition) signage be provided in Church Street, such behaviour could be controlled.
The possible provision of a truck-stop with overnight facilities may also assist in reducing this problem.
6.5. Community Input Various sections of the community are in favour of the so-called ring road route (those that reside in Somerset/Church and Murray Streets) while others are against the route (those that reside in Cypress Grove to the east of the railway line and in Naude and Paul Kruger Streets).
There does however appear to be a consensus that directing trucks from the R63 and N9 via Stockenstrom Street and Market Square respectively and then along Somerset Street and Church Street together with the establishment of a weighbridge site may be a solution.
6.6. Inter-City Bus and Minibus-taxi Operations Figure 9 of the Cacadu ITP (2) indicates the inter-city bus routes which pass through Graaff-Reinet. As discussed in Chapter 3, the ITP has identified a project to design and implement an inter-city bus terminus in Graaff-Reinet – at this stage proposed in the vicinity of Goedhals Square.
It is considered that the development of such a facility will also serve to attract minibus-taxi operators.
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7. Proposed Heavy Vehicle Routes Given the various inputs described in the study thus far, a number of possible routes are available to accommodate trucks passing through Graaff-Reinet. These routes with the prevailing land uses are described in further detail below.
7.1. Proposed Truck Route (Bypass / Ring Road) The proposed truck route passing to the east of the town centre will pass to the east of Goedhals Square and Market Square and follows a route adjacent and west of the existing railway line. At Middel Street, the route links up with the existing Van der Byl Street passing through the industrial area before intersecting with Church Street again just north of the R63/N9 intersection.
There are two possible alignments that the route can follow through the industrial area south of the Sundays River. The first route would follow existing roads in the industrial area (Van der Byl Street, Kort Street , Reitz du Toit Street and Bresler Street) while the second would follow Scholtz Street and then a new alignment to the vicinity of the R63 / N9 intersection
The proposed route is conceptually indicated on Figure 14 overleaf.
The major impact on existing properties is between the N9 north of Goedhals Square and Middel Street.
Figure 14 also indicates the properties required to accommodate the proposed road and their areas.
It is further noted that the ring road route is likely to be a consideration in the long-term.
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Figure 14: Proposed Route – Adjacent Land use and Land Required
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7.2. East Route - Market / Somerset / Church This route enters Graaff-Reinet from the north along the N9 into Market Street, follows Somerset Street and then Church Street to the south.
Traffic entering from the north and destined for the south towards Aberdeen (N9) or Jansenville (R63 / R75) would be directed straight on towards Somerset Street, right into Somerset Street and then left into Church Street.
Direction signage would be installed in advance (north) of the Caledon Street / Market Street and Market Street / Somerset Street intersections, and on the approaches to the Somerset Street / Church Street intersection.
In addition to the direction signage, the Market Street / Somerset Street and Somerset Street / Murray Street intersections will be treated such that heavy vehicle traffic is channelled to follow the designated route.
7.3. West Route - Stockenstrom / Somerset / Church There are two options available to accommodate this traffic:
The ideal option in terms of the shortest route with minimal truck manoeuvring would be from the R63 into Stockenstrom Street, along Somerset Street and then Church Street to the south.
Traffic entering from the north and destined for the south towards Aberdeen (N9) or Jansenville (R63/R75) would be directed straight on towards Somerset Street, left into Somerset Street and then right into Church Street.
Consideration was also given to the use of Bourke Street as an alternative to Stockenstrom Street given that the adjacent land use along this street is more commercial in nature. It must be noted however that this route would require vehicles to conduct an additional turning manoeuvre and once in Caledon Street may provide drivers with too much discretion regarding the route to follow.
Direction signage would be installed in advance (north) of the Caledon Street / Stockenstrom Street and Stockenstrom Street / Somerset Street intersection, and on the approaches to the Somerset Street / Church Street intersection.
In addition to the direction signage, the Stockenstrom Street / Somerset Street intersection would be treated such that heavy vehicle traffic is channelled to follow the designated route.
The disadvantage of using this route is the location of residential properties, accommodation establishments, restaurants and a primary school adjacent to Stockenstrom and Somerset Streets.
The second option would entail trucks entering from the R63 turning left into Caledon Street, travelling along its length to Market Street and then following Somerset Street into Church Street. This route may be slightly longer but would possibly have less of an impact than option 1. Additional measures to prevent trucks turning into Church Square would also need to be considered.
A typical direction sign located on the R63 entering Graaff- Reinet on the approach to Caledon Street is indicated alongside.
Figure 15 : A typical direction sign
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A: Traffic Study
Figure 16: Proposed Route
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8. Preliminary Cost Estimates Preliminary cost estimates have been determined for the route proposals as follows.
8.1. Proposed N2 Bypass / Ring Road Route This route comprises the following:
New road construction over a distance of approximately 1km between uMasizakhe and the industrial area; A new road over road structure to provide access to Cypress Grove; A new structure over the river; and Resurfacing of existing roads through industrial area.
The estimated cost (at June 2012 prices) to construct the proposed route is R53 577 720 including VAT but excluding professional fees, and is summarized in the table below.
Table 4: Estimated Cost – Ring Road Component unit Rate* length/area Total New Road Construction km R 13 000 000.00 1.8 R 23 400 000.00 Road over road bridge m2 R 9 000.00 400 R 3 600 000.00 Road over river bridge m2 R 9 000.00 2000 R 18 000 000.00 Resurface existing road m2 R 150.00 10800 R 1 620 000.00 Base repair existing road m2 R 350.00 1080 R 378 000.00
Sub-total R 46 998 000.00 VAT R 6 579 720.00 Total R 53 577 720.00 * Including P & G items and contingencies
The cost estimate does not make provision for the cost of acquiring the necessary land.
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GRAAFF -REINET: URBAN DESIGN PLAN
A: Traffic Study
8.2. Proposed Town Route – West / East Provision has been made for the resurfacing of the route from both the east and west where the routes enter the town along Church Street to the R63 / N9 intersection. It is further assumed that approximately 10% of the road area will require repairs as a result of base failures.
The total cost (at June 2012 prices) including 20% Preliminary and General costs, 10% contingencies and 14% VAT but excluding professional fees amounts to R13 360 818 .24 .
Table 5: Estimated Cost – Town Route Component unit Rate* length/area Total
Resurface existing road (west) m2 R 111.00 13950 R 1 548 450.00 Base repair (west) m2 R 400.00 1395 R 558 000.00 Resurface existing road (east) m2 R 111.00 8100 R 899 100.00 Base repair (east) m2 R 400.00 810 R 324 000.00 Resurface existing road (Church) m2 R 111.00 36750 R 4 079 250.00 Base repair (Church) m2 R 400.00 3675 R 1 470 000.00
Sub-total R 8 878 800.00 Preliminary and General (20%) R 1 775 760.00 Contingencies (10%) R 1 065 456.00 Sub-total R 11 720 016.00 Vat R 1 640 802.24 Total R 13 360 818.24
The estimated cost where option 2, the west route – along Caledon Street – be preferred, would be approximately R12 451 000 .
8.3. Proposed Weighbridge Provision has been made in the Eastern Cape Department of Transport medium-term budget for the provision of a weighbridge facility in the Graaff-Reinet area.
Such a facility requires a relatively substantial parcel of land which would accommodate the weighing deck, a control room and a parking/offloading area where overloaded vehicles can have loads rectified.
Discussions with other professionals involved in the development of such facilities indicate that a basic single lane facility which operates on a part-time basis (does not require full-time office accommodation) and has a small load rectification area is in the order of R25 million .
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GRAAFF -REINET: URBAN DESIGN PLAN
A: Traffic Study
9. Evaluation of Alternative Routes When evaluating the alternative routes described in Chapter 7 , consideration has been given to the following aspects: Land use and ownership aspects along the routes; Impact of truck traffic on adjacent property; Cost estimates; and Various inputs received from the general public.
9.1. Ring Road / By Pass Route The proposed by-pass route has been evaluated by considering the advantages and disadvantages of implementing the route.
Advantages Disadvantages
Removes N9 heavy vehicle traffic from town centre Separates uMasizakhe from Town Can direct general through traffic away from town impacting Removes damaging impacts to historical buildings negatively on economy Removes overnight truck parking Direct impact on residential properties in Naude Street
Property acquisition necessary between Goedhals Square and river
Direct impact on residential properties in Cypress Grove
Does not accommodate Murraysburg (R63) trucks
Substantial cost to implement
May separate Graaff -Reinet into two parts
Would be implemented in long term
9.2. West/East Town Route
Advantages Disadvantages Heavy vehicle traffic still passes through town south of Somerset Removes heavy vehicle traffic from Church Square Street Removes damaging impacts to historical buildings Potential for trucks to continue overnighting in Church Street in main historical precinct No impact on Naude Street and Cypress Grove Impact on some residential properties in Somerset Street and properties Stockenstrom Street Implementation without weighbridge will not reduce truck Predominant land use is business / commercial volumes Direct routes through town with minimal Land uses along Stockenstrom and Somerset for West option 1 manoeuvring would be negatively impacted Minimal cost to upgrade relative to Ring Road
Can be immediately implemented West option 2 will have minimal impact given
relatively low truck volumes
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9.3. Weighbridge One of the main causes of damage to roads is the overloading of heavy vehicles. Overloading on a road designed to accommodate heavy vehicle traffic by 25% results in the design life of 20 years reducing to 13 and a half years.
In order for overloading to be controlled, a weighbridge facility is required at a strategic location along a corridor, coupled with ongoing enforcement.
Discussions with operators at the weighbridge in Beaufort West indicate that before refurbishment of the facility in 2007, approximately 2.5% of vehicles were prosecuted for overloading. After the refurbishment was completed, and after a period of down-time, the enforcement rate increased to 6%.
It is thus critical that enforcement be conducted on an ongoing basis. Provision must be made for this.
As stated earlier, the R63/ N9 routes passing through Graaff-Reinet are not considered national heavy vehicle corridors. The major corridors are in fact the N10 via Middelburg and the N1 via Beaufort West. However, it is known that heavy vehicle operators will make use of alternative (escape) routes in order to bypass routes on which overloading enforcement is conducted.
Should overloading control be implemented, via a permanent weighbridge or making use of a mobile facility, it is considered that the volumes of heavy vehicles passing through the town may decrease, as there would be no reason for heavy vehicles to use the Graaff- Reinet route as an “escape” route.
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A: Traffic Study
10. Conclusions The following conclusions can be drawn from the study:
Approximately 500 heavy vehicles pass through Graaff-Reinet on a daily basis, with an average load in the order of 20 to 25 tonnes and an average of approximately 4 axles per vehicle;
There is general consensus that heavy vehicle traffic is damaging historical buildings in the town, particularly in the main historical precinct of Church Square and also along Parsonage Street;
There is divided opinion regarding the best method of accommodating heavy vehicle traffic through the town;
Two main alternatives have been identified, namely, construction of a ring road or by-pass route to the east of the town centre and channelization of heavy vehicles along Market Street, Somerset Street and Church Street for N9 traffic and along either Caledon Street/Market Street/Church Street or Stockenstrom Street/Somerset Street/Church Street for the R63 traffic;
A by-pass route would remove approximately 70% of heavy vehicles from the historical precinct and town centre, but would impact negatively on residential properties abutting such a route and effectively separate uMasizakhe from the town;
Channelizing heavy vehicles along Stockenstrom Street / Caledon Street / Market Street, Somerset Street and Church Street would remove heavy vehicle traffic from the main historical precinct;
Clear signage directing heavy vehicles coupled with physical road channelization measures should be implemented to assist heavy vehicles to follow the proposed routes;
The cost to implement a by-pass route is estimated to be in the order of R54 million;
The cost to upgrade existing routes and channelise heavy vehicles along these routes is estimated to range between R12.5 and R14 million at June 2012 prices;
The ring road option is likely to be a long-term solution necessitating implementation of other measures in the short term;
Provision has been made in the Eastern Cape Transport medium to long term budgets for the provision of a weighbridge facility which is estimated to cost in the region of R25 million at 2012 prices;
The provision of a weighbridge facility is likely to assist in the control of overloading in the town, but would not necessarily result in a significant reduction in volumes;
A truck stop facility along the N9 in the vicinity of the industrial area would assist in removing unnecessary heavy vehicle activity from Church Street, particularly at night.
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A: Traffic Study
11. Recommendations
In view of the findings of this study, it is recommended that:
In the short to medium term, heavy vehicle traffic to be accommodated along Market , Somerset and Church Streets for the N9 route and either Caledon, Market, Somerset and Church Streets or Stockenstrom, Somerset and Church Street for the R63 traffic for the foreseeable future until such time as the ring road option is considered;
The proposed ring route to be reserved for possible implementation in the long term;
Clear signage and physical road channelization measures be implemented at the necessary intersections to direct heavy vehicles to follow the proposed routes;
The Provincial Department of Roads and Public Works and SANRAL be approached with regard to contributing to the cost of upgrading the road surface along these routes;
The Camdeboo Municipality identify land for the provision of a weighbridge facility to the south of the town centre;
The Camdeboo Municipality identify land for the provision of a truck stop facility to the south of the town centre.
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B: Urban Design Proposals
GRAAFF -REINET: URBAN DESIGN PLAN
B: Urban Design Proposals
12. Introduction
12.1. Background Various focus areas were identified in Graaff-Reinet through a spatial analysis of the town. Urban design proposals were then developed taking into account the issues raised in the analysis. Emphasis is placed on heritage, tourism, community facilities and safer, better urban spaces.
Further details of the scope of the work are contained in the project Inception Report (1) prepared by the Team during February 2012.
12.2. Methodology The formulation of the urban design proposals involves an exploration into both timeless qualities and contextually relevant factors.
Information was gathered through: o site visits; o a photographic survey; o a coarse-grained on-foot survey; o the firming up of base material that was obtained through aerial photographs, topographical maps, existing surveys o drawings of the town and Google Earth; o brainstorm sessions and discussions with various consultants, stakeholders and the community.
An analysis was undertaken through the information that was gathered, which after a problem statement was formulated.
Based on the above input, various projects were identified for intervention, which after urban design proposals were formulated, taking into account considerations as derived from the analysis.
12.3. Study Area The study area comprises but is not limited to the historic core of Graaff-Reinet as well as uMasizakhe Township.
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13. Analysis
13.1. The Town of Graaff-Reinet
13.1.1. Land Use The area around Church Street and Caledon Street were analysed during a site visit in terms of the distribution of land use and activities. These were portrayed visually on a map, and it is clear that the character of Church Street changes from South to North, starting with predominantly commercial activity including petrol garages, auto retail, hardware and outdoor shops, and moving towards retail, accommodation establishments, restaurants, banks, museums and offices. The character of Caledon Street also changes from predominantly residential in the West to almost purely retail in the East where the street meets Market Square.
Figure 17: Land use distribution along Church and Caledon Streets
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13.1.2. Heritage Buildings and Sites A list of heritage buildings and sites was translated onto a map, making it evident that although there are heritage sites and buildings throughout and surrounding the town, there is a concentration of heritage buildings along Church, Caledon and Parsonage Streets.
Figure 18: The distribution of heritage buildings and sites in Graaff-Reinet
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13.1.3. Tourist Orientated Facilities Facilities which are oriented towards the tourist market were mapped, including accommodation establishments, museums, restaurants and information offices. Once again there is a concentration of these facilities along Church, Caledon and Parsonage Streets, as well as in uMasizakhe.
Caledon Street
Church Street
Figure 19 : Distribution of tourist oriented facilities in Graaff-Reinet
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13.1.4. Transport Routes and Nodes There are three main routes leading into and out of Graaff-Reinet – the R63/N9 from the South, the N9 to the North- East and the R63 to the North-West. Within the town Caledon and Church Streets are the main vehicle routes, with Somerset also carrying some of the traffic. Pedestrian traffic is also heaviest along Church and Caledon Streets, with Parsonage Street as a less busy route. There is a formal taxi rank in the Market Square, and from this point taxis are distributed through town as well as further afield. A secondary, informal, taxi rank is situated in Goedhals Square nearby. This is fed mainly by uMasizakhe and taxis then continue into Market Square and then disperse from there, although some are distributed directly from Goedhals Square without passing through Market Square. There are four petrol garages along Church Street, one along Caledon Street and one in the Market Square.
Goedhals Square
Market Square
Caledon Street
Church Street
Figure 20: Main transport routes and nodes in Graaff-Reinet
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13.1.5. Greening and Public Open Space Although the town is surrounded by a National Park, and hosts a multitude of school playing fields there is very little public green space in Graaff-Reinet. The Church Square in front of the town hall is the most central and well maintained green space in the town, and its lawns are used by people as a place to rest or wait. There is also green space in Ryneveld Square and behind the town hall, although these are not as manicured as the Church Square garden. There is a formalised amphitheatre off Goedhals Square and a formalised Public Open Space in Market Square with some trees and benches. This area is in a poor state of repair and is not conducive to using it as a resting or gathering place. Goedhals Square is also an informal open space and is frequented by passers-by on their way to or from uMasizakhe and patrons of the small business in the Square.
Goedhals Square
Market Square Caledon Street
Church Street
Figure 21: Greening and Public Open Space Distribution in Graaff-Reinet
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B: Urban Design Proposals
13.2. Church and Caledon Streets
13.2.1. Urban Design Analysis During the investigation of Church and Caledon Streets measurements were taken across the street at various points in order to draw up plans and sections of the streets. These indicated that not only are the streets fairly wide at some points, with 4 lanes of traffic and 2 lanes of parking, but the buildings are fairly low (almost entirely 1 storey) and some are set far back from the street edge which creates the impression of an even wider street, particularly at the Southern end of Church Street. This is discussed in further detail below.
Caledon Street
Church Street
Figure 22: The position of measurements taken for the plans and sections on Church and Caledon Streets.
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