5.4 Operational Assesment Conclusions

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5.4 OPERATIONAL ASSESMENT CONCLUSIONS

According to the Manual for Traffic Impact Studies, it is proposed that a developer mitigate the traffic impact of any proposed development under the following circumstances: — If the Level of Service (LOS) of any element drops below D; or — If the volume to capacity ratio (v/c) of any element increases above 0,95; and — If the contribution of the development is at least 2% of the sum of the critical lane volumes of the elements.

The following comments are made regarding traffic impact mitigation measures for the development: — Walter Sisulu / Loop Street / Lower Long Street o A signal timing plan update may be required for Scenario 2. o Pedestrian movements: Additional green time for pedestrians is not recommended as it will reduce the overall vehicle LOS, which is not recommended on a higher order road (Lower Long Street).

— Walter Sisulu / Cullinan Street: No mitigating measures are required.

— Loop Street / Lower Long Street / Wharf Street o A signal timing plan update may be required for Scenario 2. o Pedestrian movements: Additional green time for pedestrians is not recommended as it will reduce the overall vehicle LOS, which is not recommended on a higher order road (Lower Long/Loop Street).

— Cullinan Street / Wharf Street: No mitigating measures are required.

— Lower Long Street / Hans Strijdom Avenue o A signal timing plan update may be required for Scenario 2. o Pedestrian movements: Additional green time for pedestrians is not recommended as it will reduce the overall vehicle LOS, which is not recommended on higher order roads (Lower Long/Hans Strijdom).

— Development access / Wharf Street: The proposed access configuration will be acceptable.

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6 PUBLIC TRANSPORT AND NON-MOTORISED TRANSPORT ASSESSMENT

6.1 PUBLIC TRANSPORT ASSESSMENT

The proposed development will be extensively serviced by various public transport modes, shown in Figure 4.

Site

Figure 4: Existing public transport services in proximity of the development

6.1.1 TAXI SERVICES The development will be serviced by various taxi services which operate on the surrounding routes. Taxi services currently operate on Buitengracht/ Nelson Mandela Boulevard, Heerengracht Boulevard and Hans Strijdom Avenue. There is a major taxi rank located at the Cape Town station, which is approximately 800m from the proposed development.

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6.1.2 BUS SERVICES Golden Arrow Bus Services (GABS) provides services in the vicinity of the site. There are bus services which operate on Walter Sisulu Avenue and the Cape Town conventional bus rank is located in Strand Street approximately 900m from the development.

6.1.3 EXISTING RAIL SERVICES The study area is served by the Cape Town Railway station which connects to all railway lines within Cape Town. The station is situated approximately 750m from the proposed development.

6.1.4 INTEGRATED RAPID TRANSIT (MYCITI) The study area is serviced currently by various MyCiti facilities which operate on the various road networks adjacent to the proposed development. The current MyCiti routes are indicated in Figure 5 and listed below: — T01 – Dunoon – Table View – Civic Centre – V&A Waterfront Accessible via the Thibault Square Station — 101 – Vredehoek – Gardens – Civic Centre Accessible via the Convention Centre stops — 104 – Civic Centre to Sea Point via Convention Centre and V&A Accessible via the Convention Centre stops

The MyCiti stations within the surrounding area are as follows: — Thibault Square station (Hans Strijdom Avenue): ± 280m — Civic Centre station (Hertzog Boulevard): ± 600m — Adderley Street station: ± 550m

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Figure 5: MyCiti routes within the surrounding study area Source: CoCT

6.2 NON-MOTORISED TRANSPORT ASSESSMENT

The following observations were made during site visits: — Surfaced pedestrian sidewalks are currently provided along all routes adjacent to the study area. — The major pedestrian desire lines are indicated in Figure 6. — There is currently adequate NMT accessibility provided between the site and the greater study area. — There are pedestrian crossing opportunities provided at all signalized intersections within the study area with designated phasing for pedestrian movements. — A high number of pedestrians were observed at the Wharf Street/Cullinan Street intersection in the PM peak hour.

The City is also in the process of implementing cycle paths throughout the CBD and the proposed NMT cycle paths are indicated in Figure 7. These routes will support the development in future, as they will be located directly adjacent to the development on the two high order roads.

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Site

Civic Centre IRT Hub

Cape Town Station

Figure 6: Major pedestrian desire lines

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Legend

Site

Figure 7: Proposed NMT cycle paths within the surrounding area

6.2.1 NMT RECOMMENDATIONS Adequate surfaced pedestrian sidewalks should be provided on Wharf Street, Cullinan Street, Lower Long Street and Walter Sisulu Avenue with a minimum width of 2.0m.

Universally accessible NMT infrastructure such as dropped kerbs and tactile paving should be provided at all the pedestrian crossings at the four intersections bordering the site.

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7 ACCESS & PARKING

7.1 SITE ACCESS

Vehicle access to the development can only be provided along Cullinan Street and Wharf Street as shown in Figure 8Error! Reference source not found. (green sections). No access is permissible off Lower Long Street or Walter Sisulu Avenue (indicated in red), as they are higher order roads.

Walter Sisulu Cullinan Street

Line of no access

Lower Loop/Long

Wharf Street

Figure 8: Permissible vehicle access locations

Access to the proposed development are as follows: — Access to the basement parking garage via a 4-lane high-volume drive-way access off Wharf Street. — Access to the hotel and commercial lobby via a porte-cochere off Cullinan Street.

Refer to Figure 9 for the approximate location of the basement access and porte- cochere.

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Figure 9: Development access & ground-floor layout

7.2 PARKING

7.2.1 PROPOSED PARKING PROVISION The provision of off-street parking for new developments within any city CBD is a contentious issue due to the need to reduce congestion caused by private vehicle use, compared to the need for a commercially viable development (which includes parking). The CoCT defines the CBD as a Public Transport 2 area (PT2), an area where the use of public transport is promoted and Council considers the provision of public transport good, or where the use of motor vehicles is very limited.

Although public transport is available in the study area (refer to Section 6.1), the classification of this development as strictly within a PT2 area will be onerous on the commercial viability. A 5-star hotel and high-grade corporate offices cannot solely rely on public transport and NMT to support all trips.

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The CoCT Zoning Scheme of November 2012, and the amended City of Cape Town Municipal Planning By-law of 2017 requires the following parking provisions, detailed in Error! Reference source not found.Table 1.

Table 10: Minimum off-street parking provision (2012 to 2017) Land use Standard areas PT1 areas PT2 areas PT2 areas (2017) (2017) (2012) (2017) Place of 1 per 6 persons 1 per 8 persons per 10 persons Nil assembly (1.4 m2 per person) (1.4 m2 per person) (1.4 m2 per person) (Sky deck) Hotel 0.75 bays per room 0.75 bays per room 0.5 bays per room Nil + 20 bays if licensed + 20 bays if licensed + 10 bays if licensed Retail 4 bays per 100 m2 GLA 2 bays per 100 m2 GLA 1 bays per 100 m2 GLA Nil

Offices 4 bays per 100 m2 GLA 2.5 bays per 100 m2 1 bays per 100 m2 GLA Nil GLA

Table 10 demonstrates the reduction of parking provision that has occurred from 2012 to 2016. It can be stated that although the provision of PT services has increased within the CBD, specifically MyCiTi, that the capacity of rail to the Cape Town Station has declined extensively due to various factors outside of the control of the City. The reduction of minimum parking may therefore be too strict.

Shared parking can also be partially introduced in the development, on the premise that the office and hotel component do not require peak parking utilisation at the same times. Good data on shared parking in similar buildings could however not be obtained.

It should also be noted that the ancillary land-uses has been excluded from the overall parking provision. These land-uses will be publically accessible and will generate some parking demand. They are however regarded as part of the hotel. o Hotel pool deck o Hotel reception o Hotel Venue

Table 11 shows the proposed parking provision per land-use which are a reduction of 2017 PT1 area rates.

Table 11: Proposed maximum off-street parking Land use Comments GLA/rooms Rate Extra bays Required Bays per 100 m2 Licensed bays GLA / room hotel Sky deck Observation deck 634 1 bay / 10 people 46 Hotel 300 0.75 20 245 Offices 12,954 0.5 65 Retail 2,512 0.751 19 Sub-Total 375 Bays proposed 374

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Based on the above rates for off-street parking provision, 375 bays are required. The total parking provision is significantly lower than for a standard area (60%) and 45% lower than the requirements of a PT1 area.

The basement will provide a maximum of 374 parking bays in five basement parking levels, including loading bays. The basement layout has also been designed to allow for the conversion of portions of each level to other suitable land-uses in future, if required.

7.2.2 BASEMENT EXTENT It is planned to potentially extend the footprint of the basement to include Erf 171452 and a portion of 1,165 m² beneath Cullinan Street. Tsogo Sun intends to purchase the required area below Cullinan Street from the City of Cape Town. The phased construction of the basement will then require the temporary closure of Cullinan Street.

A separate application for this property purchase will be undertaken by the Town Planners. A motivation for the temporary closure of Cullinan Street has been prepared by WSP, and will form part of the purchase application. The motivation was prepared as per the requirements of the City of Cape Town’s Policy Relating to the Closure of Municipal Roads (September 2001).

The additional parking bays that the extended basement may be able to accommodate has not been included in this assessment, as these may never realise.

7.2.3 LOADING FACILITIES The on-site loading facilities should be according to the CoCT requirements. The provision of these facilities will be finalised at Building Plan development stage.

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8 CONCLUSIONS & RECOMMENDATIONS

8.1 CONCLUSIONS

— This Transport Impact Assessment is for a mixed-use tall building comprising a hotel, office and retail to be established on Erf 171452 in the Cape Town CBD. — The erf is a city block of approximately ±3,578 m², bordered by Walter Sisulu Avenue, Loop Street, Wharf Street and Cullinan Street. — The proposed development is a 34 storey tall building comprising of the following: o Hotel: 300 rooms (16,987 m² GLA) o Lobby: 1,409 m² GLA o Offices: 12,954 m² GLA o Passages: 3,257 m² GLA o Restaurant: 579 m² GLA o Retail: 2,512 m² GLA o Hotel Venue: 1,758 m² GLA o Skydeck: 634 m² GLA o Total: 40,092 m² GLA — The site is served by the low and higher order local road network on all frontages. — The future Foreshore freeway links, including the inner viaducts and bridge links to Helen Suzman Boulevard, is currently under consideration for completion. The City is in the process of appointing a preferred bidder to potentially complete these freeways, including major urban developments in the vicinity of the viaducts. This will have a major impact on the local road network, and falls beyond the scope of this study. — The study area included 5 intersections and a new basement parking access, namely: o Walter Sisulu / Loop Street / Lower Long Street o Walter Sisulu / Cullinan Street o Loop Street / Lower Long Street / Wharf Street o Cullinan Street / Wharf Street o Lower Long Street / Hans Strijdom Avenue o Basement Access/ Wharf Street. — There are vacant erven and potential latent rights in the vicinity of the development that may impact the local road network in future. No information was made available by CoCT, and the latent rights were therefore not included in the study. — A short-term horizon year analysis was included, namely the existing 2017 background traffic including the full expected development traffic. A 5-year horizon analysis was not included, as it may be inaccurate due the lack of information on latent rights and the Foreshore Freeway project. — The proposed development is estimated to generate 365 trips in the Weekday AM peak hour and 623 trips in the weekday PM peak hour. Trip reduction factors for transit availability were applied. — Capacity analysis confirms that no intersection upgrades are required: o Walter Sisulu / Loop Street / Lower Long Street: A signal timing plan update may be required. o Walter Sisulu / Cullinan Street: No mitigating measures are required. o Loop Street / Lower Long Street / Wharf Street: A signal timing plan update may be required.

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o Cullinan Street / Wharf Street: No mitigating measures are required. o Lower Long Street / Hans Strijdom Avenue: A signal timing plan update may be required. o Development access / Wharf Street: The proposed access configuration will be acceptable. — The site will be extensively served by rail, bus, IRT and taxi services in the vicinity. No additional public transport infrastructure is required or recommended. — It is recommended that adequate surfaced pedestrian sidewalks should be provided on Wharf Street, Cullinan Street, Lower Long Street and Walter Sisulu Avenue with a minimum width of 2.0m. — Universally accessible NMT infrastructure such as dropped kerbs and tactile paving should be provided at all the pedestrian crossings at the four intersections bordering the site. — It is proposed that the following number of parking bays are provided: o Hotel: 245 parking bays o Sky deck: 46 parking bays o Offices: 65 parking bays o Retail: 19 parking bays o Total: 374 parking bays — The total parking provision is significantly lower than for a standard area (60%) and 45% lower than the requirements of a PT1 area. — The basement will provide a maximum of 374 parking bays over five levels, including loading bays. The basement layout has also been designed to allow for the conversion of portions of each level to other suitable land-uses in future, if required. — The footprint of the basement will include Erf 171452 and potentially a 1 165 m² portion beneath Cullinan Street. Tsogo Sun intends to purchase the required area below Cullinan Street from the City of Cape Town. The phased construction of the basement will then require the temporary closure of Cullinan Street. — A separate application for this property purchase will be undertaken by the Town Planners. A motivation for the temporary closure of Cullinan Street has been prepared by WSP, and will form part of the purchase application. The motivation was prepared as per the requirements of the City of Cape Town’s Policy Relating to the Closure of Municipal Roads (September 2001).

8.2 RECOMMENDATIONS

Based on the conclusions above it is recommended that this Transport Impact Assessment be accepted.

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BIBLIOGRAPHY

— City of Cape Town 2013 - 2018 Comprehensive Integrated Transport Plan, December 2013. — City of Cape Town 2013 – 2018, Comprehensive Integrated Transport Plan, Mini review, May 2014. — South African Trip Data Manual, TMH17, Volume 1, Version 1, Committee for Transport Officials (COTO), September 2012. — Hawkins Hawkins & Osborn South (Pty) Ltd Consulting Engineers, Guidelines for the public transport component of transport impact assessments, Working Document, Draft. December 2001. — City of Cape Town, Directives for the Planning, Design and Implementation of Human Settlements Projects in Cape Town, 28 April 2016. — City of Cape Town, Policy Relating to the Closure of Municipal Roads, September 2001.

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A BUILDING PROFILE

3450

APPENDIX

3451 APPENDIX

B VEHICLE VOLUME FIGURES

3452(332) 670

513 (559) 22 (23) (122) 57

LOWER LONG STREET (56) 62 (88) 146 (188) 462

CULLINAN STREET 169 (15) TSOGO SUN 271 (159) 33 (36) ACCESS 6 (50)

(221) 62 (69) 57 29 (63) (143) 84 289 (293) 44 (110) (238) 80 (25) 26 221 (90) (37) 24 ACCESS WALTER SISULU AVENUE

97 (90) (37) 25 (2) 0 (30) 32

66 (71) 780 (347) (19) 31 185 (53) (568) 193 (38) 69

LOWER LOOP STREET WHARF STREET

LOWER LONG STREET

HANS STRIJDOM AVENUE

(430) 443 (74) 8

129 (140) 614 (219) 130 (128)

387 (387) 226 (88) LEGEND 555 - Weekday AM Peak Hour (555) - Weekday PM Peak Hour

CLIENT: PROJECT: SCALE : CHECKED: APPROVED: NTS CB CB PR No.: --- TSOGO SUN - WHARF STREET DESIGN: DRAWN: DATE: - - BTB 2017/10/12 PROJECT No: DRAWING No: REV: TITLE: A - - INITIAL ISSUE - - WSP Group Africa (Pty) Ltd 2018/02/13 09:23:39 AM

Z:\23000 - 23999\23310 Tsogo Sun TIA\31 CV\02-CADD\01-Current\03-Drawings\Tsogo sun Figures Drawing 2017 to 2022.dwg Transportation and Infrastructure REV DATE BY DESCRIPTION CHK APD The Pavilion, 1st Floor, Corner Portswood and Beach Road, Waterfront 2017 BASE YEAR TRAFFIC 23310 FIGURE 1.1 - Cape Town 8001, South Africa DRAWING STATUS: A signed version of construction drawings are available in electronic format at the PO Box 2613 Cape Town 8000 (WEEKDAY AM & PM PEAKS) C COPYRIGHT RESERVED WSP office of origin as well as at the WSP office of issue Tel: +27(0)21-481-8700 Fax: +27(0)21-481-8799 www.wsp.com The content of this document is privileged and confidential and may not be disclosed or reproduced PRELIMINARY without the express authorisation of the author, being "WSP GROUP AFRICA (PTY) LTD" PLOT DATE: CAD FILE NAME: TEMPLATE VERSION MAY 2017 3453(0%) 0%

7% (16%) 40% (25%)

(25%) 40% LOWER LONG STREET (0%) 0% (0%) 0% (28%) 20%

CULLINAN STREET 14% (1%) TSOGO SUN 12% (17%) 40% (25%) ACCESS 0% (0%) (25%) 40% (0%) 0% (16%) 7% 0% (0%) (10%) 10% 26% (24%) 40% (25%) (17%) 9% (0%) 0% 9% (13%) (0%) 0% ACCESS 40% (25%) 60% (75%) WALTER SISULU AVENUE (42%) 27% (1%) 0% 60% (75%) (32%) 33% 0% (0%)

41% (58%) 0% (0%) 0% (0%) (17%) 19% (0%) 0% (0%) 0%

LOWER LOOP STREET WHARF STREET

LOWER LONG STREET

HANS STRIJDOM AVENUE

(0%) 0% (0%) 0%

5% (9%) 23% (15%) 5% (8%)

0% (0%) 0% (0%) LEGEND 55% - DISTRIBUTION % AM (55%) - DISTRIBUTION % PM

Z:\23000 - 23999\23310 Tsogo Sun TIA\31 CV\02-CADD\01-Current\03-Drawings\Tsogo sun Figures Drawing 2017 to 2022.dwg Transportation and Infrastructure REV DATE BY DESCRIPTION CHK APD The Pavilion, 1st Floor, Corner Portswood and Beach Road, Waterfront 23310 FIGURE 1.2 - Cape Town 8001, South Africa TRIP DISTRIBUTION DRAWING STATUS: A signed version of construction drawings are available in electronic format at the PO Box 2613 Cape Town 8000 C COPYRIGHT RESERVED WSP office of origin as well as at the WSP office of issue Tel: +27(0)21-481-8700 Fax: +27(0)21-481-8799 www.wsp.com The content of this document is privileged and confidential and may not be disclosed or reproduced PRELIMINARY without the express authorisation of the author, being "WSP GROUP AFRICA (PTY) LTD" PLOT DATE: CAD FILE NAME: TEMPLATE VERSION MAY 2017 3454 (0) 0

6 (57) 110 (64) (92) 37

LOWER LONG STREET

(0) 0 (0) 0 (70) 54

CULLINAN STREET 38 (3) TSOGO SUN 32 (43) 110 (64) ACCESS 0 (0) (64) 110 (57) 7 (0) 0 (36) 9 0 (0) (0) 0 (62) 9 (0) 0 37 (92) 71 (60) 26 (34) ACCESS 37 (92) 55 (277) WALTER SISULU AVENUE

(155) 25 164 (191) (3) 0 0 (0) (119) 30

112 (147) 0 (0) (44) 53 0 (0) (0) 0 (0) 0

LOWER LOOP STREET WHARF STREET

LOWER LONG STREET

HANS STRIJDOM AVENUE

(0) 0 (0) 0

5 (33) 21 (55) 5 (31)

0 (0) 0 (0) LEGEND 555 - Weekday AM Peak Hour (555) - Weekday PM Peak Hour

Z:\23000 - 23999\23310 Tsogo Sun TIA\31 CV\02-CADD\01-Current\03-Drawings\Tsogo sun Figures Drawing 2017 to 2022.dwg Transportation and Infrastructure REV DATE BY DESCRIPTION CHK APD The Pavilion, 1st Floor, Corner Portswood and Beach Road, Waterfront 23310 FIGURE 1.3 - Cape Town 8001, South Africa DEVELOPMENT TRIPS DRAWING STATUS: A signed version of construction drawings are available in electronic format at the PO Box 2613 Cape Town 8000 C COPYRIGHT RESERVED WSP office of origin as well as at the WSP office of issue Tel: +27(0)21-481-8700 Fax: +27(0)21-481-8799 www.wsp.com The content of this document is privileged and confidential and may not be disclosed or reproduced PRELIMINARY without the express authorisation of the author, being "WSP GROUP AFRICA (PTY) LTD" PLOT DATE: CAD FILE NAME: TEMPLATE VERSION MAY 2017 3455(332) 670

519 (616) 132 (87) (214) 94

LOWER LONG STREET (56) 62 (88) 146 (258) 516

CULLINAN STREET 207 (18) TSOGO SUN 303 (202) 143 (100) ACCESS 6 (50) (64) 110 (69) 57 (278) 69 29 (63) (179) 93 360 (353) 81 (202) (300) 89 (25) 26 247 (124) (37) 24 ACCESS 37 (92) 55 (277) WALTER SISULU AVENUE (192) 50 (5) 0 164 (191) (149) 62 97 (90)

178 (218) 780 (347) (63) 84 185 (53) (568) 193 (38) 69

LOWER LOOP STREET WHARF STREET

LOWER LONG STREET

HANS STRIJDOM AVENUE

(430) 443 (74) 8

134 (173) 635 (274) 135 (159)

387 (387) 226 (88) LEGEND 555 - Weekday AM Peak Hour (555) - Weekday PM Peak Hour

Z:\23000 - 23999\23310 Tsogo Sun TIA\31 CV\02-CADD\01-Current\03-Drawings\Tsogo sun Figures Drawing 2017 to 2022.dwg Transportation and Infrastructure REV DATE BY DESCRIPTION CHK APD The Pavilion, 1st Floor, Corner Portswood and Beach Road, Waterfront 2017 BASE YEAR + DEVELOPMENT TRAFFIC 23310 FIGURE 1.4 - Cape Town 8001, South Africa DRAWING STATUS: A signed version of construction drawings are available in electronic format at the PO Box 2613 Cape Town 8000 (WEEKDAY AM & PM PEAKS) C COPYRIGHT RESERVED WSP office of origin as well as at the WSP office of issue Tel: +27(0)21-481-8700 Fax: +27(0)21-481-8799 www.wsp.com The content of this document is privileged and confidential and may not be disclosed or reproduced PRELIMINARY without the express authorisation of the author, being "WSP GROUP AFRICA (PTY) LTD" PLOT DATE: CAD FILE NAME: TEMPLATE VERSION MAY 2017 3456 APPENDIX

C SIDRA OUTPUTS

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APPENDIX

C-1 DETAILED ANALYSIS RESULTS

3458

MOVEMENT SUMMARY Site: 101 [Scenario 1 2017 AM Background] Walter Sisulu Avenue & Lower Long Street Signals - Fixed Time Coordinated Cycle Time = 96 seconds (User-Given Cycle Time)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Lower Long Street 1 L2 65 1.6 0.095 14.6 LOS B 0.8 6.0 0.55 0.68 27.9 2 T1 88 0.0 0.229 35.3 LOS D 3.3 23.0 0.82 0.64 19.0 3 R2 84 5.0 0.389 55.0 LOS E 2.0 14.7 0.98 0.73 12.9 Approach 238 2.2 0.389 36.6 LOS D 3.3 23.0 0.80 0.68 17.5

East: Walter Sisulu Avenue 4 L2 233 1.4 0.747 47.1 LOS D 12.4 88.2 0.97 0.87 14.4 5 T1 304 5.9 0.747 41.3 LOS D 12.4 88.2 0.96 0.85 19.7 6 R2 31 0.0 0.097 40.0 LOS D 1.1 7.7 0.79 0.70 20.9 Approach 567 3.7 0.747 43.6 LOS D 12.4 88.2 0.96 0.85 17.5

North: Lower Long Street (CTICC) 7 L2 6 16.7 0.764 47.7 LOS D 13.4 94.6 0.98 0.87 19.9 8 T1 285 1.1 0.764 41.9 LOS D 13.4 94.6 0.98 0.87 16.8 9 R2 178 3.0 0.742 50.5 LOS D 8.4 60.4 0.98 0.87 17.4 Approach 469 2.0 0.764 45.3 LOS D 13.4 94.6 0.98 0.87 17.1

West: Walter Sisulu Avenue 10 L2 65 1.6 0.137 21.0 LOS C 2.4 17.0 0.50 0.58 30.2 11 T1 154 4.8 0.137 15.5 LOS B 2.4 17.7 0.50 0.45 33.3 12 R2 486 0.6 0.557 28.1 LOS C 7.3 51.5 0.88 0.79 19.4 Approach 705 1.6 0.557 24.7 LOS C 7.3 51.5 0.76 0.70 23.0

All Vehicles 1980 2.4 0.764 36.4 LOS D 13.4 94.6 0.87 0.78 18.9

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement. Intersection and Approach LOS values are based on average delay for all vehicle movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Movement Performance - Pedestrians Mov Demand Average Level of Average Back of Queue Prop. Effective ID Description Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing 40 42.3 LOS E 0.1 0.1 0.94 0.94 P2 East Full Crossing 62 42.3 LOS E 0.2 0.2 0.94 0.94 P3 North Full Crossing 7 40.3 LOS E 0.0 0.0 0.92 0.92 P4 West Full Crossing 5 42.2 LOS E 0.0 0.0 0.94 0.94 All Pedestrians 115 42.2 LOS E 0.94 0.94

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay) Pedestrian movement LOS values are based on average delay per pedestrian movement. Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.

MOVEMENT SUMMARY Site: 101 [Scenario 1 2017 PM Background] Walter Sisulu Avenue & Lower Long Street Signals - Fixed Time Coordinated Cycle Time = 96 seconds (User-Given Cycle Time)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Lower Long Street 1 L2 233 3.0 0.360 18.2 LOS B 5.7 41.2 0.69 0.74 24.9 2 T1 151 3.0 0.360 38.4 LOS D 5.7 41.2 0.82 0.69 17.9 3 R2 251 3.0 0.648 50.1 LOS D 5.8 41.8 0.98 0.82 13.8 Approach 634 3.0 0.648 35.6 LOS D 5.8 41.8 0.83 0.76 17.5

East: Walter Sisulu Avenue 4 L2 95 3.0 0.617 46.0 LOS D 8.8 63.1 0.94 0.79 15.3 5 T1 308 3.0 0.617 40.2 LOS D 8.8 63.1 0.94 0.78 20.0 6 R2 66 3.0 0.236 43.1 LOS D 2.6 18.6 0.85 0.74 19.8 Approach 469 3.0 0.617 41.8 LOS D 8.8 63.1 0.93 0.78 19.0

North: Lower Long Street (CTICC) 7 L2 53 3.0 0.508 40.9 LOS D 8.6 61.9 0.87 0.74 21.9 8 T1 167 3.0 0.508 35.3 LOS D 8.6 61.9 0.87 0.74 18.4 9 R2 16 3.0 0.074 43.0 LOS D 0.6 4.3 0.82 0.69 19.3 Approach 236 3.0 0.508 37.1 LOS D 8.6 61.9 0.87 0.74 19.4

West: Walter Sisulu Avenue 10 L2 59 3.0 0.118 27.5 LOS C 2.0 14.2 0.60 0.66 25.4 11 T1 93 3.0 0.118 21.9 LOS C 2.1 14.8 0.60 0.50 28.6 12 R2 198 3.0 0.294 31.5 LOS C 3.2 22.7 0.83 0.74 18.0 Approach 349 3.0 0.294 28.3 LOS C 3.2 22.7 0.73 0.67 21.9

All Vehicles 1688 3.0 0.648 36.0 LOS D 8.8 63.1 0.84 0.74 19.0

Movement Performance - Pedestrians Mov Demand Average Level of Average Back of Queue Prop. Effective ID Description Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing 25 42.2 LOS E 0.1 0.1 0.94 0.94 P2 East Full Crossing 108 42.4 LOS E 0.3 0.3 0.94 0.94 P3 North Full Crossing 11 36.8 LOS D 0.0 0.0 0.88 0.88 P4 West Full Crossing 6 42.2 LOS E 0.0 0.0 0.94 0.94 All Pedestrians 151 42.0 LOS E 0.94 0.94

MOVEMENT SUMMARY Site: 101 [Scenario 2 2017 AM Background + Development] Walter Sisulu Avenue & Lower Long Street Signals - Fixed Time Coordinated Cycle Time = 96 seconds (User-Given Cycle Time)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Lower Long Street 1 L2 73 1.4 0.105 14.6 LOS B 0.9 6.7 0.55 0.68 27.9 2 T1 98 0.0 0.229 33.6 LOS C 3.5 24.6 0.80 0.63 19.7 3 R2 94 4.5 0.412 54.2 LOS D 2.2 16.2 0.98 0.74 13.1 Approach 264 2.0 0.412 35.7 LOS D 3.5 24.6 0.79 0.68 17.8

East: Walter Sisulu Avenue 4 L2 260 1.2 0.887 55.3 LOS E 16.9 120.4 1.00 0.98 12.8 5 T1 379 4.7 0.887 49.5 LOS D 16.9 120.4 1.00 1.01 17.4 6 R2 31 0.0 0.097 40.0 LOS D 1.1 7.7 0.79 0.70 20.9 Approach 669 3.1 0.887 51.3 LOS D 16.9 120.4 0.99 0.98 15.7

North: Lower Long Street (CTICC) 7 L2 6 16.7 0.770 46.4 LOS D 14.7 104.3 0.97 0.88 20.3 8 T1 319 1.0 0.770 40.6 LOS D 14.7 104.3 0.97 0.88 17.2 9 R2 218 2.4 0.839 53.7 LOS D 11.0 78.8 1.00 0.94 16.6 Approach 543 1.7 0.839 46.0 LOS D 14.7 104.3 0.98 0.90 17.0

West: Walter Sisulu Avenue 10 L2 65 1.6 0.144 22.6 LOS C 2.5 18.1 0.53 0.59 29.1 11 T1 154 4.8 0.144 17.1 LOS B 2.6 18.8 0.53 0.47 31.9 12 R2 543 0.6 0.734 32.1 LOS C 9.3 65.1 0.97 0.84 17.8 Approach 762 1.5 0.734 28.3 LOS C 9.3 65.1 0.84 0.75 21.1

All Vehicles 2239 2.1 0.887 40.3 LOS D 16.9 120.4 0.91 0.85 17.7

MOVEMENT SUMMARY Site: 101 [Scenario 2 2017 PM Background + Development] Walter Sisulu Avenue & Lower Long Street Signals - Fixed Time Coordinated Cycle Time = 96 seconds (User-Given Cycle Time)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Lower Long Street 1 L2 293 3.0 0.428 18.8 LOS B 7.4 53.0 0.71 0.75 24.5 2 T1 188 3.0 0.428 37.0 LOS D 7.4 53.0 0.82 0.71 18.2 3 R2 316 3.0 0.833 55.8 LOS E 8.1 58.1 1.00 0.93 12.7 Approach 797 3.0 0.833 37.8 LOS D 8.1 58.1 0.85 0.81 16.8

East: Walter Sisulu Avenue 4 L2 131 3.0 0.838 53.2 LOS D 12.9 92.8 1.00 0.95 13.6 5 T1 372 3.0 0.838 47.3 LOS D 12.9 92.8 0.99 0.94 17.9 6 R2 66 3.0 0.249 44.2 LOS D 2.6 18.9 0.86 0.74 19.5 Approach 568 3.0 0.838 48.3 LOS D 12.9 92.8 0.98 0.92 17.1

North: Lower Long Street (CTICC) 7 L2 53 3.0 0.560 39.9 LOS D 10.3 74.2 0.87 0.75 22.4 8 T1 213 3.0 0.560 34.3 LOS C 10.3 74.2 0.87 0.75 18.9 9 R2 19 3.0 0.093 42.4 LOS D 0.7 5.2 0.81 0.69 19.5 Approach 284 3.0 0.560 35.9 LOS D 10.3 74.2 0.87 0.74 19.7

West: Walter Sisulu Avenue 10 L2 59 3.0 0.125 29.4 LOS C 2.1 15.0 0.63 0.67 24.5 11 T1 93 3.0 0.125 23.8 LOS C 2.2 15.6 0.63 0.52 27.4 12 R2 272 3.0 0.498 34.6 LOS C 4.8 34.2 0.94 0.78 16.9 Approach 423 3.0 0.498 31.5 LOS C 4.8 34.2 0.83 0.71 20.0

All Vehicles 2073 3.0 0.838 39.1 LOS D 12.9 92.8 0.88 0.81 17.8

Movement Performance - Pedestrians Mov Demand Average Level of Average Back of Queue Prop. Effective ID Description Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing 25 42.2 LOS E 0.1 0.1 0.94 0.94 P2 East Full Crossing 108 42.4 LOS E 0.3 0.3 0.94 0.94 P3 North Full Crossing 11 36.8 LOS D 0.0 0.0 0.88 0.88 P4 West Full Crossing 6 42.2 LOS E 0.0 0.0 0.94 0.94 All Pedestrians 151 42.0 LOS E 0.94 0.94

MOVEMENT SUMMARY Site: 101 [Scenario 1 2017 AM Background] Wharf Street & Lower Long Street Signals - Fixed Time Coordinated Cycle Time = 96 seconds (User-Given Cycle Time)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Lower Long Street 1 L2 33 3.0 0.052 5.8 LOS A 0.1 0.5 0.02 0.26 37.7 2 T1 203 3.0 0.052 0.2 LOS A 0.1 0.5 0.02 0.07 57.3 3 R2 73 3.0 0.144 6.1 LOS A 0.1 1.1 0.07 0.61 38.0 Approach 308 3.0 0.144 2.2 LOS A 0.1 1.1 0.03 0.22 49.1

North: Lower Long Street 7 L2 195 3.0 0.434 7.3 LOS A 4.1 29.3 0.17 0.33 18.3 8 T1 821 3.0 0.434 2.6 LOS A 4.1 29.3 0.17 0.26 48.9 9 R2 69 3.0 0.434 7.4 LOS A 3.9 28.4 0.17 0.22 19.8 Approach 1085 3.0 0.434 3.8 LOS A 4.1 29.3 0.17 0.27 40.0

West: Wharf Street 10 L2 26 3.0 0.402 52.0 LOS D 2.9 20.6 0.99 0.75 8.0 11 T1 1 0.0 0.402 47.6 LOS D 2.9 20.6 0.99 0.75 7.7 12 R2 34 3.0 0.402 52.0 LOS D 2.9 20.6 0.99 0.75 13.9 Approach 61 2.9 0.402 51.9 LOS D 2.9 20.6 0.99 0.75 11.3

All Vehicles 1455 3.0 0.434 5.5 LOS A 4.1 29.3 0.18 0.28 38.1

Movement Performance - Pedestrians Mov Demand Average Level of Average Back of Queue Prop. Effective ID Description Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing 1 42.2 LOS E 0.0 0.0 0.94 0.94 P2 East Full Crossing 1 42.2 LOS E 0.0 0.0 0.94 0.94 P3 North Full Crossing 1 42.2 LOS E 0.0 0.0 0.94 0.94 P4 West Full Crossing 1 42.2 LOS E 0.0 0.0 0.94 0.94 All Pedestrians 4 42.2 LOS E 0.94 0.94

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:37:45 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Wharf Street & Lower Long Street.sip7 3463

MOVEMENT SUMMARY Site: 101 [Scenario 1 2017 PM Background] Wharf Street & Lower Long Street Signals - Fixed Time Coordinated Cycle Time = 96 seconds (User-Given Cycle Time)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Lower Long Street 1 L2 20 3.0 0.207 15.2 LOS B 3.4 24.3 0.38 0.35 28.8 2 T1 598 3.0 0.207 9.6 LOS A 3.4 24.4 0.38 0.33 37.4 3 R2 40 3.0 0.084 18.0 LOS B 0.8 5.6 0.51 0.67 25.4 Approach 658 3.0 0.207 10.3 LOS B 3.4 24.4 0.39 0.35 36.1

North: Lower Long Street 7 L2 56 3.0 0.339 23.4 LOS C 6.8 49.1 0.60 0.56 11.4 8 T1 365 3.0 0.339 18.7 LOS B 6.8 49.1 0.60 0.57 27.0 9 R2 75 3.0 0.339 23.5 LOS C 6.2 44.4 0.60 0.58 12.0 Approach 496 3.0 0.339 20.0 LOS B 6.8 49.1 0.60 0.57 22.5

West: Wharf Street 10 L2 39 3.0 0.638 56.2 LOS E 3.6 26.1 1.00 0.80 7.5 11 T1 2 3.0 0.638 51.9 LOS D 3.6 26.1 1.00 0.80 7.2 12 R2 32 3.0 0.638 56.2 LOS E 3.6 26.1 1.00 0.80 13.1 Approach 73 3.0 0.638 56.1 LOS E 3.6 26.1 1.00 0.80 10.0

All Vehicles 1226 3.0 0.638 16.9 LOS B 6.8 49.1 0.51 0.47 26.7

Movement Performance - Pedestrians Mov Demand Average Level of Average Back of Queue Prop. Effective ID Description Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing 449 43.0 LOS E 1.2 1.2 0.96 0.96 P2 East Full Crossing 126 29.5 LOS C 0.3 0.3 0.79 0.79 P3 North Full Crossing 258 40.8 LOS E 0.7 0.7 0.93 0.93 P4 West Full Crossing 19 31.7 LOS D 0.0 0.0 0.81 0.81 All Pedestrians 853 40.1 LOS E 0.92 0.92

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:37:47 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Wharf Street & Lower Long Street.sip7 3464

MOVEMENT SUMMARY Site: 101 [Scenario 2 2017 AM Background + Development] Wharf Street & Lower Long Street Signals - Fixed Time Coordinated Cycle Time = 96 seconds (User-Given Cycle Time)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Lower Long Street 1 L2 88 3.0 0.068 5.9 LOS A 0.1 0.7 0.02 0.55 33.9 2 T1 203 3.0 0.068 0.3 LOS A 0.1 0.7 0.02 0.03 58.4 3 R2 73 3.0 0.164 7.8 LOS A 0.4 3.1 0.20 0.63 35.5 Approach 364 3.0 0.164 3.1 LOS A 0.4 3.1 0.06 0.28 45.0

North: Lower Long Street 7 L2 195 3.0 0.520 9.1 LOS A 7.4 53.0 0.27 0.38 17.2 8 T1 821 3.0 0.520 4.4 LOS A 7.4 53.0 0.27 0.38 44.1 9 R2 187 3.0 0.520 9.1 LOS A 6.7 47.9 0.27 0.38 18.0 Approach 1203 3.0 0.520 5.9 LOS A 7.4 53.0 0.27 0.38 34.3

West: Wharf Street 10 L2 53 3.0 0.523 48.5 LOS D 5.4 39.1 0.98 0.79 8.5 11 T1 1 0.0 0.523 44.2 LOS D 5.4 39.1 0.98 0.79 8.2 12 R2 65 3.0 0.523 48.6 LOS D 5.4 39.1 0.98 0.79 14.6 Approach 119 3.0 0.523 48.5 LOS D 5.4 39.1 0.98 0.79 11.9

All Vehicles 1686 3.0 0.523 8.3 LOS A 7.4 53.0 0.28 0.39 32.3

Movement Performance - Pedestrians Mov Demand Average Level of Average Back of Queue Prop. Effective ID Description Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing 1 42.2 LOS E 0.0 0.0 0.94 0.94 P2 East Full Crossing 1 42.2 LOS E 0.0 0.0 0.94 0.94 P3 North Full Crossing 1 42.2 LOS E 0.0 0.0 0.94 0.94 P4 West Full Crossing 1 42.2 LOS E 0.0 0.0 0.94 0.94 All Pedestrians 4 42.2 LOS E 0.94 0.94

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:37:46 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Wharf Street & Lower Long Street.sip7 3465

MOVEMENT SUMMARY Site: 101 [Scenario 2 2017 PM Background + Development] Wharf Street & Lower Long Street Signals - Fixed Time Coordinated Cycle Time = 96 seconds (User-Given Cycle Time)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Lower Long Street 1 L2 66 3.0 0.334 27.7 LOS C 6.6 47.3 0.65 0.61 20.4 2 T1 598 3.0 0.334 21.9 LOS C 6.7 47.9 0.65 0.56 25.2 3 R2 40 3.0 0.165 31.1 LOS C 1.2 8.9 0.86 0.71 18.5 Approach 704 3.0 0.334 23.0 LOS C 6.7 47.9 0.66 0.57 24.2

North: Lower Long Street 7 L2 56 3.0 0.753 42.6 LOS D 15.6 112.0 0.95 0.85 7.8 8 T1 365 3.0 0.753 38.0 LOS D 15.6 112.0 0.95 0.86 17.6 9 R2 229 3.0 0.753 43.4 LOS D 13.0 93.6 0.95 0.87 8.0 Approach 651 3.0 0.753 40.3 LOS D 15.6 112.0 0.95 0.86 13.1

West: Wharf Street 10 L2 202 3.0 0.915 60.4 LOS E 20.9 150.1 1.00 1.03 7.1 11 T1 5 3.0 0.915 56.1 LOS E 20.9 150.1 1.00 1.03 6.7 12 R2 157 3.0 0.915 60.5 LOS E 20.9 150.1 1.00 1.03 12.3 Approach 364 3.0 0.915 60.4 LOS E 20.9 150.1 1.00 1.03 9.4

All Vehicles 1719 3.0 0.915 37.5 LOS D 20.9 150.1 0.84 0.78 15.3

Movement Performance - Pedestrians Mov Demand Average Level of Average Back of Queue Prop. Effective ID Description Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing 449 43.0 LOS E 1.2 1.2 0.96 0.96 P2 East Full Crossing 126 29.5 LOS C 0.3 0.3 0.79 0.79 P3 North Full Crossing 258 40.8 LOS E 0.7 0.7 0.93 0.93 P4 West Full Crossing 19 31.7 LOS D 0.0 0.0 0.81 0.81 All Pedestrians 853 40.1 LOS E 0.92 0.92

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:37:48 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Wharf Street & Lower Long Street.sip7 3466

MOVEMENT SUMMARY Site: 101 [Scenario 1 2017 AM Background] Wharf Street & Cullinan Street Stop (Two-Way)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Cullinan Street (Exit Ramp) 2 T1 27 0.0 0.035 5.1 LOS A 0.1 0.9 0.11 1.00 28.2 3 R2 25 4.2 0.035 4.9 LOS A 0.1 0.9 0.11 1.00 25.7 Approach 53 2.0 0.035 5.0 LOS A 0.1 0.9 0.11 1.00 27.0

East: Wharf Street 6 R2 46 6.8 0.026 4.2 LOS A 0.0 0.0 0.00 0.58 32.2 Approach 46 6.8 0.026 4.2 NA 0.0 0.0 0.00 0.58 32.2

North: Cullinan Street 7 L2 35 0.0 0.019 4.7 LOS A 0.0 0.0 0.00 0.57 32.8 Approach 35 0.0 0.019 4.7 NA 0.0 0.0 0.00 0.57 32.8

All Vehicles 134 3.1 0.035 4.7 NA 0.1 0.9 0.04 0.74 30.5

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement. Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:35:43 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Wharf Street & Cullinan Street.sip7 3467

MOVEMENT SUMMARY Site: 101 [Scenario 1 2017 PM Background] Wharf Street & Cullinan Street Stop (Two-Way)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Cullinan Street (Exit Ramp) 2 T1 26 0.0 0.043 5.4 LOS A 0.2 1.1 0.18 0.95 28.3 3 R2 39 0.0 0.043 5.0 LOS A 0.2 1.1 0.18 0.95 26.0 Approach 65 0.0 0.043 5.1 LOS A 0.2 1.1 0.18 0.95 26.9

East: Wharf Street 6 R2 116 0.9 0.063 4.2 LOS A 0.0 0.0 0.00 0.58 32.4 Approach 116 0.9 0.063 4.2 NA 0.0 0.0 0.00 0.58 32.4

North: Cullinan Street 7 L2 38 0.0 0.020 4.7 LOS A 0.0 0.0 0.00 0.57 32.8 Approach 38 0.0 0.020 4.7 NA 0.0 0.0 0.00 0.57 32.8

All Vehicles 219 0.5 0.063 4.6 NA 0.2 1.1 0.05 0.69 31.0

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement. Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:35:44 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Wharf Street & Cullinan Street.sip7 3468

MOVEMENT SUMMARY Site: 101 [Scenario 2 2017 AM Background + Development] Wharf Street & Cullinan Street Stop (Two-Way)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Cullinan Street (Exit Ramp) 2 T1 27 0.0 0.036 5.3 LOS A 0.1 1.0 0.16 0.98 28.2 3 R2 25 4.2 0.036 5.1 LOS A 0.1 1.0 0.16 0.98 25.7 Approach 53 2.0 0.036 5.2 LOS A 0.1 1.0 0.16 0.98 27.0

East: Wharf Street 6 R2 85 3.7 0.047 4.2 LOS A 0.0 0.0 0.00 0.58 32.3 Approach 85 3.7 0.047 4.2 NA 0.0 0.0 0.00 0.58 32.3

North: Cullinan Street 7 L2 151 0.0 0.081 4.7 LOS A 0.0 0.0 0.00 0.57 32.8 Approach 151 0.0 0.081 4.7 NA 0.0 0.0 0.00 0.57 32.8

All Vehicles 288 1.5 0.081 4.7 NA 0.1 1.0 0.03 0.65 31.7

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement. Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:35:44 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Wharf Street & Cullinan Street.sip7 3469

MOVEMENT SUMMARY Site: 101 [Scenario 2 2017 PM Background + Development] Wharf Street & Cullinan Street Stop (Two-Way)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Cullinan Street (Exit Ramp) 2 T1 26 0.0 0.046 5.8 LOS A 0.2 1.2 0.27 0.93 28.1 3 R2 39 0.0 0.046 5.2 LOS A 0.2 1.2 0.27 0.93 25.8 Approach 65 0.0 0.046 5.4 LOS A 0.2 1.2 0.27 0.93 26.7

East: Wharf Street 6 R2 213 0.5 0.115 4.2 LOS A 0.0 0.0 0.00 0.58 32.5 Approach 213 0.5 0.115 4.2 NA 0.0 0.0 0.00 0.58 32.5

North: Cullinan Street 7 L2 105 0.0 0.057 4.7 LOS A 0.0 0.0 0.00 0.57 32.8 Approach 105 0.0 0.057 4.7 NA 0.0 0.0 0.00 0.57 32.8

All Vehicles 383 0.3 0.115 4.6 NA 0.2 1.2 0.05 0.64 31.7

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement. Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:35:45 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Wharf Street & Cullinan Street.sip7 3470

MOVEMENT SUMMARY Site: 101 [Scenario 1 2017 AM Background] Walter Sisulu Avenue & Cullinan Street Stop (Two-Way)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Cullinan Street 1 L2 60 3.5 0.039 8.9 LOS A 0.2 1.1 0.26 0.87 34.5 Approach 60 3.5 0.039 8.9 LOS A 0.2 1.1 0.26 0.87 34.5

East: Walter Sisulu Avenue 4 L2 23 0.0 0.150 3.9 LOS A 0.0 0.0 0.00 0.05 51.3 5 T1 540 5.8 0.150 0.0 LOS A 0.0 0.0 0.00 0.02 58.9 Approach 563 5.6 0.150 0.2 NA 0.0 0.0 0.00 0.02 58.4

All Vehicles 623 5.4 0.150 1.0 NA 0.2 1.1 0.03 0.11 53.0

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement. Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:31:35 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Walter Sisulu Avenue & Cullinan Street.sip7 3471

MOVEMENT SUMMARY Site: 101 [Scenario 1 2017 PM Background] Walter Sisulu Avenue & Cullinan Street Stop (Two-Way)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Cullinan Street 1 L2 128 1.6 0.084 8.9 LOS A 0.4 2.5 0.28 0.87 34.5 Approach 128 1.6 0.084 8.9 LOS A 0.4 2.5 0.28 0.87 34.5

East: Walter Sisulu Avenue 4 L2 24 0.0 0.160 3.9 LOS A 0.0 0.0 0.00 0.05 51.4 5 T1 588 2.1 0.160 0.0 LOS A 0.0 0.0 0.00 0.02 59.0 Approach 613 2.1 0.160 0.2 NA 0.0 0.0 0.00 0.02 58.5

All Vehicles 741 2.0 0.160 1.7 NA 0.4 2.5 0.05 0.17 49.8

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement. Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:31:36 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Walter Sisulu Avenue & Cullinan Street.sip7 3472

MOVEMENT SUMMARY Site: 101 [Scenario 2 2017 AM Background + Development] Walter Sisulu Avenue & Cullinan Street Stop (Two-Way)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Cullinan Street 1 L2 99 2.1 0.061 8.6 LOS A 0.3 1.8 0.23 0.88 34.7 Approach 99 2.1 0.061 8.6 LOS A 0.3 1.8 0.23 0.88 34.7

East: Walter Sisulu Avenue 4 L2 139 0.0 0.183 3.9 LOS A 0.0 0.0 0.00 0.23 47.0 5 T1 546 5.8 0.183 0.0 LOS A 0.0 0.0 0.00 0.09 56.2 Approach 685 4.6 0.183 0.8 NA 0.0 0.0 0.00 0.12 53.5

All Vehicles 784 4.3 0.183 1.8 NA 0.3 1.8 0.03 0.21 48.7

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement. Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:31:36 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Walter Sisulu Avenue & Cullinan Street.sip7 3473

MOVEMENT SUMMARY Site: 101 [Scenario 2 2017 PM Background +Development] Walter Sisulu Avenue & Cullinan Street Stop (Two-Way)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Cullinan Street 1 L2 225 0.9 0.146 8.9 LOS A 0.7 4.6 0.29 0.88 34.5 Approach 225 0.9 0.146 8.9 LOS A 0.7 4.6 0.29 0.88 34.5

East: Walter Sisulu Avenue 4 L2 92 0.0 0.193 3.9 LOS A 0.0 0.0 0.00 0.14 49.1 5 T1 648 1.9 0.193 0.0 LOS A 0.0 0.0 0.00 0.06 57.3 Approach 740 1.7 0.193 0.5 NA 0.0 0.0 0.00 0.07 55.8

All Vehicles 965 1.5 0.193 2.4 NA 0.7 4.6 0.07 0.26 46.5

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement. Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:31:37 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Walter Sisulu Avenue & Cullinan Street.sip7 3474

MOVEMENT SUMMARY Site: 101 [Scenario 1 2017 AM Background] Hans Strijdom Avenue & Lower Long Street Signals - Fixed Time Coordinated Cycle Time = 96 seconds (User-Given Cycle Time)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h East: Hans Strijdom Avenue 4 L2 238 0.0 0.800 48.3 LOS D 14.7 102.8 0.99 0.90 17.2 5 T1 407 3.1 0.800 42.4 LOS D 15.1 106.5 0.98 0.90 14.7 Approach 645 2.0 0.800 44.6 LOS D 15.1 106.5 0.98 0.90 15.7

North: Lower Long Street 7 L2 137 0.8 0.169 20.5 LOS C 2.9 20.7 0.49 0.69 31.0 8 T1 646 1.8 0.471 17.5 LOS B 10.6 75.7 0.61 0.57 32.2 9 R2 136 7.0 0.471 23.1 LOS C 10.3 74.6 0.61 0.62 20.8 Approach 919 2.4 0.471 18.8 LOS B 10.6 75.7 0.60 0.59 30.2

West: Hans Strijdom Avenue 11 T1 466 2.3 0.607 38.5 LOS D 10.3 71.8 0.92 0.77 16.0 12 R2 8 0.0 0.607 43.0 LOS D 9.3 64.8 0.94 0.77 12.6 Approach 475 2.2 0.607 38.6 LOS D 10.3 71.8 0.92 0.77 15.9

All Vehicles 2039 2.2 0.800 31.5 LOS C 15.1 106.5 0.79 0.73 21.1

Movement Performance - Pedestrians Mov Demand Average Level of Average Back of Queue Prop. Effective ID Description Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing 53 37.7 LOS D 0.1 0.1 0.89 0.89 P2 East Full Crossing 53 42.3 LOS E 0.1 0.1 0.94 0.94 P3 North Full Crossing 53 37.7 LOS D 0.1 0.1 0.89 0.89 P4 West Full Crossing 53 42.3 LOS E 0.1 0.1 0.94 0.94 All Pedestrians 211 40.0 LOS D 0.91 0.91

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:26:30 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Hans Strijdom Avenue & Lower Long Street.sip7 3475

MOVEMENT SUMMARY Site: 101 [Scenario 1 2017 PM Background] Hans Strijdom Avenue & Lower Long Street Signals - Fixed Time Coordinated Cycle Time = 96 seconds (User-Given Cycle Time)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h East: Hans Strijdom Avenue 4 L2 93 1.1 0.628 44.4 LOS D 10.0 70.6 0.93 0.79 18.7 5 T1 407 6.7 0.628 38.6 LOS D 10.2 72.0 0.93 0.77 15.7 Approach 500 5.7 0.628 39.7 LOS D 10.2 72.0 0.93 0.77 16.4

North: Lower Long Street 7 L2 135 0.0 0.162 19.6 LOS B 2.8 19.5 0.47 0.69 31.6 8 T1 231 1.8 0.222 14.5 LOS B 4.1 29.4 0.49 0.45 34.8 9 R2 147 0.0 0.222 20.1 LOS C 4.0 28.2 0.49 0.65 20.8 Approach 513 0.8 0.222 17.5 LOS B 4.1 29.4 0.49 0.57 29.5

West: Hans Strijdom Avenue 11 T1 453 4.0 0.898 51.5 LOS D 18.3 128.0 0.99 1.01 12.8 12 R2 78 0.0 0.898 61.4 LOS E 9.3 65.2 1.00 1.03 9.2 Approach 531 3.4 0.898 52.9 LOS D 18.3 128.0 0.99 1.01 12.2

All Vehicles 1543 3.3 0.898 36.9 LOS D 18.3 128.0 0.80 0.79 17.9

Movement Performance - Pedestrians Mov Demand Average Level of Average Back of Queue Prop. Effective ID Description Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing 53 37.7 LOS D 0.1 0.1 0.89 0.89 P2 East Full Crossing 53 42.3 LOS E 0.1 0.1 0.94 0.94 P3 North Full Crossing 53 37.7 LOS D 0.1 0.1 0.89 0.89 P4 West Full Crossing 53 42.3 LOS E 0.1 0.1 0.94 0.94 All Pedestrians 211 40.0 LOS D 0.91 0.91

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:26:32 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Hans Strijdom Avenue & Lower Long Street.sip7 3476

MOVEMENT SUMMARY Site: 101 [Scenario 2 2017 AM Background + Development] Hans Strijdom Avenue & Lower Long Street Signals - Fixed Time Coordinated Cycle Time = 96 seconds (User-Given Cycle Time)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h East: Hans Strijdom Avenue 4 L2 238 0.0 0.842 51.3 LOS D 15.4 107.7 1.00 0.94 16.4 5 T1 407 3.1 0.842 45.3 LOS D 15.8 111.6 0.99 0.94 14.0 Approach 645 2.0 0.842 47.5 LOS D 15.8 111.6 1.00 0.94 15.0

North: Lower Long Street 7 L2 142 0.7 0.172 19.7 LOS B 3.0 20.8 0.47 0.69 31.5 8 T1 668 1.7 0.476 16.7 LOS B 10.8 76.6 0.60 0.56 32.9 9 R2 141 6.7 0.476 22.3 LOS C 10.5 75.5 0.60 0.61 21.1 Approach 952 2.3 0.476 18.0 LOS B 10.8 76.6 0.58 0.59 30.7

West: Hans Strijdom Avenue 11 T1 466 2.3 0.645 39.7 LOS D 10.6 74.1 0.94 0.78 15.6 12 R2 8 0.0 0.645 44.3 LOS D 9.4 65.9 0.95 0.80 12.3 Approach 475 2.2 0.645 39.8 LOS D 10.6 74.1 0.94 0.78 15.6

All Vehicles 2072 2.2 0.842 32.2 LOS C 15.8 111.6 0.79 0.74 20.9

Movement Performance - Pedestrians Mov Demand Average Level of Average Back of Queue Prop. Effective ID Description Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing 53 37.7 LOS D 0.1 0.1 0.89 0.89 P2 East Full Crossing 53 42.3 LOS E 0.1 0.1 0.94 0.94 P3 North Full Crossing 53 37.7 LOS D 0.1 0.1 0.89 0.89 P4 West Full Crossing 53 42.3 LOS E 0.1 0.1 0.94 0.94 All Pedestrians 211 40.0 LOS D 0.91 0.91

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:26:31 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Hans Strijdom Avenue & Lower Long Street.sip7 3477

MOVEMENT SUMMARY Site: 101 [Scenario 2 PM Background + Development] Hans Strijdom Avenue & Lower Long Street Signals - Fixed Time Coordinated Cycle Time = 96 seconds (User-Given Cycle Time)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h East: Hans Strijdom Avenue 4 L2 93 1.1 0.628 44.4 LOS D 10.0 70.6 0.93 0.79 18.7 5 T1 407 6.7 0.628 38.6 LOS D 10.2 72.0 0.93 0.77 15.7 Approach 500 5.7 0.628 39.7 LOS D 10.2 72.0 0.93 0.77 16.4

North: Lower Long Street 7 L2 167 0.0 0.201 19.9 LOS B 3.6 24.9 0.48 0.70 31.4 8 T1 288 1.5 0.276 15.0 LOS B 5.4 38.0 0.51 0.47 34.4 9 R2 182 0.0 0.276 20.5 LOS C 5.2 36.5 0.51 0.66 20.7 Approach 638 0.7 0.276 17.9 LOS B 5.4 38.0 0.51 0.58 29.3

West: Hans Strijdom Avenue 11 T1 453 4.0 0.898 51.5 LOS D 18.3 128.1 0.99 1.01 12.8 12 R2 78 0.0 0.898 61.4 LOS E 9.3 65.2 1.00 1.03 9.2 Approach 531 3.4 0.898 53.0 LOS D 18.3 128.1 0.99 1.01 12.2

All Vehicles 1668 3.0 0.898 35.6 LOS D 18.3 128.1 0.79 0.78 18.5

Movement Performance - Pedestrians Mov Demand Average Level of Average Back of Queue Prop. Effective ID Description Flow Delay Service Pedestrian Distance Queued Stop Rate ped/h sec ped m per ped P1 South Full Crossing 53 37.7 LOS D 0.1 0.1 0.89 0.89 P2 East Full Crossing 53 42.3 LOS E 0.1 0.1 0.94 0.94 P3 North Full Crossing 53 37.7 LOS D 0.1 0.1 0.89 0.89 P4 West Full Crossing 53 42.3 LOS E 0.1 0.1 0.94 0.94 All Pedestrians 211 40.0 LOS D 0.91 0.91

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:26:33 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Hans Strijdom Avenue & Lower Long Street.sip7 3478

MOVEMENT SUMMARY Site: 101 [Scenario 2 2017 AM Background + Development] Wharf Street & Hotel Basement Stop (Two-Way)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h East: Wharf Street 5 T1 102 3.0 0.158 0.4 LOS A 0.7 4.9 0.26 0.34 40.4 6 R2 173 0.0 0.158 3.0 LOS A 0.7 4.9 0.26 0.34 27.9 Approach 275 1.1 0.158 2.1 NA 0.7 4.9 0.26 0.34 32.4

North: Hotel Basement (Ramp) 7 L2 58 0.0 0.032 5.0 LOS A 0.1 0.9 0.13 0.91 20.7 9 R2 39 0.0 0.019 4.9 LOS A 0.0 0.3 0.22 0.90 23.3 Approach 97 0.0 0.032 5.0 LOS A 0.1 0.9 0.17 0.91 21.9

West: Wharf Street 10 L2 116 0.0 0.094 3.5 LOS A 0.0 0.0 0.00 0.37 28.6 11 T1 60 3.0 0.094 0.0 LOS A 0.0 0.0 0.00 0.37 39.7 Approach 176 1.0 0.094 2.3 NA 0.0 0.0 0.00 0.37 31.6

All Vehicles 547 0.9 0.158 2.7 NA 0.7 4.9 0.16 0.45 29.7

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement. Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:39:33 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20171011_Wharf Street & Hotel Basement.sip7 3479

MOVEMENT SUMMARY Site: 101 [Scenario 2 2017 PM Background + Development] Wharf Street & Hotel Basement Stop (Two-Way)

Movement Performance - Vehicles Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h East: Wharf Street 5 T1 95 0.0 0.168 0.3 LOS A 0.8 5.3 0.23 0.36 40.0 6 R2 201 0.0 0.168 2.9 LOS A 0.8 5.3 0.23 0.36 27.7 Approach 296 0.0 0.168 2.1 NA 0.8 5.3 0.23 0.36 31.5

North: Hotel Basement (Ramp) 7 L2 292 0.0 0.162 5.0 LOS A 0.7 5.2 0.16 0.90 20.7 9 R2 97 0.0 0.047 4.9 LOS A 0.1 0.8 0.22 0.91 23.3 Approach 388 0.0 0.162 5.0 LOS A 0.7 5.2 0.18 0.90 21.4

West: Wharf Street 10 L2 67 0.0 0.074 3.5 LOS A 0.0 0.0 0.00 0.27 30.7 11 T1 73 0.0 0.074 0.0 LOS A 0.0 0.0 0.00 0.27 43.8 Approach 140 0.0 0.074 1.7 NA 0.0 0.0 0.00 0.27 36.3

All Vehicles 824 0.0 0.168 3.4 NA 0.8 5.3 0.17 0.60 26.6

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Vehicle movement LOS values are based on average delay per movement. Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Processed: 06 December 2017 10:39:34 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20171011_Wharf Street & Hotel Basement.sip7 3480

APPENDIX

C-2 EXISTING INTERSECTION LAYOUTS

3481

SITE LAYOUT Site: 101 [Scenario 1 2017 AM Background] Walter Sisulu Avenue & Lower Long Street Signals - Fixed Time Coordinated

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Created: 06 December 2017 11:02:14 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Walter Sisulu Avenue & Lower Long Street.sip7 3482

SITE LAYOUT Site: 101 [Scenario 1 2017 AM Background] Wharf Street & Lower Long Street Signals - Fixed Time Coordinated

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Created: 06 December 2017 11:02:50 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Wharf Street & Lower Long Street.sip7 3483

SITE LAYOUT Site: 101 [Scenario 1 2017 AM Background] Wharf Street & Cullinan Street Stop (Two-Way)

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Created: 06 December 2017 11:03:33 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Wharf Street & Cullinan Street.sip7 3484

SITE LAYOUT Site: 101 [Scenario 1 2017 AM Background] Walter Sisulu Avenue & Cullinan Street Stop (Two-Way)

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Created: 06 December 2017 11:04:13 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Walter Sisulu Avenue & Cullinan Street.sip7 3485

SITE LAYOUT Site: 101 [Scenario 1 2017 AM Background] Hans Strijdom Avenue & Lower Long Street Signals - Fixed Time Coordinated

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Created: 06 December 2017 11:05:00 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20170622_23310_Hans Strijdom Avenue & Lower 3486

APPENDIX

C-3 PROPOSED INTERSECTION LAYOUT

3487

SITE LAYOUT Site: 101 [Scenario 2 2017 AM Background + Development] Wharf Street & Hotel Basement Stop (Two-Way)

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: WSP GROUP AFRICA (PTY) LTD | Created: 06 December 2017 11:05:48 AM Project: Z:\23000 - 23999\23310 - Tsogo Sun TIA\31 CV\01-DOCS\02-Reports\03 - SIDRA\20171011_Wharf Street & Hotel Basement.sip7 3488

ANNEXURE D3 Urban Design Indicators

3489

WHARF STREET, FORESHORE URBAN DESIGN INDICATORS & RECOMMENDATIONS

17TH MAY 2018 3490

Compiled by Urban Concepts Pty Ltd Unit 209, The Hills Building, Buchanan Square, 160 Sir Lowry Road, Woodstock, Cape Town t +27 21 461 5255 3491 CONTENTS

FOREWORD 01 ANALYSIS AND INDICATORS 02 DESIGN RECOMMENDATIONS 03 POSSIBLE DESIGN INTERPRETATION AND IMPACT

Client Objectives 5 SPATIAL SYSTEMS SPATIAL SYSTEMS 3.1 Impact at the Scale of the City 61

Urban Design Motivation 5 1.1 Public Realm 19 2.1 Public Realm 3.2 Impact at Street Level 63 Recommendations 41 1.2 Public Interface 21 3.3 Workshopping with the Architect 67 INTRODUCTION 2.2 Public Open Space 1.3 Public Open Space 23 Recommendations 43 Project Background 9 04 CONCLUSION 1.4 Movement Routes 2.3 Recommended Site Document Objectives 25 4.1 Conclusion 9 Access and Parking 45 73 1.5 Site Access and Parking 27 Document Structure 9 BUILT FORM BUILT FORM Site Location 11 2.4 Building Form and Height 1.6 Visual Impact 29 Recommendations 47 Heritage and Cultural 2.5 Recommended Footprint Landscape 11 1.7 Building Heights 31 and Composition 49 1.8 Streetscape 33 2.6 Recommendations for 1.9 Building Footprint and Public Interface 51 Composition 37 2.7 Streetscape Recommendations 57

Note: this document is intended to be read as a double-side printed document i.e. with facing pages. An A4 format will reflect the correct scale, as indicated in the document.

WHARF STREET, FORESHORE | URBAN DESIGN INDICATORS | NOVEMBER 2017 | URBAN CONCEPTS PTY LTD| 1 3492 3493

FOREWORD 3494

THE SITE

VIEW OF THE CITY FROM LION’S HEAD SHOWING THE SITE WITHIN THE BOUNDS OF THE CITY CENTRE

4 | WHARF STREET, FORESHORE | URBAN DESIGN INDICATORS | NOVEMBER 2017 | URBAN CONCEPTS PTY LTD 3495 FOREWORD

CLIENT OBJECTIVES URBAN DESIGN MOTIVATION

The Client, Tsogo Sun, was the successful bidder for At present, the experience of the Foreshore is of a The design team see the role of the site as two fold: the 15 Walter Sisulu Ave site and wish to develop a largely car-oriented space which is divorced from firstly contributing to the tourism industry in Cape tourism-related mixed-use building on the site, both the city centre and the ocean. However, the city Town, and secondly contributing to the public realm hereafter referred to as “Wharf Street”. Tsogo Sun is changing and currently there is a drive to integrate in the immediate vicinity – in particular the North are committed to the sustainability of the tourism the Foreshore, as is reflected in the City’s current Wharf public square and the connection from Bree industry in Cape Town and own several tourism- project to develop a portion of the land related to the Street to the Foreshore. related buildings in the city, including a couple Foreshore Freeways. This thinking has a strong within the immediate vicinity of the site. This influence on one’s understanding of the Wharf Street demonstrates their long term investment in the site. Rather than perceived as being on the edge of success of Cape Town as a tourist destination, as the CBD, where highways dominate the landscape, it well as in the immediate area around the site. can be reconceptualised as a key knuckle between the city centre and the future foreshore development and The Client envisages a tall building with retail at the the ocean. This notion is supported by the site’s lower levels, a hotel and offices above, and position within the City’s open space system, in which basement parking. The Client has expressed an the diagonally opposite public square (North Wharf interest in creating a publicly accessible viewing deck square) and potential Bree Street connection, as well on the upper levels of the building. as the pedestrian bridge to the V&A Waterfront, set up the possibility to contribute to the public realm, especially by creating positive linkages in an area which can appear disconnected.

Furthermore, the position of the site within the city’s cluster of tall buildings and in close proximity to Cape Town’s tallest buildings supports the notion of a tall building on this site.

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INTRODUCTION 3498

FOREWORD AND INTRODUCTION the vision the project the site

ANALYSIS key observations at urban-, precinct- and site-scale

informs DESIGN RECOMMENDATIONS informs 01 specific strategies in order to achieve the 02 principles set out by the indicators

INDICATORS high level principles in response to findings of analysis reflects on

IMPACT a possible design interpretation is used 03 to assess impact of development at city-scale and at street level

ORGANOGRAM TO SHOW DOCUMENT STRUCTURE

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PROJECT BACKGROUND DOCUMENT OBJECTIVES DOCUMENT STRUCTURE

Urban Concepts were commissioned to formulate an The objectives of this document can be summarised The document starts with a foreword explaining the urban design indicators report for the development as follows: Client’s objectives, as well as a motivation for of 15 Walter Sisulu Ave. • To address the relationship between the scale development of the site from an Urban Design and buildings within the precinct and within the perspective. The introduction gives context to the The report is aimed at guiding the design team (and broader Cityscape, and to identify clear project and the site itself. This is followed by three architects in particular) during the process by indicators to ensure that the surrounding main sections, namely, Analysis and Indicators, establishing a foundation of urban design principles. buildings and spaces, views and landmarks are Design Recommendations and Possible Design The work will assist in explaining the key urban not compromised by new intervention. Interpretation and Impact. These are interrelated as design indicators to the planning and urban design illustrated on the organogram opposite. The authorities. • To encourage positive contribution to the public document finishes with a conclusion summarising realm and ensure the activation and integration the key outcomes of this process. The Client wishes to develop a tall building, and of the streetscapes and building edges. therefore The Tall Building Policy document (City of Cape Town, dated May 2013) and the associated The definition of appropriate scale and Design Guidelines for Tall Buildings have reference. • fragmentation of building form to mitigate possible negative visual impact.

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CAPE TOWN STATION

SITE LOCATION

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SITE LOCATION HERITAGE AND CULTURAL LANDSCAPE

The site is located in the Foreshore in Cape Town, on Development should respect and enhance the the corner of Walter Sisulu Ave and Lower Long heritage, character and unique identity of the city and Street, directly opposite the Cape Town International its neighbourhoods. Convention Centre. The site is on a piece of land which was only reclaimed The site forms part of the CBD; its location significant by 1933. As shown in the historical map which as a pivotal point between the City Centre and the follows, prior to the land reclamation Bree Street was Foreshore. It is close to a key point of access to the a broad street terminating in the North Wharf which city (Nelson Mandela Boulevard) and is connected to was located at what is now a public square. Historic the V&A Waterfront via a pedestrian bridge. The site photos show the diversity and vibrancy of activity that is diagonally opposite the North Wharf Public Square. took place on and around the wharf. The significance of Bree Street and its relation to the old harbour are strong informants for urban design in the Foreshore.

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3D VIEW: Existing site and immediate context

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HERITAGE: Survey of Cape Town from 1884 shows Bree Street as a key street which terminates in the North Wharf

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HERITAGE: Land reclamation as per historic survey drawings

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“From this wooden jetty, boatmen transported goods and passengers to “The pier at the bottom of Adderley Street, “On the fishing jetty” ships in Table Bay” built before the First World War, became a fashionable promenade”

“Boats drawn up to the wooden jetty” “The North Wharf reached 147 meters into the sea, “Cape Town’s industrial waterfront with the Pump Jetty from the end of Buitengracht and the symbolic jetty in the foreground and the older North Wharf behind” where you are standing now”

HISTORIC PHOTOGRAPHS: North Wharf and surrounds as displayed on information boards in the North Wharf Square

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This section establishes a set of design indicators to guide the design process. The section is structured by themes which have been divided into two categories, Spatial Systems and Built Form. For each theme there is a general overview which introduces the concept; a list of observations specific to the site as a form of site analysis; a set of design indicators (high level principles in response to the findings of the analysis); and a graphic representation of the analysis/ observations and/or indicators on the facing page.

01 ANALYSIS AND INDICATORS 3508

PUBLIC REALM: role of the site in the city

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1.1a Create high quality public spaces and green 1.1 PUBLIC REALM spaces with good pedestrian access into such spaces. “Cities are places where people come together to pedestrian friendly spaces, to key streets in the enjoy the benefits of living and working in close Foreshore to illustrate the importance of spatial 1.1b As an offset for the development of a tall building on the site, the public realm in the proximity to others.” (CoCT Urban Design Policy definition, human scale and spatial quality in creating immediate context should be enhanced. 12986, December 2013) urban environments which people want to inhabit. 1.1c The importance of Bree Street as an activity In a good city, the public realm is the heart of the city Observations corridor must be acknowledged as part of with vibrant, safe spaces for people to inhabit. The the project. • There are few high quality public spaces within the spatial definition and quality of the public realm has a vicinity of the site. 1.1d The role of the site as a knuckle between the huge impact on the way in which people experience city centre and the Foreshore has potential and use the city. • Bree and Long Street are potential connectors to to contribute to the city and so helps to the Foreshore, however, the spatial quality and justify development of the site. Developments have the opportunity to contribute definition at the northern end of these streets is 1.1e Sensitivity towards heritage (tangible and positively towards the public realm, creating a good poor. intangible) and cultural landscape is urban environment, which in turn benefits the recommended. development. The images below contrast key streets • Highways act as barrier to between Foreshore and in the City Centre which tend to be vibrant, Harbour.

1 3

2 4 STREETS IN CAPE TOWN: 1 and 2 (LEFT): Vibrant, human-scaled streets with lots of pedestrian activity in the City Centre; 3 and 4 (RIGHT): Car-dominated space with few active facades in the Foreshore (Image source: Google Maps 2017)

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PUBLIC REALM: Active edges, open spaces and tree canopy

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1.2a Create active people-oriented streets. 1.2 PUBLIC INTERFACE

1.2b Promote interactive edges on the lower Active building interfaces add interest, life and vitality Observations levels of the building which relate to the to the spaces they edge. This not only improves the street. experience of the space but also helps to improve • The immediate context is dominated by offices, safety and security by encouraging informal parking and hotels with little, if any, retail or other 1.2c Encourage retail and other land uses that will support and promote levels of activity surveillance and activity throughout the day. active uses at ground level. This does not generate significant pedestrian movement. around the site. 1.2d Support active facades with pedestrian- There is a lack of active facades on the public • friendly sidewalks, trees and possible use of square. seating and terraces.

• Generally, the surrounding buildings do not have interactive interfaces with the public realm.

• Where there are active building interfaces, such as the restaurants/cafes on Lower Buitengracht Street, there are improved levels of activity and those pockets feel safer and friendlier.

1 2 3 CONTEXT PHOTOS 1. Café on Lower Buitengracht Street creates active edge; 2 and 3. Large portions of solid wall create dead facades

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PUBLIC OPEN SQUARE: Photographs of North Wharf Public Square

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1.3a The North Wharf square is an important 1.3 PUBLIC OPEN SPACE public open space in the immediate context and investigations should be undertaken for Public open spaces can serve as relief in a dense Observations its upgrading. urban environment. The quality and definition of the 1.3b The public square should be enhanced as a open space, as well as the way in which it relates to a • Important position in open space system if place for people and not just a through greater network of open spaces, are key factors in considering possible future connection to the route. whether it becomes a successful public space that harbour. people are comfortable using. It is important that 1.3c The public square should have clearly • As it is, the North Wharf Square functions more as public open spaces are accessible to everyone and do defined and active edges. a place to move through (commute) than to stay a not prioritise some users over others. 1.3d The public square should be accessible to all while. and should accommodate differently-abled • Visual barriers make the pubic square appear people. disconnected from its surroundings – low, dense 1.3e The publics square should form part of an tree canopies and the water feature pump room active pedestrian network.

block views to and from the square. 1.3f In addition to the public open space in the immediate context, inclusion of open space • Physical barriers (such as the water feature, within the development itself should be vehicular ramp and level changes) make it difficult considered. This could take the form of a to navigate the square comfortably. semi-private open space within the site (possibly a roof deck or courtyard spaces). • Multiple level changes with few ramps make parts of the square inaccessible for some people.

• Cullinan Lawn currently informally serves as a publicly accessible green space.

REFERENCE PLAN: key to show location of views in photographs adjacent

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MOVEMENT: Significant vehicular, pedestrian and public transport routes

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1.4a Important spatial connections should be 1.4 MOVEMENT ROUTES supported through appropriate infrastructure. This should include Bree This map shows key modes of transport used in Cape Observations Street, the route to Cape Town Station, the Town – private vehicles, public transport or non- V&A Waterfront link, and to/through the Fairly well connected in terms of transport motorised transport (NMT). • Convention Centre. infrastructure Roads are often the primary public space in a 1.4b New development should support non- motorised transport. Pedestrian and bicycle precinct. As such, they should not merely be • MyCiti bus stop within 150 m of the site access to the site are important. conceptualised as transport channels, but also as • Fairly heavy flow of pedestrian commuters around places in their own right. This is explored further in 1.4c Greater continuity of pedestrian routes, the site, however, these routes are not continuous Section 1.8: ‘Streetscape’. especially from Bree Street to the public or comfortable throughout square, is desirable and should be explored.

• Pedestrian routes problematically discontinuous at 1.4d Improvement of the spatial quality of bottom of Bree Street and Lower Long Street at surrounding pedestrian routes is the entrance to the underground parking (as encouraged. circled on the map) 1.4e Wharf and Cullinan Streets should be promoted as a mixed zone for pedestrian • Easy vehicular access from Nelson Mandela and slow vehicular movement. Boulevard and Buitengracht Streets (key access to the city)

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PUBLIC SQUARE PARKING ENTRANCE UNDERGROUND PORTE PARKING ENTRANCE UNDERGROUND COCHERE PARKING EXIT

PARKING ENTRANCE POSSIBLE VEHICULAR ENTRANCE (as per Bid) HIGHER ORDER ROAD (no vehicular ROAD (no vehicular ORDERsite access) HIGHER

HIGHER ORDER ROAD (no vehicular site access)

VEHICULAR ACCESS AND PARKING

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1.5a Vehicular access to be from Wharf Street. 1.5 SITE ACCESS AND PARKING Vehicular access is not recommended from Walter Sisulu Ave or Loop Street (higher The Modernist development of the Foreshore has Observations order roads, site access not permitted), or resulted in a focus on the private vehicle. However, Cullinan Street (future partial There are existing parking garages with entrances cars and car storage should not be prioritised above • pedestrianisation) people. facing the site on Wharf Street (ENS Africa building) and Cullinan Street (The Cullinan hotel 1.5b Where possible, parking requirements should be kept to a minimum and future Although easy access to parking is good for parking) conversion of parking to other uses is commercial activity, it can be detrimental to the recommended. spatial quality of the precinct. To avoid this, it is • Walter Sisulu is a higher order road and therefore necessary to find a balance between parking can not be used for site access. 1.5c Parking should not have a negative impact requirements and quality of place, with parking on the public realm. One way to achieve this • Vehicular is prioritised over pedestrian movement, could be accommodating parking provided in a manner which is sympathetic to its creating an uncomfortable environment for underground. surroundings and has minimal impact on the pedestrians. pedestrian environment. 1.5d Use of NMT and public transport should be encouraged and accommodated. Given the current saturation of traffic in the city, consideration should be given to a condition in which there is a shift towards other transport opportunities. It is envisaged that the site is also associated with public- and non-motorised transport (NMT).

1 2 CONTEXT PHOTOS 1. ENS building parking entrance; 2. The Cullinan Hotel parking entrance (Image source: Google Maps 2017)

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BREE STREET: View from the corner of Bree Street and Hans Strijdom Ave towards the site NELSON MANDELA BLVD: View across the Convention Center from N1 approaching the CBD

STREET VIEWS: Key views in which the proposed development could act as a landmark (Image source: Google Maps 2017)

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1.6a The building design should take into account 1.6 VISUAL IMPACT the impact of a tall building on the image of the city and the skyline. Views towards Cape Town from a distance create Observations images which become associated with the identity of 1.6b The development has potential to become a • From vantage points from which one can local landmark which helps people to the city. experience the larger CBD, (e.g. Tafelberg Road, orientate themselves, especially as The view to the CBD from Table Bay with the Nelson Mandela Boulevard and Lion’s Head), the approaching from Bree Street on foot, or Nelson Mandela Blvd by car. mountain backdrop is particularly iconic. Other site visually forms part of the CBD core, located important views which are experienced on a more within the cluster of tall buildings on the daily basis are those from high viewing points such as Foreshore. Tafelberg Road, Lion’s Head or Signal Hill; as well as • Viewed from within the city, the impact of the views as one approaches the city on the N1 or N2. development of the site would primarily be as one From within the city itself, there are possible view approaches the Convention Centre on foot from corridors to key landmarks, such as Table Mountain at Bree Street. This has the potential to become a a city-scale or a particular building at a more local- local landmark by which to orientate oneself, scale. especially from within North Wharf public square. • No important view corridors which could be negatively affected by the development of a tall building have been identified.

• There are occasional glimpses of Signal Hill between the surrounding tall buildings and a number of sky views which give visual relief.

• There are views to other buildings in the area, generally tall buildings, but these are not considered sensitive.

• As one enters the Foreshore from Nelson Mandela Boulevard there are glimpses of the site which could become a landmark or gateway to the CBD.

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BUILDING HEIGHTS: Approximate heights of buildings in the precinct (existing and proposed)

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1.7a While the principle of a tall building is 1.7 BUILDING HEIGHTS Tall Buildings in the Vicinity supported, detailed studies (including wind, traffic and shadow studies) with design There are a number of tall buildings in close proximity NAME: FLOORS HEIGHT recommendations are required to further to the site, including the current tallest buildings in Portside 32 floors 150m inform the building height. the city, as well as a number of other proposed tall 1 Thibault Square 32 floors 126m 1.7b Assessment of the proposed building height buildings. The location within the foreshore cluster of MetLife Centre 28 floors 119m Atterbury House 29 floors 119m should take into account the potential future tall buildings suggests that a tall building may be ABSA Centre 34 floors 117m densification of the Foreshore. appropriate for this site. Golden Acre 28 floors 108m Cape Sun 33 floors 105m In light of the fact that this document has been Triangle House 26 floors 101m compiled without any detail studies (traffic, wind Civic Centre 26 floors 98m etc.), no definitive height is recommended. However, 2 Long Street 24 floors 93m the principle of a tall building in this location is Media24 22 floors 93m supported. The Westin 20 floors 74m The Cullinan 16 floors 59m Customs House 16 floors 59m

Source: List of Tallest Buildings in Cape Town, Wikipedia, 2015, https://en.wikipedia.org/wiki/List_of_tallest_buildings_in_Cape_Town

INDICATIVE SKYLINE ‘SECTION’ ALONG BUITENGRACHT STREET, FACING EAST

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CULLINAN STREET: View facing South West, with the site to the left and The Cullinan Hotel on WHARF STREET: View facing South East, with the site on the left and ENS Africa building to the the right right

LOWER LONG/LOOP STREET: View facing North East, with the site on the left and Telkom WALTER SISULU AVE: View facing North West, with the site on the left and the Convention building to the right Center foyer on the right

STREETSCAPE: Street view snap shots to show the existing streetscape on each edge of the site (Image source: Google Maps 2017)

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1.8a Development should have a human scale at 1.8 STREETSCAPE street level through building articulation, such as small scale visual rhythm etc. The visual elements of the street, such as the road, • A narrow canopy gives limited weather protection. 1.8b Continuous weather protection should be façades, pavements, trees etc. give character to the • The facades at street level are not active. provided, for example through canopies, precinct and have the potential to make the street WALTER SISULU AVE balconies or overhangs. safe, comfortable and interesting. People are more • A colonnade creates vertical rhythm which helps to likely to walk around in streetscapes with open and 1.8c Appropriate landscaping and wide, paved offer human scale. lively facades, whereas streetscapes with a bland sidewalks with considered street furniture • The sidewalk is brick paved and landscaped which interface are often deserted or hurried through. are encouraged improves the pedestrian experience.

The Foreshore generally has a condition where single • Towards Heerengracht Street there is a wide canopy buildings occupy a whole city block. This leads to the and several benches which make the sidewalk more possibility of large extents of monotonous, comfortable unfragmented façade, potentially creating an • The facades at street level are not active. uncomfortable streetscape which does not respond to • The road has multiple lanes and is oriented towards human scale. To avoid this, facades should be vehicular traffic. designed with a visual rhythm and considered LOWER LONG / LOOP STREET fragmentation. • Facades are not engaging • Buildings offer limited protection from weather Observations conditions with narrow canopies CULLINAN STREET • Wide sidewalk with trees and brick paving has positive • The combination of The Cullinan Hotel porte effect on the pedestrian’s experience of the street cochere and parking garage entrance reduce the • The large blank façade on the Telkom Building creates walkability of The Cullinan side of the street. an uncomfortable street interface, even though it is • The building has varying setbacks and some above street level. vertical articulation which help to reduce the scale. • The avenue of trees on the edge of the site create • Trees with low, dense canopies obscure sight lines. deep shade which serves as relief on hot days. • There is no weather protection for pedestrians. Unfortunately, the avenue is not aligned with the WHARF STREET sidewalk as it continues up Loop Street which does • A colonnade provides some vertical rhythm. not encourage pedestrian use.

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1 3

TREES: Photographs to show the character of trees on and adjacent to the site: 1 and 2. Avenue of Holly Oaks; 3. Trees along Walter Sisulu Ave

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1.8d The role of trees in creating a positive 1.8 STREETSCAPE CONT. streetscape should be considered, with trees being integrated into the design of sidewalks Trees have an important role in the streetscape. ₋ Holly Oak is a robust species, and outdoor spaces. Beyond an aesthetic contribution, trees have a particularly when grown in a group, 1.8e The avenue of Holly Oaks is a significant positive impact on the environment – improving air such as the avenue on site. grouping of trees and should be analysed by quality; creating shade for street users and buildings; ₋ The trees have not reached full an arborist to establish their condition and acting as wind and sound barriers; and offering a height. potential. psychological link to nature which can soften what could otherwise become a harsh urban context. ₋ The avenue is not aligned with a 1.8f If trees are removed, specific measures pedestrian route and, as such, does should be taken to offset this – for example, by replacement with new trees of an It should be noted that the City of Cape Town tend to not get significant foot traffic. appropriate species. protect ‘champion trees’ by implementing conditions ₋ The canopy is dense, creating deep such as setbacks, surface treatment etc., or by shade. requiring the replacement of existing trees should ₋ The low canopy acts as a visual they be removed. The extent of protection will be at barrier which does not contribute to the discretion of the City of Cape Town Council. connecting the site to its context. ₋ The trees have value in this part of Observations the CBD which is generally devoid of significant structured planting. • The South East side of the site is lined with an avenue of Holly Oaks. • The side walk along Walter Sisulu Ave side of the ₋ These trees were planted relatively site has a row of small trees which appear to have recently – approx. 25-40 years ago – been planted relatively recently. and the projected lifespan in a further 100-120 years according to the landscape architect.

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BUILDING COMPOSITION: Tall building responds to the city at a range of scales (Image source: City of Cape Town Design Guidelines for Tall Buildings, May 2013)

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1.9a As per the Tall Building Policy, it is 1.9 BUILDING FOOTPRINT AND COMPOSITION recommended that a tall building be comprised of a base, middle and top which The Tall Building Policy supports the principle that tall Observations helps the building to respond to its context buildings be comprised of a base, middle and top. This at various scales. does not necessarily need to result in a tiered building • The ENS Africa building and Convention Centre 1.9b The base is the street interface with the form, rather it encourages an approach which helps foyer have a podium height of approx. 15m. building and should have many active edges the building to respond to its context at various • The Cullinan Hotel building also articulates a base and a relate to human-scale scales. The base relates to the street and human level at about 2-3 storey height. scale; the middle responds to the surrounding 1.9c It is recommended that the base has relatively consistent height which is buildings; and the top relates to the city scale. Most building footprints in the immediate context • articulated architecturally and forms a occupy an entire city block. general datum which corresponds to the buildings in its immediate context.

1.9d The middle should relate to the scale of surrounding buildings in the precinct.

1.9e The top of the building is primarily experienced in broader views across the city and so should be articulated to contribute to the city skyline.

1.9f The proposed building footprint occupies an entire city block. To mitigate the width of the building and respond to human scale, it is recommended that the building form be stepped vertically.

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As per the previous section, this section is structured by themes which have been divided into two categories, Spatial Systems and Built Form. This section responds to the high level principles established in the previous section with a set of specific design strategies for each theme. These take the form of a list of recommendations, with a graphic representation on the facing page.

02 DESIGN RECOMMENDATIONS NORTH WHARF PUBLIC SQUARE SITE: IMPORTANT KNUCKLE TO FORESHORE 3530

ST ANDREW’S SQUARE THIBAULT SQUARE STATION SQUARE ARTSCAPE FORECOURT

VISION FOR THE CITY: Continuous public realm connects the City Centre to the Foreshore

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2.1 PUBLIC REALM RECOMMENDATIONS

2.1a Bree Street should be enhanced as activity corridor – connecting the city centre to the Foreshore, with the North Wharf square and Wharf Street development acting as a knuckle.

2.1b It is recommended that the public realm in the immediate context be enhanced (in particular, pedestrian movement from Bree Street and the existing public square are suggested as priorities).

2.1c Improvements to linkages and generous landscaped sidewalks to support important spatial connections should be explored. Some important connections are Bree Street, to Cape Town Station, to V&A Waterfront, and to/through the Convention Centre.

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RECOMMENDATIONS FOR PUBLIC OPEN SPACES IN THE IMMEDIATE CONTEXT

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2.2 RECOMMENDATIONS FOR PUBLIC OPEN SPACES

2.2a The North Wharf square is an important - Consider existing street furniture and public open space in the immediate revise where necessary. context, as well as having heritage - Create linkages across the square significance. It would benefit the context which encourage use throughout the greatly if the square was upgraded. The day. following suggestions should be considered. It is acknowledged that some of these 2.2b It is recommended that the corner of Wharf recommendations are beyond the scope of and Cullinan Street is a paved, partially the developer of Erf 171452, but pedestrianised link which allows ease of possibilities for collaboration between the movement for pedestrians from the site to City, the developer and other surrounding the square (following a desire line from land owners should be explored. Bree Street corridor)

- Remove pump room as barrier; 2.2c The connection from Bree Street to the North Wharf Square should be improved for - Reduce tree canopies to allow visual pedestrians. connection across the square; 2.2d Public accessibility beyond the first floor is - Signify the entrance to the square, recommended – this could take the form of particularly from the West side; semi-private open space such as a roof deck, event spaces etc. - Rework level changes to allow easy universal accessibility;

- Improve building interfaces with square by encouraging active edges and uses (e.g. publicly accessible café)

WHARF STREET, FORESHORE | URBAN DESIGN INDICATORS | NOVEMBER 2017 | URBAN CONCEPTS PTY LTD| 43 PARKING 3534 ENTRANCE

LINK TO SQUARE PEDESTRIAN PRIORITY Pedestrian link to Continuous pedestrian PORTE COCHERE public square movement at the façade should not be impeded Shared porte cochere area to serve hotels

PARKING ENTRANCE

VEHICULAR ENTRANCE HIGHER ORDER ROAD (no vehicular ROAD (no vehicular ORDERsite access) HIGHER

HIGHER ORDER ROAD (no vehicular site access)

VEHICULAR ACCESS AND PARKING

44 | WHARF STREET, FORESHORE | URBAN DESIGN INDICATORS | NOVEMBER 2017 | URBAN CONCEPTS PTY LTD 3535 02 DESIGN RECOMMENDATIONS SPATIAL SYSTEMS

2.3 RECOMMENDATIONS FOR SITE ACCESS AND PARKING

2.3a Vehicular access to be from Wharf Street. 2.3f Parking should not be located on the first Vehicular access is not recommended from two levels above ground. Walter Sisulu Ave or Loop Street (higher order roads, site access not permitted), or 2.3g It is recommended that both hotels Cullinan Street, which is recommended for (existing Cullinan Hotel and proposed new future partial pedestrianisation. hotel) share porte cochere facilities on Cullinan Street to minimise the effect on 2.3b Vehicular entrance off the street should be the street. These facilities should allow for as visually unobtrusive as possible. Ticket ease of pedestrian movement along the and pay points can be positioned back from street. the street edge to reduce the width of the opening. 2.3h Allow for bicycle parking on site, both public and private. 2.3c Where roadside servicing is required, servicing and loading bays are recommended on Wharf Street, and should 2.3j A slow vehicular zone, potentially using a be kept to a minimum spatial requirement partial one-way system, is recommended through effective operational management. for Wharf Street at the junction with the public square. 2.3d Shared use of parking is recommended (e.g. used by office by day and hotel/venues by night).

2.3e Where possible, any above grade new parking should be designed to accommodate conversion to other uses in the future.

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