NUDC Transportation Framework 2010

Local Area Plans:

NORTHERN URBAN DEVELOPMENT CORRIDOR

Ethekwini Municipality

Transportation Framework for the NUDC Final

Contract No: DPU/FPB 0005

26 November 2010 Version 4.0 T01.DUR.000009

VERIFICATION PAGE

PROJECT NAME: Northern Urban Development Corridor – Transportation Framework for the NUDC PROJECT NO: DATE: REPORT STATUS: T01.DUR.000009 26 November 2010 Final CARRIED OUT BY: COMMISSIONED BY: SSI Engineers and Environmental Consultants Framework Planning Branch eThekwini Municipality P O Box 55 P O Box 680 PINETOWN DURBAN 3600 4000

Tel: (031) 719 5500 Tel: (031) 311 7904 Fax: (031) 719 5505 Fax: (031) 311 8549

AUTHOR: CLIENT CONTACT PERSON: Lucien Linders Mr M Rampersad SYNOPSIS: Description of proposed transportation network for the NUDC *COPYRIGHT : As per Terms of Reference for Contract DPU/FPB 0005 copyright vests with DPEMU and ETA of eThekwini Municipality QUALITY VERIFICATION

This report has been prepared under the controls established by a quality management system that meets the requirements of ISO 9001 : 2000.

Verification Capacity Name Signature Date By Author Team Leader: Transportation Lucien Linders (original signed) 26 November 2010 Checked by Principal Stan Walden (original signed) 26 November 2010 Authorised by Principal Dr Klaas Van Zyl (original signed) 26 November 2010

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CONTENTS 1 INTRODUCTION ...... 1 2 FROM LAND USE TO TRIPS ...... 1 2.1 Spatial Concept ...... 1 2.2 Trips ...... 3 2.3 Desire Lines ...... 4 2.4 Strategic Interventions ...... 12 2.5 Conclusions ...... 16 3 TRANSPORTATION FRAMEWORK...... 17 3.1 Introduction ...... 17 3.2 Objectives ...... 17 3.3 Design Principles ...... 18 3.4 Public Transport Network ...... 18 3.5 Private Transport Network ...... 23 3.6 Conclusions ...... 26 3.7 Transport Framework for LAP Areas ...... 27 4 TRANSPORT FRAMEWORK 2030 ...... 33 4.1 Anticipated Development ...... 33 4.2 Public Transport Network ...... 36 4.3 Private Transport Network ...... 39 4.4 Implementation of Transport Infrastructure for 2030 ...... 42 5 REFERENCES ...... 50

ANNEXURES 1. TECHNICAL ANALYSES 2. ASSESSMENT OF LOGISTICS PLATFORM

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LIST OF FIGURES Figure 34: Rail based Public Transport Trips 2030 ...... 38 Figure 1: Emerging Spatial Structure of Ethekwini ...... 1 Figure 35: NUDC Road Network 2030 ...... 39 Figure 2: Provincial Context ...... 2 Figure 36: Heavy Vehicle Volumes AM Peak Hour 2030 ...... 40 Figure 3: Preferred "Ultimate" NUDC Spatial Concept ...... 3 Figure 37: Vehicle Volumes Phoenix Inanda Ntuzuma KwaMashu AM Peak Hour 2030 in Figure 4: NSDP Ultimate Trip Production and Attraction ...... 3 Modal Split & Peak Spreading Scenario ...... 40 Figure 5: NUDC Production and Attraction Private Vehicles ...... 5 Figure 38: Vehicle Volumes Verulam Cornubia AM Peak Hour 2030 in Modal Split & Peak Figure 6: Production and Attraction Heavy Vehicles ...... 5 Spreading Scenario ...... 41 Figure 7: NUDC Desire Lines Heavy Vehicles from study area ...... 6 Figure 39: Vehicle Volumes Tongaat - DTP AM Peak Hour 2030 in Modal Split & Peak Figure 8: NUDC Desire Lines Heavy Vehicles to study area ...... 6 Spreading Scenario ...... 41 Figure 9: NUDC Desire Lines Person Trips with private transport from the NUDC ...... 7 Figure 40: Transport Network Phoenix Inanda Ntuzuma KwaMashu 2030 ...... 44 Figure 10: NUDC Desire Lines Person Trips with private transport to the NUDC ...... 7 Figure 41: Transport Network Verulam Cornubia Local Area 2030 ...... 46 Figure 11: NUDC Desire Lines Person Trips with public transport from study area ...... 8 Figure 42: Transport Network Tongaat-DTP 2030 ...... 48 Figure 12: NUDC Desire Lines Person Trips with public transport to study area ...... 9 Figure 13: Types of Traffic related to eThekwini North ...... 9 LIST OF TABLES Figure 14: NUDC Ultimate with current Road Network ...... 10 Table 1: NSDP Trip Production and Attraction Ultimate AM Peak hour ...... 4 Figure 15: Location Screenlines ...... 11 Table 2: Person Trips AM Peak Hour 2009 and Ultimate for eThekwini North ...... 10 Figure 16: Modal Split Bogotá and Lima ...... 15 Table 3: Screenline Person Trips Values AM Peak Hour ...... 11 Figure 17: Integrated Public Transport System ...... 19 Table 4: Level of Congestion of the Road Network in NUDC Ultimate ...... 12 Figure 18: Public Transport Network NUDC Ultimate ...... 19 Table 5: NUDC Ultimate - Strategic Transport Interventions ...... 14 Figure 19: High Volume Public Transport Trips eThekwini Municipal Area Ultimate ...... 20 Table 6: Average distance Public Transport Trips NUDC Ultimate ...... 21 Figure 20: Forecasted Passenger Volumes Rail NUDC Ultimate ...... 22 Table 7: Screen Line Person Trip Volumes NUDC Ultimate ...... 21 Figure 21: Road based Public Transport NUDC Ultimate ...... 23 Table 8: Person Trips AM Peak Hour 2009 and Ultimate eThekwini North ...... 33 Figure 22: Road Network NUDC ...... 24 Table 9: Screenline Person Trip Volumes AM 2009 and 2030 Peak Hour ...... 34 Figure 23: Road Design Principle - Strengthening Regional Mobility Corridor ...... 24 Table 10: NUDC 2030 - Strategic Transport Interventions ...... 34 Figure 24: Private and Heavy Vehicle Volumes NUDC Ultimate in Modal Split and Peak Table 11: 2030 Screenline Person Trip Volumes AM Peak Hour ...... 36 Spreading Scenario ...... 26 Table 12: Projects Public Transport Infrastructure Phoenix - INK ...... 42 Figure 25: Proposed Transportation Network ...... 27 Table 13: Projects Road Infrastructure Phoenix - Inanda - Ntuzuma - KwaMashu ...... 43 Figure 26: Transport Network Phoenix Inanda Ntuzuma KwaMashu Local Area ...... 28 Table 14: Projects Public Transport Infrastructure Verulam - Cornubia ...... 45 Figure 27: Transport Network Verulam Cornubia Local Area ...... 29 Table 15: Projects Road Infrastructure Verulam - Cornubia ...... 45 Figure 28: Transport Network Tongaat-DTP Local Area...... 31 Table 16: Projects Public Transport Infrastructure Tongaat - DTP ...... 47 Figure 29: Proposed Land Release Strategy NUDC 2030 ...... 33 Table 17: Projects Road Infrastructure Tongaat - DTP ...... 47 Figure 30: NUDC 2030 Vehicle Volumes in No Intervention Scenario ...... 35 Table 18: Projects Public Transport Infrastructure outside NUDC ...... 49 Figure 31: NUDC 2030 Vehicle Volumes in Modal Split and Peak Spreading Scenario ...... 36 Table 19: Projects Road Infrastructure outside NUDC ...... 49 Figure 32: NUDC Public Transport Network 2030 ...... 37 Figure 33: Road based Public Transport Trips 2030 ...... 38

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1 INTRODUCTION These emerging zones/hubs have strategic significance to the City in that they are major drivers and locations of economic growth and employment creation and play an The Northern Urban Development Corridor (NUDC), as identified in the Northern Spatial important role in the logistics platform of the EM and the national logistics platform for Development Plan, is a vital part of the emerging national logistics platform that will South Africa. Each has a different role. The City and Port are the business engine of generate exciting opportunities for growth and development within the country, within Durban focussed around transportation, maritime industry and business support, the the province of KwaZulu-Natal and within the eThekwini Municipality. SDB’s role is to support the Port and forms the petrochemical hub, the West will to support road based logistics and industrial development whilst the new northern hub will The purpose of this report is to provide the rationale and analyses for the Transport provide the air-based logistics installations and related supportive industrial and business Framework within the NUDC and the northern eThekwini area. development.

This report focuses on how the proposed land use will impact on travel behaviour, Figure 1: Emerging Spatial Structure of Ethekwini identifies and describes the analyses of identified interventions to change travel behaviour trends. It furthermore describes the developed Transport Framework and its building blocks public transport, private transport and freight transport network to provide connectivity and accessibility to the regional and national infrastructure.

Development of the NUDC area may take a long period influenced by many factors. Based on the expected land use in 2030 a Transport Framework for that plan year was derived from the overall framework. This is described in chapter 4 of this report.

The main report reflects the key analyses, associated diagrams and proposed transport framework. Separate reports, included in the annexure, include more detailed results of the analyses.

2 FROM LAND USE TO TRIPS

2.1 Spatial Concept

The spatial structure of the Ethekwini Municipality Area (EMA) is changing. Whereas previously the structure was focused primarily around the CBD, the Port and related South Durban Basin and the Pinetown New Germany hubs, the structure is reforming and The four zones and hubs of the EM collectively form the largest and southernmost node new key strategic zones/hubs are emerging on the outskirts of the Municipality. The new of the Ethekwini-Umhlatuze Provincial development corridor (Figure 2). King Shaka Airport and Dube Tradeport have established themselves in the north and Cato Ridge in the west is growing in importance (Figure 1).

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In order to respond to the emerging development pattern, a balance between national The NUDC must be understood within this development context. The north is moving and metropolitan efficiency imperatives and those of City residents is required. away from being an area that accommodated high income residential expansion, the Accordingly, the desirableness and attractiveness of the EMA as a destination of choice relocation of the offices sector to the Umhlanga Ridge and public housing projects. The for doing business, for living and for visiting should also be protected and enhanced. north is changing into a more complex and integrated development region, a region that engages with the new national and metropolitan logistics imperatives. All of the above should be contemplated within a sustainable spatial and physical development framework that protects scarce resources (i.e. environmental and The NUDC project is about ensuring an appropriate spatial response to this context. agricultural assets) and which builds in a capacity to accommodate climate change implications. The NUDC will be developed as a mixed use development corridor which will consolidate existing and anticipated future population and economic growth in the northern Figure 2: Provincial Context metropolitan area into a spatial pattern that reinforces the new airport node as an internationally competitive “Aerotropolis” 1 whilst simultaneously establishing and/or enhancing the roles and characteristics of established and/or new development nodes, spines and neighbourhoods.. Refer to Figure 3.

It will do this through the integration of existing development with new opportunities for housing, business, industry, commerce and logistics through an efficient transport oriented urban form and through transportation systems and networks that will be multimodal and will promote the increased use of public transportation and accommodate the efficient movement of freight.

The compact urban form will be punctuated by integrated open space systems that provide for the protection of biodiversity and for the recreational and cultural needs of the metropolitan population.

Key Directives for the City 1 An urban form concept first defined by Dr. John D. Kasarda to explain how airports are becoming the central • Establish and plan for the growth and development of key economic hubs/zones focus for urban development, a change from the traditional urban form focus around central city cores. of the City (NUDC) Such a concept requires:- • Protect scarce natural resources, asset base, promote sustainability and • Mixed use development in close proximity to an Airport • accommodate anticipated climate change implications Efficient (time-sensitive) transportation links from major regional business and residential nodes into the Airport i.e. reduced congestion, good interchanges, freight routes and regional mobility • Provide a choice and quality of lifestyles for City residents to residents • Development to be clustered along airport transportation corridors and not take the form of strip development

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Figure 3: Preferred "Ultimate" NUDC Spatial Concept Figure 4: NSDP Ultimate Trip Production and Attraction

2.2 Trips The proposed developments and land use for the Northern Corridor will result in trips coming into the area (referred to as ‘attraction’ by transport planners) and trips leaving the area (referred to as ‘production’). In Figure 4 the trip production and attraction for the morning peak hour in eThekwini are shown. From Figure 4 can be concluded that the envisioned development of the corridor will attract person trips in the same order of magnitude as the Central Business District (CBD) of Durban. The envisioned logistical and industrial nature of a portion of the development of the NUDC is expected to increase the trips of heavy vehicles from and to the area. Figure 5 shows the amount of private vehicle trips in the northern eThekwini Area.

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Table 1: NSDP Trip Production and Attraction Ultimate AM Peak hour 2 2.3 Desire Lines Public Private Heavy Total Transport Transport Vehicles The identified trips for the northern eThekwini area were distributed to and from the Prod. Attr. Prod. Attr. Prod. Attr. Prod. Attr. origins and destinations at a detailed level within the eThekwini Municipal Area and at a CBD & Berea North 5198 22214 10506 25243 187 124 15892 47580 coarser level outside the Metropolitan Area. ETA’s EMME Transport Model was utilized to Berea South & Bluff 12204 20044 17794 16081 128 68 30126 36193 determine this distribution. The model was improved for this study and reflects person Westville 10537 11750 14540 10826 47 27 25124 22603 travel patterns surveyed in 2008 (Refer to NUDC Transportation – Transport Model Pinetown 14917 14371 13275 14371 40 40 28232 28782 Improvements) and freight patterns including national trends. Hillcrest & Summerveld 10206 6718 13905 4244 18 62 24130 11024 Cato Ridge 9614 2536 2957 819 6 16 12577 3370 The distribution of these trips is visualized with desire lines between smaller areas within Inwabi & Umbumbulu 3997 1174 388 1137 0 5 4385 2316 the municipality (referred to as traffic zones) showing the demand between and within Greater Chatsworth Area 15483 12942 49325 12597 81 39 64889 25578 areas. In this paragraph the desire lines aggregated to the LAP level for heavy vehicle Umlazi 16211 3396 2674 3116 0 9 18886 6521 trips, private vehicle trips and public transport trips for the morning peak hour are Isipingo 2028 5969 4552 6921 38 20 6618 12910 presented. The circle in the centre of the arrows depicts the trips which start and end Amanzimtoti 4522 4198 9793 6525 1 20 14316 10743 within the LAP area. The size of the circle and the arrows reflects their relative volume. Greater Umkomaas 5075 830 2618 1380 1 6 7694 2216 Greater Inanda Farmlands 3455 840 1235 1095 25 35 4715 1971 2.3.1 Freight Phoenix 26145 26645 52605 56074 722 859 79472 83579 Figure 7 and Figure 8 show the desire lines for Heavy Vehicle Trips from and to the Durban North 2247 1943 14240 6356 82 72 16569 8371 Verulam 21874 19736 21984 41372 246 363 44104 61471 northern eThekwini area respectively. There is clearly a strong demand between the Umhlanga - uMdloti 3491 10087 8808 25538 87 103 12386 35727 NUDC area and the western area including the western corridor to Gauteng. The demand Tongaat 12465 14980 13080 22234 561 1241 26106 38455 to the south and the north is significantly less. The morning peak shows a considerable La Mercy 6418 5715 12036 15913 192 281 18647 21909 higher demand of heavy vehicle trips coming into the Tongaat – Dube and the Phoenix – External-North 0 0 1133 1247 416 252 1549 1499 INK areas than going out. External-Northwest 0 0 538 307 0 0 538 307

External-West 0 0 1673 828 1422 903 3094 1731 External-Southwest 0 0 0 0 0 0 0 0 External-South 0 0 1049 104 355 111 1404 216

Figure 6 depicts the amount of heavy vehicle trips for the area. The commercial and industrial areas in and around the Airport are expected to generate the majority of the heavy vehicle trips. These areas are also expected to attract private vehicle trips from the workers during the morning peak. The primarily residential areas of Tongaat, Verulam and Phoenix INK are generating trips in the morning peak.

2 Output from ETA’s EMME/2 Transportation Model

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Figure 5: NUDC Production and Attraction Private Vehicles Figure 6: Production and Attraction Heavy Vehicles

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Figure 7: NUDC Desire Lines Heavy Vehicles from study area Figure 8: NUDC Desire Lines Heavy Vehicles to study area

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2.3.2 Person Trips per Private Vehicle Figure 10: NUDC Desire Lines Person Trips with private transport to the NUDC Figure 9 and Figure 10 show the desire lines for Private Vehicle Trips from and to the northern eThekwini area respectively.

Figure 9: NUDC Desire Lines Person Trips with private transport from the NUDC

Due to the size of the area and the income profile Phoenix has a relative high share of internal trips. It is mainly residential and it attracts much less trips than it produces in the morning peak hour. The majority of the production is focussed on the (CBD), the South Durban Basin (SDB) and the Dube TradePort/KSIA area.

The Verulam area is much smaller and therefore experiences much less internal trips.

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Verulam attracts trips from all the areas within the eThekwini Municipality; with Figure 11: NUDC Desire Lines Person Trips with public transport from study area Phoenix/INK and Queensburgh as the areas with the highest share of these trips. Verulam appears to have the strongest relation with the CBD, the Southern Basin and the Dube TradePort/KSIA area.

The development of the Dube TradePort/KSIA area will attract trips from the entire eThekwini Municipality to the Tongaat Area. The majority of the trips have their origin in Phoenix/INK area. Queensburgh, Hillcrest and the Southern Basin are the other major origins of trips destined for the Dube TradePort/KSIA area.

Trip production for the morning peak hour for the Tongaat area is much lower than the attraction. The main destination is the Phoenix INK area and the CBD.

2.3.3 Person Trips per Public Transport

Figure 11 and Figure 12 show the desire lines for Public Transport Trips from and to the northern eThekwini area respectively.

Due to the income profile of the NUDC area the internal trips with Public Transport are expected to be higher than with Private Transport (refer to Figure 10). The majority of the trips going out of the area are focussed on the CBD, the Southern Basin and the coastal corridor. A relatively strong demand from Phoenix INK to the north can also be identified.

The majority of the public transport trips coming into the NUDC area start in the CBD and the Queensburgh and Umlazi areas. In addition Figure 12 shows that the rural areas west of Verulam and Inanda have a strong relation with the adjacent areas.

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Figure 12: NUDC Desire Lines Person Trips with public transport to study area Figure 13: Types of Traffic related to eThekwini North

The trips as depicted with the desire lines will result in three types of traffic related to the eThekwini North Area (refer to Figure 13): • Internal Traffic: Trips starting and ending in the northern eThekwini Area • External Traffic: o Coming in: Trips starting outside the area and ending inside the area o Going out: Trips starting inside the area and ending outside the area • Through Traffic: Trips starting outside the area and ending outside the area

In Table 2 the trips are shown per type of traffic for 2009 and the Ultimate scenario split between Public Transport trips, Private Vehicle trips and Heavy vehicle trips.

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Table 2: Person Trips AM Peak Hour 2009 and Ultimate for eThekwini North Figure 14: NUDC Ultimate with current Road Network 2009 Ultimate person trips index person trips index External Traffic Public 7 957 100 23 589 296 coming IN Private 21 394 100 82 357 385 Heavy 219 100 1 716 783 External Traffic Public 20 816 100 21 509 103 going OUT Private 30 066 100 49 078 163 Heavy 218 100 671 308 Internal Traffic Public 21 120 100 17 313 82 Private 30 803 100 87 422 284 Heavy 4 100 1 238 28 788 Through Traffic Public not available not avail able Private 1010 100 929 92 Heavy 120 100 116 97 Total 133 528 100 285 751 214

For the entire northern area the number of trips is expected to more than double if the envisioned development ha s reached its full potential. Due to large portion of development of a logistical nature the growth in heavy trips is the most significant; especially the internal heavy vehicle movements related to trips between different businesses in the study area. Through traffic for the Ultimate scenario seems to reduce slightly going forward, however this is primarily related to the (lack of updated) input in the transport model for the areas outside of the north ern eThekwini area .

In Figure 14 the trips as the result of the proposed land use for the Ultimate scenario in the Northern Corridor have been assigned to the existing road network. The band width of the bars depicts the relative volumes and the colour depicts the usage of the road section relative to its capacity.

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Although this is partly a theoretical approach because the new developments will contain Table 3: Screenline Person Trips Values AM Peak Hour and need new arterial roads not included in this network, Figure 14 clearly shows that if 2009 NUDC Ultimate the NUDC develops in a ‘business as usual’ scenario with regards to transport, the road network will not be able to accommodate the forecasted volumes. Private Vehicle Public Transport Private Vehicle Public Transport NB SB NB SB NB SB NB SB Figure 15: Location Screenlines Tongaat 3 392 2 400 700 600 27 632 9 168 3 700 2 550

Mdloti 5 168 4 832 400 1 200 31 248 16 816 3 850 3 650

Ohlanga 5 424 7 376 1 400 5 500 34 352 20 800 7 300 5 000

Umgeni 23 760 31 184 8 400 20 200 83 536 49 280 28 600 22 400

In Table 3 the person trip volumes for the NUDC Ultimate at four screenlines within the study area (refer to Figure 15) are shown. For reference purposes, the trip volumes for 2009 are also shown. From this table the following can be concluded:

The NUDC development will result in significant increase of northbound trips in the am peak into the study area (refer to Umgeni Screenline). This is a significant shift from the current situation.

The NUDC development is expected to increase the Umgeni River crossings with a factor 3.5 for private vehicle trips and a factor .5 for public transport trips.

As a result of the size and nature of the developments north of the Ohlanga River the forecasted increase in private vehicle trips at the Ohlanga screenline from 2009 is with a factor 7 for the northbound trips and a factor 2.8 for the southbound trips.

In Table 4 the difference in the level of operations of the road network is shown, further emphasizing the increase in the level of congestion on the road network when the development has reached its full potential.

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Table 4: Level of Congestion of the Road Network in NUDC Ultimate the study area can be categorized as low educated and therefore fall into the lower income groups. An imbalance of low income residents and low income jobs will appear Level of Congestion 2009 Ultimate and as a result an outflow of low income residents to other areas of the eThekwini km % km % Municipality can be expected during the morning. For high income jobs a mirrored Free Flow 4 593 91% 3 282 65% pattern is expected; high income residents from the western and southern areas are Disturbed 240 5% 419 8% attracted to the high income jobs in the north. This will result in an inflow of high income Congested 206 4% 1 338 27% people in the morning. Both patterns will put additional strain on the Umgeni River Total 5 039 100% 5 039 100% crossings. Refer to definitions of Level of Congestion on page 14. To influence the described pattern the following land use interventions were identified: As a likely result morning and afternoon peak hours are expected to be significantly longer with a larger chance of delays for people as well as freight. 1. Decrease proportional share of low income housing in Tongaat and Verulam Although the north needs to take the major portion of low income housing in Mobility and connectivity are currently key strengths of this area and are also the critical eThekwini, a reduction of that portion is likely to result in fewer trips to job success factors for the development. It can be concluded that this ‘business as usual’ opportunities outside of the area. scenario is undesirable and not sustainable in the long term. An alternative approach 2. Increase proportional share of low income jobs around KSIA (more light industrial vs including strategic interventions is needed to ensure the connectivity of the northern less office parks) corridor. If the portion of low income residents is a given, more low income jobs close to the residential areas around KSIA will likely reduce the trips to other areas of the 2.4 Strategic Interventions metropolitan area as well as attract less higher income residents from further away. This implies that the KSIA developments will focus more on light industrial 2.4.1 Introduction economical developments than on office parks. Strategic Interventions can be applied at two planning levels; land use and transport 3. Residents from Ilembe District Municipality network. Land use interventions entail the mix of residential, commercial and industrial Currently the local municipality of KwaDukuza, north of the eThekwini municipal land, their density and characteristics. Transport interventions are based on a given land boundary has a relative large portion of high income residents. It can be expected use mix and are focused on travel patterns (where to and what time of the day) and that high income residents from KwaDukuza will find new employment at high modes of transport. In this paragraph the identified strategic interventions for the NUDC income jobs around KSIA. It can also be expected that new workers at the KSIA will and its expected impact are described resulting in conclusions going forward. reside in KwaDukuza. It was concluded that approximately 20% of the high income job opportunities are likely to be taken up by (future) residents of KwaDukuza. 2.4.2 NUDC Study Area – Land Use Interventions 4. Transport Oriented Development During the last say twenty years the development of Durban can be described as From the economical analyses it was concluded that the development of the northern ‘road vehicle oriented’. This has resulted in suburban development with relative low node will create jobs for residents with higher education (minimum high school). This densities and a large dependence on private cars and road based public transport implies that there will be relatively less low income job opportunities in the northern area. (mainly in the form of minibus taxis). As shown in paragraph 2.3 this type of The demographic forecasts for this area show that for a major portion of the residents of

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development is not sustainable. Transport Oriented Development (see textbox potential of the northern node to create a significant number of high income jobs in the below) with high densities of mixed used developments around Public Transport long term. It was also concluded that the ‘take up’ of high income jobs by (future) Nodes and stations will make public transport a viable alternative for all. residents of KwaDukuza Municipality is highly likely and also welcomed from the transport perspective as this reduces the expected strain on the Umgeni River crossings.

In order to accommodate the forecasted trips in a sustainable way Transport Oriented

Characteristics Transit* Oriented Development: Development seems the way forward. In section 2.4.3 the results of further analyses including transport oriented development are described. • A regional node containing a mixture of uses in close proximity including office, residential, retail, and civic uses High density, 2.4.3 NUDC Area - Transport Interventions high-quality development within 10-minute walk circle surrounding public transport nodes With the proposed land use for the NUDC area as a given, further strategizing and • Walkable design with pedestrian as the highest priority analyses were applied to find a mix of policies to ensure connectivity and accessibility of • Public Transport Nodes as prominent feature of town centres the north of eThekwini. • Feeder transit systems with buses and minibus taxis • Reduced and managed parking inside 10-minute walk circle Within the transport system for the NUDC area five strategic interventions and/or around public transport nodes behavioural changes have been identified.

Benefits of Transit* Oriented Development: 1. Trip Reduction:

• Transit investment has double the economic benefit to a city than The transport system as a whole will adjust over time due to the congestion on the does highway investment. road network and changes in life style (e.g. working from home). A reduction of 3% in • Transit can enable a city to use market forces to increase the private vehicle trips for the morning peak was assumed due to this system densities near stations, where most services are located, thus adjustment creating more efficient sub centers and minimizing sprawl. • Transit enables a city to be more corridor-oriented, making it 2. Modal Shift: easier to provide infrastructure. • Transit enhances the overall economic efficiency of a city. By limiting the increase in road capacity and increasing the capacity and quality of • Transit reduces carbon emissions and increases energy efficiency public transport services it can be expected that more people in all income groups * Transit means Public Transport and is mostly used in the USA will use public transport for their daily commute. Based on travel time (for both modes) and number of transfers (for public transport) the modal split was Taken from Sustainability and Cities: Overcoming Automobile determined. Dependence , by Newman & Kenworthy . 3. Peak Spreading:

The current road capacity can not accommodate the forecasted private vehicle trips in a one hour morning peak. It can be expected that commuters will adjust their It was concluded that the land use interventions 1 and 2 are not appealing given the behaviour to avoid long travel times. Some motorists will therefore be forced to challenges in delivering low income housing within the metropolitan area as well as the

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either travel earlier or later, thereby reducing the demand within the peak hour. The impact of peak spreading is based on the assumption that the current levels of Key Performance Indicators (KPI ) congestion are the benchmark Total Public Transport Trips: All the trips travelled by public transport (road and rail based) originating or 4. Peak Spreading and Modal Shift: designating in the NUDC Study area

The expected future land use is of such a magnitude that likely intervention 3 and 4 Total Private Vehicle Trips: All the trips travelled by private vehicles (cars) originating or designating in the will arise. In intervention 4 the combined effect of peak spreading and modal shift NUDC Study area was determined will be. The effect of peak spreading was first determined (this is a scaled down affect compared to (3)). Thereafter the modal split was determined in Modal Split: The proportional split between public transport and private vehicle trips in the same way as described with intervention 2. percentage 5. Maximize Short Distance trips within the NUDC: Average Travel Time: The average travel time in the network for all trips

With the further development of the city it can be expected that people will relocate Level of Congestion of the road network: to be as close to their jobs as possible to reduce their travel time and distance. Those Number of kilometres of road in three categories: Free flow: V/C ratio lower than 0.8 that are unable to relocate in order to be able to reduce their trip to the shortest Disturbed: V/C ratio between 0.8 and 1.0 possible will follow the current trip distribution. Congested: V/C ratio higher than 1.0

The impact of these five strategic transport interventions has been analysed with ETA’s Table 5: NUDC Ultimate - Strategic Transport Interventions EMME /2 Transportation Model. Table 5 lists the summary of these analyses. It must be noted that the results from the computer model are indicative of the impact of the Scenario Key Performance strategic interventions and have to be approached with care. Key Performance Indicators 0 1 2 3 4 5 Indicator (KPI) were identified to describe the impact of the interventions. The KPI are explained in Modal Shift Maximize the textbox below. To compare the results the base has been set at a value of 100 and No Trip Peak Modal Shift & Peak Internal Intervention Reduction Spreading the interventions are reported in the relative value. All the values can be found in the Spreading Trips report ‘Transportation Framework for the NUDC – Technical Analyses’. Modal Split (PT/Private) 29% 71% 30% 70% 74% 26% 39% 61% 60% 40% 29% 71% Total Public Transport 100 100 252 100 162 86 Trips Total Private Vehicle 100 97 37 64 44 87 Trips Average Travel Time 100 97 119 66 81 Level of Congestion

Free Flow 100 101 143 123 140 129 Disturbed 100 103 35 88 57 51 Congested 100 97 16 48 15 45

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The following can be concluded from these analyses. of congested roads within the study area reduces significantly with only 15% of the road network congested compared with the base scenario. 0. No Intervention: If no intervention in the transport system will be made the share of public transport 5. Maximize Internal Trips in the study area is expected to be 29% of all the trips; lower than the current By providing an alternative destination within the study area the total number of average in eThekwini Municipality. From Table 5 it can be concluded that this trips for both public and private transport reduces compared with the base scenario. scenario also has the highest share of congested roads. Due to fewer vehicles on the road a significantly larger share of the road network is operating at free flow compared with the base situation. 1. Trip Reduction: The reduction of 3% in the private vehicle trips for the morning peak, depicted by As indicated above, the analyses are indicative of what can be expected in the future and the index value 97 for Total Private Vehicle Trips, results in a slightly higher share of are merely to investigate the sensitivity of interventions in planning the land use and the Public Transport Trips. A decrease of 3% of vehicles on the road reduces the transport system. congested roads slightly. From the analyses above it can be concluded that investing in a public transport system 2. Modal Shift: with guaranteed travel time will attract ‘captive’ private vehicle users. Even if people will Due to the limited road capacity the congestion for private vehicles will be severe, adjust their behaviour and travel outside of the morning peak hour as the result of limited thereby increasing the travel time considerably. Even though most travellers have to road capacity, public transport will be a viable alternative. transfer when travelling with Public Transport the travel time is expected to be competitive and therefore attractive for the majority of the commuters. The modal The expectations in modal shift however have to be realistic and need to be informed by split will be heavily biased to public transport with a share of 74% and the total the output generated by the model. The share of public transport will likely be between public transport trips will more than double compared with the scenario without 56% (the current average for the eThekwini Municipal Area) and 65% (based on values in interventions. As a result of the high public transport use, the level of congestion on the South American cities Lima and Bogotá, refer to Figure 16. (source: Urban Age – a the road network is expected to decrease significantly to slightly more than half of world wide investigation into the future of cities). the road network compared with the scenario without interventions. Figure 16: Modal Split Bogotá and Lima 3. Peak Spreading: It can be expected that the number of private vehicles in the morning peak hour will reduce with approximately 36% as some motorists will opt to travel outside the peak hour. As a result, fewer roads are severely congested and the average travel time is expected to reduce slightly.

4. Peak Spreading and Modal Shift: With the combined interventions of peak spreading and the increase of public transport use as the result of severe congested roads, the modal split is still heavily biased in favour of public transport with a 60% portion. The public transport trips are doubled compared with the base situation and the private vehicle trips are reduced to 44% of the base situation during the morning peak hour. As a result the amount

Transportation Frametwork for NUDC V4 (26 November 2010) 15

2.5 Conclusions The demand for transport in the NUDC is expected to increase significantly and the current supply of transport will not be able to meet this demand.

In order to maintain a sustainable growth to the city of Durban a sustainable transport system for the northern area need to be developed. Analyses have shown that with a strong emphasis on investing in public transport and less emphasis on private transport such a system is achievable.

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3 TRANSPORTATION FRAMEWORK Attractors (i.e. Community services, schools, local shopping etc) located to promote walking to community services

3.1 Introduction o Improve Road Safety Ensure appropriate levels of regional and metropolitan access to, With the informants in the form of proposed land use results, trip desire lines and from and through the study area strategic interventions a transportation framework for the NUDC was developed. This chapter will firstly list the objectives of the transportation framework, secondly the design Minimise regional and metropolitan through traffic in local areas principles used and finally the proposed framework for Public Transport as well as Road Enable the establishment of effective and efficient public Framework. transportation

Promote integrated vehicular and pedestrian access and circulation 3.2 Objectives To support the early provision of local bus services and walking and • Protect regional mobility and connectivity within the KZN Provincial Corridor (Durban cycling links through the sequential staging of the development of to Richards Bay) the area

• Protect and enhance accessibility for King Shaka International Airport/Dube • Establish clear Hierarchy in the Transport Network Tradeport as global logistics platform o Establish an accessibility system that facilitates access and movement o Provide guaranteed travel time for Dube Tradeport traffic between the local area and the rest of the city (metropolitan or primary access) and within the local area (local or secondary access) o Promote the use of the local system by local and regional traffic o Establish an optimal hierarchy of routes within and through the areas to • Create a sustainable Transport System facilitate this accessibility system o Develop Public Transport as a viable alternative for residents and workers o This route hierarchy should direct the development of a public transport o Transit Oriented Development ; create an integrated and sustainable system at metropolitan and local level, and should inform a land use and transport network that reduces dependency on the use of private vehicles , density response which will reinforce the public transport system maximises access to public transport and encourages walking and cycling o To promote the early provision of safe and efficient pedestrian and bicycle within and between neighbourhoods paths and links which are connected to the key features of the sub-areas and Facilitate improved sustainability of travel to work situation – which link to regional and metropolitan networks (outside the sub-areas) reduce travel times, distances and carbon emissions • Provide linkages to major employment destinations within the local area and greater Provide efficient road and public transport network metropolitan area

A walkable street structure orientated to promote energy efficient o By creating more links for all modes of transport with the evolving dwelling layout employment areas in the North and West of the metropolitan area, the residents of the local area will have the opportunity to reach those areas at lower cost and with a shorter travel time

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• Strengthen and rationalise the existing Public Transport node in Tongaat and 2. Secondary network : the main avenue of communication between important Verulam CBDs centres in the province with significant economic, social, agriculture development and agri-business, tourist or recreational roles linking larger areas • Reinforce the rail back bone of high priority public transportation network with the primary network o The current rail line links the local area directly to the Springfield Flats / Briardene Area, the CBD and Southern Durban Basin and is the major mode 3. Tertiary network : the main function is to complete the major network across of public transport on this corridor contributing to a sustainable transport metropolitan areas and carry intra-metropolitan or intra-urban traffic and system. By creating Bridge City the catchment area for rail in the local area is commercial and industrial traffic. This network is not part of the countrywide enlarged and therefore strengthens the importance of the rail back bone. primary network to distribute traffic to destination.

o By offering a reliable and secure service the train will be an even more The primary and secondary networks have the main objective of linking the economically attractive mode of transport . strategic nodes of the country and the province. By providing high quality mobility on these networks the country and the province will provide the bases to maintain economic • Enhance mobility within local area and between sub-areas growth. Linking the businesses and residential areas via the tertiary network to the o Accessibility of local employment opportunities as well as social facilities is primary and secondary networks ensures accessibility for these areas without key for the social and economic upliftment of this area. compromising the mobility function of the higher networks.

3.3 Design Principles 3.4 Public Transport Network The Northern Urban Development Corridor can be characterized as an ‘Aerotropolis’ with Applying the objectives and design principles to NUDC study area while adhering to meet an international logistical platform as the central node with supporting local nodes with the demand as identified in chapter 2, a Public Transport Network was developed which is residential, commercial and industrial activities. This implies that the study area from a depicted in Figure 18. transportation perspective attracts and produces traffic (refer to paragraph 2.2) as well as accommodates traffic passing through. 3.4.1 Public Transport Nodes

In order to accommodate these two different functions the transportation framework In the northern eThekwini area the following public transport nodes are identified: needs to adhere to a clear hierarchy. This hierarchy has the objective to accommodate all • Bridge City, KwaMashu Town Centre and Duff’s Road in the Phoenix Inanda the expected traffic types while respecting the speed, travel time and accessibility Ntuzuma KwaMashu area requirements of the person or goods using the network. • Verulam CBD and the proposed Cornubia Town Centre in the Verulam – Cornubia area The hierarchy consists of three levels in the network (based on RIFSA classification) which • The King Shaka International Airport and the Tongaat CBD in the Tongaat – is described below. DTP area • Gateway in the uMhlanga area 1. Primary network : the main avenue of communication between important centres in South Africa with significant economic, social, agriculture development These nodes will be served by an integrated public transport system ensuring optimum and agri-business, tourist or recreational roles connectivity between the local sub-areas as well as with the metropolitan employment

Transportation Frametwork for NUDC V4 (26 November 2010) 18 areas to the north and the south. Residential, commercial and industrial areas outside the Figure 18: Public Transport Network NUDC Ultimate direct influence (2 km radius) of these nodes will be serviced by so called feeder systems providing linkages to the nodes. At these nodes transfers to and between the trunk routes will be accommodated.

A comprehensive system of trunk routes linking these major Public Transport Nodes in the area with the major Public Transport Nodes in the rest of the eThekwini Metropolitan Area.

Figure 17: Integrated Public Transport System

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3.4.2 Public Transport Routes Figure 19: High Volume Public Transport Trips eThekwini Municipal Area Ultimate

A comprehensive system of trunk routes linking these major Public Transport Nodes in the area with the major Public Transport Nodes in the rest of the eThekwini Metropolitan Area was developed.

To inform the alignment of the trunk routes and obtain further insight in the potential public transport modes an analysis was carried out on the higher volume desire lines to and from the NUDC area. Figure 19 depicts these desire lines.

From Figure 19 it can be concluded that the Tongaat – DTP Area will be the big attractor of Public Transport Trips in the future:

• 20 000 trips from CBD, SDB, Umlazi and Chatsworth • 14 000 trips from Westville, Pinetown, Hillcrest and Cato Ridge • 8 000 trips from Phoenix • 4 000 trips from Ilembe • 20 000 trips within Tongaat – DTP Area Refer to Table 11 in the Appendix for the Public Transport Trips between all the areas within the eThekwini Municipal Area.

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In addition an analysis was carried out on the average distance commuters are expected Furthermore, the Public Transport demand is also expected to be significantly higher to travel to and from the LAP areas. Table 6 is reflecting this analysis and it can be compared to the scenario without the strategic intervention of providing high quality concluded that due to the location of the Tongaat DTP area in the north of the eThekwini public transport. Municipal area the average travel time is just over 30 km. It can also be concluded that due to the nature of the envisioned development people are attracted from the entire A further analysis of the origins and destinations linked with the Tongaat – DTP and municipality and beyond. Verulam – Cornubia areas reveal that a significant number of trips originating in the centre and south of the eThekwini Metropolitan Area: Table 6: Average distance Public Transport Trips NUDC Ultimate • Umlazi Average distance travelling Average distance travelling Area • Greater Chatsworth Area TO the LAP area FROM the LAP area • Phoenix Tongaat - DTP 31 km 21 km are linked by the existing rail network. Verulam - Cornubia 17 km 10 km Phoenix - INK 17 km 11 km Public Transport via rail provides the desired high quality for these longer trips and the combined forecasted demand for the Ultimate meets the threshold for a viable rail These higher average distances to and from Tongaat – DTP area, combined with the network. forecasted passenger volumes, warrant a high quality PT system which can cater for higher speeds combined with high levels of comfort for travellers. Origins and destinations linked with the Tongaat – DTP and Verulam – Cornubia areas in west of the eThekwini Metropolitan Area (Pinetown, Hillcrest and Cato Ridge) can be Table 7: Screen Line Person Trip Volumes NUDC Ultimate accommodated by high quality road based public transport, due to topographic NUDC Ultimate constraints and forecasted lower volumes. Bridge City as major public transport node will NUDC Ultimate - No Intervention Peak Spreading & Modal Split provide transfer opportunities to several destinations further northbound. Private Vehicle Public Transport Private Vehicle Public Transport The trunk routes are integrated with the current eThekwini policy of strengthening the NB SB NB SB NB SB NB SB N-S rail corridor. In addition, where possible, the trunk routes were not projected on the 27 632 9 168 3 700 2 550 14 160 7 936 13 000 5 300 Tongaat major private vehicle arterials to improve the feasibility of implementation and to bring 31 248 16 816 3 800 3 650 17 360 10 704 17 400 11 200 the public transport closer to destinations along the route such as local shopping centres, Mdloti community facilities and schools. 34 352 20 800 7 300 5 000 19 584 14 992 25 400 19 600 Ohlanga The following trunk routes for the road based public transport have been identified linking 83 536 49 280 28 600 22 400 19 904 26 784 70 800 31 100 the local nodes with the major nodes (refer to Figure 18): Umgeni • Malandela Road • Inanda Rd In Table 7 the forecasted screenline volumes for the NUDC area are shown. It can be • Provincial Main Road 577 concluded that the Public Transport demand at the Umgeni River and Ohlanga River • Phoenix Highway Crossings will almost quadruple compared to the 2009 volumes (refer to Table 3).

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• New Central Spine from Mt Edgecombe railway station to King Shaka International Figure 20: Forecasted Passenger Volumes Rail NUDC Ultimate Airport In addition, the Public Transport route in the heart of the Cornubia Development will provide the linkage to the King Shaka International Airport, Dube Tradeport and the adjacent economic development. A more detailed feasibility study will need to be carried out to determine when this public transport spine will be transferred to rail based and at what stage of the development it needs to be operational.

The following advantages have been identified if rail would be implemented:

a. provide additional rail capacity for freight and passengers

b. providing a loop lay out increases operational flexibility

c. a high speed rail link with Johannesburg might enter via the KZN Northern Corridor and therefore the NUDC area and can be accommodated via this alignment

It is furthermore recommended to include in the feasibility study the provision of a direct rail link from Bridge City to the north resulting in one less mandatory transfer for passengers travelling from Phoenix Inanda Ntuzuma KwaMashu to the north.

In Figure 20 the forecasted passenger volumes on the proposed rail based public transport routes are shown. The rail link to the CBD will continue to carry the major volumes of passengers to that destination. The central mobility spine from Bridge City via Cornubia, the King Shaka International Airport further north is expected to attract significant number of passengers. In Figure 21 the forecasted passenger volumes for a road based high quality public transport system are depicted in the scenario of a central mobility spine with a road based public transport system. MR577 is expected to be heavily utilized for trips to the western area of eThekwini. In addition, the road based public transport system in the coastal zone linking Umhlanga and Durban North to the CBD also attracts high passenger volumes. From these figures it can be concluded that rail and road based systems complement each other.

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Figure 21: Road based Public Transport NUDC Ultimate 3.5 Private Transport Network

3.5.1 Overview Applying the objectives and design principles to NUDC study area while adhering to meet the demand as identified in chapter 2, a Road Network was developed which is depicted in Figure 22.

One of the key strengths of the NUDC is the high quality road connectivity via the N2. To ensure the benefits now and in the future, the N2 needs to be strengthened as a national and regional mobility corridor.

Strengthening the R102 as regional mobility corridor is the fundamental element in fortifying the N2 as the strategic national corridor linking Durban to Richards Bay and further north. Trips starting and ending within the region at say a 30 km radius will find in the R102 a viable alternative for the N2.

A further element is strengthening the M4 as regional mobility corridor linking the developments in the coastal area with Durban’s CBD and Durban North.

The R102 and the M4 are linked with east west roads to accommodate the trips within the northern eThekwini area and to link at strategic locations with the N2 as the national corridor. Limiting the number of interchanges on the N2 will improve the level of service of the N2, thereby providing a reliable travel time for people and goods destined for the KSIA, the CBD and SDB as the most important economical nodes in the eThekwini area. As an example Figure 23 depicts the route options of a metropolitan trip. In the left picture it uses the freeway because it is the only alternative and in the right picture it uses the regional network. By strengthening the secondary road network in the form of the R102 and M4, the N2 will be carrying less regional and metropolitan traffic and therefore reduces weaving movements on the N2 with a higher level of service as a result.

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Figure 22: Road Network NUDC Figure 23: Road Design Principle - Strengthening Regional Mobility Corridor

As outlined in the previous paragraph, the secondary network is completed by a tertiary (metropolitan) network providing the accessibility to the commercial, industrial and residential areas within the NUDC.

3.5.2 R102: By Pass Tongaat

Currently the R102 is located in the heart of Tongaat. Through traffic and traffic with a destination in Tongaat are mixed, thereby causing congestion, reducing traffic safety and creating an undesirable environment for commercial activities in the CBD of Tongaat. Strengthening the regional mobility function of the R102 provides the opportunity to strengthen the activity and accessibility function of the existing main road in Tongaat.

As depicted in Figure 22 it is proposed to assign the Western By Pass as the new R102 thereby being the regional mobility corridor to the west of the N2.

• Providing a link to the west (rural hinterland as well as Pietermaritzburg) with direct access to the airport

• Providing (limited) accessibility for projected residential developments on the west side of Tongaat

• Ensuring regional mobility for the long term with limited access points at 4 interchanges (refer to Figure 22).

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In addition it is proposed to develop the Tongaat Eastern arterial to provide accessibility to the secondary road network. to the proposed (light) industrial areas of Watson North and Greylands. In addition to provide direct connectivity to the airport from the agricultural and rural • Access management of an arterial allows for more intersections which match the areas around Hazelmere the Dube Boulevard is proposed to be continued west of the proposed developments along the route R102 to link in with the Vincent Dickens Road (provincial main road 100).

• Linking the proposed (light) industrial and logistical activities of Inyaninga, Dube Tradeport providing high quality accessibility between these areas with related 3.5.4 Cornubia activities As a new town centre Cornubia, with commercial and residential activities, requires • Direct link from the (light) industrial areas in KwaDukuza, which are expected to connectivity to the surrounding urban development as well as accessibility from the have similar type of activities higher order road network.

• Diversion of traffic from the Tongaat CBD which is destined for the industrial and A proposed Central Spine Road will link the Mt Edgecombe Highway (M41/R012) with the commercial areas accessing the area via the N2 Tongaat interchange. King Shaka International Airport as well at to the R102 further north and the N2 via the Jabu Ngcobo Drive (M27). A more detailed analysis is reported in ‘R102 King Shaka Intl Airport – Tongaat - Basic Planning’. The proposed Central Spine Road is linked to the regional mobility corridor M4 to the east and the R102 to the west via: 3.5.3 R102 Access to King Shaka International Airport & Dube Tradeport • East – west link from the Gopalall Hurban Road (R102) to the Ruth First Highway As regional mobility corridor the R102 has to accommodate the passenger and freight into (M4) from the Northern Drive intersection, crossing the N2 to a relocated interchange in Umhlanga Rocks. the airport and the Dube Tradeport. Freight and passengers have different dynamics • East – west link from the Central Spine Road to the N2 - Sibaya interchange. related to trip patterns, flight schedules, customs clearance. The design of the airport clearly accommodates this with separate terminals for freight and passengers. The access from the R102 has to support these dynamics by providing direct access into the airport 3.5.5 Phoenix Inanda Ntuzuma KwaMashu for passengers as well as freight. It is proposed to provide a free flowing access to and The existing developed areas of Phoenix Inanda Ntuzuma KwaMashu are linked via the from the airport via a new interchange on the R102 with the Dube Boulevard (M65). regional mobility corridor of the R102 (Chris Hani/North Coast Road). In further strengthening the regional mobility corridor the, soon to be completed, Provincial Main Freight is provided with a direct access to the Dube Tradeport and the customs area at the Road 577, is crucial. It provides direct linkages to the western residential areas of the airport, via a new proposed link with a new proposed interchange on the R102 (Tongaat eThekwini Municipal area (Pinetown / New Germany). South). In addition, freight will have a second direct access via the link with the Ushukela Highway. Furthermore it is proposed to develop a link between Ntuzuma and Verulam via the, so called, Northern Express Way. This will link the Curnick Ndlovu Highway with the R102 To ensure the free traffic flow from the R102 into the airport area the tertiary using a road alignment established years ago by KZN Department of Transport and (metropolitan) network is located to the west of the existing alignment of the R102; currently still reserved. crossing the regional corridor grade separated. A continuous accessibility spine between Cornubia and the (light) industrial and commercial areas is thereby created with linkages

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3.5.6 Overview Road Network 3.6 Conclusions In Figure 24 the forecasted vehicle volumes on the proposed road network are depicted. The envisioned development of the NUDC area is expected to result in a significant shift of travel patterns within the eThekwini Municipal Area. Not o nly will the north attract Figure 24: Private and Heavy Vehicle Volumes NUDC Ultimate in Modal Split and Peak significantly more freight and persons, the new residents will also travel to other areas in Spreading Scenario the municipality.

In order to optimize the benefits from the Aerotropolis opportunities while keeping connectivity as the key strength o f the area, it was concluded that a ‘business as usual’ scenario for transport will not work. A significant shift of policy to ‘transit oriented development’ is needed to meet the objectives.

The Transport Framework, as shown in Figure 25, is reflecting this policy and is expected to accommodate the expected travel demand for freight as well as persons for the future.

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Figure 25: Proposed Transportation Network 3.7 Transport Framework for LAP Areas

3.7.1 Phoenix-Inanda-Ntuzuma-KwaMashu Regional Access Access to the study area will be gained via the regional and metropolitan access and movement network made up of the north-south rail line, the N2, R102, M25 (Curnick Ndlovu Highway), M21 (Inanda Road), Provincial Main Road 577, M45 (Queen Nandi Drive) and M23 (Ntuzuma Main Rd) and will be via a series of existing railway stations and existing interchanges on the N2.

Public Transport Bridge City, KwaMashu Town Centre and Duff’s Road will be the major public transport nodes within the local area. These nodes will be served by an integrated public transport system ensuring optimum connectivity between the local sub-areas as well as with the metropolitan employment areas to the north and the south. The following trunk routes for the road based public transport have been identified linking the local nodes with the major nodes (refer to Figure 26):

• Malandela Road • Inanda Rd • Provincial Main Road 577 • Phoenix Highway New Roads To provide additional linkages within the local area and with the surrounding metropolitan area including the new economic opportunities in the north three major roads are required:

Northern Express Way linking the Curnick Ndlovu Highway with the R102 in Verulam using a road alignment established years ago and still available over the majority of the existing road reserve.

Provincial Main Road 577 linking the Newlands Drive and Ntuzuma Road with Pinetown and New Germany in the south and with the R102 in the north. The road has been constructed within KwaMashu and Newlands in the previous years and the Umgeni River crossing is almost completed. To complete the link main road 577 has to be constructed south of the Umgeni River.

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Ntuzuma Highway linking Ntuzuma with KwaMashu and Newlands using a dual carriage Figure 26: Transport Network Phoenix Inanda Ntuzuma KwaMashu Local Area way road alignment allowing for road based public transport.

Interchanges Existing interchanges on the N2 include:

- N2 / Inanda Road (M21) - N2 / Queen Nandi Drive (M45) - N2/ Curnick Ndlovu Highway (M25) - N2 / Mount Edgecombe Highway (M41)

No new interchanges are proposed on the N2.

Intersections With the creation of the new roads in the area as outlined above, new intersections will provide the links with the existing road network. To serve the established developed areas as well as the proposed new developments in the form of further densification in brown field development and expansion in green field development existing intersections on the arterials will be utilised.

Local Road Network Due to high levels of existing development within the area, limited new collector roads are required. Existing collector roads may need local widening to optimize traffic operations due to increase in expected volumes.

Pedestrian Movement The pedestrian network should operate at two levels. In the first instance high quality pedestrian links to all the primary transport nodes and stops along the trunk routes should be provided for existing roads and within redevelopment areas. In the second instance public pedestrian links in and along the open spaces should be promoted. These should link all open space and or recreation and should enable walks and trails in these areas.

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3.7.2 Verulam Cornubia Figure 27: Transport Network Verulam Cornubia Local Area

Regional Access Access to the study area will be gained via the regional and metropolitan access and movement network made up of the north-south rail line, the N2, R102, M41 (Mt. Edgecombe Highway), and M27 (Jabu Ngcobo Drive) and will be via a series of existing railway stations and existing interchanges on the N2.

Public Transport Verulam CBD and the proposed Cornubia Town Centre will be the major public transport nodes within the local area. These nodes will be served by an integrated public transport system ensuring optimum connectivity between the local sub-areas as well as with the metropolitan employment areas to the north and the south. The following trunk routes for the road based public transport have been identified linking the local nodes with the major nodes (refer to Figure 27):

• New Central Spine from Mt Edgecombe railway station to King Shaka International Airport In addition the proposed new Public Transport route (which is part of the proposed multimodal transit orientated spine) running through the heart of the Cornubia Development will provide the linkage to the King Shaka International Airport, Dube Tradeport and the adjacent economic development. A more detailed feasibility study will need to be carried out to determine when this public transport spine will be transferred to rail based and at what stage of the development it needs to be operational.

New Roads To provide accessibility for the Cornubia Development, additional linkages within the local area and with the surrounding metropolitan area including the new economic opportunities in the north four major roads are required:

Central Spine Road linking the Mt Edgecombe Highway (M41/R012) with the King Shaka International Airport, the R102 further north and the N2 via the Jabu Ngcobo Drive (M27).

East – west link from the Gopalall Hurban Road (R102) to the Ruth First Highway (M4) from the Northern Drive intersection via the Central Spine Road and crossing the N2 to a relocated interchange in Umhlanga Rocks (outside the local area).

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East – west link from the Central Spine Road to the N2 - Sibaya interchange. Pedestrian Movement The pedestrian network should operate at two levels. In the first instance high quality Northern Express Way linking the Curnick Ndlovu Highway, in the Phoenix-Inanda- pedestrian links to all the primary transport nodes and stops along the trunk routes Ntuzuma-KwaMashu local area, with the Gopalall Hurban Road (R102) in Verulam at the should be provided for existing roads and within redevelopment areas. In the second intersection with Kissoon Rd. instance public pedestrian links in and along the open spaces should be promoted. These Interchanges should link all open space and or recreation and should enable walks and trails in these Existing interchanges on the N2 include: areas.

- N2 / Mount Edgecombe Highway (M41) - N2 / Sibaya 3.7.3 Tongaat – DTP - N2 / Umdloti (Jabu Ngcobo Drive (M27)). Regional Access Access to the study area will be gained via the regional and metropolitan access and No new interchanges are proposed on the N2. movement network made up of the north-south rail line, the N2, R102, M43 (Ushukela Existing interchanges on the M41 include: Highway), and M47 (Umdloti Rd) and will be via a series of existing railway stations and existing interchanges on the N2. - M41 / Flanders Drive - M41 / Chris Hani/North Coast Road (R102) Public Transport The King Shaka International Airport and the Tongaat CBD will be the major public No new interchanges on the M41 are proposed. The development of the Cornubia and transport nodes within the local area. These nodes will be served by an integrated public the current capacity constraints will require a new configuration of the M41 / Chris transport system ensuring optimum connectivity between the local sub-areas as well as Hani/North Coast Road interchange. with the metropolitan employment areas to the north and the south. The following trunk routes for the road based public transport have been identified linking the local nodes Intersections with the major nodes (refer to Figure 28): With the creation of the new roads in the area as outlined above, new intersections will provide the links with the existing road network. To serve the established developed areas • New Central Spine from King Shaka International Airport to Tongaat CBD as well as the proposed new developments in the form of further densification in brown In addition the proposed new Public Transport route (which is part of the proposed multi- field development and expansion in green field development existing intersections on the modal transit orientated spine) running through the heart of the Cornubia Development arterials will be utilised. will provide the linkage to the King Shaka International Airport, Dube Tradeport and the adjacent economic development. A more detailed feasibility study will need to be carried Local Road Network In the existing developed precincts within the area, no new collector roads are required. out to determine when this public transport spine will be transferred to rail based and at Existing collector roads may need local widening to optimize traffic operations due to what stage of the development it needs to be operational. increase in expected volumes. New Roads To provide accessibility for the King Shaka International Airport, the Dube Tradeport, New developments within the local area will all require the development of new collector Inyaninga and the Tongaat CBD, additional linkages within the local area and with the roads to provide access to them and to the surrounding region via the arterials described surrounding metropolitan area three major roads are required: above.

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Figure 28: Transport Network Tongaat-DTP Local Area Central Spine Road linking the Mt Edgecombe Highway (M41/R012) via the Umdloti Road (M47) with the R102 at Inyaninga with a separate road linking with the King Shaka International Airport via the ‘Support Zone’.

The R102 in the form of the ‘Western By Pass’ to ensure regional connectivity on the north south corridor as well as providing high quality connectivity to the agricultural and rural areas west of Tongaat. In addition this Western By Pass will divert the through traffic from the Tongaat CBD.

An arterial on the eastern side of Tongaat CBD to enhance accessibility and development opportunities for the Dube Tradeport, Watson West and Greylands areas. Similar to the Western By Pass this arterial will divert traffic from the Tongaat CBD which is destined for the industrial and commercial areas in the area.

East – west link from the Gopalall Hurban Road (R102) to Vincent Dickens Road (provincial main road 100) providing direct connectivity to the airport from the agricultural and rural areas around Hazelmere.

East – west link from the R102 ‘Western By Pass’ via the existing R102 to the Dube Tradeport to provide high quality connectivity via the R102 especially linking up with the northern portion of the corridor.

East – west link from the Eastern Arterial via a crossing of the N2 (NO interchange) to the M4 to increase regional and local connectivity.

Interchanges Existing interchanges on the N2 include:

- N2 / King Shaka International Airport (Umdloti Rd) (M47) - N2 / Ushukela Highway (M47)

No new interchanges are proposed on the N2.

New interchanges on the R102 include:

- R102 / King Shaka International Airport (Umdloti Rd) (M47) - Western By Pass R102 / Dube Tradeport – Tongaat South - Western By Pass R102 / Tongaat CBD (Ganie St)

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- Western By Pass R102 / R614 (Noordsberg Rd – provincial main road 25)

A new interchange on the Ushukela Highway is proposed to provide high quality connectivity from the N2 to the new eastern arterial.

Local Road Network In the existing developed precincts within the area, no new collector roads are required. Existing collector roads may need local widening to optimize traffic operations due to increase in expected volumes.

New development within the local area will all require the development of new collector roads to provide access to them and to the surrounding region via the arterials described above.

Pedestrian Movement The pedestrian network should operate at two levels. In the first instance high quality pedestrian links to all the primary transport nodes and stops along the trunk routes should be provided for on existing roads and within redevelopment areas. In the second instance public pedestrian links in and along the open spaces should be promoted. These should link all open space and or recreation and should enable walks and trails in these areas.

Transportation Frametwork for NUDC V4 (26 November 2010) 32

4 TRANSPORT FRAMEWORK 2030 4.1.1 Travel Demand In Table 8 the forecasted trips related to the anticipated development of the NUDC in 4.1 Anticipated Development 2030 are shown. Via an integrated approach with the planning disciplines and informed by the Land Use Table 8: Person Trips AM Peak Hour 2009 and Ultimate eThekwini North Scenario’s (developed within this project) a land release strategy was developed. As 2009 2030 shown in Figure 29 the major developments within the NUDC are expected to materialize person trips index person trips index around the KSIA, in Inyaninga, west of Tongaat, east and west of Verulam and in Cornubia External Traffic PT 7 957 100 22 093 278 Figure 29: Proposed Land Release Strategy NUDC 2030 coming IN Private 21 394 100 63 711 298 Heavy 219 100 1 012 462 External Traffic PT 20 816 100 22 649 109 going OUT Private 30 066 100 35 397 118 Heavy 218 100 481 220 Internal Traffic PT 21 120 100 16 289 77 Private 30 803 100 50 116 163 Heavy 4 100 676 15 725 Through Traffic PT not available not available Private 811 100 720 89 Heavy 120 100 116 97 Total 133 528 100 213 259 160

The total number of person trips is expected to grow by 60 %. The anticipated development is a proportional share of the Ultimate envisioned development, therefore From the Transport perspective this approach was supported, because it strengthens the similar growth pattern as shown in Table 2 (on page 10) can be seen. The heavy vehicle current Public Transport Nodes and increases density around existing public transport trips grow significantly from 2009 to 2030 as a result of the significant growth of (light) trunk routes. It therefore increases rider ship and therefore increases the opportunities of industrial and commercial activity in the NUDC. The increase in job opportunities will developing a sustainable public transport system for the coming twenty years. increase the trips within and coming into the area significantly. Trips going out of the area increase slightly, which may indicate that a majority of the (new) residents of the area, work within the NUDC.

Transportation Frametwork for NUDC V4 (26 November 2010) 33

4.1.2 Strategic Intervention Table 10: NUDC 2030 - Strategic Transport Interventions In Table 9 the forecasted trip volumes for Private Vehicles and Public Transport for 2030 Scenario Key Performance are shown. The forecasted volumes show a similar pattern as for the NUDC Ultimate with 0 1 2 3 4 5 Indicator a significant increase in northbound trips. Modal Shift Maximize No Trip Peak Modal Shift & Peak Internal Intervention Reduction Spreading Table 9: Screenline Person Trip Volumes AM 2009 and 2030 Peak Hour Spreading Trips

2009 2030 Modal Split (PT/Private) 33% 67% 34% 66% 67% 33% 37% 63% 53% 47% 33% 67% Private Vehicle Public Transport Private Vehicle Public Transport Total Public Transport Trips 100 100 203 100 143 86 NB SB NB SB NB SB NB SB Total Private Vehicle Trips 100 97 50 82 61 87 Tongaat 3 392 2 400 700 600 9 072 5 904 1 100 700 Average Travel Time 100 95 42 42 40 60 Mdloti 5 168 4 832 400 1 200 15 456 11 632 3 500 2 300 Level of Congestion

Ohlanga 5 424 7 376 1 400 5 500 20 448 17 616 4 300 4 300 Free Flow 100 101 114 106 112 108 Disturbed 100 94 32 70 50 66 Umgeni 23 760 31 184 8 400 20 200 63 872 24 128 20 800 14 100 Congested 100 97 14 62 24 52

The expected growth for 2030, especially at the Umgeni River crossing in the ‘business as 2. Modal Shift: usual’ scenario is significant and cannot be accommodated with the current road network. Due to the limited road capacity the congestion for private vehicles will be severe, thereby increasing the travel time considerably. Due to guaranteed travel time on With reference to paragraph 2.4.3 the same strategic interventions were applied and the Public Transport routes, Public Transport will be a viable alternative for a analysed for the 2030 planning horizon. Table 10 lists the summary of these analyses. significant number of commuters. As a result, the modal split will be heavily biased to public transport with a share of 67% and the total public transport trips will more The following can be concluded from these analyses. than double compared the scenario without intervention. As a result of the high 0. No Intervention: public transport use, the level of congestion on the road network is expected to If no intervention in the transport system will be made the share of public transport decrease significantly. in the study area is expected to be 33% of all the trips; lower than the current 3. Peak Spreading: average in eThekwini Municipality. It can be expected that the number of private vehicles in the morning peak hour will 1. Trip Reduction: reduce with approximately 18% as some motorists will opt to travel outside the peak The reduction in the private vehicle trips for the morning peak, depicted by the index hour. As a result, fewer roads are severely congested and the average travel time is value 97 for Total Private Vehicle Trips, results in a slightly higher share of Public expected to reduce. Transport Trips a slight decrease of road congestion. 4. Peak Spreading and Modal Shift: With the combined interventions of peak spreading and the increase of public transport use as the result of severe congested roads, the modal split is still heavily

Transportation Frametwork for NUDC V4 (26 November 2010) 34

biased in favour of public transport with a 53 % portion. The public transport trips are Figure 30 : NUDC 2030 Vehicle Volumes in No Intervention Scenario 43 % higher compared with the scenario without intervention and the private vehicle trips are reduced to 61% of the scenario without intervention during the morning peak hour. As a result the amount of congested roads within the study area reduces significantly with only 24 % of the road network congested compared with the scenario without intervention.

5. Maximize Internal Trips By providing an alternative destination within the study area the total number of trips for both public and private transport reduces compared with the base scenario. Due to fewer vehicles on the road a significantly larger share of the road network is operating at free flow compared with the scenario without intervention .

The conclusions from the analyses for 2030 are the same as the conclusions for the Ultimate envisioned development for the NUDC (refer to Page 15 ). It becomes apparent that investing in a public transport system with guaranteed travel time will attract ‘captive’ private vehicle users. Even if people will adjust their behaviour and travel outside of th e morning peak hour as the result of limited road capacity, public transport will be a viable alternative.

In Figure 30 and Figure 31 the forecasted vehicle volumes for the morning peak hour in 2030 are depicted with and without strategic intervention respectively. By comparing the volumes of the two scenarios it can be concluded t hat the shift to Public Transport will reduce the traffic volumes considerably in the entire study area.

Transportation Frametwork for NUDC V4 (26 November 2010) 35

Figure 31: NUDC 2030 Vehicle Volumes in Modal Split and Peak Spreading Scenario Table 11: 2030 Screenline Person Trip Volumes AM Peak Hour

2030 No Intervention 2030 Peak Spreading & Modal Split

Private Vehicle Public Transport Private Vehicle Public Transport

NB SB NB SB NB SB NB SB

Tongaat 9 072 5 904 1 100 700 1 264 1 616 6 600 6 000

Mdloti 15 456 11 632 3 500 2 300 6 416 7 984 14 000 3 800

Ohlanga 20 448 17 616 4 300 4 300 8 464 10 368 30 100 19 200

Umgeni 63 872 24 128 20 800 14 100 26 928 21 296 54 000 16 000

From these values it can be concluded that a significant increase in public transport infrastructure and services is needed to accommodate the forecasted travel patterns and demand. It can also be concluded that no additional road capacity at the Umgeni River crossing seems necessary; because the total private vehicle trips are forecasted to be similar to the 2009 values (refer to Page 11 ).

4.2 Public Transport Network The Public Transport Network in 2030 will have to be significantly different from the current system in quality and services to attract the forecasted passenger volumes. For the development of the Public Transport Network for 2030 the following objectives were identified:

• Establish Public Transport as a viable alternative for private transport • The 2030 Network will be a portion of the Ultimate Network to establ ish route patterns and guide land use planning • Unlock developments with High Quality Public Transport • Integrated System were modes of Public Transport complement each other • Increase usage of the rail system by increasing inter modal transfers and accessibility In addition , Table 11 depicts the person trip screen line volumes for both scenario s.

Transportation Frametwork for NUDC V4 (26 November 2010) 36

The forecasted volumes for road and rail based trips for 2030 are shown in Figure 33 and Figure 32: NUDC Public Transport Network 2030 Figure 34 respectively.

The following trunk routes for the road based public transport have been identified for 2030 (refer to Figure 32):

• Bridge City to Pinetown via Malandela Road - Provincial Main Road 577 • Bridge City to KwaMashu Town Centre and CBD via Malendela Road – Inanda Road • Bridge City to Cornubia Town Centre and Gateway via Industrial Park Road – Phoenix Highway – Central Spin in Cornubia – new east-west link in Cornubia • Cornubia to Tongaat via King Shaka International Airport and Dube Tradeport • Gateway to CBD via Umhlanga Rocks Drive – Northway

Transportation Frametwork for NUDC V4 (26 November 2010) 37

Figure 33: Road based Public Transport Trips 2030 Figure 34: Rail based Public Transport Trips 2030

Transportation Frametwork for NUDC V4 (26 November 2010) 38

4.3 Private Transport Network Figure 35: NUDC Road Network 2030 The Private Transport Network for 2030 will include a portion of the ultimate network to unlock development, provide regional mobility and accommodate the travel demand. To establish the network needed to accommodate the forecasted demand the private vehicle trips and heavy vehicle trips were assigned to the road network for the ultimate. As shown in Figure 31, especially the development of Cornubia and the (light) industrial developments around the airport the road network in those areas show the highest forecasted volumes for the plan year 2030. The forecasted heavy vehicle volumes, as shown in Figure 36, are increasing significantly in those areas and rely on the N2 and the R102 for connectivity and accessibility to these areas.

Based on the analyses it was concluded that for 2030 the additional links in the road network will include:

• East – west link from the Gopalall Hurban Road (R102) to the Ruth First Highway (M4) from the Northern Drive intersection, crossing the N2 to a relocated interchange in Umhlanga Rocks. • Central Spine from Mt Edgecombe Highway (M41/R012) to the east – west link listed above. • Western By Pass Tongaat • Eastern Arterial; portion between R102 and Ushukela Highway. • Northern Expressway, linking the Curnick Ndlovu Highway (M25) with the Gopalall Hurban Road (R102) in Verulam at the intersection with Kissoon Rd.

The forecasted road volumes for Phoenix INK, Verulam Cornubia and Tongaat-DTP are depicted in Figure 37, Figure 38 and Figure 39 respectively.

Transportation Frametwork for NUDC V4 (26 November 2010) 39

Figure 36: Heavy Vehicle Volumes AM Peak Hour 2030 Figure 37 : Vehicle Volumes Phoenix Inanda Ntuzuma KwaMashu AM Peak Hour 2030 in Modal Split & Peak Spreading Scenario

Transportation Frametwork for NUDC V4 (26 November 2010) 40

Figure 38: Vehicle Volumes Verulam Cornubia AM Peak Hour 2030 in Modal Split & Peak Figure 39: Vehicle Volumes Tongaat - DTP AM Peak Hour 2030 in Modal Split & Peak Spreading Scenario Spreading Scenario

Transportation Frametwork for NUDC V4 (26 November 2010) 41

4.4 Implementation of Transport Infrastructure for 2030 The identified Transport Network for the NUDC area further assessed with a meso-scopic transport simulation model for further modification of the infrastructure and operational requirements. Annexure 1 includes a more detailed description of these analyses. All the required new roads and intersection upgrades as well as the Public Transport links are listed per local area in the tables below.

Table 12: Projects Public Transport Infrastructure Phoenix - Inanda - Ntuzuma - KwaMashu Project Description Related project Suggested responsibility Specifics

Pinetown to Bridge City via High Quality Road Based PT eThekwini P577 Bridge City to Gateway via High Quality Road Based PT eThekwini Cornubia Town Centre

Transportation Frametwork for NUDC V4 (26 November 2010) 42

Table 13: Projects Road Infrastructure Phoenix - Inanda - Ntuzuma - KwaMashu Project Description Related project Suggested responsibility Specifics

Ntuzuma Main Road Upgrade alignment and route eThekwini Dual carriageway

MR 577 Construction of dual carriageway (section from Ntuzuma Main KZN DoT Dual carriageway Road to Pinetown)

Widening R102 between Upgrade single carriageway to dual carriageway KZN DoT Dual carriageway M41 and Duff's Road MR 577 – Duff’s Road - Upgrade I/C with free flowing south to east ramp and KZN DoT Curnick Ndlovu Highway I/C additional lanes on west bound ramp M41 – R102 (Phoenix Upgrade of intersection and interchange to accommodate Partial I/C KZN DoT Highway) intersection main arterial into Cornubia Marshall Dam I/C Central Mobility Corridor Cornubia M41 – Flanders Drive I/C Upgrade to half clover leaf I/C Partial I/C KZN DoT Marshall Dam I/C Central Mobility Corridor Cornubia Northern Expressway Construction of single carriageway between Curnick Ndlovu KZN DoT - eThekwini Single carriageway Highway and the Gopalall Hurban Road (R102) in Verulam at the intersection with Kissoon Rd.

N2 - Curnick Ndlovu Upgrade I/C with free flowing east to north ramp and SANRAL Highway I/C additional lane on south bound off ramp N2 – Umhlanga I/C Upgrade I/C with free flowing east to north ramp and SANRAL additional lanes on existing ramps N2 – Queen Nandi Road I/C Signal timing west terminal ramp – increase capacity Newlands SANRAL - eThekwini Add free flowing left turn East Drive

Transportation Frametwork for NUDC V4 (26 November 2010) 43

Figure 40: Transport Network Phoenix Inanda Ntuzuma KwaMashu 2030

Transportation Frametwork for NUDC V4 (26 November 2010) 44

Table 14: Projects Public Transport Infrastructure Verulam - Cornubia Project Description Related project Suggested responsibility Specifics

Cornubia Town Centre to High Quality Road Based PT eThekwini Dedicated PT infrastructure King Shaka Airport Gateway via Cornubia Town High Quality Road Based PT eThekwini Dedicated PT infrastructure Centre to Bridge City

Table 15: Projects Road Infrastructure Verulam - Cornubia Project Description Related project Suggested responsibility Specifics

M41 Marshall Dam I/C Interchange between regional corridor and new spine to the KZN DoT airport Central Spine M41 – East Central metropolitan access road linking Cornubia Town eThekwini - developer Dual Carriageway - Urban west link Centre to Mt Edgecombe Highway Arterial East west link R102 – M4 East west link between metropolitan spines R102 and M4 from eThekwini - developer Single Carriageway – Urban Verulam via Cornubia to Umhlanga Arterial Cornubia Eastern Arterial North south link between Flanders Drive and east west arterial eThekwini - developer Single Carriageway – Urban Distributor road Distributor Cornubia East West Link between Cornubia - east west arterial and Umhlang a New eThekwini - developer Single Carriageway – Urban Distributor Road Town Centre Distributor N2 Increase to three lanes per direction SANRAL Dual Carriageway – three Umhlanga I/C to KSIA I/C lanes per direction N2 – Sibaya I/C Add additional lane on northbound off ramp – add additional SANRAL - eThekwini lane on eastbound approaching leg

Transportation Frametwork for NUDC V4 (26 November 2010) 45

Figure 41: Transport Network Verulam Cornubia Local Area 2030

Transportation Frametwork for NUDC V4 (26 November 2010) 46

Table 16: Projects Public Transport Infrastructure Tongaat - DTP Project Description Related project Suggested responsibility Specifics

KSIA to Tongaat CBD High Quality Road Based PT eThekwini Alternative 1: Central Spine through Tradeport and Ushukela Highway Alternative 2: Dube Boulevard – Gopallal Road

Table 17: Projects Road Infrastructure Tongaat - DTP Project Description Related project Suggested responsibility Specifics

Dube Boulevard (M65) Signal Timings and addition of dedicated Public Transport Dube Tradeport - ACSA lanes at main airport entrance Gopallal Hurban Road Access from the south Western ByPass R102 KZN DoT Single Carriage Way – Urban Tongaat CBD Distributor Widening Ushukela Highway dual carriageway between Eastern Arterial Tongaat I/C KZN DoT Dual Carriage Way N2 - Tongaat I/C and Eastern Arterial Western ByPass R102 New R102 to the west of the current Tongaat CBD KZN DoT Dual Carriage Way – Regional Gopallal Hurban Road Downgrading to class 4 road Western ByPass R102 KZN DoT - eThekwini Single Carriage Way Tongaat CBD Eastern Arterial Distributor Road between R102 and Ushukela Highway Western ByPass R102 KZN DoT – eThekwini - Dual Carriage Way – Urban developer Arterial N2 – KSIA I/C Increase capacity of south bound on ramp Increase capacity on N2 by SANRAL widening to 3 lanes per direction N2 Increase to three lanes per direction SANRAL Dual Carriageway – three Umhlanga I/C to KSIA I/C lanes per direction

Transportation Frametwork for NUDC V4 (26 November 2010) 47

Figure 42: Transport Network Tongaat-DTP 2030

Transportation Frametwork for NUDC V4 (26 November 2010) 48

Table 18: Projects Public Transport Infrastructure outside NUDC Project Description Related project Suggested responsibility Specifics

Gateway to CBD Introduction of IRT infrastructure on uMhlanga Rocks Drive in eThekwini the coastal corridor

Table 19: Projects Road Infrastructure outside NUDC Project Description Related project Suggested responsibility Specifics

M41 – uMhlanga Rocks Additional lane on east bound off ramp from M41 onto IRT infrastructure on eThekwini Drive I/C uMhlanga Rocks Drive uMhlanga Rocks Drive Chris Hani/North Coast Coordination of intersection signal timing IRT infrastructure on eThekwini Road, Northway Road uMhlanga Rocks Drive M4 Increase capacity by adding an additional lane per direction IRT infrastructure on eThekwini - KZN DoT Umgeni River to uMhlanga uMhlanga Rocks Drive Rocks I/C

Transportation Frametwork for NUDC V4 (26 November 2010) 49

5 REFERENCES

• Newman, P & Kenworthy, J, Sustainability and Cities: Overcoming Automobile Dependence , Washington DC, 1999 (Island Press) • Urban Age – a world wide investigation into the future of cities ( http://www.urban- age.net/10_cities/_data/data_SP.html (accessed in June 2010) • SSI Consortium for eThekwini Municipality, NUDC Transportation – Transport Model

Improvements , April 2010 • www.aerotropolis.com

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Transportation Frametwork for NUDC V4 (26 November 2010) 51

Appendix 1: Technical Analyses Final

26 November 2010 Version 2.0 T01.DUR.000009

CONTENTS

1 INTRODUCTION ...... 1 2 ETHEKWINI NORTHERN AREA 2009 ...... 1 2.1 Trip Production and Attraction ...... 1 2.2 Desire Lines ...... 3 2.3 Assignment to Network ...... 7 3 NUDC ULTIMATE ...... 11 3.1 Trip Production and Attraction ...... 11 3.2 Desire Lines ...... 12 3.3 Assignment to Network ...... 16 3.4 Strategic Interventions ...... 20 4 NUDC 2030 ...... 28 4.1 Anticipated Development ...... 28 4.2 Trip Production and Attraction ...... 28 4.3 Desire Lines ...... 29 4.4 Assignment to Network ...... 33 5 INPUT IN EMME/2 TRANSPORT MODEL ...... 44 6 ANALYSES MESO-SCOPIC TRANSPORT MODEL ...... 46 6.1 Introduction ...... 46 6.2 Results Scenario 1 and 2 ...... 46 6.3 Results Scenario 3 and 4 ...... 64

Appendix 1 – Technical Analyses ii

LIST OF FIGURES Figure 34: Road Volumes AM Peak Hour NUDC Ultimate in Modal Shift and Peak Figure 1: eThekwini Northern Area Production and Attraction Private Vehicles 2009 ...... 1 Spreading Scenario ...... 26 Figure 2: eThekwini Northern Area Production and Attraction Heavy Vehicles 2009 ...... 2 Figure 35: Road Volumes Phoenix INK AM Peak Hour NUDC Ultimate in Modal Shift and Figure 3: eThekwini Northern Area Production and Attraction Public Transport Trips 20092 Peak Spreading Scenario ...... 26 Figure 4: Desire Lines Heavy Vehicles from study area 2009 ...... 3 Figure 36: Road Volumes Verulam Cornubia AM Peak Hour NUDC Ultimate in Modal Shift Figure 5: NUDC Desire Lines Heavy Vehicles to study area 2009 ...... 4 and Peak Spreading Scenario ...... 27 Figure 6: Desire Lines Private Vehicles from study area 2009 ...... 4 Figure 37: Road Volumes Tongaat - DTP AM Peak Hour NUDC Ultimate in Modal Shift and Figure 7: Desire Lines Public Transport Trips from study area 2009...... 5 Peak Spreading Scenario ...... 27 Figure 8: Desire Lines Public Transport Trips to study area 2009 ...... 5 Figure 38: Proposed Land Release Strategy NUDC 2030...... 28 Figure 9: Types of Traffic related to eThekwini North ...... 6 Figure 39: Production and Attraction Private Vehicles NUDC 2030 ...... 28 Figure 10: Rail Volumes AM Peak Hour 2009 ...... 7 Figure 40: Production and Attraction Heavy Vehicles NUDC 2030 ...... 29 Figure 11: Road Based Public Transport Passengers AM Peak Hour 2009 ...... 7 Figure 41: Desire Lines Heavy Vehicles from Tongaat - DTP area NUDC 2030 ...... 29 Figure 12: Heavy Vehicle Volumes AM Peak Hour 2009 ...... 8 Figure 42: Desire Lines Heavy Vehicles to Tongaat - DTP area NUDC 2030 ...... 30 Figure 13: Road Volumes AM Peak Hour 2009 ...... 8 Figure 43: Desire Lines Person Trips with Private Vehicles to study area NUDC 2030 ...... 30 Figure 14: Road Volumes Phoenix INK AM Peak Hour 2009 ...... 9 Figure 44: Desire Lines Person Trips with Private Vehicles to study area NUDC 2030 ...... 31 Figure 15: Road Volumes Verulam Cornubia AM Peak Hour 2009 ...... 9 Figure 45: Desire Lines Person Trips with Public Transport Trips to study area NUDC 2030 Figure 16: Road Volumes Tongaat DTP AM Peak Hour 2009 ...... 10 ...... 31 Figure 17: NSDP Ultimate Trip Production and Attraction ...... 11 Figure 46: Desire Lines Person Trips with Public Transport Trips to study area NUDC 2030 Figure 18: Production and Attraction Private Vehicles NUDC Ultimate ...... 11 ...... 32 Figure 19: Production and Attraction Heavy Vehicles NUDC Ultimate ...... 12 Figure 47: Rail Volumes AM Peak Hour 2030 ...... 33 Figure 20: Desire Lines Heavy Vehicles from study area NUDC Ultimate ...... 12 Figure 48: Road Based Public Transport AM Peak Hour 2030 ...... 33 Figure 21: Desire Lines Heavy Vehicles to study area NUDC Ultimate ...... 13 Figure 49: Road Volumes AM Peak Hour 2030 ...... 34 Figure 22: Desire Lines Person Trips with private transport from the NUDC Ultimate ...... 13 Figure 50: Heavy Vehicle Volumes NUDC 2030 ...... 34 Figure 23: Desire Lines Person Trips with private transport to the NUDC Ultimate ...... 14 Figure 51: Location Screenlines ...... 35 Figure 24: Desire Lines Person Trips with public transport from study area NUDC Ultimate Figure 52: Rail Passenger Volumes NUDC 2030 in Modal Shift and Peak Spreading scenario ...... 14 ...... 39 Figure 25: Desire Lines Person Trips with public transport to study area NUDC Ultimate . 15 Figure 53: Road Based Public Transport Volumes NUDC 2030 in Modal Split and Peak Figure 26: Rail Volumes AM Peak Hour NUDC Ultimate ...... 16 Spreading Scenario ...... 40 Figure 27: Road Based Public Transport Volumes AM Peak Hour NUDC Ultimate ...... 16 Figure 54: Road Based Public Transport Volumes NUDC 2030 Phoenix INK in Modal Shift Figure 28: Heavy Vehicle Volumes AM Peak Hour NUDC Ultimate ...... 17 and Peak Spreading Scenario ...... 40 Figure 29: Road Volumes AM Peak Hour NUDC Ultimate...... 17 Figure 55: Bus Vehicle Volumes NUDC 2030 Verulam Cornubia in Modal Split and Peak Figure 30: Location Screen Lines ...... 18 Spreading Scenario ...... 41 Figure 31: Road Volumes Phoenix INK AM Peak Hour NUDC Ultimate ...... 19 Figure 56: Bus Vehicle Volumes NUDC 2030 Tongaat-DTP in Modal Split and Peak Figure 32: Road Volumes Verulam Cornubia AM Peak Hour NUDC Ultimate ...... 19 Spreading Scenario ...... 41 Figure 33: Road Volumes Tongaat - DTP AM Peak Hour NUDC Ultimate ...... 20 Figure 57: Vehicle Volumes NUDC 2030 in Modal Shift and Peak Spreading Scenario ...... 42

Appendix 1 – Technical Analyses iii

Figure 58: Vehicle Volumes NUDC 2030 Phoenix INK in Modal Shift and Peak Spreading LIST OF TABLES Scenario ...... 42 Table 1: Person Trips AM Peak Hour 2009 eThekwini North ...... 6 Figure 59: NUDC 2030 Vehicle Volumes Verulam Cornubia in Modal Shift and Peak Table 2: Person Trips AM Peak Hour 2009 and Ultimate eThekwini North ...... 15 Spreading Scenario ...... 43 Table 3: Screenline Person Trips Values AM Peak Hour ...... 18 Figure 60: NUDC 2030 Vehicle Volumes Tongaat-DTP in Modal Shift and Peak Spreading Table 4: Level of Congestion of the Road Network in NUDC Ultimate ...... 18 Scenario ...... 43 Table 5: NUDC Ultimate Strategic Interventions Base Network ...... 22 Figure 61: Dedicated Buslanes in Northern eThekwini Area ...... 65 Table 6: NUDC Ultimate Strategic Interventions Future Network without ByPass Tongaat Figure 62: Principle Layout intersection with bus lanes in median ...... 65 ...... 22 Figure 63: Principle Layout intersection with bus lanes on the left side of the road ...... 65 Table 7: NUDC Ultimate Strategic Interventions Western ByPass ...... 23 Table 8: NUDC Ultimate Strategic Interventions Eastern ByPass ...... 23 Table 9: NUDC Ultimate Strategic Interventions Western ByPass and Eastern Arterial ..... 24 Table 10: NUDC Ultimate Strategic Interventions Western ByPass, Eastern Arterial and Link to N3 ...... 24 Table 11: Public Transport Trips NUDC Ultimate in Modal Shift and Peak Spreading Scenario ...... 25 Table 12: Person Trips AM Peak Hour 2009 and 2030 eThekwini North ...... 32 Table 13: Screenline volumes NUDC 2030 ...... 35 Table 14: NUDC 2030 Strategic Interventions Current Network ...... 36 Table 15: NUDC 2030 Strategic Interventions No Bypass ...... 36 Table 16: NUDC 2030 Strategic Interventions Western ByPass ...... 37 Table 17: NUDC 2030 Strategic Interventions Eastern Bypass ...... 37 Table 18: NUDC 2030 Strategic Interventions Western ByPass and Eastern Arterial ...... 38 Table 19: NUDC 2030 Strategic Interventions Western ByPass, Eastern Arterial and Link to N3 ...... 38 Table 20: 2030 Screenline Person Trip Volumes AM Peak Hour ...... 39 Table 21: Scenarios analysed with mesoscopic model ...... 46 Table 22: Summary Scenario 1 ...... 46

Appendix 1 – Technical Analyses iv

1 INTRODUCTION 2.1 Trip Production and Attraction Figure 1: eThekwini Northern Area Production and Attraction Private Vehicles 2009 The Northern Urban Development Corridor (NUDC), as identified in the Northern Spatial Development Plan, is a vital part of the emerging national logistics platform that will generate exciting opportunities for growth and development within the country, within the province of KwaZulu-Natal and within the eThekwini Municipality.

The purpose of this appendix is to provide the technical analyses carried out to support the rationale for the Transport Framework within the NUDC and the northern eThekwini area reflected in the main report.

2 ETHEKWINI NORTHERN AREA 2009

In this chapter the current (2009) situation is presented as this provides the reference for the analyses of the future scenarios.

Within the NUDC study area, for the morning peak hour, relatively more trips are produced than attracted emphasizing the residential character of the area. The major employment areas are Mount Edgecombe and Gateway.

Appendix 1 – Technical Analyses 1

Figure 2: eThekwini Northern Area Production and Attraction Heavy Vehicles 2009 Figure 3: eThekwini Northern Area Production and Attraction Public Transport Trips 2009

As shown in Figure 2 the study area attracts and produces limited heavy vehicle trips. The Phoenix Industrial area is currently attracting the majority of the heavy vehicles in the The majority of the production of public transport trips is concentrated in the Phoenix morning peak. Inanda Ntuzuma KwaMashu area; which can be explained by the residential nature for low and middle income residents of that area.

Appendix 1 – Technical Analyses 2

2.2 Desire Lines Figure 4: Desire Lines Heavy Vehicles from study area 2009 The distribution of trips is visualized with desire lines between smaller areas within the municipality (referred to as traffic zones) showing the demand between and within areas. In this paragraph the desire lines aggregated to the LAP level for heavy vehicle trips, private vehicle trips and public transport trips for the morning peak hour are presented. The circle in the centre of the arrows depicts the trips which start and end within the LAP area. The size of the circle and the arrows reflects their relative volume.

2.2.1 Freight

The majority of the freight trips in the current situation leaving the study area are linked to the areas to the east of the municipal area with a large share of these trips destined for Gauteng. The volume of the trips within the municipal area is much lower distributed over the entire municipality.

Freight trips destined for the study area (refer to Figure 5) are in large majority destined for the Phoenix Industrial Area originating from the south of the municipality and to a lesser extent from Gauteng.

Appendix 1 – Technical Analyses 3

Figure 5: NUDC Desire Lines Heavy Vehicles to study area 2009 2.2.2 Person Trips per Private Vehicle

In the current situation Phoenix Inanda Ntuzuma KwaMashu is mainly linked with private vehicles to the uMhlanga area, the CBD and the Southern Durban Basin. Figure 6: Desire Lines Private Vehicles from study area 2009

Appendix 1 – Technical Analyses 4

2.2.3 Person Trips per Public Transport Figure 8: Desire Lines Public Transport Trips to study area 2009

Figure 7: Desire Lines Public Transport Trips from study area 2009

Trips by Public Transport destined for the study area have their origin in the Greater Chatsworth area and Durban North. Within the NUDC area the strongest desire line is The pattern of Public Transport trips originating in the study area is similar to the private between Phoenix and Verulam. vehicle desire lines. A major difference is the volume of trips within the areas of Phoenix and Tongaat (represented by the larger circle).

Appendix 1 – Technical Analyses 5

Figure 9: Types of Traffic related to eThekwini North Table 1: Person Trips AM Peak Hour 2009 eThekwini North Person Trips External Traffic Public 7 957 coming IN Private 21 394 Heavy 219 External Traffic Public 20 816 going OUT Private 30 066 Heavy 218 Internal Traffic Public 21 120 Private 30 803 Heavy 4 Through Traffic Public not available Private 1010 Heavy 120 Total 133 528

The trips as depicted with the desire lines will result in three types of traffic related to the From Table 1 the following can be observed: eThekwini North Area (refer to Figure 9Error! Reference source not found.): • • Internal Traffic: Trips starting and ending in the northern eThekwini Area For the morning peak hour more person trips are leaving the study area than entering the area resulting in a net outflow; • External Traffic: • Private vehicle trips outnumber public transport trips; with a larger factor for o Coming in: Trips starting outside the area and ending inside the area trips coming into the area in the morning peak hour; • Through traffic related to the study area is very limited. o Going out: Trips starting inside the area and ending outside the area

• Through Traffic: Trips starting outside the area and ending outside the area

Appendix 1 – Technical Analyses 6

2.3 Assignment to Network Figure 11: Road Based Public Transport Passengers AM Peak Hour 2009 Figure 10: Rail Volumes AM Peak Hour 2009

The North Coast Road and M25 corridor shows the highest volumes in road based public transport. Note that a portion of this corridor runs parallel to the rail infrastructure. The higher density of residential development and higher service levels on the line to KwaMashu result in higher passenger volumes on the rail link between the CBD and KwaMashu (refer to Figure 10).

Appendix 1 – Technical Analyses 7

Figure 12: Heavy Vehicle Volumes AM Peak Hour 2009 Figure 13: Road Volumes AM Peak Hour 2009

The N2 is the main corridor for freight vehicles within the study area. KwaMashu Highway From Figure 13 it can be concluded that in the current situation the road network is (M25) and Mount Edgecombe Highway (M41) ar e the feeding / distributor routes with the operating within capacity with the exception of the N2 between Queen Nandi Road and highest volumes in freight vehicles. Inanda Road and the M41 between Flanders Drive and the N2.

Appendix 1 – Technical Analyses 8

Figure 14: Road Volumes Phoenix INK AM Peak Hour 2009 Figure 15: Road Volumes Verulam Cornubia AM Peak Hour 2009

Appendix 1 – Technical Analyses 9

Figure 16: Road Volumes Tongaat DTP AM Peak Hour 2009

Appendix 1 – Technical Analyses 10

3 NUDC ULTIMATE Figure 18: Production and Attraction Private Vehicles NUDC Ultimate

3.1 Trip Production and Attraction Figure 17: NSDP Ultimate Trip Production and Attraction

In Figure 18 the forecasted trip production and attraction for the northern Municipal Area for the NSPD Ultimate scenario is depicted per traffic zone. The study area shows a significant increase in both traffic production and attraction as the result of residential

developments and employment opportunities respectively (refer to Figure 1).

Appendix 1 – Technical Analyses 11

Figure 19: Production and Attraction Heavy Vehicles NUDC Ultimate 3.2 Desire Lines

3.2.1 Freight Figure 20: Desire Lines Heavy Vehicles from study area NUDC Ultimate

The trip production and attraction of heavy vehicles in the study area is increasing proportionally more than the person trips (refer to Table 2). This can be explained by the growth of employment opportunities and related logistical activities in the study area.

Appendix 1 – Technical Analyses 12

Figure 21: Desire Lines Heavy Vehicles to study area NUDC Ultimate 3.2.2 Person Trips per Private Vehicle

Figure 22: Desire Lines Person Trips with private transport from the NUDC Ultimate

From Figure 20 and Figure 21 it can be concluded that the largest portion of heavy vehicle trips is linked with trips from and to the Gauteng area. The link with the Southern Durban Basin and areas north of eThekwini (Ilembe and uThungulu District Municipalities) is expected to be significantly lower trip volumes.

Appendix 1 – Technical Analyses 13

Figure 23: Desire Lines Person Trips with private transport to the NUDC Ultimate 3.2.3 Person Trips per Public Transport

Figure 24: Desire Lines Person Trips with public transport from study area NUDC Ultimate

Appendix 1 – Technical Analyses 14

Figure 25: Desire Lines Person Trips with public transport to study area NUDC Ultimate Table 2: Person Trips AM Peak Hour 2009 and Ultimate eThekwini North 1 2009 Ultimate person trips index person trips index External Traffic Public 7 957 100 23 589 296 coming IN Private 21 394 100 82 357 385 Heavy 219 100 1 716 783 External Traffic Public 20 816 100 21 509 103 going OUT Private 30 066 100 49 078 163 Heavy 218 100 671 308 Internal Traffic Public 21 120 100 17 313 82 Private 30 803 100 87 422 284 Heavy 4 100 1 238 28 788 Through Traffic Public not available not available Private 1010 100 929 92 Heavy 120 100 116 97 Total 133 528 100 285 751 214

From Table 2 the following can be observed:

• For the morning peak hour the forecasted growth of person trips coming into the study area is much higher than person trips leaving the study area than entering the area resulting in a net inflow of persons; • Private vehicle trips outnumber public transport trips; with a larger factor for trips coming into the area in the morning peak hour; • Through traffic related to the study area remains limited; the slight decrease might be the result of lack of data for the municipal area outside of the northern area. • Public Transport trips going out of the area increases slightly and is certainly not in line with the increase in residential units. In Table 2 the trips are shown per type of traffic for 2009 and the Ultimate scenario split • Increase of heavy vehicles coming in, going out and driving within the study area between Public Transport trips, Private Vehicle trips and Heavy vehicle trips. is the most significant.

1 Output from ETA’s EMME/2 Transportation Model

Appendix 1 – Technical Analyses 15

3.3 Assignment to Network Figure 27: Road Based Public Transport Volumes AM Peak Hour NUDC Ultimate Figure 26: Rail Volumes AM Peak Hour NUDC Ultimate

Public Transport volumes are increasing significantly on rail as well as the road. A strong

corridor to the south can be seen in Figure 27 via MR577 and via Northway Rd / uMhlanga Rocks Drive.

Appendix 1 – Technical Analyses 16

Figure 28: Heavy Vehicle Volumes AM Peak Hour NUDC Ultimate Figure 29: Road Volumes AM Peak Hour NUDC Ultimate

The mobility function of the N2 is clear from Figure 28 . MR577 provides an alternative to As show in Figure 29 relatively larger portion of the road network will operate at or above link Pinetown to Ntuzuma and to a lesser degree to Newlands. Mount Edgecombe capacity incre asing delays and unreliable travel times in the study area. Highway (M41) and the R102 (north of interchange with M41) provide the access to the employment areas east of the Airport.

Appendix 1 – Technical Analyses 17

Table 3: Screenline Person Trips Values AM Peak Hour

Figure 30: Location Screen Lines 2009 NUDC Ultimate

Private Vehicle Public Transport Private Vehicle Public Transport

NB SB NB SB NB SB NB SB Tongaat 3 392 2 400 700 600 27 632 9 168 3 700 2 550

Mdloti 5 168 4 832 400 1 200 31 248 16 816 3 850 3 650

Ohlanga 5 424 7 376 1 400 5 500 34 352 20 800 7 300 5 000

Umgeni 23 760 31 184 8 400 20 200 83 536 49 280 28 600 22 400

In the existing situation a strong southbound flow appears on the Ohlanga and Umgeni screenlines, while there appears to be a slight northbound flow at the Umdloti and Tongaat screenline. It may indicate the current settlement and transport patterns with uMhlanga – Verulam as the existing northern border of the metropolitan area and Tongaat as a town functioning on its own with links to the north and south. For the NUDC Ultimate that pattern clearly changed and the development of the study attracts more traffic resulting in a significant increase in northbound person trips at all the screenlines. Private vehicle person trips increase significantly more than public transport trips which may be explained by the relatively high average income level of residents and employment opportunities in the study area.

Table 4: Level of Congestion of the Road Network in NUDC Ultimate

Level of Congestion 2009 Ultimate km % km % Free Flow 4 593 91% 3 282 65% Disturbed 240 5% 419 8% Congested 207 4% 1 338 27% Total 5 039 100% 5 039 100%

Refer to definitions of Level of Congestion on page 21 .

From Table 4 it can be concluded that the development has an impact on the road network with a decrease of Free Flow roads from 91% to 65% of the network. The length of fully congested roads is expected to grow with a factor 6, likely resulting in more delays and less predictable travel times during the peak periods.

Appendix 1 – Technical Analyses 18

Figure 31: Road Volumes Phoenix INK AM Peak Hour NUDC Ultimate Figure 32: Road Volumes Verulam Cornubia AM Peak Hour NUDC Ultimate

Figure 31, Figure 32 and Figure 33 are zooming in on the LAP areas and are based on Figure 29.

Appendix 1 – Technical Analyses 19

Figure 33: Road Volumes Tongaat - DTP AM Peak Hour NUDC Ultimate 3.4 Strategic Interventions Within the transport system for the NUDC area five strategic interventions and/or behavioural changes have been identified.

1. Trip Reduction:

The transport system as a whole will adjust over time due to the congestion on the road network and changes in live style (e.g. working from home) . A reduction of 3% in the private vehicle trips for the morning peak was assumed due to this system adjustment

2. Modal Shift:

By limiting the increase in road capacity and increasing the capacity and quality of public transport services it can be expected that more people in all income groups will use public transport for their daily commute. Based on travel time (for both modes ) and number of transfers (for public transport) the modal split was determined.

3. Peak Spreading:

The current road capacity can not accommodate the forecasted private vehicle trips in a one hour morning peak. It can be expected that commuters will adjust their behaviour to avoid long travel times. Some motorists will therefore be forced to either travel earlier or later, thereby reducing the demand within the peak hour. The impact of peak spreading is based on the as sumption that the current levels of congestion are the benchmark

4. Peak Spreading and Modal Shift:

The expected future land use is of such a magnitude that likely intervention 3 and 4 will arise. In intervention 4 the combined effect of peak spreading and modal s hift was determined will be. The effect of peak spreading was first determined (this is a

scaled down affect compared to (3)). Thereafter the modal split was determined in the same way as described with intervention 2 .

Appendix 1 – Technical Analyses 20

5. Maximize Short Distance trips within the NUDC:

With the further development of the city it can be expected that people will relocate to be as close to their jobs as possible to reduce their travel time and distance. Those that are unable to relocate in order to be able to reduce their trip to the shortest possible will follow the current trip distribution.

The impact of these five strategic transport interventions has been analysed with ETA’s EMME/2 Transport Model. The tables on Page 22 and further list the summary of these analyses. It must be noted that the results from the computer model are indicative of the impact of the strategic interventions and have to be approached with care. Key Performance Indicators (KPI) were identified to describe the impact of the interventions. The KPI are explained in the textbox below. To compare the results the base has been set at a value of 100 and the interventions are reported in the relative value. All the values can be found in the report ‘Transportation Framework for the NUDC – Technical Analyses’.

Key Performance Indicators (KPI ) Total Public Transport Trips: All the trips travelled by public transport (road and rail based) originating or designating in the NUDC Study area Total Private Vehicle Trips: All the trips travelled by private vehicles (cars) originating or designating in the NUDC Study area Modal Split: The proportional split between public transport and private vehicle trips in percentage Average Travel Time: The average travel time in the network for all trips Level of Congestion of the road network: Number of kilometres of road in three categories: Free flow: V/C ratio lower than 0.8 Disturbed: V/C ratio between 0.8 and 1.0 Congested: V/C ratio higher than 1.0

Appendix 1 – Technical Analyses 21

Table 5: NUDC Ultimate Strategic Interventions Base Network NUDC Ultimate Base Year Network No intervention 3% reduction Congestion Peak Spreading Peak Spreading & Congestion Intr Optimized Actual numbers Total PT person trips 107658 107658 271153 107658 174795 92753 Total Priv person trips 259101 251327 95574 164915 114332 226192 Total Heavy veh trips 4243 4243 4243 4243 4243 4243 Km of links: V/C<0.8 3282 3315 4679 4022 4598 4224 Km of links: 0.81 1338 1291 212 647 202 602 Difference compared to No Intervention (%) Total PT person trips - 0.00 151.87 0.00 62.36 -13.84 Total Priv person trips - -3.00 -63.11 -36.35 -55.87 -12.70 Total Heavy veh trips - 0.00 0.00 0.00 0.00 0.00 Km of links: V/C<0.8 - 1.00 42.56 22.55 40.09 28.70 Km of links: 0.81 - -3.50 -84.15 -51.68 -84.88 -55.00

Table 6: NUDC Ultimate Strategic Interventions Future Network without ByPass Tongaat NUDC Ultimate Future Network - No bypass No intervention 3% reduction Congestion Peak Spreading Peak Spreading & Congestion Intr Optimized Actual numbers Total PT person trips 107658 107658 230748 107658 154656 92753 Total Priv person trips 259101 251327 126129 177869 139448 226192 Total Heavy veh trips 4243 4243 4243 4243 4243 4243 Km of links: V/C<0.8 3483 3569 4615 4141 4512 4345 Km of links: 0.81 1201 1133 281 580 284 549 Difference compared to No Intervention (%) Total PT person trips - 0.00 114.34 0.00 43.66 -13.84 Total Priv person trips - -3.00 -51.32 -31.35 -46.18 -12.70 Total Heavy veh trips - 0.00 0.00 0.00 0.00 0.00 Km of links: V/C<0.8 - 2.45 32.49 18.89 29.53 24.75 Km of links: 0.81 - -5.66 -76.57 -51.69 -76.33 -54.26

Appendix 1 – Technical Analyses 22

Table 7: NUDC Ultimate Strategic Interventions Western ByPass NUDC Ultimate Future Network - Western Bypass No intervention 3% reduction Congestion Peak Spreading Peak Spreading & Congestion Intr Optimized Actual numbers Total PT person trips 107658 107658 236847 107658 165093 92753 Total Priv person trips 259101 251327 119423 179984 132921 226192 Total Heavy veh trips 4243 4243 4243 4243 4243 4243 Km of links: V/C<0.8 3509 3578 4715 4137 4651 4384 Km of links: 0.81 1211 1154 215 578 218 536 Difference compared to No Intervention (%) Total PT person trips - 0.00 120.00 0.00 53.35 -13.84 Total Priv person trips - -3.00 -53.91 -30.54 -48.70 -12.70 Total Heavy veh trips - 0.00 0.00 0.00 0.00 0.00 Km of links: V/C<0.8 - 1.98 34.36 17.89 32.56 24.92 Km of links: 0.81 - -4.70 -82.23 -52.29 -82.01 -55.76

Table 8: NUDC Ultimate Strategic Interventions Eastern ByPass NUDC Ultimate Future Network - Eastern Bypass No intervention 3% reduction Congestion Peak Spreading Peak Spreading & Congestion Intr Optimized Actual numbers Total PT person trips 107658 107658 236864 107658 164330 92753 Total Priv person trips 259101 251327 122725 179082 135446 226192 Total Heavy veh trips 4243 4243 4243 4243 4243 4243 Km of links: V/C<0.8 3500 3563 4663 4160 4594 4349 Km of links: 0.81 1187 1128 247 580 252 568 Difference compared to No Intervention (%) Total PT person trips - 0.00 120.02 0.00 52.64 -13.84 Total Priv person trips - -3.00 -52.63 -30.88 -47.72 -12.70 Total Heavy veh trips - 0.00 0.00 0.00 0.00 0.00 Km of links: V/C<0.8 - 1.79 33.23 18.85 31.27 24.25 Km of links: 0.81 - -4.99 -79.16 -51.17 -78.78 -52.15

Appendix 1 – Technical Analyses 23

Table 9: NUDC Ultimate Strategic Interventions Western ByPass and Eastern Arterial NUDC Ultimate Future network - Western Bypass & Eastern Arterial No intervention 3% reduction Congestion Peak Spreading Peak Spreading & Congestion Intr Optimized Actual numbers Total PT person trips 107658 107658 259097 107658 184393 92753 Total Priv person trips 259101 251328 104710 179269 118755 226192 Total Heavy veh trips 4243 4243 4243 4243 4243 4243 Km of links: V/C<0.8 3564 3629 4922 4214 4852 4439 Km of links: 0.81 1209 1141 162 606 161 539 Difference compared to No Intervention (%) Total PT person trips - 0.00 140.67 0.00 71.28 -13.84 Total Priv person trips - -3.00 -59.59 -30.81 -54.17 -12.70 Total Heavy veh trips - 0.00 0.00 0.00 0.00 0.00 Km of links: V/C<0.8 - 1.82 38.10 18.24 36.14 24.55 Km of links: 0.81 - -5.62 -86.60 -49.88 -86.68 -55.42

Table 10: NUDC Ultimate Strategic Interventions Western ByPass, Eastern Arterial and Link to N3 NUDC Ultimate Future network - Western Bypass & Eastern Arterial & Western Link to N3 at Cato Ridge No intervention 3% reduction Congestion Peak Spreading Peak Spreading & Congestion Intr Optimized Actual numbers Total PT person trips 107658 107658 269423 107658 194207 92753 Total Priv person trips 259101 251327 97310 177599 110627 226192 Total Heavy veh trips 4243 4243 4243 4243 4243 4243 Km of links: V/C<0.8 3599 3642 4979 4271 4903 4457 Km of links: 0.81 1199 1189 165 626 174 593 Difference compared to No Intervention (%) Total PT person trips - 0.00 150.26 0.00 80.39 -13.84 Total Priv person trips - -3.00 -62.44 -31.46 -57.30 -12.70 Total Heavy veh trips - 0.00 0.00 0.00 0.00 0.00 Km of links: V/C<0.8 - 1.19 38.33 18.66 36.22 23.83 Km of links: 0.81 - -0.77 -86.26 -47.74 -85.48 -50.56

Appendix 1 – Technical Analyses 24

Further detailing of the forecasted public transport trips in the Modal Shift and Peak Spreading scenario was undertaken by analyzing Table 11.

Table 11: Public Transport Trips NUDC Ultimate in Modal Shift and Peak Spreading Scenario

Queensburgh Greater CBD & Berea Berea South Hillcrest & Inwabi & & Greater Inanda Durban uMhlanga - Ext- From / To North & Bluff Westville Pinetown Summerveld Cato Ridge Umbumbulu Chatsworth Umlazi Isipingo Amanzimtoti Umkomaas Farmlands Phoenix North Verulam Umdloti Tongaat La Mercy Ext-North Northwest Total CBD & Berea North 567 404 260 104 14 6 23 181 64 64 92 5 17 629 143 334 43 1748 215 214 231 5359

Berea South & Bluff 2261 2550 849 349 44 12 84 1047 285 375 292 17 30 1666 319 1086 108 4467 701 608 677 17828

Westville 873 898 863 310 36 13 40 444 143 148 166 8 37 1416 154 544 99 3447 332 209 247 10425

Pinetown 1649 874 1251 3497 293 42 27 910 135 114 56 2 27 2112 127 670 40 5434 125 117 108 17610

Hillcrest & 775 479 533 2256 2815 435 9 424 77 69 16 1 26 1356 143 413 39 3775 146 179 130 14095 Summerveld

Cato Ridge 564 317 360 1756 1772 1691 4 304 34 49 9 0 65 675 102 335 25 1727 45 54 25 9913

Inwabi & 629 608 176 127 16 3 407 321 316 248 74 4 2 184 19 72 6 498 19 16 16 3764 Umbumbulu Queensburgh & 2105 1851 849 414 43 15 146 2296 469 439 347 13 51 4131 577 2073 253 11204 870 697 633 29477 Chatsworth

Umlazi 3048 2374 820 730 103 21 238 1307 519 775 307 23 12 1223 131 860 61 3312 143 74 88 16167

Isipingo 803 478 206 115 15 2 35 273 107 252 145 10 3 326 37 194 13 841 27 16 17 3913

Amanzimtoti 1023 736 309 141 19 4 38 400 183 283 406 37 3 337 31 182 14 934 33 21 25 5161

Greater Umkomaas 684 588 148 78 6 1 20 280 184 400 1059 510 1 208 66 348 41 610 54 8 7 5301

Greater Inanda 117 65 50 52 6 3 1 28 3 10 4 0 21 243 28 78 12 618 43 107 37 1530 Farmlands

Phoenix 2071 1340 1134 860 146 47 59 636 151 258 167 17 105 3432 328 1017 98 8822 651 442 547 22328

Durban North 789 587 349 322 63 22 20 298 57 102 67 7 31 963 175 367 58 2541 240 164 203 7425

Verulam 563 449 308 265 48 20 18 239 51 88 62 7 31 713 176 311 42 1995 221 181 203 5990 uMhlanga - uMdloti 69 41 51 41 6 1 1 29 4 11 4 0 1 41 9 38 5 115 23 9 15 516

Tongaat 4837 3292 2558 2019 372 111 143 1627 340 702 388 53 271 7318 733 2263 233 18560 1884 1668 1911 51281

La Mercy 144 74 81 66 11 1 1 41 5 17 6 0 3 123 14 51 15 425 167 311 196 1754

Ext-North 136 99 152 76 19 4 4 97 12 23 13 1 104 703 109 348 41 2587 997 1707 1711 8944

Ext-Northwest 347 185 275 188 40 5 5 158 19 55 26 2 10 340 50 163 61 1257 677 731 749 5341

Total 24054 18289 11581 13768 5886 2459 1324 11342 3158 4483 3705 718 852 28141 3470 11749 1307 74916 7614 7532 7775 244125

The main report has a graphic representation of the highlighted cells representing the desire lines larger than 1000 person trips for the am peak hour. In the column and row titles the study area and adjacent coastal area are highlighted in green.

From Table 11 it can be concluded that the Tongaat – DTP Area will be the big attractor of Public Transport Trips in the future:

Appendix 1 – Technical Analyses 25

the reference situation (refer to Figure 29 ). The travel patterns are similar to the scenario Figure 34: Road Volumes AM Peak Hour NUDC Ultimate in Modal Shift and Peak Spreading Scenario without intervention; hence the N2, M4 and M41 -R102 are recognizable as the high volume routes. The N2 and R102 are expected to be over capacity at certain sections.

Figure 35: Road Volumes Phoenix INK AM Peak Hour NUDC Ultimate in Modal Shift and Peak Spreading Scenario

Figure 34 depicts the road volumes if the strategic intervention ‘Peak Spreading and Modal Shift’ is implemented. As a result of a significant higher Public Tran sport usage the total traffic volume on the road network during the peak hour is significantly lower than in

Appendix 1 – Technical Analyses 26

Figure 36: Road Volumes Verulam Cornubia AM Peak Hour NUDC Ultimate in Modal Figure 37: Road Volumes Tongaat - DTP AM Peak Hour NUDC Ultimate in Modal Shift Shift and Peak Spreading Scenario and Peak Spreading Scenario

Appendix 1 – Technical Analyses 27

4 NUDC 2030 4.2 Trip Production and Attraction Due to its mixed land use program, Cornubia is expected to attract and produce private 4.1 Anticipated Development vehicle trips. The area around the airport is likely to attract more traffic in the morning peak hour, because it is an employment area. Figure 38 depicts the proposed land strategy for the NUDC for 2030. All the marked areas are expected to be fully developed by 2030 and were as such included in the traffic and Figure 39: Production and Attraction Private Vehicles NUDC 2030 transportation analyses.

Figure 38: Proposed Land Release Strategy NUDC 2030

In this chapter, the same set up as the previous chapters on the existing and ultimate scenarios has been applied. Production and attraction of person trips is described, followed by desire lines, traffic volumes and strategic interventions.

Appendix 1 – Technical Analyses 28

Figure 40: Production and Attraction Heavy Vehicles NUDC 2030 4.3 Desire Lines

4.3.1 Freight Figure 41: Desire Lines Heavy Vehicles from Tongaat - DTP area NUDC 2030

The development of Dube TradePort and Inyaninga results in the largest increase in heavy vehicle trips in the study area. In the other areas the volumes of trips are expected to stay at the current levels.

Appendix 1 – Technical Analyses 29

Figure 42: Desire Lines Heavy Vehicles to Tongaat - DTP area NUDC 2030 4.3.2 Person Trips per Private Vehicle

Figure 43: Desire Lines Person Trips with Private Vehicles to study area NUDC 2030

The desire lines are depicted at an aggregated level for the LAP areas. Figure 42 and Figure 43 show the desire lines for heavy vehicles from and to the Tongaat DTP area respectively. Most of the heavy vehicles have a origin or destination in Gauteng; west of the municipality.

Appendix 1 – Technical Analyses 30

Figure 44: Desire Lines Person Trips with Private Vehicles to study area NUDC 2030 4.3.3 Person Trips per Public Transport

Figure 45: Desire Lines Person Trips with Public Transport Trips to study area NUDC 2030

Appendix 1 – Technical Analyses 31

Figure 46: Desire Lines Person Trips with Public Transport Trips to study area NUDC 2030 Table 12: Person Trips AM Peak Hour 2009 and 2030 eThekwini North

2009 2030 person trips index person trips index External Traffic PT 7 957 100 22 093 278 coming IN Private 21 394 100 63 711 298 Heavy 219 100 1 012 462 External Traffic PT 20 816 100 22 649 109 going OUT Private 30 066 100 35 397 118 Heavy 218 100 481 220 Internal Traffic PT 21 120 100 16 289 77 Private 30 803 100 50 116 163 Heavy 4 100 676 15 725 Through Traffic PT not available not available Private 811 100 720 89 Heavy 120 100 116 97 Total 133 528 100 213 259 160

From Table 12 the following can be observed:

• The forecasted increase in trips is, as can be expected, less than for the Ultimate scenario. A slightly higher portion of trips will appear in 2030 compared with the Ultimate land use (also refer to Table 2); • For the morning peak hour the forecasted growth of person trips coming into the study area is much higher than person trips leaving the study area than entering the area resulting in a net inflow of persons; • Private vehicle trips outnumber public transport trips; with a larger factor for trips coming into the area in the morning peak hour; • Through traffic related to the study area remains limited; the slight decrease

might be the result of lack of data for the municipal area outside of the northern In Table 12 the trips are shown per type of traffic for 2009 and the Ultimate scenario split area. • between Public Transport trips, Private Vehicle trips and Heavy vehicle trips. Public Transport trips going out of the area increases slightly and is certainly not in line with the increase in residential units.

• Increase of heavy vehicles coming in, going out and driving within the study area is the most significant.

Appendix 1 – Technical Analyses 32

4.4 Assignment to Network Figure 48: Road Based Public Transport AM Peak Hour 2030 Figure 47: Rail Volumes AM Peak Hour 2030

Road based public transport is expected to increase passenger volumes considerably; with the highest demand on the north south corridor linking Gateway to the CBD. Rail volumes are similar to the current situation and little increase in passenger trips are expected without a policy change.

Appendix 1 – Technical Analyses 33

Figure 49: Road Volumes AM Peak Hour 2030 Figure 50: Heavy Vehicle Volumes NUDC 2030

Figure 49 shows the forecasted road volumes for a typical morning peak hour in 2030. The increase in volume is similar to the Ultimate scenario with the exception that the higher volumes are forecasted closer to the locations of the expected developments.

Appendix 1 – Technical Analyses 34

Table 13: Screenline volumes NUDC 2030 Figure 51: Location Screenlines

2009 2030

Private Vehicle Public Transport Private Vehicle Public Transport

NB SB NB SB NB SB NB SB

Tongaat 3 392 2 400 700 600 9 072 5 904 1 100 700

Mdloti 5 168 4 832 400 1 200 15 456 11 632 3 500 2 300

Ohlanga 5 424 7 376 1 400 5 500 20 448 17 616 4 300 4 300

Umgeni 23 760 31 184 8 400 20 200 63 872 24 128 20 800 14 100

Appendix 1 – Technical Analyses 35

4.4.1 Strategic Interventions

Table 14: NUDC 2030 Strategic Interventions Current Network 2030 Land Release Base Year Network No intervention 3% reduction Congestion Peak Spreading Peak Spreading & Congestion Intr Optimized Actual numbers Total PT person trips 64720 64720 133330 64720 93483 55641 Total Priv person trips 131204 127267 63806 101200 76993 114546 Total Heavy veh trips 1827 1827 1827 1827 1827 1827 Km of links: V/C<0.8 4112 4151 4874 4468 4767 4539 Km of links: 0.81 632 589 72 342 109 299 Difference compared to No Intervention (%) Total PT person trips - 0.00 106.01 0.00 44.44 -14.03 Total Priv person trips - -3.00 -51.37 -22.87 -41.32 -12.70 Total Heavy veh trips - 0.00 0.00 0.00 0.00 0.00 Km of links: V/C<0.8 - 0.97 18.55 8.67 15.95 10.40 Km of links: 0.81 - -6.78 -88.56 -45.93 -82.71 -52.73

Table 15: NUDC 2030 Strategic Interventions No Bypass 2030 Land Release Future Network - No bypass No intervention 3% reduction Congestion Peak Spreading Peak Spreading & Congestion Intr Optimized Actual numbers Total PT person trips 64720 64720 102960 64720 72155 55641 Total Priv person trips 131204 127267 83129 106709 94866 114546 Total Heavy veh trips 1827 1827 1827 1827 1827 1827 Km of links: V/C<0.8 4364 4393 4871 4636 4739 4687 Km of links: 0.81 503 469 102 285 171 258 Difference compared to No Intervention (%) Total PT person trips - 0.00 59.09 0.00 11.49 -14.03 Total Priv person trips - -3.00 -36.64 -18.67 -27.70 -12.70 Total Heavy veh trips - 0.00 0.00 0.00 0.00 0.00 Km of links: V/C<0.8 - 0.67 11.62 6.24 8.60 7.41 Km of links: 0.81 - -6.76 -79.68 -43.20 -66.05 -48.67

Appendix 1 – Technical Analyses 36

Table 16: NUDC 2030 Strategic Interventions Western ByPass 2030 Land Release Future Network - Western bypass No intervention 3% reduction Congestion Peak Spreading Peak Spreading & Congestion Intr Optimized Actual numbers Total PT person trips 64720 64720 104927 64720 78075 55641 Total Priv person trips 131204 127267 80937 106913 88997 114546 Total Heavy veh trips 1827 1827 1827 1827 1827 1827 Km of links: V/C<0.8 4386 4443 4909 4691 4828 4722 Km of links: 0.81 486 451 89 264 124 242 Difference compared to No Intervention (%) Total PT person trips - 0.00 62.13 0.00 20.64 -14.03 Total Priv person trips - -3.00 -38.31 -18.51 -32.17 -12.70 Total Heavy veh trips - 0.00 0.00 0.00 0.00 0.00 Km of links: V/C<0.8 - 1.31 11.92 6.96 10.09 7.65 Km of links: 0.81 - -7.15 -81.69 -45.69 -74.43 -50.27

Table 17: NUDC 2030 Strategic Interventions Eastern Bypass 2030 Land Release Future Network - Eastern bypass No intervention 3% reduction Congestion Peak Spreading Peak Spreading & Congestion Intr Optimized Actual numbers Total PT person trips 64720 64720 106797 64720 78456 55641 Total Priv person trips 131204 127267 79509 105675 89466 114546 Total Heavy veh trips 1827 1827 1827 1827 1827 1827 Km of links: V/C<0.8 4372 4420 4920 4693 4814 4701 Km of links: 0.81 497 465 83 267 131 253 Difference compared to No Intervention (%) Total PT person trips - 0.00 65.01 0.00 21.22 -14.03 Total Priv person trips - -3.00 -39.40 -19.46 -31.81 -12.70 Total Heavy veh trips - 0.00 0.00 0.00 0.00 0.00 Km of links: V/C<0.8 - 1.10 12.53 7.35 10.11 7.52 Km of links: 0.81 - -6.34 -83.28 -46.26 -73.57 -49.18

Appendix 1 – Technical Analyses 37

Table 18: NUDC 2030 Strategic Interventions Western ByPass and Eastern Arterial 2030 Land Release Future network - Alternative Western Bypass No intervention 3% reduction Congestion Peak Spreading Peak Spreading & Congestion Intr Optimized Actual numbers Total PT person trips 64720 64720 115946 64720 94783 55641 Total Priv person trips 131204 127267 79958 111549 86974 114546 Total Heavy veh trips 1827 1827 1827 1827 1827 1827 Km of links: V/C<0.8 4415 4465 5033 4723 4982 4792 Km of links: 0.81 505 457 69 266 93 236 Difference compared to No Intervention (%) Total PT person trips - 0.00 79.15 0.00 46.45 -14.03 Total Priv person trips - -3.00 -39.06 -14.98 -33.71 -12.70 Total Heavy veh trips - 0.00 0.00 0.00 0.00 0.00 Km of links: V/C<0.8 - 1.13 14.00 6.98 12.84 8.54 Km of links: 0.81 - -9.50 -86.31 -47.33 -81.58 -53.27

Table 19: NUDC 2030 Strategic Interventions Western ByPass, Eastern Arterial and Link to N3 2030 Land Release Future network - Alternative Western Bypass + Western Link No intervention 3% reduction Congestion Peak Spreading Peak Spreading & Congestion Intr Optimized Actual numbers Total PT person trips 64720 64720 131240 64720 92458 55641 Total Priv person trips 131204 127267 65352 108179 80487 114546 Total Heavy veh trips 1827 1827 1827 1827 1827 1827 Km of links: V/C<0.8 4481 4513 5121 4765 5017 4827 Km of links: 0.81 508 493 69 313 121 264 Difference compared to No Intervention (%) Total PT person trips - 0.00 102.78 0.00 42.86 -14.03 Total Priv person trips - -3.00 -50.19 -17.55 -38.66 -12.70 Total Heavy veh trips - 0.00 0.00 0.00 0.00 0.00 Km of links: V/C<0.8 - 0.70 14.28 6.33 11.96 7.72 Km of links: 0.81 - -2.82 -86.38 -38.39 -76.24 -48.07

Appendix 1 – Technical Analyses 38

In addition , Table 20 depicts the person trip screen line volumes for both scenarios. Figure 52: Rail Passenger Volumes NUDC 2030 in Modal Shift and Peak Spreading scenario Table 20: 2030 Screenline Person Trip Volumes AM Peak Hour

2030 No Intervention 2030 Peak Spreading & Modal Shift

Private Vehicle Public Transport Private Vehicle Public Transport

NB SB NB SB NB SB NB SB

Tongaat 9 072 5 904 1 100 700 1 264 1 616 6 600 6 000

Mdloti 15 456 11 632 3 500 2 300 6 416 7 984 14 000 3 800

Ohlanga 20 448 17 616 4 300 4 300 8 464 10 368 30 100 19 200

Umgeni 63 872 24 128 20 800 14 100 26 928 21 296 54 000 16 000

From Figure 52 and Figure 53 it can be concluded that significantly more passengers will use a road based public transport system over the rail services. The two north-south corridors will transport the forecasted 70 000 passengers during the peak hour. North of Cornubia the volumes are significantly lower due to the relatively lower density of the development in those areas.

Appendix 1 – Technical Analyses 39

Figure 53: Road Based Public Transport Volumes NUDC 2030 in Modal Split and Peak Figure 54: Road Based Public Transport Volumes NUDC 2030 Phoenix INK in Modal Shift Spreading Scenario and Peak Spreading Scenario

Appendix 1 – Technical Analyses 40

Figure 55: Bus Vehicle Volumes NUDC 2030 Verulam Cornubia in Modal Split and Peak Figure 56: Bus Vehicle Volumes NUDC 2030 Tongaat-DTP in Modal Split and Peak Spreading Scenario Spreading Scenario

Appendix 1 – Technical Analyses 41

Figure 57: Vehicle Volumes NUDC 2030 in Modal Shift and Peak Spreading Scenario Figure 58: Vehicle Volumes NUDC 2030 Phoenix INK in Modal Shift and Peak Spreading Scenario

Appendix 1 – Technical Analyses 42

Figure 59: NUDC 2030 Vehicle Volumes Verulam Cornubia in Modal Shift and Peak Figure 60: NUDC 2030 Vehicle Volumes Tongaat -DTP in Modal Shift and Peak Spreading Spreading Scenario Scenario

Appendix 1 – Technical Analyses 43

5 INPUT IN EMME/2 TRANSPORT MODEL

BASE 2007 2030 SCENARIO ULTIMATE NORTH

2030 07 07 07 2030 2030 FUT FUT NEW NEW NEW ULTIMATE FUT NEW NEW POP POP EMP TZ PROPOSED POP EMPL UNIT IN POP IN JOBS IN PROPOSED FUT POP EMPL UNIT IN IN NEW JOB LAP TOTAL TOTAL UNITS UNITS TOTAL TOTAL 2030 2030 2030 UNITS TOTAL TOTAL ULTIMATE ULTIMATE ULTIMATE Phoenix/INK 910 029 70 695 216 810 235 147 987 618 117 450 18 337 77 589 46 755 327 004 1 373 413 159 534 110 194 463 384 88 839 Verulam/Cornubia 75 838 23 279 21 504 61 241 221 728 39 956 39 737 145 890 16 677 118 346 428 410 68 117 96 842 352 572 44 838 Tongaat/DTP 63 519 23 175 17 622 38 223 136 833 69 265 20 601 73 314 46 090 70 011 250 639 164 514 52 389 187 120 141 339 NUDC 1 049 386 117 149 255 936 334 611 1 346 179 226 671 78 675 296 793 109 522 515 361 2 052 462 392 165 259 425 1 003 076 275 016 Northern Suburbs/Umhlanga 65 381 78 914 22 465 30 240 88 000 47 932 7 775 22 619 -30 982 55 811 162 410 53 062 33 346 97 029 -25 852 Ohlanga/Tongaati 16 706 1 646 5 655 5 737 16 698 4 997 82 -8 3 351 27 106 78 883 12 147 21 451 62 177 10 501 Rural Corridor 59 229 4 741 13 227 12 332 54 381 3 379 -895 -4 848 -1 362 26 970 118 902 6 886 13 743 59 673 2 145 NSDP 1 190 702 202 450 297 283 382 920 1 505 258 282 979 85 637 314 556 80 529 625 248 2 412 657 464 260 327 965 1 221 955 261 810 Ballito & Environs 12 601 6 691 4 011 19 494 59 555 16 579 15 483 46 954 9 888 51 133 167 100 36 378 47 122 154 499 29 687 NORTH MODEL 1 203 303 209 141 301 294 402 414 1 564 813 299 558 101 120 361 510 90 417 676 381 2 579 757 500 638 375 087 1 376 454 291 497

Appendix 1 – Technical Analyses 44

6 ANALYSES MESO -SCOPIC TRANSPORT MODEL 6.2 Results Scenario 1 and 2 In this paragraph the results of the analyses of the scenarios 1 and 2 are described. Both 6.1 Introduction scenarios do not include dedicated infrastructure for public transport. In Table 22 the identified locations and the proposed changes are listed and briefly described. The The third step of the modelling process is the application of the meso scopic model with following paragraphs include a more detailed description of the proposed adjustments; the software package AIMSUN. During this step the final road solution will be optimized the column ‘section’ of Table 22 refers to the location and the particular paragraph in further and improvements needed to make this proposed network optimally identified. which the analysis is illustrated.

Applying the mesoscopic model in AIMSUN made it possible to not only identify Table 22: Summary Scenario 1 bottlenecks more accurately compared to the macroscopic model, but it was also possible Section Location Changes to determine the type of upgrade that needs to be done. Especially in AIMSUN where the 0 N2 – Queen Nandi Road interchange Lanes, Signal timing changes same network is used for both the macroscopic and mesoscopic model and the route 6.2.2 N2 – Cornick Ndlovu Highway interchange Lanes, ramps, signal timings choice as applied in the macroscopic model can be transferred to the mesoscopic model to keep consistency between the two models. 6.2.3 N2 – uMhlanga interchange Lanes, ramps, signal timings 6.2.4 N2 (from uMhlanga to KSIA) Increase in lanes In the analyses for 2030 four scenarios have been included. Table 21 sets out the 6.2.5 M41 – Phoenix Highway intersection Lanes, ramps, signal timings components of the scenarios. 6.2.6 M41 – Flanders Drive interchange New Left turning ramp 6.2.7 Road network within Cornubia Development New lane configurations and Table 21: Scenarios analysed with mesoscopic model Signalization Strategic Intervention (refer to 3.4) Public Transport Infrastructure 6.2.8 N2 (from KwaMashu to uMhlanga) Increase in lanes 1 No intervention No dedicated infrastructure 6.2.9 Road network Gateway Shopping Centre Additional lane on the off-ramp into 2 Modal Shift and Peak Spreading Scenario No dedicated infrastructure shopping centre 3 No intervention Dedicated infrastructure in the form of bus 6.2.10 Central Mobility Corridor New lane configurations and signalization lanes and priority at intersections 6.2.11 M65 - Airport Access Signalized intersection and bus lanes 4 Modal Shift and Peak Spreading Scenario Dedicated infrastructure in the form of bus 6.2.12 East West link Cornubia - Gateway Signalized intersection lanes and priority at intersections 6.2.13 N2 – Sibaya interchange Signalized intersection; change in lanes 6.2.14 N2 – King Shaka Intl Airport interchange Additional lanes 6.2.15 M25 – R102 – MR577 interchange Additional Off ramp 6.2.16 North Coast road to the west of KwaMashu Additional lanes

6.2.17 North Coast Road, Northway Road Coordination of intersection signal timing 6.2.18 M4: Umgeni – Umhlanga Rocks Additional lanes

Appendix 1 – Technical Analyses 46

6.2.1 N2 – Queen Nandi Road interchange

BEFORE

Scenario 1 Scenario 2 Location Change No intervention With intervention

additional right sharing lane on required 1 Newlands East Drive approach leg

changes in signal timings at both required required 2 intersection in the image

AFTER

1 2

Appendix 1 – Technical Analyses 47

6.2.2 N2 – Cornick Ndlovu Highway interchange

BEFORE

Scenario 1 Scenario 2 Location Change No intervention With intervention

1 Right turn changed to a left turning loop; required

More lanes on N2; extended merging required length for left ramp from KwaMashu to 2 N2; more lanes in westbound direction of KwaMashu)

Ramp from N2 to KwaM ashu east is two required required 3 lanes

More lanes on KwaM ashu east after the required required 4 merging of the ramp

Signal timing changes at both on and off required required AFTER ramps to accommodate future traffic. 5 Traffic on off ramp from N2 south is still congested.

2 3 3 right turning lanes and 2 left turning required required 6 5 lanes

1 5 4

Appendix 1 – Technical Analyses 48

6.2.3 N2 – uMhlanga interchange

BEFORE

Scenario 1 Scenario 2 Location Change No intervention With intervention

More left turning lanes on the off ramp required 1 from N2 towards M41

Change in signal timings on both on and required required 2 off ramps to the N2

Right turn from Gateway into N2 is required required 3 changed to a left turning loop.

Off ramp from M41 into N2 south is required required 4 changed to a double lane to avoid

merging problems. AFTER

1 3

3 4

Appendix 1 – Technical Analyses 49

6.2.4 N2 (from uMhlanga to KSIA)

BEFORE

Scenario 1 Scenario 2 Location Change No intervention With intervention

recommended to 3 lanes on N2 from uMhlanga provide reliable 1 interchange right up to the KSIA required travel time to the interchange airport

AFTER

Appendix 1 – Technical Analyses 50

6.2.5 M41 – Phoenix Highway intersection

BEFORE:

Scenario 1 Scenario 2 Location Change No intervention With intervention

Addition of lanes at the intersection of required 1 Phoenix and R109

Addition of a left turning loop from M41 required required 2 to give access to ‘Central Mobility Corridor ’ and Cornubia development

Off ramp from M41 south into Phoenix is required required 3 discontinued

New ramps added to M41 to give direct required required 4 access to R102

Changes in signal timings at intersection required required 5 AFTER: of Phoenix and R102

The diagrams below show the required detailed lane configuration at intersections along 4 Phoenix Highway / Central Mobility Corridor. Refer to the diagrams on the previous page and the labeled intersections. Central Mobility Corridor 3C

1 2 5 3B

3A 3

Cornubia Development

Appendix 1 – Technical Analyses 51

Intersection 3A Intersection 3C

Intersection 3B

Phoenix Extension

Appendix 1 – Technical Analyses 52

6.2.6 M41 – Flanders Drive interchange

BEFORE

Scenario 1 Scenario 2 Location Change No intervention With intervention

1 New left turning ramp to provide access required required to Cornubia development

2 All internal roads are signalized required required

AFTER

Appendix 1 – Technical Analyses 53

6.2.7 Road Network within Cornubia Development

BEFORE

AFTER

Scenario 1 Scenario 2 Location Change No intervention With intervention

1 New internal roads as per the development required required plan are introduced into the model to distribute the internal traffic.

2 Most of the internal roads need at least 2 required required lanes, and turning bays at the intersections.

3 All intersections need to be signalized to required required improve the capacities

Appendix 1 – Technical Analyses 54

6.2.8 N2 (from KwaMashu to uMhlanga)

BEFORE

Scenario 1 Scenario 2 Location Change No intervention With intervention

The number of lanes on N2 from KwaMashu to Gateway interchange is 1 required changed from 4 lanes to 5 lanes in the north direction.

The off ramp from N2 southbound to 2 KwaMashu is changed from 1 lanes to 2 required required lanes

AFTER

Appendix 1 – Technical Analyses 55

6.2.9 Road network Gateway Shopping Centre

BEFORE

Scenario 1 Scenario 2 Location Change No intervention With intervention

Additional lane on the off ramp towards 1 required Gateway Shopping Center.

AFTER

Appendix 1 – Technical Analyses 56

6.2.10 Central Mobility Corridor Intersection 1:

4 3

1 Intersection 2:

Scenario 1 Scenario 2 Location Change No With intervention intervention

Intersections All intersections along Phoenix Extension are required required signalized. All intersections along this road if ( ) synchronized can give better results, however this synchronization may affect the lane configuration slightly.

The link and the intersection on R102 need to be required required improved.

Appendix 1 – Technical Analyses 57

Intersection 3: Intersection 5:

Intersection 4: Intersection 6:

Appendix 1 – Technical Analyses 58

6.2.11 M65 - Airport Access 6.2.12 East West link Cornubia - Gateway

East-West Road 1

Scenario 1 Scenario 2 Scenario 1 Scenario 2 Location Change Location Change No With No intervention With intervention intervention intervention

1. Signalized intersection to Airport Entrance and 1. Signalized intersection required required dedicated bus lanes going further north from the required required airport.

Appendix 1 – Technical Analyses 59

6.2.13 N2 – Sibaya interchange Location Change Scenario 1 Scenario 2

No intervention With intervention

2 1. Two lanes on the off ramp from N2 required 1

2. Two lanes on the road leading to west into required required Central Mobility Corridor

Appendix 1 – Technical Analyses 60

6.2.14 N2 – King Shaka Intl Airport interchange

1 2

Scenario 1 Scenario 2 Location Change No intervention With intervention

1. Two lanes for the on ramp from KSIA to N2 required

recommended to Three lanes on N2 from KSIA interchange provide reliable 2. required to uMhlanga interchange. travel time from airport

Appendix 1 – Technical Analyses 61

6.2.15 M25 – R102 – MR577 interchange

Location Change Scenario 1 Scenario 2

No intervention With intervention

Two lanes on the northbound ramp from 1. required required MR577 road into KwaMashu

Left turning loop from MR577 to M25 2. required required southbound

1 2

Appendix 1 – Technical Analyses 62

6.2.16 MR577 including Umgeni River Bridge 6.2.17 North Coast Road – Northway

Both streets are under severe pressure due to their combined function as The entire stretch needs a relook at system level. This stretch if feeding traffic to KwaMashu which is already loaded with traffic from the North Coast –Umgeni road. For both these roads (as shown in the figure), no additional lanes can be proposed as these roads pass through extensively built up area on either side of the and therefore no local remedies will bring any relief.

Location Change Scenario 1 Scenario 2

No intervention With intervention

1. 3 lanes in each direction required 2 lanes in each direction is sufficient

Appendix 1 – Technical Analyses 63

6.2.18 M4: Umgeni – Umhlanga Rocks 6.3 Results Scenario 3 and 4 As per Table 21, this analyses is focused on assessing the impact on the network of introducing dedicated bus lanes on the trunk routes of the Public Transport.

For study purposes the following assumptions and criteria were applied in the simulations:

1. All single lane roads with proposed bus lane will be widened to two lanes (1 mix + 1 bus)

2. All major arterial roads with two lanes per direction will be widened to have additional lane for buses.

3. All roads with three or more lanes per direction will not be widened; one lane of the existing lanes will be dedicated to buses and it is mandatory for the buses to use these dedicated lanes

4. Bus routes plying on a road with dedicated bus lane s MUST use the bus lane.

5. All routes have bus lanes on the left hand side of the road (refer to Figure 62), except the route between Gateway and Verulam. This route was assessed with central bus lanes as this route has frequent on off ramps (refer to Figure 63).

6. At intersections, a additional phase for the bus was included in the timing plan. Scenario 2 Scenario 1 Depending on the lay out and conflicting movements, this bus phase may be Location Change With combined with the phases of other traffic. No intervention intervention

required required M4 runs at capacity and an additional lane M4 in each direction will ease the flow

Appendix 1 – Technical Analyses 64

Figure 61: Dedicated Buslanes in Northern eThekwini Area Figure 62: Principle Layout intersection with bus lanes in median

RB 12

RB 13

RB 09

RB 03

RB 10 Figure 63: Principle Layout intersection with bus lanes on the left side of the road

RB 1

RB 0 RB 02

Appendix 1 – Technical Analyses 65

6.3.1 Analyses per bus route c. At Airport entrance, all connecting bus routes enter Airport premises (lot of right turns movements) to pick-up and drop-off passengers. This Line RB 12 Inanda Rural to Tongaat CBD entrance may need more than one bus lane and proper coordination with other traffic. 1. Length 13.42 km Line RB 1: Bridge City- Cornubia 2. Proposed route: On an existing single lane road. 1. Length 27 km 3. Bus lane: Additional lane added for bus only. 2. Proposed route: On an existing single lane road, until it gets onto Phoenix Line RB 13: Tongaat CBD - M4 Highway.

1. Length 6 km 3. Bus lane:

2. Proposed route: On an existing single lane road. a. Additional lane added for bus only up to phoenix road.

3. Bus lane: Additional lane added for bus only. b. Along Phoenix Highway to Cornubia, 1 lane from existing lanes will operate as a dedicated bus lane and is restricted for other traffic. Line RB 0: MR 577 from Umgeni River to Bridge City

1. Length 8.62 km

2. Proposed route: On an existing single lane road.

3. Bus lane: Additional lane added for bus only. 1

Line RB 03: KSIA from M4 via N2 to R102 3 1. Length 11.34 km 2 1 2. Proposed route: On an existing single lane road, and along the airport link 1

3. Bus lane:

a. Additional lane added for bus only on single lane road stretches other than airport link.

b. On M65 (Dube Boulevard), which currently has 2 lanes per direction an additional bus lane per direction is proposed.

Appendix 1 – Technical Analyses 66

Item Change Scenario 3 Scenario 4 Line RB 10: Verulam - Gateway

No intervention With 1. Length 11.36 km intervention 2. Proposed route: Completely new road up to R102, R102 to be upgraded to 2 lane 1 Signalized merging for mix traffic from ramps required per direction. and slip lanes along Phoenix Hwy

2 The stretch along Phoenix Hwy is a busy required Two lane in each 3. Bus lane: Based on the assumptions and criteria followed (2 lane arterials to get stretch; restricting a lane will increase direction and additional bus lane), an additional bus lane is provided for the whole route. congestion. Additional bus lane will be additional bus required. lane is sufficient Line RB 02 Verulam – Gateway – Umgeni River 3 No lanes can be deducted from the proposed required required 1. Length 47 km configuration. Additional lane should be provided. Heavy left turning movement from 2. Proposed route: M4 – uMhlanga Rocks Drive - Northway Bridge Cornubia conflicts with bus lane. East of 3 Additional lanes should be provided required required 3. Bus lane:

a. M4 beyond Gateway is currently single lane road and hence additional bus lane would be required. Line RB 09: Tongaat- KSIA - Gateway b. All roundabouts near Gateway (from M4 to uMhlanga Rocks Drive) 1. Length 22 km should be changed to signalized intersections. 2. Proposed route: Completely new road. c. uMhlanga Rocks Drive is currently single lane, hence additional bus 3. Bus lane: lanes would be required. d. From Blackburn road (end of uMhlanga Rocks Drive) to Northway bridge a. Section between Gateway and KSIA: two lanes for mixed traffic and one is a very critical link which needs revision at system level. It currently is a bus lane (15km), two lane road, and restricting a lane for bus (in no intervention scenario) b. Section through the Airport and Dube Tradeport to Ushukela Highway: is not recommended. For peak spread scenario, restricting a lane for bus proposed as a dedicated bus only section of 5 km, only has shown no problem.

c. Section from Ushukela Highway to Tongaat CBD:

Add an additional lane for the bus (3km).

Appendix 1 – Technical Analyses 67

Annexure 2: Assessment of Logistics Platform Final

30 July 2010 Version 1.0 T01-DUR.000009

CONTENTS LIST OF FIGURES

1 INTRODUCTION ...... 1 Figure 1: Air Cargo Industry players ...... 10 2 AIRPORTS AND AIR TRANSPORT ...... 1 Figure 2: Logistics Service Providers in the Air Transport Chain ...... 11 2.1 Conventional Air Cargo ...... 4 Figure 3: Resource management challenges and initiatives in the ATS ...... 12 2.2 Express Air Cargo ...... 4 2.3 King Shaka International Airport ...... 5 2.4 The Sectoral Composition of Air-Freighted Goods and the Potential Demand for LIST OF TABLES the DTP Logistics Support from Some Sectors ...... 6 2.5 Dube Trade Port ...... 7 Table 1: Top 16 cities in APMEA in International Air Cargo Tonnage in 2008 ...... 3 2.6 Multimodal Facility ...... 7 Table 2: Types of Business Activity, Ranked by the Degree of Attraction to the Vicinity of 2.7 Air Rail Intermodality ...... 9 Airports ...... 14 2.8 Logistics Activities ...... 9 Table 3: Relationship of Air Freight to GDP and GDP per capita by World Region, 1980- 2.9 Geographic Location of Businesses Relative to Airports ...... 12 2000 ...... 16 2.10 Economic Market Orientation of Attracted Businesses ...... 14

2.11 Critical Factors that Affect Business Attraction and Land Development ...... 14 2.12 Lesson Learnt from International Examples ...... 15 2.13 Transport Economic Theory ...... 15 2.14 International Examples ...... 16 2.15 Schiphol Airport and the Amsterdam Airport Area...... 17 2.16 Texas Airfreight ...... 19 3 CONCLUSIONS ...... 19 4 BIBLIOGRAPHY ...... 22

Assessment of Logistics Platform v1 i

1 INTRODUCTION players in the intermodal /multimodal transport network. The Dube Trade Port will be equipped with a Cyberport which will provide IP connectivity internally to the Trade Zone The development of the new King Shaka International Airport and Dube Trade Port at La and supply an IT platform across the entire export value chain. It will also integrate key Mercy has opened up numerous possibilities for the local and national economy. It has stakeholders external to the trade transaction itself (Transport and Logistics Corridor also identified key areas to focus on in order to increase the chances of success. Core to Development). the project is setting up efficient logistics services that facilitate the efficient movement of airfreight to and from King Shaka International Airport. The logistical activities in this part 2 AIRPORTS AND AIR TRANSPORT of the city will be influenced by activity in the entire metropolitan area and maybe the entire country. Therefore, it is important to ensure that the logistical services required by The demand for air passenger transport has risen over the last two decades. The reasons customers are available and that the support networks of land based transport have the for this include, firstly, the fact that people choose air transport as a mode of transport as necessary infrastructure required to provide seamless access to and from the airport. their incomes increase. Secondly, an increase in the amount of time spent on leisure. Thirdly, the continued growth in tourist travel and visits to family and friends and finally, Experience gained from leading international examples shows that the development of a the need for business travel in the modern work environment (Button, 2005). successful global multimodal hub strategy requires the development of a single area that incorporates an integrated airport and port zone, for example Schiphol airport and the The movement of air cargo has also grown substantially throughout the world. This Port of Rotterdam in the Netherlands. In addition, the port and airport must be supported phenomenon is mainly due to just-in-time production, both in terms of restricting the by excellent connections to neighbouring regional markets and the development of road inventories of inputs and spare components, the increasingly shorter lifespan of consumer and port infrastructures should be focused on providing excellent connectivity to the goods and the easing of institutional constraints on trade. In addition, often parts of the regional hubs. The seaport and airport should be linked to a free trade zone and should be goods are produced on different continents and are subsequently shipped to one located close to the relevant consumption and production markets. location. Airfreight is mainly used to transport low-volume, high-valued goods as well as goods that have a short shelf life. The main examples of goods transported as airfreight The location of the Dube Trade Port has the potential to benefit from the major freight are perishable products like flowers, fruit and vegetables, the latest fashions, newspapers corridor between Gauteng and the Ports of Durban and Richards Bay. There is also an and electronics. In addition, airfreight transport is used when the delivery of goods needs opportunity to capitalise on the expanding tourism and business demand in the region as to be expedited. For example, for transporting medicines and organs, for the priority well as the underserved industrial property demand in the North Durban area. delivery of various components, including machine or computer parts, and for transporting emergency relief goods to disaster areas across the globe (Schiphol Group, In terms of land based transport to and from the airport international examples identify 2008). road transport as the main form of transport used by both passengers and freight. Rail transport is utilised successfully for the transport of passengers. However, it is scarcely The overwhelming majority of passenger trips or freight movements involving air travel used for the transport of freight, because of the different characteristics of the two also involve the use of a variety of other transportation modes. This is a result of the fact modes, i.e. air freight predominantly transports high-valued, low-volume goods, while rail that both passengers and freight need to be able to access the airport before the air freight transport benefits from high-volume, low-valued cargo. transportation component of a movement can commence, as well as be able to travel to the final destination after the air leg has been completed. Thus, classifying all airports An additional factor of multimodal points of interchange identified by international across the globe as a form of multimodal interchange nodes. However, it is more examples is to ensure that intermodal and multimodal operations are competitive by complicated than simply classifying airports as points of multimodal interchange (Button, making sure that there is a seamless flow of data and information between different role 2005). In some cases, for example, the movement to/from the airport is essentially one of

Assessment of Logistics Platform v1 1

access and egress from the air transportation network, i.e. air travel is the primary mode Air cargo airlines are influenced by a number of criteria that are specifically developed to of transport. In other cases, however, there may be more than one primary mode. For meet their unique financial and operational objectives. Before starting services on a example, local transportation to an airport, a flight, an intercity rail journey and local particular route they must ensure that the size of the local market area is sufficient to transportation to the destination (Button, 2005). Under these conditions, the initial generate enough shipments to warrant their services and result in profits. airport links local and trunk-haul movements, whilst the second airport links two trunk- haul movements. This situation applies to freight as well as passenger movements An attractive market for air cargo services is typically one that locates its points of (Muller, 1999). production and consumption in close vicinity (within a 100 to 200 miles or 160 to 320 km radius) of commodities that are transported by air. Hesse and Rodrigue (2004) suggest It is important to remember that airports should not only be seen as air transportation that logistics activities are located in and around the nodes of airports and seaports, but infrastructure but rather as one multimodal link in the international transportation are also situated at inland centres in the suburbs and in hinterland corridors beyond the network. Due to the fact that airports are nodes for the multimodal interchange of goods edge of a metropolitan area (O’Connor, 2009). They suggest that most movements to and they impose financial, environmental, safety and security challenges which differ from from New York involve road transport of a few hundred kilometers. Research by Rodrigue those of a single-mode node. A key factor in the success of the airport is to develop and Notteboom (2008) confirms this theory and identifies an extended gateway of 100 km policies and structures that ensure the benefits of interchange to travellers and freight – 150 km around the Port of Antwerp and links extending over 100 km around the Port of shippers outweigh the costs of interchange activities. Rotterdam.

Airports in the transport chain are multimodal interchange nodes between: By locating the airports close to the points of production and consumption, it makes it (a) Airlines and airports; easier for the cargo to be transport over land by road transport, as a distance of between 160 and 320 kilometres can easily be serviced by truck in one day. Another important (b) Passengers, airlines and airports; characteristic that air carriers consider when choosing an airport is its physical proximity (c) Passenger ground transport, airlines and airports including private cars, taxis, car to the local and regional population and the support network that is available for the hire, bus and train; and further movement of cargo. Airports with a history of congestion are less attractive than those with the seamless collection, transfer and distribution of cargo. (d) Freight, airlines and airports. (Source: Barrett, 2005) Air cargo carriers rely on freight forwarders to accumulate goods for shipments, while freight forwarders rely on air carriers to provide the air transport. Freight forwarders play A feature of modern global logistics is the principle of Just-In-Time (JIT). Supply chains that an important role in the airfreight industry and are responsible for generating almost 70 operate under the principle of JIT are affected by delays. Any significant delays in percent of the world’s air cargo shipments (Thompson, Bomba, Walton and Botticello, shipments results in a shutdown of production because inventory stockpiles are not 2006). They must have a large enough network with businesses to be able to gather cargo available. Many industries, such as automotive, electronic, and textiles industries, are to to fill a large number of airfreight containers. In addition, freight forwarders must be able using air transport to maintain their JIT inventories to support the time-sensitive nature to cover their costs and make a profit without pricing themselves out of the market. and high value of the cargo. The demands of JIT inventory transport require better Consequently, freight forwarders usually benefit from locating in large metropolitan cities efficiency among airfreight forwarders and air carriers (Thompson, Bomba, Walton and near international gateway airports where there is a wide variety of destinations, flight Botticello, 2006). frequencies, prices, and aircraft types available from which to choose. Due to the fact that freight forwarders play such an important role for air cargo carriers, the presence of

Assessment of Logistics Platform v1 2

freight forwarders in or near an airport’s market is core to attracting air carriers to an Table 1: Top 16 cities in APMEA in International Air Cargo Tonnage in 2008 airport (Thompson, Bomba, Walton and Botticello, 2006). Rank Tons Hong Kong 1 3.6 million The economic impacts of airports on the economy where their location is similar, in Seoul 2 2.4 million general terms, to other transport nodes although each case has its own particular Tokyo 3 2.1 million features depending on such things as its scale, the productive capacity of the local region, and the role of the mode in the larger transport network. Generally, investing or Shanghai 4 1.9 million expanding in an airport at any location may have the following effects (Button, 2006): Singapore 4 1.9 million Dubai 5 1.7 million • “Primary effects: these are the benefits to a region in the construction of an airport – the design of the facility, the building of the runways, the construction Taipei 6 1.5 million of the terminals and hangars, and the installation of air traffic navigation Bangkok 7 1.1 million systems.” Osaka 8 753 106 • “Secondary effects: these are the local economic benefits of running and Kuala Lumpur 9 592 204 operating the airport – employment in maintaining the facility, in handling the aircraft and passengers, in transporting people and cargo to and from the Beijing 10 580 824 terminal. These secondary effects can be extremely important to some local Sydney 11 514 452 economies in terms of employment, income, and for local government, taxation Mumbai 12 389 152 revenue.” Tel Aviv 13 323 352 • “Tertiary effects: these stem from the stimulus to a local economy resulting from firms and individuals having air transport services at their disposal.” Delhi 14 304 725 Johannesburg 15 290 817 • “Perpetuity effects: these reflect the fact that economic growth, once started in a region, becomes self-sustaining and may accelerate”. Source: International Civil Aviation Organisation

In terms of air cargo, the top 16 cities within the Asia/Pacific, Middle East and Africa Johannesburg is the leading city in South Africa in terms of air cargo handled. It is closely Region (APMEA) for 2008 are shown in Table 1. Hong Kong ranks first, followed by Seoul, linked to London, Dubai and Windhoek. There has been an increase in the amount of air and then Tokyo. Shanghai in china and Singapore, are both ranked number 4, while Dubai cargo traffic between Asia and Africa due to the Chinese investment in African ranks number 5. The two biggest cities in India, namely, Mumbai and Delhi, rank as infrastructure. Furthermore, an increase in global demand for Africa’s oil/gas resources, number 12 and 14 respectively, while Johannesburg ranks as number 15 (MasterCard minerals and other commodities has resulted in Africa having more money available to Worldwide Insights, 2009). spend on imported goods from China and other Asian countries (Hastings, 2009).

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The main types of goods being exported from Asia to Africa include mobile phones, The above mentioned facilities need to have air side access, in a close vicinity, directly to electronics, auto parts and sporting goods. Chinese investments in parts of Africa have the cargo apron where the planes are loaded. It is also important that there is land side also resulted in project type cargo such as telecoms equipment (Hastings, 2009). access to the cargo facilities to ensure a smooth cargo operation at the airport. This is the reason why cargo areas at major airports are separated from passenger terminals. They 2.1 Conventional Air Cargo have completely different operational patterns and transport vehicles involved and are therefore separated to increase the flow of both goods and passengers (Horst, 2006). According to Horst (2006) conventional air cargo transportation is provided by the cooperation between a forwarder and a carrier and the forwarder acts as a vendor of the Conventional air cargo normally follows the approach which returns the highest yields for air cargo capacities. In addition, the forwarder is also responsible for the planning, control the forwarders, because they are the controllers of the transport. However, airlines also and monitoring of the entire supply chain and therefore plays an important role in strive to maximize their overall profit levels and therefore they must try to achieve ensuring that the supply chain is efficient. This includes the sharing of information with maximum capacity utilisation. other actors in the supply chain. 2.2 Express Air Cargo The freight forwarder is responsible for organising the entire door-to-door movement of goods. This includes the air transport leg as well as the road transport leg (or other form In order to overcome all the bottlenecks that were experienced by conventional air of transport) to and from the airport. Freight forwarders choose the airline based on the transport in the 1970s, with the large amount of parties involved, integrators were needs of the consignee as well as which airline would result in a profit for themselves. established to handle all aspects of the market. The objective behind the integration of all Consequently, airlines are dependent on freight forwarders for the commercialisation of transport chain processes is to provide the integrator company with the ability to control their capacity. the entire door-to-door service, which in turn enables the company to optimise the chain and its interfaces. This system covers all modes of transport and can adapt to customer To strengthen their position and reduce their risk, airlines tend to integrate with other demands with minimal effort (Albers, 2000). vertical services in the air transport chain to reduce the strength of the forwarder. This is usually achieved by direct marketing activities and the creation of diverse cargo products The main characteristic of integrator operations, which distinguishes it from a that are aimed at different customer groups. The airline strives to meet customer needs conventional carrier-forwarder-system, regardless of the mode of transport used, is the by either improving service quality by guaranteeing the transit time of the consignments handling of a limited range of standardised products. These small consignments, which or by providing specialized services required to handle the goods (Horst, 2006). mainly consist of parcels, small items and documents, are handled in distribution structures that are specifically designed and developed to handle the products. In order to Due to the product characteristics of the goods transported by air, the airline must be achieve efficient operations, integrator companies require a homogeneous freight volume able to meet a complex set of requirements to handle the cargo properly and provide to realise maximum utilisation of the systems, which results in lower levels of flexibility value-adding services. This includes having the necessary facilities required by than the carriers in the conventional air cargo sector. However, conventional air cargo conventional air cargo, for example warehouses. Depending on the nature of the goods, carriers achieve higher levels of flexibility as a trade off for longer lead times. special warehouses may be required on the landside for the consolidation of the departing consignments into standardized units for transport and the breaking down of Integrator companies usually concentrate on air cargo services and avoid passenger the arriving ones. This involves space for sorting and storage of goods and the transport services. This characteristic enables them to separate their network from other sophisticated security equipment required for air cargo processing. air networks and allows them to develop new hub structures, irrespective of passenger

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demand. Thus integrator companies can focus on core services that ensure time In order to ensure that the entire transport network operates as efficiently as possible, sensitivity and business critical operations for their customers (Horst, 2006). express air cargo service providers tend to centralise their business and consolidate operations where possible. The normal operations of an integrator company includes collection and sorting of goods for distribution during the day and pre-clearance and the main air transport leg at night. According to Vahrenkamp (2003), this schedule of activities allows the integrator to meet 2.3 King Shaka International Airport the requirements of its customer in terms of collection and delivery time restrictions. This Currently, the majority of airfreight in KwaZulu-Natal is moved through Durban is only possible due to the flexibility of scheduling its own, dedicated flights. An obvious International Airport (DIA), which is situated approximately 15 km to the south of the city advantage for integrator companies is the strong market position they enjoy in terms of centre, in the Southern Industrial Basin. DIA is the smallest of South Africa’s three external effects, which normally slow down logistics processes, i.e. during customs international airports and it handles the least amount of freight. According to KwaZulu- clearance. Integrators usually benefit from agreements with customs authorities that Natal’s Department of Transport, DIA handles approximately 6375 tons of freight ensure the smooth clearance of goods. This can be achieved due to the integrators’ annually, most of which is made up of goods associated with passenger movements. standardised processes, IT support and pre-clearance agreements (Horst, 2006). There are three main reasons for the low freight volumes that move through DIA. Firstly, Due to the nature of the industry, integrators have different requirements for airport the runway at DIA is only 2 439 m long, which is too short for a fully laden large aircraft to facilities and services than the handling agents of conventional air cargo. The take off from. To accommodate a fully laden freight aircraft, i.e. a Boeing 747 or Airbus standardisation of the goods in size, weight and handling processes allows automated 380, on take off and landing, a runway with the length of 4.2 km and 2.9 km respectively sorting facilities to be used. The speed of the handling process is core to efficient is needed (KwaZulu-Natal’s Department of Transport). Secondly, there are currently integrator operations, because express products are extremely time sensitive. In addition insufficient air cargo volumes from Durban to justify a dedicated freighter service to DIA. to the spatial requirements, direct apron access is needed on the airside and adequate Finally, in addition to the runway constraint, international airlines prefer to use O.R. loading bays for trucks are necessary on the land side. Since some of the express air cargo Tambo as a single point of entry to South Africa. Therefore, a considerable amount of operations, especially imports, are take place at night, other services, such as customs airfreight that originates in KwaZulu-Natal is transported to O.R. Tambo via road transport clearance need to be located at the destination. and is subsequently flown overseas.

Hübl et al (2001) identified the following requirements for an airport with an integrator The construction of the King Shaka International airport (KSIA) at La mercy will help site: overcome the runway limitations at DIA, as the runway will be 3 700 m in length with the possibility of extending it to 4000 m. However, the other two problems will be more • 24/7 operation time difficult to surmount. KSIA will need to attract its own cargo by focusing on the markets • night-flight permission which will benefit from shifting their air transport from Johannesburg to Durban. KSIA will • apron access also need to generate sufficient demand to warrant airlines calling at the airport. • good road traffic connection Markets that have been identified as possible users of the new airfreight facilities are the • space for further expansions clothing sector, cut flowers, fruit and vegetables for export and the automotive industry.

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2.4 The Sectoral Composition of Air-Freighted Goods and the trend towards a growing demand for the expansion of air freight capacity other than for Potential Demand for the DTP Logistics Support from Some specific niche uses and ‘emergency’ cargo. Air freight is currently mainly used for the transport of leather seats, alarms and immobilisers. In addition, the expansion of exports Sectors is based on the performance of automotive component firms and the strategy pursued by Air freight is limited to a small set of sectors. Currently, the main sectors that make use of the international companies (Velia and Valodia, 2003). air transport from KwaZulu-Natal are the textile and clothing industries, metal products Clothing is a relatively large sector in terms of the volumes traded and the frequency at and machinery, textiles and made-up, chemical, plastic and rubber goods and the arts and which exports occur in any given year. Although clothing exports are generally classified craft goods for entertainment and promotional purposes. as time-sensitive products, it is the high-fashion sector of the industry that is particularly The potential demand for an increase in air cargo services from the new King Shaka time-sensitive. In terms of the DTP there are two main factors to consider. Firstly, there is International Airport depends on the current performance by airlines and existing cargo an opportunity to generate a growing demand for airfreight capacity in KwaZulu-Natal, facilities as well as the orders that are lost due to the lack of available air freight facilities. and secondly, clothing exporters are currently facing bottlenecks in the process of air- From a value chain perspective, international standards and accepted norms might freighting goods from Johannesburg, which might encourage exporters to shift their prevent the expansion of trade in particular sectors of KwaZulu-Natal if these practices operations to Durban. According to Velia and Valodia (2003), the problems at cannot be met (Velia and Valodia, 2003). Johannesburg include 1) an unreliable air-transport timetable; 2) volumes that are not guaranteed by the airline as well as 3) high costs of transportation. There is the possibility Possible sectors that might benefit from an increase in air cargo services from KwaZulu- that some clothing producers will be willing to relocate to the DTP, especially in the more Natal include: expensive garments range, where fabrics amounts to an important cost of production. However, clothing firms usually have a limited capacity to move when the shift in location • The automotive sector requires an investment in new buildings and equipment. The clothing sector is also • The clothing sector affected by highly competitive nature of international clothing firms. • Unprocessed farm/pelagic produces The use of air cargo to transport goods from the ‘food and beverages’ and ‘fresh produce’ sectors is low at present. This is mainly due to the fact that KwaZulu-Natal has a small The automotive sector is made up of a combination of low and high value added services. agricultural/pelagic export base, which is not diversified. Research conducted by Velia and It is often affected by fast changes in customer requirements and therefore uses air Valodia (2003) identified that the potential demand for air cargo facilities in the freight to meet the changes. Air cargo decisions for firms within the automotive sector are agricultural sector could originate from the fish and tropical fruit sectors. However, mainly determined by their relationship with the original equipment manufacturer (OEM) although there is a potential for seafood products to be exported by air cargo, the market that is based overseas, the production requirements of OEMs as well as their approach to in KwaZulu-Natal is small and will therefore not result in high levels of demand for air inventory (Velia and Valodia, 2003). These factors are key to ensuring that the automotive freight transport. Velia and Valodia (2003) also identified other commodities from the sector is able to compete globally. agricultural/pelagic sector that might benefit from an increase in air freight transport directly out of KwaZulu-Natal. They include: According to research, an increase in air freight capacity is unlikely to have an impact on the nature of the business. The levels of components that are moved internationally, • Cut flowers – cut flowers are reported to experience difficulties when being make up about one fourth of firms’ production (across the industry), are increasing and exported from O.R. Tambo airport in Johannesburg. Airlines sell space to freight occasionally a firm might consider the option of air freight. However, there is no actual forwarders by trading off space for passenger luggage with cargo load, but

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because the space available for cargo load depends on the amount of passenger condition for the improvement of logistics systems (Kang and Kwon, 1997). The systems in luggage per flight, it is not guaranteed. This often results in goods missing flights place that ensure the efficient flow of information also play an important role in due to lack of space, especially over peak seasons like Christmas. There is the determining the overall functioning of the logistics system and therefore also affect the possibility that the sector will increase its exports via air freight transport if there productivity of the logistics activities. is more reliable air freight transport service available. It is also important to attract new air traffic, both cargo and passenger, to the province. • Peppers and fresh mushrooms – international demand trends indicate that there According to KwaZulu-Natal MEC for Economic Development and Tourism, Mr Michael is a high level of demand for peppers overseas. Although export returns on Mabuyakhulu (2009), KwaZulu-Natal encompasses approximately 30 percent of the peppers are small there is a potential for growth. Mushrooms also exhibit the current total tonnage of O.R. Tambo International Airport. potential for growth in demand in international markets and therefore both products can be considered as possible customers for air freight transport. The relocation of the International Airport and the construction of the DTP at the La Mercy site will also affect local industries and logistics providers who are involved with air • Avocadoes – South Africa plays an important role in the export of avocadoes. freight in terms of their aviation related activities shifting from the south to the north of They are the dominant (sub)tropical fruit export from South Africa and the Durban. majority of the avocadoes are destined for European markets including the United Kingdom. However, there are a few obstacles to shifting avocado exports The location of the DTP has the potential to benefit from the major freight corridor to air freight cargo that have been identified. They include a possible between Gauteng and the ports of Durban and Richards Bay. There is also an opportunity consolidation of reefer shippers and improvements in technology for the export to capitalise on the expanding tourism and business demand in the region as well as the of avocadoes by sea transport. underserved industrial property demand in the North Durban area.

The Trade Zone consists of a perishables centre along with office space, warehousing, 2.5 Dube Trade Port light manufacturing ventures and support services that integrates to the cargo terminal International research identifies that if airports are planned properly they can be a (Transport and Logistics Corridor Development). There will also be a Cyberport which will catalyst for significant economic growth (Dube TradePort Planning Team, 2009). Thus, the provide IP connectivity internally to the Trade Zone and supply an IT platform across the development of the Dube Trade Port (DTP) at the La Mercy site north of Durban has the entire export value chain and integrates key stakeholders external to the trade potential to promote a wide range of economic development opportunities for the local transaction itself (Transport and Logistics Corridor Development). The Cyberport will also industry, airfreight industry, tourism and services sector. However, the construction of the be responsible to support KSIA and other IT and telecommunications related services. A DTP is not sufficient to ensure economic growth and development. For it to be successful, further advantage of the DTP is the development of an Industrial Development Zone (IDZ). it is important for local industries to utilise the new infrastructure for their benefit and to The IDZ would enable import duties to be waived on goods being processed for re-export. ensure that the connectivity and operations at DTP meet international standards. It is also essential that there is an existing demand for the logistics services that are planned for 2.6 Multimodal Facility the DTP. The provision of infrastructure and logistics services without an existing demand will result in failure of the DTP as well as the loss of huge sums of money. Globally, there is a trend towards the movement of high-valued goods, just-in-time production and perishable goods moving by air transport. Although only 0.5% of Although the additional infrastructure will provide the necessary capacity for freight international freight in terms of weight moves by air, 34% of freight in terms of value movement and handling, increasing the supply of physical infrastructure is not a sufficient moves by air (The Dube Tradeport, 2005). The logistics industry and airports around the

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world are becoming more advanced in order to meet the demand for effective airfreight multimodal infrastructure and services available at an airport will differ depending on the transport and multimodal integration. passengers and the types of goods passing through the airport in question.

By considering the geographical location of raw materials and commodity markets, it is In theory, it is possible to use any combination of transport modes to offer services to and clear that logistics centres play an important role in the ability of cargo to arrive at their from an airport and provide a variety of possible interlining combinations. In practice, destinations in a reasonable time frame. Thus, international benchmarks highlight the however, it is unlikely that certain combinations will be viable. For example, the linking of importance of selecting the best location before establishing an international logistics shipping and airfreight services at an airport has limited possibilities because of the centre. differing types of freight carried by the two modes and the different types of container technology involved in their transportation (Button, 2005). According to Picardi (2005), The planning and construction of the DTP was done with the aim of complementing the passenger air transport is best interfaced with rail, because it allows the timely and services already available at the Port of Durban. Although the Port of Durban is the reliable movement of a large number of people and in a more environmentally friendly country’s most important sea port, it has lacked complementary air freight facilities up till way than road transport. now. Examples of successful international ports highlight the importance of having both a sea and air component to support supply chains. Although sea ports and airports tend to It is important that the various modes that link to one another at the node of interchange handle different types of commodities, the support services and logistics service providers co-ordinate their services to maximise their efficiency. The extent to which the various are similar in both cases and both nodes can benefit from having core services located modal terminals within an airport are physically separated must also be taken into nearby. The DTP will be linked to the ports of Richards Bay and Durban by both road and consideration. Under most circumstances, the transfer from air-to-air poses lower rail transport. In addition, it will also be linked to the inland terminal at City Deep as well transfer costs than if the transfer took place between air and another mode of transport, as O.R. Tambo International Airport. because the gates are close together. Problems may occur if delays were experienced on an earlier transport leg that impacted on the delivery of the cargo at a later stage. Clear An important function of logistics centres is the additional value they add to the goods guidelines must be available to determine which mode (or operator) would be responsible either through further processing, packaging or any other activity that adds value to the for carrying any liability incurred under those circumstances. goods. Therefore, logistics centres that are equipped with the necessary infrastructure, equipment and services are more attractive to firms considering various options. An additional factor of importance to ensure that intermodal and multimodal operations are competitive is the seamless flow of data and information between different role According to Lindh, Andersson, Värbrand and Yuan (2007) in order to create an effective players in the intermodal/multimodal transport network. In terms of freight transport, the flow of passengers, cargo and airplanes to and from airports, a well developed shortening of product cycles as a consequence of increased competition and infrastructure and support organisation are necessary. It is important for airfreight to be improvements in the technology front means that shippers are prepared to pay more for able to compete with other modes of transport that airlines can provide a multimodal short transport times and reliable transport on long hauls. Thus, globalisation and door-to-door service that is backed up by shared systems and more focused efforts to utilisation of technology in industrial production are laying the foundations for strong cooperate with other transport operators. future growth in air freight transport (Kopp, 2005).

According to Button (2005), the extent to which links to/from airport nodes will involve Airports must consider the needs of their customers. Therefore when determining the multimodal activities depends upon the relative demands for these attributes by services to be offered they must ensure that they select those services that fulfil the passengers and shippers who call at the airport and the extent to which the different customer’s needs. Further evaluation must be conducted to determine whether or not modes provide substitutable or complementary attributes. Therefore, the types of the customers are satisfied with the service that is being provided.

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Another reason for promoting airports as multimodal transport connections relates to the also places greater importance on the need for frequent and more rapid service which environmental factors involved. There is a need to contain the level of air transport in results in shorter overall trip time (Eichinger and Knorr, 2004). order to avoid its particularly high external costs in terms of pollution, noise and land use (Kopp, 2005). In addition, the demand for air-rail links decreases if passengers have to transfer to a second mode of transport in order to reach their destination. Rail transport needs to be able to carry the passengers right to the airport terminal for passengers accessing the 2.7 Air Rail Intermodality airport and to a wide network of destinations for passengers leaving the airport. Airports across the globe are increasingly struggling with congestion, and therefore In terms of air-rail links for cargo, the customers are usually situated either right next to or airport operators and airlines are investigating possible solutions to the problem. One in the close vicinity of the airport. In addition, the types of cargo transport by air usually alternative that has been identified is the possibility of using rail links to reduce have a short shelf life and therefore need to be moved to the customer as soon as congestion. There are numerous examples where high-speed rail connections have possible. They can therefore not be stored in order to benefit from economies of scale substituted flight connections internationally. More than 70 airports world-wide now which result in lower transport costs. This is in direct opposition to the system-specific have some form of passenger air-rail link (Eichinger and Knorr, 2004). However, in terms advantages that rail freight has over other transport modes. These lie in bulk freight of air cargo, the situation is very different. Freight air-rail links are scarce and rarely haulage over long distances. successful due to the different characteristics of the two modes of transport. Road transport is still the dominant mode selected for the onward shipping of freight. As a result, there is normally very little effective intermodal integration between air and rail freight. Another major obstacle to the commercial viability of freight air-rail links is In order for rail transport to be a viable option for passengers to choose, it will have to be that standard air freight containers do not fit on most traditional rail services. Therefore, able to meet the requirements and needs of potential passengers better than alternative standardisation of containers and cargo facilities at airports would be needed in order to land transport modes, in particular local buses, taxis and private cars. In addition, enable the integration of air and rail freight. Globally there are a few airports that do potential passengers have to be aware of the rail option and the advantages it provides. It provide rail freight facilities and others that are investigating the feasibility of or planning is also important that potential passengers are informed about the how and where to new rail freight lines, e.g. Leipzig/Halle airport in Germany. Historically, aviation fuel has acquire tickets. often been the only rail freight to airports of economic relevance. In such cases it is The core determinants of the demand for passenger rail services are namely, price, transported by rail or provided by pipelines from a nearby railhead. Examples of this journey time, reliability and frequency. However, rail services do not only compete with practice include Oslo Gardermoen in Norway or Munich airport in Germany, where one another they also have to compete with the other available modes of transport. In aviation fuel is brought in by rail (Eichinger and Knorr, 2004). the case of intercity air-rail links, two additional factors must be taken into consideration - their ability to provide seamless travel, and the availability of incentives such as frequent 2.8 Logistics Activities flyer miles (Eichinger and Knorr, 2004). Logistics is increasingly playing a bigger role in firms. As firms develop their distribution In terms of price as a determinant of whether or not passengers will select a specific networks to incorporate practices like the principle of just-in-time deliveries, the reliability mode from the airport, research shows that business travellers possess a significantly of the transport network grows in importance. Firms no longer focus on the amount of lower price elasticity than leisure travellers (tourists or people who are visiting friends or time taken to complete a delivery, but rather on the ability to complete a delivery when relatives), especially if the former are travelling on company expenses. By contrast, scheduled (European Foundation for the Improvement of Living and Working Conditions, business demand usually shows a higher sensitivity towards time than leisure demand. It 2008).

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Large nodes like airports and seaports require an extensive range of infrastructure and Figure 1: Air Cargo Industry players equipment to operate efficiently. International examples show that seaports that are situated in close proximity to one another may collaborate in the handling of goods, and might be serviced by the same set of logistics companies. Song (2002) identified the possibility that this trend might have an impact on the Asian context where ports within a region that competed with one another at one stage might begin to co-operate. A similar trend amongst airports was identified by de Neufville (1995).

Wang and Cheng (2009) conducted further research and concluded that major port cities across the globe have the ability to evolve into global supply chain management centres that do not only focus on loading and unloading goods, but rather include skills in finance, product planning and management. This development could result in service providers that handle both sea and air freight. Although there are substantial differences in the bulk, speed and type of commodities handled by the two modes, it is possible that the logistics services companies will have clients that will make use of sea and air transport for different goods at different times (O’Connor, 2009) or that the logistics service providers will benefit from expanding their services to incorporate handling a wider range of goods for a wider range of customers.

Air transport is seen globally as an important factor for companies that operate on an international scale and for the development of world cities as potential business locations. Kasarda, Green and Sullivan (2004) classify the global air cargo operating system as being characterised by a network of relationships between carriers, brokers, handlers, motor carriers, integrators, airports, freight forwarders, customers, suppliers, manufacturers and logistics service providers. A diagram of these relationships is presented in Figure 1. Source: The International Air Cargo Association (TIACA), 1998

According to Leung, Cheung and Hui (2000) the air cargo industry mainly consists of freight forwarders, integrators, warehousing and distributing agents, logistics service providers (see Figure 2), airlines (carriers), airport authority, and cargo terminal operators.

Airport logistics can be defined as “the efficient planning and control of all resources and information that create a value for the customers utilizing the airport” (Lindh, Andersson, Värbrand and Yuan, 2007). Aviation logistics functions include (Leung, Cheung and Hui, 2000):

• Packing and repacking; • Transportation and handling;

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• Customs Clearing; Source: Schöffer and Seek, 2005 (translated by Horst, 2006) • Carrier bookings; According to Zhang and Li (2003), the main services of an airport logistics centre include: • Warehousing; • Inventory control; • Collection of goods and inventory management: supplying, tracing goods and • Related activities like insurance managing inventory Modern logistics also include auxiliary functions such as: • Distribution: planning, control and management of goods according to customer • Tracking of shipments; needs, distributing goods to the destination and processing of orders. • Simple assembling; • Support services: Tracing of ad hoc goods or orders, processing related waybills, • Labelling; handling customs clearance and relevant documents, arranging storage space • Inspection; and transport insurance. • Kitting; • Merchandising. • Transport: arranging sea, land and air transport as well as managing the whole • process of logistics flow, and warehouse management. Figure 2: Logistics Service Providers in the Air Transport Chain • Storage: providing various storage services including controlled-temperature storage, dangerous goods handling, customs supervised storage and mechanical processing of material.

• Packaging: providing preliminary pre-shipment packing or individualized packing that caters to customers’ needs, such as “gift packing”, ironing and hanging of garment, bulk-to-small-size packing, and packaging of medicine according to dosage or therapeutical course.

• Processing of orders: sorting, attaching auxiliaries, user’s manuals, stickers, price tags, barcodes, dissembling goods, pre-shipment bulk packing and post-shipment dissembling.

• Assembling: setting, assembling of parts, and other specialized assembling.

• Others: goods testing, quality control, installing, embedding, disinfecting, disposal of waste, maintenance and management of products, reverse logistics flow management.

Due to the product characteristics of goods that travel by air transport, it is key for shippers, buyers and agents to be able to track and trace the safety, status, location and delivery time of the shipment (Leung, Cheung and Hui, 2000). This can only be achieved if there is network connectivity. Aviation logistics is information intensive and therefore to

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remain competitive air cargo agents can improve their position in the market by focusing cargo between various airports. In order to achieve this, airlines must of fer the services at on better coordination. airports where there is a demand for the services. Airlines must ensure that they are equipped with the appropriate fleet of aircraft to handle the demand for services as well Airports are important nodes in international transport networks. They m ust be planned as ensure that they devise an effective schedule in order to meet the demand while flying to identify and support those activities that complement the role of the airport. They the routes, at times which are most profitable. Airlines are an airport’s primary must also be developed to ensure that the airport operates as efficiently as possible. customers, but airports also profit from passengers who use the airport facilities and the Figure 3 depicts the resource management challenges and initiatives in the Air services they provide, including restaurants, shops a nd parking spaces. In order to create Transportation System (ATS). an effective flow of passengers, cargo and airplanes to and from airports, it is important for airports to have a well developed infrastructure and support organisation. The main Figure 3: Resource management challenges and initiatives in the ATS objective of air traffic control author ities is guaranteeing safe air traffic, but they are also responsible for managing the total flow of aircraft to reduce congestion and delays. This is referred to as air traffic management (ATM). As can be seen from Figure 3, some of the tasks have to be a ccomplished jointly by more than one actor (Lindh, Andersson, Värbrand and Yuan, 2007).

Market analysis should be undertaken to determine the best location to build logistics centres that conform to the market needs but also have the potential to expand in the future. Location, flight frequency and route networks are important things to consider when determining the best location for logistics centre sites. The coordination of land, sea and air transport networks as well as an analysis of the local economic needs is also important when determining the best location for a logistics service centre to ensure the best co-ordination of different modes of transport and to form efficient logistics networks.

2.9 Geographic Location of Businesses Relative to Airports Wei sbrod, Reed and Neuwirth (1993) identified four categories relative to airports, namely, the airport itself, adjacent to the airport, the vicinity of the airport or along a corridor easily accessible to the airport, and elsewhere in the metropolitan area o r region.

Source: Lindh, Andersson, Värbrand and Yuan, 2007 (a) At the Airport The employment levels found at airports depends on the volume of aviation activity at the airport. This is a result of the population of the region that the airport serves as well as There are three main actors in the ATS, namely, airlines, airports and air traffic control the air services that the airport offers. Emplo yment opportunities that are available at (ATC). The airlines’ main goal is to achieve the most efficient movement of passengers and airports consist of the airlines, aircraft support services, passenger services (including

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restaurants, shops and desks for car rental and ground transport), air freight services and Examples of businesses that are commonly located in the close vicinity of airports include government activities (including immigration) (Weisbrod, Reed and Neuwirth, 1993). air transport services, freight forwarding, warehousing and high-tech oriented businesses that deal with products that have a high value-to-weight ratio. Research conducted in the (b) Adjacent to the Airport United States of America highlighted the fact that employment growth within 6 km of airports can increase at a rate 2 to 5 times faster than in the suburban ring of the According to Weisbrod, Reed and Neuwirth (1993), the most common activities that are metropolitan area in which they are based (Weisbrod, Reed and Neuwirth, 1993). Table 2 found immediately adjacent to airports include: indicates the types of business activities that are attracted to the vicinity of airports. • Services that support airport operations directly, i.e. flight kitchens, aircraft maintenance services, Business activities and land development in the vicinity of an airport may take any where • Services for airline employees and passengers, i.e. hotels, restaurants and between 5 and 20 years (or more) to develop. The rate at which development occurs additional car rental facilities, and depends on the airport and air service attributes as well as factors that affect local access, • Airport-related freight services, i.e. shipping, freight forwarding, customs and metropolitan economic characteristics and land development patterns. occasionally a free trade zone.

(d) Elsewhere in the Metropolitan area The types of activities that are found adjacent to the airport usually start within a year of the airport opening. For each of the three categories of activities, the levels of New or expanded airports can have a variety of different outcomes on business activities employment are directly proportional to the corresponding size of the airport function as that are situated in the rest of the metropolitan area or region (Weisbrod, Reed and an aircraft servicing centre, a passenger flight endpoint, or a freight origin or destination Neuwirth, 1993). (Weisbrod, Reed and Neuwirth, 1993). • “Some business activities may shift away from elsewhere in the metropolitan area to relocate in the airport vicinity. This represents neither net growth nor net (c) Vicinity of the Airport and Airport access corridor loss for the region as a whole”.

According to research conducted by Weisbrod, Reed and Neuwirth (1993), the vast • “Some businesses may be attracted to locate in the metropolitan area, but not majority of business activities in the vicinity of an airport are either within 6 km of the specifically in the airport vicinity, because of the improved quality of life and airport, or along an access corridor within 15 minutes of the of the airport. The businesses upgraded air service for the region”. It is an exaggeration to assume that this in this category can be classified into two groups, namely, (1) spin-off industries, which economic growth is exclusively due to the airport, because it is only one out of include petrol stations, accommodation for airport employees and the retail outlets that many contributing factors that determine business locations. service them or (2) attracted businesses. Attracted businesses consist of firms that are not • dependent on the airport for their ventures, however, benefit from being located close to “Some business growth occurs elsewhere in the metropolitan area as an indirect an airport due to its status, air services and the accessibility of its location for visiting effect of net regional growth in airport-related businesses, as those businesses in customers and employees arriving by air. Activities related to spin-off industries grow at a turn increase demand for other local goods and services supplied to them”. The rate that is directly proportional to airport activity levels. They often take between 5 and additional growth that occurs in other businesses in the area is a result of an 10 years after the opening of the airport to develop fully (Weisbrod, Reed and Neuwirth, induced effect of the increase in consumer spending that is brought about by 1993). workers that are hired at airport related businesses and their suppliers. (Source: Weisbrod, Reed and Neuwirth, 1993)

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Table 2: Types of Business Activity, Ranked by the Degree of Attraction to the Vicinity of 2.10 Economic Market Orientation of Attracted Businesses Airports The location of an airport in an area may attract new activities to the region because of Very High Concentration Near Airport Moderate Concentration Near Airport the status and superior customer access provided by the improvement in national and Air transportation services Automobile rentals international air services at large commercial airports. Possible examples of the types of Aerospace equipment Printing and publishing services that may relocate to an airport region are, firstly, regional or national corporate Manufacturers of optical instruments and Manufacturers of converted paper headquarters of large national and multi-national companies; secondly, trade and lenses products merchandise centres that sell retail or industrial products; thirdly, service companies that Manufacturers of communications Manufacturers of electronic components are dependent on air services to reach their markets; and/or finally, airlines and related equipment and accessories activities (Weisbrod, Reed and Neuwirth, 1993). Manufacturers of electrical distribution Construction equipment Growth and development of a metropolitan area usually takes place when businesses Freight forwarding Buses and taxis benefit from the use of airport services, or suppliers to markets that are generated by the Building services airport, or when businesses can utilise the transport infrastructure and services as well as High Concentration Near Airport Hotels/motels other supporting infrastructure that is developed to serve the airport. Possible examples Manufacturers of electric and electronic Automobile parking include high-tech electronics and specialized equipment manufacturers, communications equipment companies, warehouse and delivery services, and a variety of specialised services Manufacturers of specialty chemical Manufacturers of medical instruments and including exporters. Hotels and convention facilities are also businesses that are attracted products supplies to airport regions as are retail outlets, which are being upgraded and expanded at many Public warehousing Automotive services airports across the globe (Weisbrod, Reed and Neuwirth, 1993). Manufacturers of instruments, measuring Manufacturers of specialty plastics parts and control 2.11 Critical Factors that Affect Business Attraction and Land Air transportation services Development Mailing and delivery services Increasing Concentration Near Airport Specialty fabricated metal products Travel agent According to Weisbrod, Reed and Neuwirth (1993), there are three main factors that Wholesaling of pharmaceutical products Public warehousing affect the timing, magnitude and character of airport vicinity land development. They are Specialty machinery airport market orientation, transportation access and urban land development patterns. Mailing and related services In terms of airport market orientation and the types of businesses that are attracted to Computer data processing services the airport region, the airport is influenced by the combination of activities offered at the Source: (Weisbrod, Reed and Neuwirth, 1993) airport as well as whether the airport is an origin/destination airport or a transfer hub and whether the airport focuses on passenger or freight transport or both. Transportation

access and land development patterns are important for airport regions that handle both passenger and freight services. As airports develop and expand with additional services, it is important to ensure that there is good access between the airport and essential

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services. It is also important to ensure that there is sufficient space for future expansion if Goods that are transported by air transport are packaged differently to goods that are demand increases. transported by sea and rail transport. Due to the design and characteristics of aircraft, goods are protected by the aircraft and therefore the packaging of the goods is less 2.12 Lesson Learnt from International Examples important than for other modes of transport like sea and rail transport. For example, different containers are used to transport goods by air transport than by sea transport. From international examples, research shows that the most beneficial approach for The containers used in air transport are not designed to be used for sea and rail transport. airports that handle cargo is to focus on niche markets. The catchment area around the Therefore goods need to be transferred into another container before they can be moved airport plays an important role in attracting airlines to an airport. by sea or rail. This is time consuming and can result in goods being damaged. The high- valued nature of products moved by air transport also increases the chances of pilferage if When firms determine whether or not to use air transport as a means to move their goods need to be handled too often. goods, they consider a number of factors. Some of these factors include the importance of keeping inventory levels as low as possible, the overall transport costs in relation to the An advantage of rail transport is its ability to benefit from economies of scale when value of the item, the technological aspects of the aircrafts, with particular reference to transporting large loads. However, air transport does not have a large carrying capacity. the limited space in the loading compartments which are designed for holding small Therefore, air transport cancels out a benefit of rail transport, because economies of scale expensive goods, and the ongoing international division of labour linked to globalization can only be achieved by rail transport if there is a high level of capacity utilisation. The (Horst, 2006). nature of the goods moved by air transport also prevents goods from being consolidated into larger loads at the airport before being transported further by land (due to either For goods with a high value the air freight rates are less pertinent in determining whether their short shelf life or high value) and therefore road transport is the main form of or not air transport should be used to transport the goods as the ratio of transport costs transport used to move goods to their final destination. to overall costs is lower. In addition, the costs of packaging, insurance, warehousing and loss due to damage or pilferage are lower for air transport than for other modes (Ihde, The flexibility of air cargo services to and from a country or region has become 2001), which is seen as advantage for high valued goods. increasingly important. In the current economic climate, it is essential that shippers as well as air cargo transportation service providers are able to adapt to changing conditions Other goods transported by air are transported the time critical nature of the goods. For in an open and responsive manner. Similarly, goods must be able to move into and out of these goods, air transport serves as a necessary support service to other slower modes countries in a timely and cost-efficient manner, unaffected by outdated and corrupt and is used as an exception rather than the rule. Similar operations occur with emergency customs practices that are widespread in many countries today (Kasarda and Green, transport or when regular operations fail and a firm is trying to avoid a stock-out or a 2004). production shutdown (Horst, 2006). An important characteristic of transport is the fact that it is a derived demand and 2.13 Transport Economic Theory therefore there is no demand for transport unless there is a demand for the movement of passengers or freight first. In other words, transport should only be used to service an Airlines that handle cargo face different obstacles than airlines that handle passengers. actual demand and should not be used force economic integration that does not already For example, cargo carriers often experience the problem of an empty return leg or exist. According to Button (2006), air transport, like other modes of transport, serves as a backhaul. Passengers usually fly roundtrip, whereas goods usually end at a point of facilitator of trade and mobility. It is therefore an important input to most forms of consumption or production; shippers seldom buy roundtrip tickets (Kasarda and Green, economic growth, and can act as a method for the promotion of social and political 2004). integration. It, however, is rarely the source of economic growth and usually plays a

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supporting role for systems that are key to providing an area or country with a transport is to provide optimal transport services, based on existing demand (with competitive advantage. Table 3 shows the relationship of air freight to GDP and GDP per provisions made for increases in demand) and the resources that are required to provide capita by world region for the years 1980 to 2000. the transport services.

Table 3: Relationship of Air Freight to GDP and GDP per capita by World Region, 1980- 2000 2.14 International Examples r-square The average route length of passenger air services in Europe is 720 kilometres, while it is 1 REGION GDP GDP per capita 220 kilometres in the United States, where the major centres of economic activity are dispersed more vastly. Airfreight transport is the dominant form of freight transportation World 0.981 0.982 over long distances in value terms for both Europe and the United States. North America 0.973 0.939 The financial viability of multimodal freight transportation in Europe has proved Latin America & Caribbean 0.968 0.813 challenging partly due to the geography of the region and partly because of the Europe & Central Asia 0.952 0.924 differences in efficiency between the different modes of transport. Multimodal passenger East Asia & Pacific 0.948 0.969 transport involving air transportation have been more successfully developed in Europe with rail links into cities and interacting air/high-speed rail networks (Button, 2005). Middle East & North Africa 0.874 0.682 Sub-Saharan Africa 0.818 0.662 Major hub airports across the globe cater for a significant amount of interlining between air-passenger and airfreight movements. However, they also have to have the capacity to South Asia 0.643 0.666 handle major traffic flows that either originate from or end in their immediate hinterland. Source: World Bank, 2002 This hinterland traffic needs infrastructure and the means to move to and from the airport. In the United States the most common form of transport used to and from the airport is automobile transport, which results in the demand for dense highway networks Air cargo does not operate in a vacuum and therefore its economic impact on a region can and a large supply of parking areas. This pattern differs in Europe, where public transport be dependent on a number of different factors including the country or region’s logistics is much more available. The trend for modes of transport used to and from the airport in infrastructure as well as the commercial and policy environment in which the air cargo other parts of the world varies, although a common trait throughout is the importance of industry operates (Kasarda and Green, 2004). taxis as a mode for accessing and leaving airports. The service is valued by passengers because it is convenient, operates door-to-door and is easier for those passengers An important feature of transport that should be remembered is the fact that it uses travelling with luggage. resources and it is therefore possible to have too much transport. It is also possible to make use of various different combinations of the types of transport available. Button Transportation does not only involve the movement of people and cargo; it also includes (2006) argues that this results in the predictable adverse consequences for the social well- the movement of information. Airports across the globe link a variety of communications being of the people in the area or the country as a whole and that the true effects of too modes to assist in handling passengers and goods efficiently. They have therefore always much transport can only really be experienced in the long-term, long after the policy played an important role as multimodal nodal points in the transportation of information. makers responsible for making the decisions have left office. He continues to state that too much transport is as bad too little transport. Thus, the core issue for (all modes of)

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A more advanced form of multimodal node that is found overseas is that of the that specialise in freight transport means that it is unlikely that the density of freight “mainport”. A mainport consists of a much larger and integrated node in the transport to and from airports will make rail more competitive than other modes (Kopp, transportation system which handles both freight and passenger activities. The best 2005). example of a mainport is the complementary nature of the Port of Rotterdam and Schiphol airport in the Netherlands. The accessibility of trucks entering or leaving an airport is a key factor for any airport that would like to initiate or expand its air cargo operations. It is essential that trucks are able In order for the mainport concept to be successful certain criteria are must be met. to access cargo facilities seamlessly to facilitate the transfer of cargo between the two Selection of the location of the mainport is important. Sufficient traffic must be generated modes. An obstacle to this requirement is that many airport managers consider trucks to to substantiate the use of a wide range of transportation modes in such concentration at be an unwanted form of congestion to their facilities, which result in wear and tear on a single nodal point. Specifically, there must be synergies between the different airport services. Moreover, airports often do not incorporate sufficient space for trucks transportation activities. For example, in terms of freight, the types of cargo carried by because the trucks do not generate any direct revenue for the airport. However, research sea (low value, high bulk) make interlining with air transportation unlikely. In addition, shows that airports that plan for and accommodate truck accessibility improve their there are only a few circumstances where either rail or road transport would enjoy likelihood of attracting demand for additional air cargo services as air trucking increases significant economies of scale and scope by serving both a seaport and an airport. (Thompson, Bomba, Walton and Botticello, 2006). Questions about the economic benefits to a region of focusing on transit activities that may offer little added value to the local community also arise (Button, 2005). 2.15 Schiphol Airport and the Amsterdam Airport Area Globally, airports are looking to include a railway line through an airport as a modern and According to a worldwide benchmark survey conducted by the World Bank (Connecting to efficient way of moving passengers to and from airports. Most examples of intermodality Compete, 2007) among global freight forwarders and express carriers, the Netherlands is operate on a bilateral basis (e.g. a combined journey involving a railway and an airline). the best logistics performer for Aerospace in Europe ahead of Germany, Sweden, Austria However, for the concept to be successful it is important for both airlines and railway and Switzerland. The main reasons for holding the number one position are its customs operators to take a more integrated approach, and implement a common information and performance, infrastructure, international shipments and logistics competence distribution system across the both systems. Once this is achieved it will allow passengers (Amsterdam Airport Area). Schiphol Airport is Europe’s third largest airport in terms of to experience a seamless travel experience. In order to achieve such integration, airports cargo. In 2007, 1 610 282 tons of cargo were transported to and from Schiphol Airport in and rail infrastructure providers will need to facilitate interlining between rail and air and Amsterdam. IFW reports that provisional figures for 2009 indicate that cargo traffic levels apply best practices such as common handling of luggage and information. Projects of fell from 2008 levels to 1.279-million tons. such a nature are both operational and under development in Europe, Australia, Asia and America, where airports are connected to cities increasingly integrating other transport Schipol is operated as more than just a hub airport. It is operated as a business means, such as high-speed rail, the underground, dedicated shuttles and cars (Picardi, conglomerate dealing in transportation and logistics services, retail, office and hotel 2005). development, real estate, management consulting and other airport-related services (Kasarda, Green and Sullivan, 2004). Currently, almost one third of the cargo volume Deregulation in the United States has helped make multimodal transport more viable handled by Schiphol Airport consists of perishables such as flowers, fruit, vegetables, fish commercially, by utilising the natural synergies between local road services and trunk rail and medicine. However, the Schiphol Airport does not only provide services to the and water transportation. However, the United States found that the types of goods perishables products industry. It provides services for goods such as electronics, transported by air are not usually the types of goods for which rail transport has a broad newspapers and donor organs amongst others. comparative advantage over other modes. In addition, the emergence of smaller airports

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As soon as time dependent goods arrive at the airport they are transferred to another From the above list of services available at the Amsterdam Airport Area it is clear that the mode of transport, usually road transport, and moved to their final destinations in the area is a world leader in providing a multimodal hub supported by logistics providers that Netherlands or elsewhere in Europe. Schiphol Airport is well linked to the Ports of specialise in perishable products. It is possible to move goods via airfreight through Amsterdam and Rotterdam and it is equipped with a wide network of modern Schiphol airport, via sea transport through the Ports of Amsterdam or Rotterdam, via road infrastructure, including road, rail and water links. It is also supported by super fast data transport across the extensive road network or via rail transport. The majority of goods networks. that are delivered to the Netherlands each year (by all modes of transport) are destined for end points else where on the continent and reach their final destination by truck or The location of the Port of Rotterdam and Schiphol Airport has resulted in a concentration barge. of logistics companies in the Netherlands, from which both the Port of Rotterdam and the airport benefit. Around 70% of all cargo at Schiphol Airport is carried as transfer cargo, One of Schiphol Airport’s strengths is its extensive network of destinations. In 2007, which is not delivered within the Netherlands but transferred to another destination. This passengers and cargo leaving Schiphol Airport were flown to 267 destinations in nearly 90 is made possible by the logistics services available in the Amsterdam Airport Area. countries. While the Dutch market alone is not big enough to justify large-scale business operations, Amsterdam’s position as a gateway to Europe makes it an excellent location Due to the large percentage of perishable products that move through Schiphol Airport, to develop industry, processing systems and international trading networks. The airport’s the Amsterdam Airport Area offers a number of services to firms that specialise in the excellent flight frequency and network of connections has resulted in the airport region perishable products industries. Some of these services include: being chosen as a favoured location for European Distribution Centres (EDCs). Over 50% of Japanese and American companies with distribution centres in Europe have elected to • A European logistics hub that is supported by personnel that have expertise in perishable products locate their businesses in the Netherlands. This choice is based predominantly on the quality of the transhipment and warehousing facilities at and around Schiphol Airport • Access to multimodal transport in the form of road/rail/waterways/air transport (Schiphol Group, 2008). • Best European cargo airport Schiphol Airport is carefully planned to maximise the seamless movement of goods. The • Outstanding access to markets ‘first-line’ cargo operations of the airlines and cargo handling agents are located right • The international hub for the flower industry is situated right next to Schiphol alongside the airport in the airport zone. The first-line cargo handlers are responsible for airport getting goods to and from the aircraft on time. The ‘second-line’ cargo handlers are • The market leader in ornamental plant and flower supply chains, FLoraHolland, is located immediately behind the first-line cargo handlers. These companies, the located only 20 minutes away from Schiphol airport forwarders, are responsible for organising customs clearance as well as the packaging of the goods and further distribution thereof via another mode of transport (Schiphol Group, • There are direct links between the Amsterdam Airport Area and the ports of Amsterdam and Rotterdam 2008).

• There is more than sufficient space to expand both the air cargo facilities and Schiphol Airport is open at night time in order to cater for the time differences across the logistics services in the future globe. Due to the fact that airfreight deals mainly with perishable products it is essential • There is the opportunity to outsource to more than 200 logistics service that the airport is open to accept cargo. More than 96% of all air cargo entering or leaving providers Schiphol Airport has an intercontinental origin or destination and therefore air cargo • There is a skilled and flexible workforce passes through many time zones. (Source: Amsterdam Airport Area: European Perishables Hub)

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Schiphol’s investment and planning takes place continuously. According to Kasarda, Green customers in the state via road freight transport. On the other hand, a significant volume and Sullivan (2004), Schiphol is establishing additional high-speed passenger rail links to of air cargo leaving Texas is trucked from its origin to DFW or IAH for the air leg to the airport, traffic management solutions and are updating customs control methods. In domestic or international markets. Research conducted highlighted the fact that it is more addition, Schiphol is building an underground logistics system to help improve access to economically and logistically feasible to move cargo via road transport, rather than fly, air the airport. The system is an underground connection for the transport of time-sensitive cargo between most Texas cities (Thompson, Bomba, Walton and Botticello, 2006). goods like high-tech components, spare parts, fruit, newspapers and flower products (Kasarda, Green and Sullivan, 2004). Currently, there is very little air-rail interface between air carriers and railroads at Texas airports. There are many reasons for this, some of which include firstly, the fact that freight rail schedules are not as fast or reliable as are trucks. Therefore, with the short 2.16 Texas Airfreight shelf life of the majority of goods moving by air they are not conducive to the unreliability The air transportation industry is a key industry in Texas. It provides a significant stimulus of rail freight transport. Secondly, road freight transport offers freight carriers flexibility in to economic growth and development throughout the state. Airport facilities generate terms of scheduling and route assignment. Thirdly, the consignment sizes of goods significant revenue, jobs, and wages. According to a 2003 economic impact analysis of transported by air are usually small and therefore do not support the economies of scale general aviation in Texas, the sum of the direct and secondary impacts associated with that can be achieved by rail transport in terms of handling bulk commodities. Finally, the aviation activity at Texas airports was considerably larger than that associated with many distance covered by land transport is usually between 100 and 200 miles and therefore other industries in the state (Thompson, Bomba, Walton and Botticello, 2006). does not support the economies of scale that can be achieved by rail transport over longer distances. In the United States domestic market, the less than truckload (LTL) trucking industry competes with the air cargo industry for time sensitive shipments on routes less than 3 CONCLUSIONS 1,000 miles (approximately 1 600 kilometres). To compete with the LTL companies, airlines now own or are affiliated with trucking companies. In circumstances where air According to Leung, Cheung and Hui (2000) the air cargo industry mainly consists of cargo moves by truck, it travels under an air waybill and the responsibility of the freight forwarders, integrators, warehousing and distributing agents, logistics service combination airline carrier, but is transported physically by truck. This trend is also providers, airlines (carriers), the airport authority, and cargo terminal operators. Aviation implemented by integrated airline carriers. Trucks are mainly used for line-haul transport logistics functions can be broken down further to include: of airfreight within a 300- to 400-mile radius of air hubs (Thompson, Bomba, Walton and • Botticello, 2006). Packing and repacking; • Transportation and handling; Road freight transport complements and competes with air cargo operations. Trucks offer • an efficient, reliable, and inexpensive option for moving freight between cities within a Customs Clearing; region. Combination airline carriers have to keep their prices as low as possible for • Carrier bookings; domestic shipments in order to be able to compete with road freight transport. • Warehousing; Consequently, combination airline carriers focus their operations around long-haul • segments or international shipments, because they are the most profitable. Inventory control; • Related activities like insurance In Texas, a significant amount of air cargo entering the state is flown to Dallas/Fort Worth

International (DFW) and Houston Intercontinental (IAH) and then moved to cities and

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Modern logistics also include auxiliary functions such as: customers of goods that are transported by air are usually situated right next to or in the close vicinity of the airport and therefore do not justify rail transport services; (3) the • Tracking of shipments; types of cargo that are transported by air usually have a short shelf life and therefore • Simple assembling; need to be moved to the customer as quickly as possible and cannot be stored to benefit • Labelling; from economies of scale; (4) standard air containers do not fit on most traditional trains and therefore goods first have to be transferred into another container before they can • Inspection; be moved by rail transport; (5) large consignments of cargo, on a regular basis are • Kitting; required to justify a dedicated rail freight transport service; and (6) rail schedules are not • Merchandising as reliable and flexible as truck schedules. Source: (Leung, Cheung and Hui, 2000) As firms strive to achieve a competitive advantage in global trade, manufacturers of high- Airlines are an airport’s main customers, but airports also profit from passengers who use valued goods and other time critical shippers are locating at sites around or accessible to the airport facilities and the services they provide including restaurants, shops and major airports in order to benefit from the high level of global connectivity that air cargo parking spaces. In order to create an effective flow of passengers, cargo and airplanes to provides. However, the mere presence of an airport is not sufficient to ensure the and from airports, it is important for airports to have well developed infrastructure and efficiency of a time sensitive supply chain. Airports must consider the needs of their support services. customers. It is essential that airports do market research to determine the services that will meet their customer’s needs. In addition, airports must conduct regular evaluation to Examples of successful international ports highlight the possible benefits of having both a establish whether or not customers are satisfied with the service that is provided. sea and air component to support supply chains. Although there are substantial differences in the characteristics of the goods transported by sea and air transport, the Research has shown that airports can be a catalyst for economic growth. However, the support services and logistics service providers are similar in both cases and both nodes construction of an airport is not sufficient to ensure economic growth and development. can benefit from having core services located nearby. It is also possible that the logistics It is essential that there is an existing demand for the movement of cargo from the region service companies will have clients that will make use of the two modes for different by air as well as a demand for logistics services that are provided at the airport. The goods at different times or that the logistics service providers will benefit from expanding provision of infrastructure and logistics services without a pre-existing demand will result their services to incorporate handling a wider range of goods for a wider range of in the development of a node that cannot be properly utilised and the wastage of large customers. However, sufficient traffic must be generated to substantiate the use of a sums of money. It is also important to ensure that any logistics services that are identified wide range of transportation modes in such concentration at a single nodal point. as important and that are supported by sufficient levels of demand are supplied to meet international standards and are properly utilised by local firms. Theoretically all modes of transport can be used in different combinations of intermodal transport; however, in practice there are certain combinations that are less likely. For Although there is currently an increase in the amount of cargo that is transported globally example, the linking of shipping and air freight services has limited possibilities because of via air freight transport, the important question is whether or not there is a demand for the differing types of freight carried by the two modes and the different types of an international cargo airport and Trade Port at the New King Shaka International Airport? container technology involved in their transportation (Button, 2005). Another example of O.R. Tambo International Airport is currently South Africa’s main hub for air cargo and two modes that are not often used in combination is air and rail freight transport. This is Johannesburg ranked 15th out of all cities in the Asia/Pacific, Middle East and Africa due to a number of reasons, namely, (1) air transport handles low-volume, high-valued region in terms of air cargo tonnage handled in 2008. Therefore, will airlines be willing to goods, while rail freight transport handles high-volume, low-valued goods; (2) the call at two airports in South Africa? And if not, will Durban be able to attract sufficient

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cargo to justify its own dedicated air cargo services? Current figures show that there are insufficient cargo volumes to justify a dedicated air cargo service to Durban. In addition, international airlines prefer to use O.R. Tambo as the single point of entry to South Africa.

The main sectors that currently use air freight transport from KwaZulu-Natal are the textile and clothing industries, metal products and machinery industries, textiles and made-up sectors, chemical, plastic and rubber goods and the arts and craft goods for entertainment and promotional purposes. A few sectors, namely, the automotive sector, clothing sector and unprocessed farm/pelagic produces sector have been identified as possible markets that might benefit from an increase in cargo services from KwaZulu- Natal. However, the volumes of goods that are expected to move by air are small and do not always justify the costs involved with the relocation of infrastructure and equipment from elsewhere in the country. The relocation of the International Airport and the construction of the DTP at the La Mercy site will also affect local industries and logistics providers who are involved with air freight in terms of their aviation related activities shifting from the south to the north of Durban. The avocado sector was identified as a possible sector that may shift from sea transport to air transport due to the short shelf life of the fruit. However, the improvements in technology that have been made (in terms of controlled atmosphere containers) for sea transport may eliminate the need for the shift.

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