City of Tshwane Bus Rapid Transport Line 2A
Preliminary Design Report
April 2012
Table of Contents
1 Introduction ...... 3 1.1 Background ...... 3 1.2 Study Area ...... 4 1.3 Study Objectives ...... 5 1.4 Study Tasks ...... 6
2 Preliminary Route Design Methodology ...... 8
3 Existing Conditions...... 10 3.1 Introduction ...... 10 3.2 Scope of Assessment ...... 10 3.3 General Overview ...... 11 3.4 Surrounding Transport Network ...... 11 3.5 Land-uses and Activity Nodes ...... 11 3.6 Areas of Conservation and Protection ...... 12 3.7 Transport Data ...... 12 3.8 Route Highway Profile ...... 13 3.9 Car Parking ...... 20 3.10 Public Transport...... 21 3.11 Taxi Routes ...... 22 3.12 Rail ...... 22 3.13 Servicing ...... 22 3.14 Traffic Regulation Orders ...... 22 3.15 Pedestrians and Cyclists ...... 22 3.16 Urban Traffic Control ...... 23 3.17 Utilities ...... 23 3.18 Special Events and Activities ...... 23
4 BRT Traffic Modelling ...... 25 4.1 City of Tshwane Traffic Modelling Overview ...... 25 4.2 TRANSYT Modelling ...... 25 4.3 VISSIM Modelling ...... 25
5 Preliminary Station Locations and Layout Options ...... 27 5.1 Background ...... 27 5.2 Preliminary Closed Station Design Specification, Central Carriageway Running ...... 27 5.3 Closed Station, Edge of Carriageway Running ...... 30 5.4 Preliminary Station Locations ...... 30 5.5 Estimated Design Patronage ...... 36
6 Preliminary Route Design ...... 38 6.1 BRT System ...... 38 6.2 Traffic Signals ...... 38 6.3 Right Turning Traffic ...... 38 6.4 Minor Side Roads ...... 40 6.5 Traffic Segregation ...... 41 6.6 Pedestrians / Mobility Impaired ...... 41 6.7 Cyclists ...... 42 6.8 Public Realm ...... 42 6.9 Route Section 1, Skinner ...... 43 6.10 Route Section 2, Kotze / Jorissen / Lynnwood ...... 43 6.11 Route Section 3, Hatfield Loop ...... 44 6.12 Road Safety Audit ...... 44
7 Non-Motorised Transport Provision ...... 46 7.1 Background ...... 46
7.2 Existing Cycle Facilities ...... 46 7.3 City Of Tshwane NMT Masterplan ...... 46 7.4 BRT Line 2A, Opportunities and Constraints ...... 47 7.5 Cycle Route Option Considerations ...... 48 7.6 Cycle Route Options ...... 48 7.7 Cycle Route Running Options ...... 51 7.8 Cycle Parking ...... 52 7.9 Summary ...... 52
8 Traffic Impact Review: TRANSYT Modelling ...... 55 8.1 Traffic Modelling Background ...... 55 8.2 Sections Modelled ...... 55 8.3 TRANSYT Methodology ...... 55 8.4 Traffic Flows ...... 56 8.5 Traffic Reassignment ...... 56 8.6 Modelling Approach ...... 57 8.7 Signal Timings ...... 58 8.8 Priority Junctions ...... 59 8.9 Saturation Flows ...... 59 8.10 Link Lengths ...... 59 8.11 Modelling BRT ...... 59 8.12 Modelling Pedestrian Crossings ...... 60 8.13 TRANSYT Network ...... 60 8.14 Operational Performance ...... 68 8.15 Sensitivity Test...... 71 8.16 Mitigation ...... 72 8.17 Traffic Modelling Conclusions ...... 72 8.18 Traffic Modelling Recommendations ...... 73
9 Environmental Assessment ...... 75
10 Outline Scheme Costing and Phasing...... 77 10.1 Outline Scheme Costing ...... 77 10.2 Outline Scheme Phasing ...... 77
11 Findings and Next Steps ...... 79 11.1 Findings ...... 79 11.2 Next Steps ...... 80
Appendix A: VISSIM Technical Note ...... 82
Appendix B: TRANSYT Traffic Modelling ...... 84
Appendix C: Preliminary Cost Estimate ...... 86
Introduction
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 3
Capabilities on project: Transportation
1 Introduction
1.1 Background AECOM working in partnership with A – M Consulting Engineers (AMCE) has been appointed by the City of Tshwane to prepare a preliminary design, plus supporting information for a proposed Bus Rapid Transit (BRT) route between the Central Business District (CBD) of the City of Tshwane to the district of Hatfield. This particular route has been named Line 2A, and it is planned that it will eventually form part of a more comprehensive route that will extend to Mamelodi via Menlyn. In itself, Line 2 is expected to ultimately be one part of a network of high quality BRT routes that will serve all major built up areas of Tshwane, plus significant population concentrations outlying the core of the city region. The planning for this network of public transport routes has been driven by the City of Tshwane BRT Operations Plan; however an indication of its full potential is given in the image below. Figure 1.1 BRT Lines 1 and 2
This work also builds on extensive planning work which has already undertaken, including the completed preliminary design of Line 1 which is proposed to run between Soshanguve and Pretoria CBD. From the image above, it can be seen that Line 2A will share a section of the proposed BRT network with Line 1 on Paul Kruger Street.
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 4
Capabilities on project: Transportation
1.2 Study Area The scope of this preliminary study extends from Paul Kruger Street, and the interface with the proposed Line 1, to the Gautrain rail station in Hatfield, as indicated in the plan below. Figure 1.2 BRT Line 2A Study Area
As can be seen from this plan, the study area not only covers the core route which Line 2A is proposed to operate, but also the network of streets which feed into this corridor due to the changes to traffic management that may be necessary to successfully enable BRT. This issue will be reviewed and assessed by other Consultants as part of the wider traffic impact assessment of the overall planned BRT system.
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 5
Capabilities on project: Transportation
BRT Line 2A is currently proposed to be the first phase of the City of Tshwane BRT network to be constructed, and will therefore represent the demonstration project for the new public transport system. Figure 1.3 BRT Phase 1
As indicated on the above plan, Phase 1 will form a combination of Line 2A with a turn-around achieved via the Hatfield Loop; and a short section of Line 1 on Paul Kruger allowing turn-around of the BRT vehicles within Church Square. 1.3 Study Objectives The overall objective of this study is to produce a preliminary design for City of Tshwane BRT Line 2A, that is backed up by sufficient assessment, analysis and consultation to give the Client team confidence that the design should be implementable and can move onto the next stage of the design and consultation process. Within the overall objective, are included a number of key sub-objectives which will be discussed and reviewed within the contents of this report. However, in summary, these sub-objectives include: • Ensuring ease of pedestrian access to and from the proposed stations; • Minimising delay to, and maximising priority for the proposed BRT; • Attempting to minimise dis-benefits to other road traffic – especially delay and congestion; • Producing a scheme which should bring real benefit to the City and its residents, and that can be a showcase for future BRT lines; and • Providing a preliminary design which will coordinate with (and not compromise!) future BRT routes.
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 6
Capabilities on project: Transportation
1.4 Study Tasks In summary, this report presents the findings of the following key tasks which have been completed to present the preliminary design for BRT Line 2: • Development of a comprehensive assessment and design methodology; • Baseline assessment and review of the existing transport network along the proposed Line 2A corridor; • Identification of the design capacity of the long term Line 2 corridor; • Identification of station locations and their type; • Preliminary design of the BRT alignment, including the need for supporting complimentary traffic management measures; • Provide complimentary facilities for Non-Motorised Transport – especially pedestrians and cyclists; • Transport impact assessment and review; • Identification of the likely need for any future Environmental Assessment; and • Preparation of an outline budget costing and phasing of the works. During the course of this process, a range of consultation has been held with key stakeholders and other interested parties. This process will be further progressed as the details of the scheme continue to evolve. The accompanying preliminary design drawings are presented within a separate report titled ‘Tshwane Bus Rapid Transit Line 2A, Preliminary Design Drawings’. Further, a Visual Road Condition Survey has been undertaken for the extent of the route, and this as well is presented within a separate report.
Preliminary Route Design Methodology
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 8
Capabilities on project: Transportation
2 Preliminary Route Design Methodology
To help ensure a robust preliminary design of BRT Route 2A is prepared, a comprehensive assessment process has been undertaken. This work has built upon previous studies and assessment undertaken by others, including the ‘Tshwane Bus Rapid Transit Line 1 Preliminary Design’ prepared by GIBB Engineering and Science. The following provides the key stages of the assessment process which have been undertaken to-date which have ultimately led to the preliminary route design presented within this report. The work will further need to be refined as other detailed complimentary assessments are completed and assessed. • Agree route and extents of BRT Line 2A; • Topographic survey of route; • Peak period drive time audit of route to identify existing capacity constraint issues along the route;
• Site audit of route to:
o validate topographic survey; o identify nodes of activity; o identify all vehicle access points to the route; o locate existing traffic regulation orders, including permitted on-street parking and servicing. • Prepare wider area network plan of road hierarchy, including: land-uses; public transport network; and nodes of activity; • Calibrate base TRANSYT model of route extents using existing traffic flows and traffic signal timings; • Review existing utility information; • Identify and agree station locations; • Agree geometric parameters of route design; • Agree BRT system capacity; • Agree system for traffic signal control at junctions; • Agree basic station layout plan, including numbers of stops and requirement for passing lanes; • Undertake Visual Road Condition Survey; • Prepare draft preliminary route design options; • Prepare complimentary Non-Motorised Transport design option; • Identify loss / relocation of on-street parking and servicing; • Identify complimentary traffic management measures; • Undertake traffic impact assessment; • Undertake Stage 1 Road Safety Audit; • Budget costings and phasing of route infrastructure design; • Finalise preliminary route design. A summary of the key findings of this work are detailed in the following sections.
Existing Conditions
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 10
Capabilities on project: Transportation
3 Existing Conditions
3.1 Introduction This section provides a general overview of the existing transport conditions in the vicinity of the proposed BRT Line 2A alignment, and will therefore give a framework within which the preliminary alignment can be developed and assessed. It also highlights areas where improvements may need to be made along the corridor, and changes that also may need to be made to the transport network to help facilitate the new public transport system. 3.2 Scope of Assessment Previous assessment reports, including the City of Tshwane IRPTN Operations Plan, have chosen the preferred alignment for Route 2A, which is hoped will eventually form part of a more extensive Line 2 expected to extend from the CBD of the City of Tshwane to Mamelodi via Menlyn. The agreed scope of Line 2A extends from the cities CBD to the district centre of Hatfield as indicated in the figure below. Figure 3.1 Scope of Line 2A Assessment
Scope of Line 2A Assessment
As can be seen from the above figure, the following key items are evident: • Within the CBD, Line 2A will connect with Paul Kruger at the Skinner Street intersection. Paul Kruger is currently proposed to be a corridor of a section of BRT Line 1 (which Links the Pretoria South rail station with Soshanguve to the north. Preliminary design for Line 1 is already complete, and therefore Line 2A will need to coordinate with these proposals, especially where the two routes merge and diverge; • Skinner Street will provide the connection between the CBD and the built up residential areas of Sunnyside; • Line 2A has an east / west alignment passing through the district of Sunnyside along Kotze and Jorissen. At the road of Lynnwood, adjacent to the University of Pretoria, Line 2A diverts from the Trunk route of Line 2 and provides a connection to the University; Hatfield district centre and the Gautrain transport hub. Overall, the route of BRT Line 2A will be approximately nine kilometres in length.
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 11
Capabilities on project: Transportation
3.3 General Overview For its greater extent, Line 2A will be passing through established and mature built-up urban environment. The new transport system will therefore have to ‘fit’ into this streetscape type, and neither dominate or damage the adjacent streets. For the BRT system however to have the capacity to operate to its potential, BRT vehicles will have to be afforded maximum priority over general traffic, and stations and stops will need to be located convenient to points of maximum patronage. Changes will need to be made to the streets which the BRT will be operating along, and in some cases changes also to the streets which intersect with the corridor. A balance will therefore need to be reached between providing appropriate infrastructure to facilitate the BRT system, and maintaining the integrity and functionality of the streets and adjacent areas. 3.4 Surrounding Transport Network 3.4.1 Highways Much of the highway network within the urban core of the City of Tshwane has been laid out in a grid pattern, with mix of one and two-way streets. When compared to other cities, many of the streets are of a generous proportion with multiple traffic lanes. Roundabouts are little in evidence, with most important intersections being traffic signal controlled. More minor junctions tend to be Stop controlled, rather than yield or give way controlled. These highway characteristics should make it ‘simpler’ to deliver a high capacity and quality BRT system, as the grid system should give drivers a choice of route options to travel between destinations, the multiple traffic lanes should be able to ‘absorb’ additional vehicles which may be reassigned to other routes as a result of the BRT operations, and a coordinated network of traffic signal junctions should be able to effectively manage both the priority requirements of the BRT vehicles and also the needs of other traffic. 3.4.2 Pedestrians The BRT system is ultimately being planned to move a large number of people on a day-to-day basis, consequently safety, convenience and ease of access for pedestrians will be one of the drivers towards the success of the system. Within the City of Tshwane, by far the greater majority of urban streets in the vicinity of the proposed Line 2A are provided with footways, and are covered by a network of street lighting. Also, the signal junctions tend to have aspects to indicate when it is appropriate for pedestrians to cross roads. However, in some areas, footways are relatively narrow for the numbers of people, dropped crossings at road crossings are lacking, and tactile paving is of inconsistent design. Especially in the proposed locations of BRT stations, existing pedestrian facilities will need to be reviewed to ensure that they are fit for purpose. This issue is covered in more detail via the Visual Road Condition Survey discussed in Section 7. 3.4.3 Public Transport The City of Tshwane already has an established network of public transport made up from a combination of public buses, coaches, taxis and heavy rail. The BRT system will need to coordinate and fit with the hubs of these transport services, whilst the existing public transport routes may need to adapt to better take advantage of the new transport infrastructure. 3.5 Land-uses and Activity Nodes The mix, type and density of land-uses and associated nodes of activity will determine the ideal locations for the new BRT stations and stops. Stations which are well positioned and convenient to access will greatly help to promote the success of the new transport system. Also, if the stations are a success, then they should help promote economic activity in the area by allowing and encouraging more people to access the area than would otherwise.
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 12
Capabilities on project: Transportation
Further to the detailed on-site audit, the following key activity nodes were identified along the alignment of Route 2A: • Close to the CBD of the City of Tshwane; • The dense residential area of Sunnyside; • The sporting and education node of the Loftus Stadium and the University of Pretoria; and • The commercial / retail / transport hub of Hatfield.
Node of Activity Intersection of Skinner with Paul Kruger
In each of these locations there was the evident potential requirement for many people to need and want to travel to and from on a regular basis. Other sections of the route also generated travel demand, but not to the same potential extent as those identified above. These included: • The eastern end of Skinner. Here there was much pedestrian activity, but most seemed to be people walking from Sunnyside to the CBD; • The Mid City Square college on Jorissen, which is located beside a small retail centre; • The office cluster along Arcadia in Hatfield. 3.6 Areas of Conservation and Protection At this time, no areas of conservation or protection have been identified along the proposed route for BRT Line 2A. This issue will however be investigated in greater detail within the Environmental Assessment which is currently being undertaken. 3.7 Transport Data A variety of transport data has been collected to aid the assessment and design of BRT Line 2A, encompassing: • Classified traffic turning counts were undertaken at all major junctions along the BRT Line 2A route during February 2012, covering morning and evening weekday peak periods, and weekend. The counts were programmed for when traffic was likely to be typical, and not affected by seasonal or abnormal conditions; • Drive time surveys along the extent of the route; • Pedestrian and cycle counts at all main junctions; and • Parking surveys at key locations.
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 13
Capabilities on project: Transportation
Further details of the existing traffic patterns are discussed in Section 9, which also includes the preliminary traffic impact assessment of the BRT proposals. 3.8 Route Highway Profile The nature and cross-section of Line 2A varies considerably along its length between the CBD and Hatfield, and this changing nature will affect the selection of priority measures which may be available to the BRT system, and the potential capacity implications to mixed traffic flows. This section therefore provides a brief overview of the existing characteristics of the route as recorded through detailed site visits. Route 2A can be broken into three sections which each have broadly similar characteristics, these being: Section 1: The CBD – Paul Kruger to Nelson Mandela; Section 2: Nelson Mandela to the University of Pretoria off Lynnwood; and Section 3: University of Pretoria to Hatfield commercial and retail core. Further description of these individual sections is given below. 3.8.1 Section 1: The CBD – Paul Kruger to Nelson Mandela Extending between the streets of Paul Kruger and Nelson Mandela, the road of Skinner has some unique characteristics in the context of the remainder of Line 2A. In particular, it is characterised by very wide carriageway (typically four through lanes in each direction), multiple turning lanes, no on-street parking, extensive landscaped medians, and very long highway crossings for pedestrians. Highway Profile
Extensive carriageways significant highway capacity, but promoting high vehicle speeds
Although, the highways give significant traffic capacity and consequently low delays for drivers and their passengers, this section of the route consequently tends to promote higher traffic speeds and becomes a barrier to the significant movement of pedestrians between the residential areas and the core of the CBD. There would therefore appear to be ample opportunity to incorporate the alignment of the BRT, and also improve the environment for pedestrians. Every junction along this section of Skinner, is signalised with all roads between Paul Kruger and Nelson Mandela being either one-way southbound or northbound.
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 14
Capabilities on project: Transportation
The side roads are important city connectors and are therefore at times busy streets – each currently has four to five traffic lanes, and all turning movements are permitted from Skinner. This allows good driver choice in reaching their destinations, but again forms barriers for pedestrians to negotiate on their journey. Adjacent Pedestrian Environment – South Side
Poor quality pedestrian environment south side of Skinner
The pedestrian environment to the north and south of Skinner are in stark contrast with each other. To the north, footways appear to have been recently resurfaced with good quality materials with mostly relatively well constructed dropped crossings on either side of side roads. Whereas, to the south, much of the footway is in a poor condition, with broken and uneven surfaces, trip hazards and intimidating unlit sections. However, from site observations, the south side does appear to be the side which people want to walk on, and there is also more street front activity with small retail units. This side is also tree lined giving a shaded walk route for pedestrians. Adjacent Pedestrian Environment – North Side
Good quality footways north side of Skinner
The implementation of BRT along Skinner would therefore appear to give a good opportunity to upgrade the pedestrian environment along the south side of Skinner, and these improvements should therefore be considered in designs and scheme budgets.
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 15
Capabilities on project: Transportation
Pedestrian Highway Crossings
Very long pedestrian highway crossings on key desire lines
As previously mentioned, the width of Skinner and connecting side streets creates very long pedestrian highway crossings – typically only broken by the central median on Skinner. The connecting side roads have no refuge islands, which require people to cross these roads in one movement. The north / south crossings of Skinner give important pedestrian routes between dense areas of residential to the south and east, and the CBD. There is therefore a significant pedestrian crossing demand, which will need to be facilitated and if possible improved, in any designs for BRT. In particular, the following should be considered: • Reducing road crossing widths for pedestrians; • Breaking road crossings by introducing refuge islands; • Widening the central median (where necessary) to increase space for waiting pedestrians; • Increasing safe crossing times by lengthening ‘green man’ signal period; and • Ensuring well constructed dropped crossings are provided with appropriate tactile paving to aid the visually and mobility impaired. These design issues will be especially important where BRT stations are proposed, where many people will need to safely cross the carriageway to board and alight buses. The stations and their immediate surroundings will also have to provide sufficient space for people to both arrive / depart / wait for the BRT vehicles, and also for people just to cross Skinner. These issues will be discussed in more detail in Section 7, where preliminary design options will be presented. 3.8.2 Section 2: Nelson Mandela to the University of Pretoria off Lynnwood Along this section of the proposed BRT Line 2A follows the alignment of Kotze and Jorissen, which, at its western end, runs just a block to the south of the main retail / commercial core of Sunnyside; and at its eastern end is predominately low density residential, but includes the Loftus Versfeld rugby stadium.
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 16
Capabilities on project: Transportation
Highway Profile
Varying carriageway profile, lined with Jacaranda trees to either side
Closer to the CBD, Kotze has a similar carriageway profile to that of Skinner, with multiple traffic lanes and lengthy pedestrian crossings. However, for the remainder of its length, the profile soon changes to two lanes in each direction, either divided or undivided. A dominant feature almost along the entire length of this section of the proposed BRT corridor are mature Jacaranda trees, positioned typically within about one metre of the edge of the carriageway. Ideally, the BRT design should aim to minimise any disruption to these trees, but this will constrain carriageway widths, options for junction control (and in particular, how right turning vehicles can be managed), and station locations. Junctions along this section are a mix of signal and priority control, and there are also numerous accesses to properties and commercial premises. On street parking is also permitted along much of this section. Adjacent Pedestrian Environment – South Side
Varying footway profiles, but predominantly too narrow
Generally, the footways to either side of this section of the proposed BRT corridor are of good condition. However, especially adjacent to Sunnyside and towards the CBD they are too narrow (typically about 1.5 metres wide) for the numbers of people who need to walk along them. This causes people to have to walk in the road or along the unsurfaced verge to pass each other. Within the design of the BRT, options should be considered to generally widen footways where possible. Environmental advice will need to be sought when considering potential impacts to the root structure of adjacent trees.
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 17
Capabilities on project: Transportation
At the eastern end of this section of the BRT corridor, surfaced footway width increases significantly – especially in the vicinity of the Loftus stadium. Adjacent Pedestrian Environment – North Side
Varying footway profiles, but predominantly too narrow
The avenue of Jacaranda trees does create a very pleasant environment with welcome shade, and also the parks and landscaped areas give the corridor a ‘green’ feel. Ideally, this should not be compromised by the design of the BRT alignment, but should rather be built up with potential opportunities for new landscaping and green space. Pedestrian Highway Crossings
Many uncontrolled pedestrian crossing movements
In the Sunnyside area, much of the adjacent land-uses are high density residential, plus the CBD of the City is to the west and there is a commercial / retail centre to the north. Consequently, there is a high demand for road crossings by pedestrians, and with the many breaks in traffic, many of the crossings are currently taking place at undesignated (and uncontrolled) locations. This is likely to continue to be the case one the proposed BRT is operational, and the potential issue of the central running BRT lanes being used as an area for pedestrians to wait will need to be carefully considered. Also along the corridor, for example in the vicinity of the Sunnyside swimming pool, there are a number of pedestrian desire lines which are not provided with surfaced footways. Further, at many designated controlled crossing points (such as at signal junctions) dropped crossings are either lacking, or are of poor construction.
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Capabilities on project: Transportation
Also of note, is a subway beneath the recently constructed Gautrain rail line. This subway gives an important pedestrian connection to the Loftus stadium and the many nearby schools, but is currently unlit giving it an intimidating impression. Many pedestrians were observed to avoid this facility, and rather use a very narrow footway beneath the railway. Again, the BRT proposal should give many opportunities to rectify these existing problems. 3.8.3 Section 3: University of Pretoria to Hatfield commercial and retail core Of the proposed route of the BRT Line 2A, this section has the most varying contrasts in terms of highway profile, and pedestrian environment. This part of the BRT route will divert from the core Line 2 corridor (which is eventually expected to extend to the Mamelodi area via Menlyn), and loop round Hatfield (the ‘Hatfield Loop’) picking up key destinations, including: the Gautrain rail / bus interchange; the Hatfield commercial / retail core; and the University of Pretoria.
Although the Hatfield Loop is a divergence from the core BRT Line 2 corridor, it will still form part of the BRT trunk line, and as such will still be provided with bus priority and stations to match the quality of others on the line. Highway Profile
Lynnwood / University / Burnett
On the approach and return from Hatfield, the highway currently switches from two lane unsegregated carriageway, to single lane unsegregated, back to two lane unsegregated carriageway. The section of single lane carriageway is the road of University which links Lynnwood and Burnett, and also gives one of the main vehicle access points to the University of Pretoria. Highway Profile
Festival / Arcadia / Grosvenor
AECOM Tshwane Bus Rapid Transit Line 2A, Preliminary Design Report (DRAFT 2) 19
Capabilities on project: Transportation
The route is then proposed to loop clockwise around Hatfield on a mix of one-way and two-way streets of varying widths. The main junctions are nearly all signal controlled, but there are numerous access points to off-street car parks, and also much regulated and unregulated on-street car parking. Highway Profile
Grosvenor / Burnett
The route continues on Burnett past the Gautrain rail station, before returning to Burnett (currently via a Stop junction), and passing directly through the commercial / retail core of Hatfield. As would be expected, this road is characterised by much car parking (on and off-street), and pedestrian movement. It is also an important public transport route for taxis and buses. Adjacent Pedestrian Environment
University / Arcadia / Grosvenor
Again, the pedestrian environment varies greatly in the Hatfield area, both in terms of quality of infrastructure, and its general nature. Along University, the western side adjacent to the recently constructed rail line, good quality footways have been constructed. However, most people walk on the eastern side adjacent to the University, where the footway is narrow and compromised further by parked vehicles overspilling from the main campus grounds. Similarly, on the loop around Hatfield, there are sections of very good quality footway (such as in the region around the Gautrain rail and coach station), whereas on the walk route between the rails station and the centre of Hatfield there are section which are unsurfaced / narrow / damaged. Further, some sections of footway are narrowed by vehicles parking on the adjacent verge.
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Capabilities on project: Transportation
Adjacent Pedestrian Environment
Burnett / Hatfield Centre
Much of Hatfield centre itself has been designed with the pedestrian in mind, with wide good quality footways, and pedestrianised squares and court yards. The public realm has helped create a good quality environment for people to walk, socialise, shop and do business. Pedestrian Highway Crossings
Wide pedestrian crossings
Similar to the section of the proposed BRT route which is close to the CBD of the City, many of the pedestrian highway crossings are extremely long and can be intimidating to negotiate. The design of the BRT route through this section should seek to make improvements where realistically possible as its success will in part depend upon the ease by which people can walk to and access the stations and stops. 3.9 Car Parking Car parking has the potential to negatively impact BRT operations in several ways, including: • Taking up road space; • Entering and exiting car parking spaces causing delays on the highway. Delays are particularly caused by angled on perpendicular bays where cars are required to manoeuvre over a large extent of the carriageway; and • Indiscriminate and uncontrolled parking which often blocks footways, causes damage to verges and other street furniture, and delays to other traffic by vehicles accessing the areas.
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Capabilities on project: Transportation
Obstructive / indiscriminate on-street parking
Car parking, and in particular on-street, is however necessary in some locations, including: • Locations where publically available off-street parking is lacking and / or in short supply; • To support small scale retail / commercial businesses which rely on pass-by trade; and • Other situations, such as where mini-cab ranks are required. 3.9.1 On-street car parking Along the BRT Line 2A route, the following primary locations are where on-street parking occurs (both formal and informal): • No on-street parking is permitted along Skinner, however informal / indiscriminate does occur to both sides; • At the western end of Sunnyside along Kotze on-street parking is permitted to both sides. Parking to the south is not well utilised, however the parking to the north is heavily used as it serves adjacent small scale retail units; • On Jorissen in the vicinity of the of the Johnston junction there are sections of on-street parking, plus an informal mini-cab rank; • Along University there is extensive informal / indiscriminate parking along the verge. This parking severely obstructs the footway, and causes congestion during peak periods as vehicles enter and exit the verge; • Around Hatfield most of the streets are utilised for on-street parking; both formal and informal. Formal parking is where bays are designated and marked out on the ground – most of which were originally controlled by pay-and-display parking machines, however these are all currently switched off. During the site audits and visits it was noted that parking enforcement within the City appears to be lacking. 3.9.2 Off-street car parking Along the proposed BRT Line 2A route, and within a short distance, there are large amounts and numbers of off-street car parking – both private and public. Many of these car parks have access points directly onto the proposed BRT alignment, and these will need to be maintained to avoid undue disruption to day-to-day activities. 3.10 Public Transport The City of Tshwane is already served by an extensive public transport network, and this will need to complement and work with the proposed new BRT network to allow the full potential of the new city wide integrated public transport network to be realised. Separate in-depth transport and consultation studies are currently being undertaken reviewing and assessing this very important issue, and the findings and recommendations of this work will help inform the later more detailed design phases of this project.
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Capabilities on project: Transportation
3.11 Taxi Routes As would be expected, taxi routes within the City are numerous and widespread, and there are therefore many potential locations for interaction between taxi routes and the proposed BRT Line 2A. 3.12 Rail Three rail stations lie in close proximity to the Line 2A BRT Corridor, these being: • Loftus Versfeld, adjacent to the street of University; • Rissik, close to the Festival / Park Street junction; and • The new Hatfield Gautrain station whose main access is close to the Grosvenor / Arcadia junction. The Loftus and Rissik stations are served by the Metro Rail services, which serve population catchments in outlying Gauteng; and the Gautrain provides a frequent service to Johannesburg and other key destinations. Also, very close to the Hatfield Gautrain station is a large publically available multi-storey car park, and the Gautrain coach station which gives public transport feeder services to many districts in and around Tshwane. Convenient BRT interchange with other public transport services will be important in maximising the population catchment of the new transport mode. 3.13 Servicing Currently on-street servicing of commercial businesses by HGV’s takes place at locations along the Line 2A BRT corridor, and this facility will need to be maintained – albeit perhaps in a different arrangement to existing. On-street servicing in particular takes place on a regular basis in the following locations: • At the western end of Sunnyside on Kotze; and • Along Burnett adjacent to the Hatfield Mall. 3.14 Traffic Regulation Orders Along the proposed route of Line 2A there are a range existing traffic regulation orders to help manage traffic flows, and these include: • Speed limits; • Waiting restrictions; • On-street parking; • Servicing zones; • Bus and Taxi stops; • Regulatory and directional signage. Proposed amendments / additions to traffic regulation orders will be addressed during the detailed design phase of the scheme. 3.15 Pedestrians and Cyclists 3.15.1 Pedestrians Much of the proposed BRT intentionally passes through densely developed mature urban areas where there are many pedestrians, and high demand for road crossings. A review of existing pedestrian infrastructure in the vicinity of the proposed BRT corridor has been undertaken, and this is available as a stand-alone report titled: ‘Tshwane Bus Rapid Transit Line 2A, Visual Road Condition Survey’.
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Capabilities on project: Transportation
Further, a Stage 1 Road Safety Audit has been undertaken by a third party who has reviewed the BRT proposals from a highway safety perspective. This audit is also available as a separate report. 3.15.2 Cyclists Currently, there is very little dedicated transport facilities for cyclists within the Tshwane and is limited to short sections of cycleway, and some cycle parking. The Council has recognised this lack, and is using the BRT initiative as one driver to help deliver quality cycle facilities in and around the City. This issue is further discussed in Section 8. 3.16 Urban Traffic Control At present, the greater majority of traffic signals in the City of Tshwane run to fixed time, which switch between plans to cover the morning and evening peak periods, and the off-peak. The traffic signals are managed by the Roads and Storm water department of the City Council. 3.17 Utilities A specialised consultancy company has been appointed to collect information on all existing utilities along the Line 2A corridor. This information is expected to be available for the detailed design phase of the project, and should be presented as a set of coordinated utility drawings. 3.18 Special Events and Activities The following special events and activities have been identified which will at times affect the proposed BRT operations: • Occasional special events in Hatfield, such as the Hatfield Carnival affect the operation of roads which the BRT is proposed to operate. Consultation is on-going with the University of Pretoria to review future events to help minimise disruption to BRT operations; • Special events at the Loftus Versfeld stadium result in significant amounts of traffic being generated into the area. Again, consultation is on-going with the stadium operators, the Police, and other stakeholders to up-date event plans to take into account the requirements of the proposed BRT system. Consultation will continue to monitor existing and future special events and activities along the BRT corridor.
BRT Traffic Modelling
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Capabilities on project: Transportation
4 BRT Traffic Modelling
4.1 City of Tshwane Traffic Modelling Overview Much work has been undertaken to develop demand models to help inform the Operations Plan for the City of Tshwane’s BRT network. The demand data is produced by the City’s EMME model. This model produces weekday morning peak hour estimates of passenger demand across all modes. It also provides other data such as passenger kilometres by mode and the number of initial boardings, total boardings transfers and alightings and stations. The EMME model is therefore a strategic model which allows high level assumptions to be tested, and wide area decisions to be made based upon a range of outputs. It is also being used in conjunction with two other models: an Operating Cost model, which forecasts costs such as fare revenue and monthly operating costs; and a Financial and Economic model which is a detailed financial simulation model. All three models work together to help with planning for the overall BRT network.
In addition, a wide area SATURN model and detailed micro-simulation model are being constructed over the extents of the routes to provide a more detailed traffic impact assessment of the BRT proposal. Full details of these various modelling tasks are provided in reports by others. However to aid with the preliminary design of BRT Line 2A, a more limited traffic model of the proposals has been constructed – as discussed further below, and in more detail in Sections 9. 4.2 TRANSYT Modelling To provide an initial assessment of the possible traffic impact assessment of the proposed Line 2A BRT, a TRANSYT model has been constructed of the preferred design. The details and findings of this assessment are presented in Section 9. 4.3 VISSIM Modelling A VISSIM micro-simulation model has been constructed of the Skinner section of the proposed BRT route. VISSIM is a 3-D visual traffic model, and consequently is more easily understood by the lay-person and is therefore very useful as a presentation and consultation tool. Snap-shot images of the model output are given below, with more details of the modelling process given in Appendix A.
VISSIM Model Skinner and Kotze
Preliminary Station Locations and Layout Options
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Capabilities on project: Transportation
5 Preliminary Station Locations and Layout Options
5.1 Background Based upon the findings of the baseline review presented in Section 3, this section provides the preliminary location of stations and stops along the proposed BRT Route 2A alignment. This section also provides a basic specification for a BRT station which has been used to inform the preliminary design. Further, this section gives an estimate of the capacity of each of the stations to help inform forward planning for the City of Tshwane overall BRT network. Note, in the context of this report, a BRT station can be defined as a ‘closed’ environment which requires passengers to pass through a barrier system before boarding and after alighting a bus. BRT stations will be used on all core sections of the trunk route network, which includes the full extent of the proposed BRT Line 2A. 5.2 Preliminary Closed Station Design Specification, Central Carriageway Running This section gives a basic specification for a closed station located central to the carriageway from which the preliminary design options have been developed. The section also notes key areas of design which will need to be further reviewed and assessed as more detailed information becomes available from other on-going studies and assessments. 5.2.1 BRT vehicle types All other BRT systems in operation in South Africa makes use of a standard specification articulated bus which has been adapted to allow offside boarding and alighting by passengers. However, for several important reasons, the City of Tshwane is currently pursuing a low floor specification BRT vehicle. There are currently planned to be two basic BRT vehicle types which will be permitted to access the stations. One will be articulated with off-side passenger access doors and an overall length of 18.5 metres; and the other will be rigid with near-side and off-side passenger access doors with a length of 12.0 metres. The rigid bus will therefore have the capability of stopping at stations both at the side of the road and also central to the carriageway. 5.2.2 Station platform height The main effect that a low floor vehicle of this type will have will be that the station height will only need to be 350 millimetres above road height to allow level passenger boarding. This is opposed to 950 millimetres for the Rea Vaya system currently operating in Johannesburg. The lower platform means that there will be less of a level difference for passengers to negotiate entering and leaving stations, with a consequent reduction in the length of access ramps. 5.2.3 Typical central station layout The standard layout for a station central to the carriageway includes the following key features: • A primary public access via a ramp ideally at 1:20 gradient; • A ticket / information office with a length of seven metres; • A passenger waiting area with a minimum length of five metres; • Controlled access turnstiles; • The BRT passenger boarding and alighting area with a minimum length of 20 metres; • An emergency access and ramp to ground level. The stations themselves will have the following minimum widths: • 3.0 metres if there is to be only boarding and alighting to one side of the station; • 3.5 - 5.0 metres if there is to be boarding and alighting to both sides of the station.
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Capabilities on project: Transportation
Overall station widths and lengths will be dependent upon the predicted pedestrian numbers to be within the station at any one time.
Proposed station widths and lengths are very important design issues which will require further review as more detailed patronage forecasts become available. If stations are constructed with insufficient space to adequately accommodate actual passenger numbers, there will be the danger of crushing and significant impact to the amenity of people. Further, there will also be the danger of passenger overspill into the areas adjacent to the station which will include the carriageway.
The current preliminary station designs for BRT Line 2A are based upon default dimensions, and therefore will need to be reviewed in light of the above recommendation / issues. 5.2.4 Typical central station access layouts For the preliminary design of BRT Line 2A, two basic station access layouts, plus one hybrid option has been considered. Note, only half module stations have been considered to-date as Line 2 is currently planned not be sharing its alignment with other BRT Lines. The exception to this being along the street of Paul Kruger, where the preliminary design of stations has already been completed as part of a separate package of works. Option 1: Half Module Back to Back Stops with Passing Lane
Cross section width: Approximately 34 metres
This access layout would be the ideal arrangement as it allows a BRT to pass another BRT stopped at the station fully segregated from the adjacent mixed traffic lane. This arrangement would allow express services to operate on the same BRT line as more frequent stopping services. Note also the incorporation of pedestrian refuge islands between the BRT and the mixed traffic lanes to help reduce road crossing widths for people accessing the station. Where possible, this layout option has been incorporated into the Line 2A preliminary design as this arrangement affords the best future year flexibility for the BRT system.
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Capabilities on project: Transportation
Option 2: Half Module Back to Back Stops with Informal Passing Lane (Hybrid option)
Cross section width: Approximately 29 metres
The above layout is very similar to Option 1 in that it provides back to back stops for BRT vehicles, and for passengers boarding and alighting. However, only an informal half-width passing lane is provided which helps to reduce the overall width of the station complex. The informal passing lane will allow one BRT vehicle to pass another on an occasional basis, but it will need to partially enter the adjacent mixed traffic lane. When considering that Line 2A vehicles are not expected to exceed a headway of one BRT in each direction every three to five minutes, and that they are likely to stop at every station, the hybrid configuration should provide adequate capacity and flexibility to the service. However, this layout option will only be considered where site constraints dictate that full passing lanes are not possible. Option 3: Half Module Staggered Stops with Passing Lane
Cross section width: Approximately 28 metres
The final station access layout option considered is as given above. In this arrangement, the station is split into two and linked by a pedestrian walkway. The staggered layout of the station allows a full passing lane to be relatively easily formed, and does reduce the width of the station to 3.5 metres. However, the overall station becomes very long, and it does require two ticket offices and two passenger access controls. Also, the station will tend to be accessed by passengers mid-block, rather than at junctions. This means that a new controlled pedestrian crossing will need to be provided, rather than making use of ones that are already available at a signal controlled junction. At this time, the staggered BRT station arrangement has not been used within the preliminary designs for Line 2A. 5.2.5 Mobility Impaired BRT stations will need to be designed to be conveniently accessible by all. This includes not only people with physical disabilities, but those also that have temporary mobility impairment – such as bags of shopping, or a child push buggy. Any change in levels must therefore be minimised, and when necessary overcome by a ramp of a gentle gradient rather than steps.
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Capabilities on project: Transportation
All pedestrian road crossing facilities must have a generous width and provided with in-line dropped crossings and tactile paving. 5.2.6 Cyclists It is not yet known if BRT vehicles will be designed to accommodate cycle parking. Even so, secure and accessible cycle parking should be considered at all stations. This facility will be particularly important at outlying stations and terminuses to routes, and will allow cycle and ride to be promoted and to be a practicality. 5.3 Closed Station, Edge of Carriageway Running On the Hatfield Loop section of Line 2A, the route is on a mix of one-way and relatively narrow two-way streets. In this situation it would be impractical to provide central carriageway stations, and consequently stations will be rather provided to the side of the road. The stops on this section of the route will still be ‘closed’, meaning that they will require ticket offices and barrier systems similar to the stations central to the carriageway. They will also have level boarding, so will need to be raised to have a platform level of 350 millimetres. As such, BRT stops on this section trunk route will still be significant structures requiring careful thought on their placement and location. 5.3.1 Supporting features The stops will be where passengers will be waiting to board their public transport vehicle, and it should therefore be a place where people feel safe to wait. The stops should also have a range of complimentary measures, which could include: • Street lighting; • CCTV, or being overlooked by active land-uses; and • Safe and direct access to the surrounding area. 5.4 Preliminary Station Locations As discussed in Section 3, there are four primary nodes of activity along the route where ideally stations or stops would be located. These being: • The CBD of the City of Tshwane; • The high density residential area of Sunnyside; • The sporting and education node near the Loftus Versfeld stadium; and • The Hatfield commercial, retail, education and transport hub. The proposed stations and stops for each of these locations are discussed in more detail below:
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Capabilities on project: Transportation
5.4.1 The CBD of the City of Tshwane Under the current design proposals for BRT Line 1, three to four stops are planned along Paul Kruger within the sphere of the CBD; however the closest stop would be more than 300 metres from the street of Skinner. Therefore, a stop will most likely be required on Skinner in close vicinity to Paul Kruger to reduce passenger walk distances, and providing a convenient transit point for people travelling into and out of the CBD.
Node of Activity: Intersection of Skinner with Paul Kruger
The station will be positioned central to the carriageway of Skinner, with pedestrian access being provided via the controlled crossing incorporated into the junctions traffic signals. Skinner also does intersect important pedestrian north / south desire lines and a further stop along this section of the route would be of significant benefit. To coordinate with both other stops along BRT Line 2A and also the proposed alignment of the route itself, a stop is also proposed at the Prinsloo junction. This stop is some 700 metres from the junction of Paul Kruger and Skinner, and approximately 600 metres from the first Sunnyside stop. The Prinsloo / Skinner junction is surrounded by a mix of high density commercial, residential and retail, and consequently many people have a travel destination to and from the locality of this area, and as already discussed lies on an important pedestrian desire line to and from the CBD.
Node of Activity: Intersection of Skinner with Prinsloo, and nearby Du Toit
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Capabilities on project: Transportation
A station on this location will also be convenient to the street of Du Toit which is a popular walk route to the CBD and contains a range of commercial businesses. The station will be positioned central to the carriageway of Skinner, with pedestrian access being provided via the controlled crossing incorporated into the junctions traffic signals. The preliminary design for this station is provided on Drawing No. BRT2A./P003. 5.4.2 Sunnyside Sunnyside is a large vibrant district, with its own retail and commercial centre clustered along the road of Esselen, which is one block to the north of Kotze where Line 2A is proposed to run. The district also includes medium to high density residential, particularly towards its western side closest to the CBD. There are also many important civic and community facilities within the area. The combination of this mix of land-uses means that Sunnyside not only generates significant travel demand for destinations in the CBD and other outlying district centre, but that it is also a destination in its own right with many people travelling daily into the area to access the commercial, retail and employment opportunities. Sunnyside is also fortunate in that it has many well maintained green spaces, parks and outdoor recreation areas. The urban realm is further enhanced by the avenue of mature trees (predominantly Jacaranda) which line either side of Kotze. The proposed BRT route will therefore provide an important driver to support the area and its local community, and help to ensure its continued prosperity. Due to the size and density of Sunnyside, it is proposed that two stations be provided as part of the BRT Line 2A alignment. One station being close to its western boundary, and one station more central to the district. Residential density becomes much lower to the east of the area, and consequently a further stop may not be warranted. Sunnyside West
The Sunnyside West station is proposed to be located on Kotze, between the junctions of Greef and Mentje. It will be centrally located to the carriageway, with pedestrian access being provided from a new controlled crossing point.
Sunnyside West
The position of the station means that it will only be about 150 metres from the commercial and retail centre of Sunnyside, and will have a large residential population within convenient walking distance. The preliminary design for this station is provided on Drawing No. BRT2A/P005.
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Capabilities on project: Transportation
Sunnyside Central
The second Sunnyside BRT station is proposed to be located at the junction of Kotze and Bourke, where there is a cluster of civic and community facilities, plus a significant surrounding residential population.
Sunnyside Central
The Kotze / Bourke is an expansive signalised junction, and it is proposed to locate the station central to the junction, and convert it to a more simple left-in / left-out arrangement which should greatly simply pedestrian movements to and from the station. The arrangement should also protect the established surrounding green space, and also provide further opportunities for public realm improvements. The preliminary design for this station is provided on Drawing No. BRT2A/P007. 5.4.3 Sporting and Education Node The final central carriageway ‘closed’ BRT station on Line 2A is proposed to be located close to the unusual roundabout type junction where Walter Jameson intersects with Jorissen and Lynnwood. In this locality are a number of important land-uses, including the Loftus Versfeld stadium, training grounds, and boys and girls high schools. Further, the University of Pretoria is only about a five minute walk from this area.
Sport and University Node
The preliminary design has positioned this station on the southern side of Lynnwood, which should allow much of the public realm in the area to be maintained, whilst reducing the complexity of road crossings for pedestrians accessing the station.
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Capabilities on project: Transportation
The design of the station should allow all traffic movements to be maintained, in an overall simpler form, with additional controlled pedestrian crossings provided to enable convenient linkage to the surrounding land-uses. The preliminary design for this station is provided on Drawing No. BRT2A/P011. 5.4.4 Hatfield As previously discussed, when Line 2A diverts from the BRT Line 2 route at the University / Lynnwood junction, its status will remain a trunk line service. Stops will switch from central carriageway to side of carriageway, but bus priority measures will still be required to help maintain consistent journey times. The stops however will still be ‘closed’, and will therefore be sizeable structures which will require careful placement to ensure that the do not compromise the surrounding area. Within the Hatfield area three stops locations are currently proposed to be provided at the following locations: • The University of Pretoria; • The Gautrain transport hub; and • The Hatfield Mall. University of Pretoria
Along the proposed alignment of BRT Line 2A, stops convenient to the University of Pretoria could be provided either along the street of University, or on Burnett between the streets of Roper and University. The street of University is principally a vehicle access to the campus grounds, and consequently there is little pedestrian activity. Whereas, Burnett is already being used as a public transport access node for the University, and also runs through the commercial centre of Hatfield. Burnett is therefore a much more pedestrian busy street, and would be better suited for a BRT stop than University.
University of Pretoria
Also, as Burnett is two-way, a stop will need to be provided on each side of the street. Pedestrian access to the stop on the far side of the road from the University will be facilitated by the controlled crossing facility at the junction of Burnett / Festival which will be improved as part of the package of works. The preliminary design of these stops is given in Drawing No. BRT2A/P015.
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Capabilities on project: Transportation
Gautrain Hatfield
An important stop proposed in Hatfield will be at the newly constructed Gautrain bus and rail interchange. This should significantly improve the versatility of the Line 2A service, by giving passengers a wide range of convenient and quality travel choices. The Gautrain bus station could also be used by the BRT service as a layover point on the route if this type of facility is required.
Gautrain Transport Hub
The preliminary design for this stop locates it on the south side of Arcadia adjacent to the Gautrain bus station, which will allow passengers to board and alight on the offside of the vehicle (similar to when the service is running central to the carriageway). This will however require this section of Arcadia to be converted to one-way eastbound, but will minimise the number of road crossings pedestrians will need to make to reach either the bus or rail station. The preliminary design of this stop is given in Drawing No. BRT2A/P017.
Hatfield Mall
The final stop on the Hatfield Line 2A loop is proposed to be close to one of the main pedestrian entrances of Hatfield Mall on the south side of Burnett. This stop will be close to the commercial and retail centre of Hatfield, and will therefore be convenient for many people to travel into and out of the area for work, shopping or leisure trips.
Hatfield Mall
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Capabilities on project: Transportation
This location is also adjacent to Hatfield Square which is one of the main leisure destinations in the area, and further is on an important pedestrian desire line between the large numbers of student accommodation and the Mall itself. As such, there is already a significant pedestrian road crossing demand in this location. To facilitate this demand, and also enable safe pedestrian access to the stop, a new controlled pedestrian crossing of Burnett is proposed. However, it is noted that to ensure ease of access to the stop by BRT vehicles extents of existing on-street parking will need to be removed. The preliminary design of this stop is given in Drawing No. BRT2A/P019. 5.5 Estimated Design Patronage Based upon the strategic traffic modelling and the Operations Plan, Line 2 should be designed to manage a capacity of around 5 – 6,000 passengers per hour per direction. The following images give a very basic visual representation of estimated passenger boarding and alighting volumes along Line 2A: both outbound from the CBD towards Hatfield; and inbound from Hatfield to the CBD. Much greater detail of BRT passenger forecasts is given with the City of Tshwane BRT Operations Plan.
Outbound from CBD Inbound to CBD Boarding Volumes
Preliminary Route Design
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Capabilities on project: Transportation
6 Preliminary Route Design
The preliminary design of the proposed BRT Line 2A has been made with reference to the City of Tshwane Bus Rapid Transit Engineering Designers Handbook (Revision 2). This document sets down the recommended design standards and provides useful references to other sources of information / guidelines that are recommended to be used by designers in the development of the BRT Lines in the City of Tshwane. For the greater part, these design recommendations have been adhered to, however in certain instances either departures have had to be made to help minimise impacts, or revised solutions have had to be developed to cope with particular ‘on-the-ground’ issues. Reference has also been made to BRT routes already completed within in South Africa, and the preliminary design of Route 2A has endeavoured to ‘learn’ from these projects by adopting best practice.
The preliminary route design for BRT Line 2A design is presented within the March 2012 Preliminary Design Drawings report, with further supporting information given below. 6.1 BRT System As previously discussed, the BRT will be a closed system and will run fully segregated (where possible) central to the carriageway. It will be served by its own stations, which will be located at points of maximum activity and traveller demand. 6.2 Traffic Signals As discussed, many of the existing junctions along the proposed Line 2A are currently controlled by traffic signals. To help enable the BRT system along this corridor these junction will require modification to both accommodate the new BRT transport infrastructure, and also potentially to allow for the implementation of a new urban traffic control system. Every junction along the route has been carefully considered individually against the following key criteria: • To maximise priority for the BRT vehicles, and hence minimise delay and journey times for passengers; • When stations are proposed to be in close vicinity to signal junctions, to plan safe, convenient and appropriate road crossings for pedestrians; • To minimise delay for mixed traffic; • To minimise any conflicting movements between mixed traffic and BRT. This is especially important where right turning vehicles may need to cross the through movement of the BRT. Overall, the objective of the review of the traffic signal junctions has been to both make public transport better and also improve conditions for mixed traffic. However, to enable this it is recognised that effective traffic signal management will need to be implemented along the route to help minimise signal delay for all users. 6.3 Right Turning Traffic Right turning traffic along a BRT route has the potential to significantly increase delay to the public transport vehicle by both blocking the path of the centrally running BRT if right turners are uncontrolled, or delaying the BRT at traffic signals while waiting for right turners to clear its path in a controlled manner. 6.3.1 Protected Traffic Signal Phase Where possible the design of Line 2A has taken up the recommendation of the City of Tshwane Designers handbook by providing a protected traffic signal phase for right turning vehicles – a typical layout of which is given below.
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Capabilities on project: Transportation
Protected traffic signal phase (typical layout)
Where space permitted, the above typical layout has been amended in the design of Line 2A by incorporating an additional traffic island between the right turn lane and the through mixed traffic lane. This amendment has been made with the objective of providing additional signal infrastructure to better help control right traffic. 6.3.2 Pre-signal Arrangement In the instances that the above arrangement has not been possible (i.e. when there has only been a single mixed traffic lane adjacent to the BRT lane), a pre-signal design arrangement has been adopted to facilitate right turning mixed traffic. A typical layout of which is given below.
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Capabilities on project: Transportation
Pre-signal arrangement (typical layout)
6.3.3 Shared Right Turn / Right Turn Ban Along a short section of Kotze, the existing road widths are insufficient to incorporate either of the above traffic signal options without carriageway widening. This section also has relatively narrow footway widths, is lined to either side by mature Jacaranda trees, and properties close to the back of footway – all of which would make carriageway widening costly and environmentally damaging proposition. Along this section, at existing traffic signal junctions, two preliminary design options have been developed: one which allows right turning traffic, but requiring the road space to be shared with the BRT uncontrolled; and one which bans the mixed traffic movement. Currently, the preferred design option is to ban right turns from Kotze along this section as this will allow maximum BRT segregation from mixed traffic. This arrangement will become more and more crucial as the BRT network expands, and public transport frequency on routes increase. 6.4 Minor Side Roads Along the proposed alignment of Line 2A there are numerous uncontrolled access points to the route. These include Stop / Give way junctions, and accesses to commercial and residential properties. In all instances where there is sufficient width to provide a physical central median, it is proposed to ban right turning movements to and from these accesses, and therefore make them left-in / left-out only. At other locations where there is insufficient carriageway width to introduce a full median, it is currently proposed to prohibit right turn movements with coloured rumble clocks of a type similar to the delineators between the BRT lane and the general traffic lane (discussed further below). This issue will be further assessed and discussed as the design proposals progress, and in certain instances it may be preferable to convert certain junctions to signal control to better manage traffic turning demand.
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Capabilities on project: Transportation
6.5 Traffic Segregation The entire extent of Line 2A is within built up urban areas with varying densities and types of uses to either side. The corridor also has varying carriageway widths, and traffic lane dividers – from full medians to unsegregated. In general, the preliminary design of Line 2A has adopted the following strategy in the segregation of the BRT from mixed traffic lanes: • At locations where at least two mixed traffic lanes will be retained to either side of the BRT lanes, full segregation is proposed via the use of raised delineators of the type used in the Cape Town transit system; • In most other instances, it is proposed that delineation of the BRT running lane is provided by rumble blocks and signage; similar to that which has been adopted by the Rea Vaya BRT system in Johannesburg; • On the Hatfield Loop section, bus priority is proposed to be via extents of nearside bus lanes. In these situations, either rumble blocks or road markings in line with the South African Traffic Signs Manual. • All forms of segregation will be supported by coloured surfacing and other street furniture. This arrangement is in line with the guidance provided by the City of Tshwane BRT Design Manual, but does mean that enforcement of the BRT lanes will need to be effective to help minimise encroachment by non-permitted traffic.
BRT Traffic Lane Delineators
6.6 Pedestrians / Mobility Impaired The BRT system is being designed to efficiently transport large numbers of people on a regular day-to-day basis, and to be a real alternative to travel by private vehicle. Convenient and safe access to the BRT system has therefore been of paramount importance in the preliminary design of Line 2A, and these designs will be refined as further information becomes available and as the consultation process progresses. The preliminary designs have also been cognisant of the needs of the mobility impaired – not just those people with physical infirmities, but also those, for example, encumbered with shopping or child push chairs. The following core design measures are proposed to be incorporated: • Avoidance of any use of steps. Any necessary level changes should be achieved via the use of gentle gradient (1:20 ideally) ramps; • In-line dropped crossings and tactile paving at the beginning and end of all road crossing points;
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Capabilities on project: Transportation
• Wide, controlled crossing points to all central carriageway stations; • Sufficient space for pedestrians to wait and circulate at stations. This design element will require regular review as estimated patronage forecasts are further developed; • Provision of additional pedestrian refuge islands at key locations; • Improvements to adjacent footways and key walk routes to and from the BRT stations and stops. As the design progresses, other measures to help navigation and security for pedestrians will need to be considered, including: CCTV; lighting; PA systems; and information and help points. 6.7 Cyclists Recreational and commuter cycling is an established mode of travel, and although not widespread in the City of Tshwane in comparison to other cities, provision for the mode needs to be carefully considered in the design of any new transport infrastructure proposals. Ideally, the proposals should actively encourage cycling through the provision of purpose designed measures, and as a minimum the transport proposals should not prejudice cycling through introducing new barriers to their movement. Within the preliminary design of BRT Line 2A the following steps have been made to help meet the above objective: • Secure cycle parking has been identified at stations, stops and other key locations. The parking has been particularly provided either where existing CCTV exists, or where it is likely to be provided in the future as part of the BRT scheme; • On-carriageway advisory cycle lanes have been proposed along coherent and continuous sections of the route; • Off-carriageway shared between pedestrians and cyclists; • Advanced cycle stoplines have been incorporated into signal junctions along the proposed on-carriageway cycle routes; • In the instances that nearside bus lanes have been proposed they have been made of sufficient width to allow buses to safely pass cyclists. Certain sections of the Line 2A corridor, such as Skinner, are considered not suitable to encourage cycling along due to the volume and composition of traffic. Consequently, no specific cycle infrastructure measures are proposed along these sections. Shared pedestrian / cycle facilities have not been proposed at any location adjacent to the alignment of Line 2A due to the potential for pedestrian / cycle conflict, the number of side roads which would need to be crossed, and the limited available width for such a facility. The proposed cycle improvements to compliment the BRT Line 2A proposals are presented in more detail in Section 8. 6.8 Public Realm The preliminary design for Line 2A has produced many opportunities for improvements to the public realm, especially at proposed stations and stops, central reserves of roads, and footways. It would be recommended that an urban landscape architect be consulted to determine the feasibility and appropriateness of the addition of soft and hard landscape improvements within the overall scheme. Also, due to the nature of central carriageway running within an established built-up urban area, there are inevitable losses to existing landscaping. Where possible this should be replaced at other locations.
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Capabilities on project: Transportation
6.9 Route Section 1, Skinner The preferred preliminary design drawings for Route Section 1 along Skinner are presented Drawing No’s 60237553 / P / BRT2A / P001 to P004. Key elements of the design include: • A central station to the east of Paul Kruger; • Running the BRT central to the carriageway in dedicated bus lanes; • Up-grade to all pedestrian crossings, including dropped crossings, tactile paving and widening median refuge islands where possible; • Providing three through mixed traffic lanes in each direction along the length of Skinner; • Maintaining provision for right turning traffic. The exception being the right turn from Skinner to Van der Walt which is proposed to be prohibited to allow full segregation of the BRT and three mixed traffic lanes; • A central BRT station to the east of Prinsloo Street incorporating by-pass lanes; • Up-grade to the footway along the south side of Skinner; • Reconfiguration of the Nelson Mandela / Skinner junction to enable right turning traffic from Skinner; and • A dedicated BRT way between Skinner and Kotze where right turning traffic from Skinner previously occurred. 6.10 Route Section 2, Kotze / Jorissen / Lynnwood Route Section 2’s preliminary design drawings along Kotze, Jorissen and Lynnwood are given in Drawing No’s 60237553 / P / BRT2A / P005 to P012. Highlights of the scheme design include: • Running the BRT central to the carriageway in dedicated bus lanes; • Three central BRT station: two within Sunnyside and one close to the Loftus Versfeld stadium complex; • A restriction in general traffic turning movements at the Meintje / Kotze junction to enable one of the BRT stations; • A restriction in right turning movements from Kotze to side streets to enable segregated running for the BRT; • Converting the Bourke / Kotze junction to left-in / left-out to enable one the Sunnyside BRT stations; • A median along a section of Jorissen restricting minor junctions to left-in / left-out; • Maintaining right turning movements at the Johnston / Jorissen junction via the use of pre-signals; • Reconfiguration of the Kirkness / Jorissen junction to enable a double length BRT stop close to the Loftus Versfeld stadium. The junction arrangement will enable existing access arrangements to the adjacent schools to be maintained; • A pre-signal to enable BRT priority to pass below the rail bridges west of University where a pinch-point in the carriageway exists. At the University / Lynnwood junction, BRT Line 2B is proposed to eventually continue along Lynnwood to Menlyn via Atterbury; where Line 2A turns off along University to complete the Hatfield Loop. Note, along this section the route passes over two river bridges; however as part of Line 2A there are no current proposals to change the structure of these bridges or amend the watercourse of the rivers below.
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Capabilities on project: Transportation
6.11 Route Section 3, Hatfield Loop The preferred preliminary design drawings for Route Section 3 around the Hatfield are presented Drawing No’s 60237553 / P / BRT2A / P013 to P019. Key elements of the design include: • More traditional side running bus lanes on the road of University on the approaches to the traffic signals at either end of the street. This should enable bus priority whilst not unduly affecting the travel times of general traffic. An important consideration along this section of the route will be the removal of on-verge parking along the frontage of the University to both improve conditions for pedestrians and also reduce delays caused by vehicles accessing the verge; • BRT stops on either side of Burnett to the west of Festival to serve both the University of Pretoria (where a new pedestrian access may need to be established); and a portion of Hatfield district centre; • Narrowing the carriageway of Festival in the vicinity of Rissick Metro rail station to enable more generous footway widths, and the introduction of a new pedestrian crossing; • Conversion of Arcadia Street between Hilda and Grosvenor to one-way eastbound, and the introduction of a continuous bus lane. A short section of Arcadia will remain two-way to enable Gautrain buses to reach their terminus facility; • A BRT stop very close to the Gautrain rail and coach station. This will enable both excellent bus / rail interchange, but also the potential for BRT to be used for park and ride from the nearby multi-storey car park; • Bus priority along Grosvenor; and the up-grade of the Burnett / Grosvenor junction to signal control; and • Traffic management along Burnett to rationalise verge car parking; improve pedestrian footways and crossings; and introduce servicing lay-bys to reduce the risk of double parking by delivery trucks. 6.12 Road Safety Audit A Stage 1 Road Safety Audit of the preliminary design of Route 2A was undertaken in February 2012. A designer’s response will be produced to the audit, and appropriate changes / additions will be made to the preliminary design drawings. A Stage 2 Road Safety Audit will be required during the detailed design phase, and a Stage 3 once the scheme construction is close to complete.
Non-Motorised Transport Provision
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Capabilities on project: Transportation
7 Non-Motorised Transport Provision
7.1 Background An important objective of the City of Tshwane BRT initiative is to help promote a change in travel habits for residents and visitors to the area, and in particular provide a realistic alternative for travel by private vehicle on a day-to-day basis. In this regard, the City of Tshwane will not only be delivering a state of the art public transport system linking key activity nodes, but also facilitating other measures, including: • Wide scale improvements for pedestrians, with safer road crossing facilities, better quality footways, and removal of barriers to movement. In the context of BRT Line 2A, these improvements are detailed within the Preliminary Design Drawings; and problems and issues with the Visual Road Condition Survey; • Establishing a network of cycle routes through the City, either running beside the proposed BRT routes, or on corridors parallel to the BRT routes;
• Providing secure cycle parking at key locations, including BRT stations; • Improving personal security through measures such as better street lighting; • Facilitating ease of transport interchange. In particular, between train and BRT with modal stations close to each other; and through other initiatives such as park and ride; • Providing a network of public transport feeder services to connect with the Trunk BRT corridors. This will dramatically increase the catchment of the BRT services, and to promote this other improvements may be progressed – such as better quality bus stops and passenger waiting facilities; bus priority measures on non-BRT corridors; and a better specification of vehicle; • Better and more readily available information on public transport routes, services and fares. Many of these initiatives are being progressed by other work streams, however included within the infrastructure design remit is the design of BRT facilities, and physical improvements for pedestrians and cyclists. Measures being proposed for Line 2A for BRT vehicles and pedestrians are described and presented within other sections of this report. This section therefore in particular reviews opportunities for improvements for cyclists. 7.2 Existing Cycle Facilities Within the boundaries of the City of Tshwane there are short sections of cycle routes which have been implemented, but for the most part, the routes do not connect up and are therefore difficult to use by cyclists. Some cycle parking is provided at destinations such as district centres and rail stations. Measures to facilitate and promote cycling as a regular mode of travel are therefore in their infancy in the City, and consequently there is much scope for improvements to be developed. 7.3 City Of Tshwane NMT Masterplan In April 2010, a report was produced to identify a Non-Motorised Transport (NMT) Masterplan in Tshwane (Shova Kalula Bicycle Project). The objective of the report was to develop an implementation framework that will address the needs for NMT bicycle routes which can be incorporated into the Department of Transport National Strategy. The main output of the report was a set of maps which identified corridors potentially suitable for more detailed investigation as a cycle route. The masterplan therefore did not provide a definitive network of cycle routes for the city, but rather a guide to aid future transport studies.
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Capabilities on project: Transportation
In the context of the BRT Line 2A proposals, the following plan gives an extract of the NMT Masterplan in the vicinity. Figure 7.1 City of Tshwane NMT Masterplan (extract of)
The above plan therefore highlights the desirability of a cycle route connecting the CBD with Hatfield, which conforms with the BRT Line 2A proposals. This plan has therefore been used as a basis for more detailed investigation for the provision of appropriate cycle route infrastructure as part of the BRT Line 2A scheme. 7.4 BRT Line 2A, Opportunities and Constraints As identified in Section 3, the highway profile of the proposed BRT Line 2A route changes greatly along its length and this will have an important bearing on the nature of the complimentary cycle route – as discussed below: The preliminary design for BRT Line 1 is complete, and this provides for a two-way cycle route along the street of Paul Kruger. The complimentary cycle route for BRT Line 2A will therefore need to intersect with this to help develop a network of routes. The streets of Skinner and Nelson Mandela have multiple traffic lanes, experience high traffic flows and have many turning movements. These streets are not suitable to promote as cycle routes as the competition for road space is intense, and the speed and composition of traffic will not mix well with cyclists as vulnerable road users. Kotze and Jorissen are more suitable for use as a cycle route, however the BRT proposals will, for the most part, leave only a single mixed traffic lane in each direction. Existing highway space is therefore insufficient to accommodate the combined needs of a new BRT system and cycle route. Footways could be widened in parts to provide sections of shared pedestrian / cycle facilities; however these would be discontinuous and could also impact the avenue of Jacaranda trees to either side of the road. The Hatfield Loop offers many opportunities for improved cycle routes and facilities. However, the connection to BRT Line 2 via the street of University is problematic, with busy junctions at either end, limited carriageway width and high traffic flows especially during University term time.
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Capabilities on project: Transportation
As discussed previously, Line 2A does pass through a number of important destinations which ideally so too would the cycle route. Consequently, rather than attempt to provide a cycle route which directly follows the BRT Line 2A, investigation has concentrated on corridors parallel to the route. 7.5 Cycle Route Option Considerations During the review of options for a complimentary cycle route to BRT Line 2A, a number of important issues have been taken into consideration, including: • Convenience: the route should serve main destinations, and be direct and easily navigable; • Accessibility: the route should link key destinations, and be continuous and coherent; • Safety: not only must infrastructure be safe, but the route its self should be perceived as safe to users; • Comfort: Infrastructure will need to be designed to meet best practice guidelines; • Attractiveness: The potential to integrate the new infrastructure with the adjacent area, and be in keeping with surrounding uses. It is also recognised that cyclists are of differing skill ability, with some being confident to mix and compete with motorised traffic, and others where more segregation / quieter streets are needed. Consequently, a dual network may required – one which offers more segregation from motorised traffic at the expense of directness and / or priority. 7.6 Cycle Route Options The cycle facility will complement BRT Line 2A, and consequently will provide a designated route between the CBD of the City of Tshwane and the district centre of Hatfield, and to reflect the NMT Masterplan it is proposed that the Park Street corridor be utilised. In addition to the NMT Masterplan there is currently another masterplan being prepared for the CBD of the City of Tshwane which will include a plan for movement by all modes. However, the findings of this work are currently not available, and consequently it is not possible to tie-in the Line 2A cycle route proposals into the planned changes for the CBD. As such, the Line 2A cycle route proposals commence on the outskirts of the CBD, but at a point which should allow simple linkage with developing CBD masterplan. As for the BRT scheme design, ideally the cycle route would also pass through the residential area of Sunnyside to help improve both its potential catchment, and also its ability to link key destinations.
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Capabilities on project: Transportation
Bearing the above in, the proposed cycle route options are given in the figure below, with a larger scale version provided on the next page. Figure 7.2 BRT Line 2A Complimentary Cycle Routes
From this figure it can be seen that two cycle routes are proposed, as follows and as described further below: a core route (Line A) linking the CBD to Hatfield via Sunnyside; and a secondary route (Line B). 7.6.1 Cycle Route Line A Cycle Route Line A (CR Line A) is proposed to form the spine from which other cycle routes can be developed. The route would be on-street for almost its full extent, and therefore will require specific cycle priority measures to help protect cyclists and their road space – this issue is discussed in more detail later in this section. CR Line A would commence at the road of Nelson Mandela where a crossing facility will allow a connection link to the CBD. The cycle route would then run along Esselen, passing through the heart of Sunnyside district centre, till it reach the street of Celliers which cyclists will be signed to follow. From Celliers, the route would join Park Street which it would follow till reaching Burnett where it would turn-off to provide a connection to Hatfield and its range of destinations. Many students reside in Sunnyside, and this cycle facility will provide a convenient and direct link with University of Pretoria – a measure which is currently lacking. A notable feature of this cycle route proposal is that it will avoid sections of road which have a combination of: multiple traffic lanes; complex junction; and large numbers of turning vehicle movements. All of which are a hazard to cyclists who are vulnerable compared to the majority of other road users. Further, all of the streets which the route is proposed to run along are two-way to traffic; and this allows simpler way-finding, and the avoidance of complex cycle facilities – such as contra-flow cycle lanes.
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Capabilities on project: Transportation
Park Street
A section of the cycle route is proposed to pass through the district centre of Sunnyside along the street of Esselen. Due its location and the adjacent land-uses, this is a busy street with much activity – including on-street car parking and servicing. Sunnyside is a designated City Improvement District, and there are plans to up-grade Esselen to help formalise car parking and servicing, provide better pedestrian facilities and reduce road space for general traffic. As such, consultation is on-going to co-ordinate the masterplan proposals to improve the street environment of Sunnyside to potentially include cycle facilities. 7.6.2 Cycle Route Line B Cycle Route Line B (CR Line B) would run roughly parallel to CR Line A, but would be along streets less trafficked than Park Street – and therefore perhaps being more appealing to novice and recreational cyclists. At its western end, the cycle route would intersect with the street of Celliers and hence with CR Line A. From here, the route would take advantage a green corridor which runs either side of the Apies River. Currently only a footpath is adjacent to the river, so this would need to be widened to allow for shared use. The proposal allows for the cycle route to follow the river corridor until the street of Brecher, which it follows till reaching Park Street where it would rejoin CR Line A. The street of Brecher is very quiet and aside from signage would require minimal infrastructure to make it suitable for a designated cycle route.
Apies River Corridor
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Capabilities on project: Transportation
The cycle route proposal utilising the Apies River corridor offers an excellent opportunity to tidy up this green space and to make it a valuable local community resource. 7.7 Cycle Route Running Options As discussed above, it is proposed that the cycle route avoids heavily trafficked and complex sections of the cities road network, and consequently the required supporting infrastructure will be relatively simple and most likely limited to three basic running options described below. 7.7.1 On Street with Cycle Priority Facilities Along Esselen, Celliers, Park Street and Burnett the cycle route is proposed to run on-street sharing road space with other traffic. To help both define the cycle route, and provide priority for cyclists at signal junctions, cycle lanes and advance cycle stoplines will be provided along its length. These facilities will be supported with directional signage at decision points.
Typical Four-arm Junction with Cycle Priority
7.7.2 On Street no Cycle Priority Facilities Sections of CR Line B would pass along very lightly trafficked streets, where it is considered cycle priority measures will not be required to help designate road space for cyclists. Along these sections, it is proposed that only signage be provided to help cyclists navigate the streets.
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Capabilities on project: Transportation
7.7.3 Off-Street Shared Pedestrian and Cyclist Facilities Along the section of the cycle route corridor which would run along Apies River corridor, it is proposed that a shared pedestrian and cycle facility be created. This arrangement would require the existing footway to be widened to be widened to at least 3.0 metres, and preferably 4.0 metres.
Typical Layout: Shared Pedestrian and Cycleway
In addition, street lighting will need to be up-graded along the river corridor to help promote personal safety, rubbish and debris would need to be cleared, and other features such as waste bins, benches and protective railings installed. 7.8 Cycle Parking An important measure in helping promoting cycling is the provision of convenient and secure cycle parking at key destinations. In terms of the BRT Line 2A complimentary cycle route, parking would need to be provided at: • At least three locations within Sunnyside district centre – here they should be able to be covered by the recently installed CCTV system; • Convenient to the Pretoria Art Museum off Park Street; and • Additional cycle parking facilities around Hatfield. The University of Pretoria already includes cycle parking around the campus complex. 7.9 Summary The proposed BRT Line 2A complimentary cycle route should deliver the following key measures: • Approximately 4,700 metres of two-way on-street cycle lanes; • Approximately 1,100 metres of off-street shared pedestrian and cycle way; • Cycle priority at signalised junctions; • Way-finding signage to aid cyclist navigation; • Secure cycle parking at key locations; • Environmental improvements along the Apies River corridor.
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Capabilities on project: Transportation
Overall, the proposal should form an important facilitator of the City of Tshwane NMT Masterplan, should coordinate with the developing City of Tshwane CBD Masterplan, and perhaps most importantly provide a quality NMT linkage between Sunnyside, Hatfield and the University of Pretoria which can be expanded upon as the City wide BRT network continues to develop.
Traffic Impact Review: TRANSYT Modelling
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Capabilities on project: Transportation
8 Traffic Impact Review: TRANSYT Modelling
8.1 Traffic Modelling Background This section has been prepared in order to provide an overview of the TRANSYT modelling of the proposed Bus Rapid Transit (BRT) route in central Tshwane. The proposed scheme, Line “2A”, is to run along Skinner Street, Kotze Street, Jorissen Street, Lynwood Road and connect with University Road, a distance of some 4.0km. The BRT scheme will provide dedicated bus-only lanes along this entire section which will tie in with high quality bus stops at key locations. The aim of the TRANSYT modelling is to assess the impact of implementing the BRT route on the highway network. To achieve this, the existing highway layout is modelled to replicate the ‘do minimum’ situation and the proposed scheme is then represented within a separate ‘do something’ model. The difference in performance of the links and junctions within these two scenarios is then compared. By implementing the BRT measures such as dedicated bus lanes, general highway capacity for normal traffic will be reduced. The TRANSYT modelling will therefore identify which particular locations may be materially affected by the proposals. This section details the process undertaken to construct and run the respective TRANSYT models and details the operation of the network in terms of ‘degrees of saturation’ and ‘mean max queues’ on links as well as the ‘level of service’ of junctions. 8.2 Sections Modelled Rather than construct one large TRANSYT model of the complete route, it has been considered more applicable to split the route into three discrete sections. Creating one large model may have reduced the effectiveness of TRANSYT to model individual link/node performance, and it was considered that the modelling of three distinct would make the results more easily understood. On this basis, the three TRANSYT models – ‘Skinner’, ‘Kotze’ and ‘Jorissen’ – cover the following sections: • Skinner Street, between the Paul Kruger and Nelson Mandela Drive / Visagie Street junctions (approx. 1.1km); • Kotze Street, between the Meintjies Street and Johnston Street junctions (approx. 1.7km); and • Jorissen Street, between the Johnston Street and University Road junctions (approx. 1.2km). Areas of the highway network outside of these sections have not been modelled in TRANSYT, even though there may be a degree of traffic reassignment onto neighbouring links arising from the scheme. This is discussed further in subsequent sections. 8.3 TRANSYT Methodology The TRANSYT methodology has been devised in order to assess the impacts of the scheme in a clear and consistent manner. The first stage of the modelling exercise has entailed the replication of the existing highway network and the second stage has sought to model the highway network with the BRT scheme in place. The morning and evening peak periods have been modelled and this has necessitated the inclusion of 2012 morning and evening peak hour traffic data. The respective signal timings from each junction during both the morning and evening peaks have been used within the TRANSYT models. For the do something models, certain 2012 traffic movements have been reassigned if a turning movement is proposed to be banned. The TRANSYT network has been altered to include the changes associated with the BRT proposals such as additional bus lanes and revised signal staging. The models have then been re-run utilising TRANSYT’s inbuilt optimiser function. As such, the following model outputs have been produced: • AM Peak 2012 Do Minimum • AM Peak 2012 Do Something • PM Peak 2012 Do Minimum • PM Peak 2012 Do Something The outputs from the TRANSYT modelling have been used to analyse link and junction performance in terms of capacity and delay. This exercise has enabled an understanding to be gained of the impact of the scheme. The TRANSYT methodology is outlined in more detail in the following sections.
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Capabilities on project: Transportation
8.4 Traffic Flows An integral part of the TRANSYT modelling is the use of traffic flow data in the form of peak hour counts. Such data was recorded via turning count surveys during January and February 2012 between the periods 06:00-09:00 and 15:00-18:00, split down into 15 minute segments. Junctions located on the Skinner section were initially surveyed in January and then re-surveyed in February along with the other sections. The junctions where counts took place were: • Skinner Street / Paul Kruger Street (4 arm) • Skinner Street / Andries Street (4 arm) • Skinner Street / Van Der Walt Street (4 arm) • Skinner Street / Prinsloo Street (4 arm) • Skinner Street / Kotze Street (3 arm) • Skinner Street / Nelson Mandela Drive (3 arm) • Kotze Street / Nelson Mandela Drive / Visagie Street (5 arm) • Kotze Street / Mears Street / Jeppe Street (4 arm) • Kotze Street / Troye Street (4 arm) • Jorissen Street / Walton Jameson Street (4 arm) • Jorissen Street / Kirkness Street • Lynwood Road / University Road The above junctions are considered to be the ‘major’ junctions along the proposed route, i.e. there are a significant number of other junctions on the proposed route that are not shown here as they carry much lower traffic volumes. These junctions were not surveyed, however they have been included as nodes within the TRANSYT models and therefore since traffic flow data is required for these nodes in order for the TRANSYT model to run, volumes have been estimated using a combination of data from the nearest surveyed junction as well as anecdotal judgement. The survey data recorded in January on the Skinner section was found to be similar (i.e. within +/-10%) of the February survey data, and since the Skinner section was modelled first it was considered unnecessary to revise the input data to include the February flow data given that it would produce a similar outcome and therefore represent abortive work. Before being inserted into the TRANSYT model, the 2012 survey data has been input into a spreadsheet model and analysed to measure consistency between respective junctions. As some junctions were surveyed on different days it was inevitable that some disparities would occur, and these have been ‘smoothed’ out by manually adjusting the values of certain movements. Assessments at future years have not been undertaken. A further computation of the survey data has been undertaken to convert the flows from ‘Vehicles’ into ‘Passenger Car Units’, whereby light vehicles have been factored by 1 and heavier vehicles such as buses factored by 2. 8.5 Traffic Reassignment Aside from the reduction in general highway capacity that implementation of the BRT lanes will bring about, there is the wider implication to the way that traffic reassigns through the highway network. Firstly, it is considered inevitable that the reduction in highway capacity for general traffic will encourage the shift from private vehicle use onto the BRT services. As capacity for general traffic reduces, it may become physically impossible for certain volumes of traffic to travel down particular links and therefore people will see the benefits of transferring to using the BRT services to travel quickly into and out of the city. Secondly, the implementation of the BRT lanes will result in certain turning movements for general traffic being banned. These are typically right turn movements, where conflict would be created between BRT vehicles and other vehicles turning in front of them. With such movements banned, vehicles will have to find alternative places to turn. In most instances this will mean carrying on to the next junction to turn, or turning left and making a ‘parallel’ movement along an adjacent street. Tshwane’s grid street system will be particularly helpful in this regard as road users will be able to find suitable alternative routes relatively easily.
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Capabilities on project: Transportation
It has therefore been necessary to consider and reassign certain turning movements which will be banned with the scheme in place. The black boxes in Figure 1 show the movements that are proposed to be banned under the BRT scenario. Figure 8.1 – Movements banned under BRT proposals
To reassign these movements as a result of the scheme, within the traffic flow spreadsheet the movements have been assigned onto the nearest alternative turning movement, e.g. for right turns that are banned they have been assigned onto the adjacent straight ahead movement. In other instances, side roads with right turns banned will become ‘left in, left out’ and this is considered acceptable for lightly trafficked junctions. This reassignment has resulted in increased volumes within certain sections of the TRANSYT network, however as mentioned above this is considered to represent an overestimate of reassigning volumes given that in reality road users will find alternative routes outside of the immediate line of the BRT route and/or transfer mode onto the bus. Within Appendix B, the existing 2012 survey flows from the morning and evening peaks are presented on schematic diagrams and the reassigned flows resulting from the BRT scheme as also provided as schematics. 8.6 Modelling Approach The TRANSYT software was first developed by the Transport Research Laboratory in the late 1960s. TRANSYT is an acronym for TRAffic Network Study Tool and it is used for the development of deriving optimum fixed-time plans (i.e. coordinated traffic signal timings) for traffic signalled networks. TRANSYT version 13.1.3 has been used within these assessments.
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Capabilities on project: Transportation
8.7 Signal Timings TRANSYT can both replicate existing signal timings and also optimise them if required. It is this former capability that has been utilised to first replicate the current on-street conditions in the ‘do minimum’ scenario. Traffic signal timing data has been supplied by the client for the following junctions, and the current peak hour cycle time is also noted in brackets: Skinner Section: • Skinner Street / Paul Kruger Street (75 sec) • Skinner Street / Andries Street (75 sec) • Skinner Street / Van Der Walt Street (75 sec) • Skinner Street / Prinsloo Street (75 sec) • Skinner Street / Kotze Street (75 sec) • Skinner Street / Nelson Mandela Drive (75 sec) • Kotze Street / Nelson Mandela Drive / Visagie Street (75 sec) Kotze Section: • Kotze Street / Meintjies Street (75 sec) • Kotze Street / Mears Street / Jeppe Street (75 sec) • Kotze Street / Troye Street (75 sec) • Kotze Street / Bourke Street (75 sec) • Kotze Street / Johnston Street (60 sec) Jorissen Section: • Kotze Street / Johnston Street (60 sec) • Jorissen Street / Walton Jameson Street (60 sec) • Jorissen Street / Kirkness Street (60 sec) • Lynwood Road / University Road (80 sec) It should be noted that signal plan data was not supplied for the Celliers and Leyds junctions. For the Skinner section, the cycle time for each of the junctions is the same at 75 seconds, and therefore within the TRANSYT modelling the overall cycle time of the modelled network is set as the same. However, for the Kotze and Jorissen sections the respective junction cycle times range between 60 and 80 seconds. Therefore since TRANSYT operates with a single cycle time, it has been decided that each of the three sections should assume the same 75 second cycle time and therefore the green times for the stages at each of the junctions have been factored up or down to fill a 75 second cycle time. This is considered a reasonable process for the Kotze and Jorissen sections as the junctions are located sufficiently far apart that traffic ‘platooning’ from the stopline is likely to disperse sufficiently by the time it reaches the next stopline, or in other words, the coordination between respective signalised nodes in these sections is less important than for the Skinner section. The intergreens and offsets as provided within the signal timing plans have been extracted and inserted verbatim into the TRANSYT model. Under the ‘with scheme’ or ‘do something’ scenario, there will be significant changes to the layout at nearly all of the signalised junctions within the modelled network. In some instances this will be a reduction in the number of lanes for general traffic, the inclusion of bus-only lanes, the banning of certain turning manoeuvres or a combination of all three. This will have an impact on the way that traffic moves through each junction and it is therefore considered more applicable to utilise TRANSYT’s optimiser function within the do something scenario. This means that TRANSYT will optimise the network in order to minimise delays and ergo produce new signal timing data for each junction.
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8.8 Priority Junctions Within the Kotze and Jorissen sections there are a number of minor priority junctions that serve mainly residential streets. These include the Greef Street junction as well as all the junctions between Relly Street and Company Street (apart from the Johnston Street signals). Given that traffic levels in and out of these junctions are considered to be fairly nominal, standard parameters for priority junctions such as the maximum flow at the give way and the ‘A1/A2’ give way coefficients have been input using typical values. Under the do something scenario, a number of junctions will become ‘left in left out’ priority junctions and the respective nodes within the TRANSYT model have been altered to reflect this. It should be noted that there is a limitation with the way that the TRANSYT program models certain give ways. TRANSYT cannot model two links which run during the same stage and oppose one another. However the number of links where this occurs within the modelled network is nominal and the volume of right turners that oppose one another is small – typically one or two PCU per cycle. The impact of such vehicles blocking back would therefore be minimal and it is assumed that the vehicles would be able to turn during the intergreens between stages. Therefore on this basis it has been decided that the give-way function on these two links in the TRANSYT model be removed. 8.9 Saturation Flows The stopline saturation flows for the whole network between Paul Kruger Street and University Road on each link have been calculated using the traditional RR67 formulae. In the do minimum model for the whole network, over 140 link stop-lines are required for the whole network and in the do something nearly 200 links are required. Therefore in order to expedite the saturation flow calculation process, standard parameters for lane width, turning radii and turning proportions have been used. Unless a number of adjacent lanes carry the same turning manoeuvre; e.g. three lanes which are marked as ahead traffic in which case the respective lane saturation flows have been summed into a single value; the policy of ‘a link per lane’ has been used. This has resulted in saturation flows for ahead-only lanes typically being between 1900-2000 PCU/hr, turning-only lanes being between 1700-1800 PCU/hr and combined ahead/turning lanes being 1800-1900 PCU/hr. These calculations are reproduced within Appendix B for both the do minimum and do something networks. In many ways, the term saturation flow is a hypothetical value which represents the flow across a completely saturated stopline during a modelled hour. However, anecdotal evidence suggests that a significant number of the stoplines within the modelled network are not currently ‘saturated’ during peak hours and therefore the modelled saturation flow will not have a significant impact on modelled capacity. Therefore, the suggestion that using RR67-derived saturation flows may in fact be an over- estimation in this instance is not as critical since the network does not currently experience significant congestion. However, in order to determine if a lower saturation flow does have an impact on modelled capacity, a sensitivity test has been undertaken which is detailed later in this section. 8.10 Link Lengths The length of individual links within the modelled network is an important parameter as TRANSYT uses them in cruise time calculations. Link lengths have been measured from the supplied topographical survey for the do minimum network and from the current scheme design for the do something network, measured from one upstream stopline to the next downstream stopline. Appendix B reproduces the measured link lengths. 8.11 Modelling BRT In order to model the impact of the additional BRT lanes on the network, special bus links have been added into the do something TRANSYT networks. Along Skinner Street, Kotze Street and Jorissen Street, it is proposed that dedicated BRT lanes are provided in each direction between each of the respective junctions. The BRT lanes benefit from their own stop-line at each of the junctions, meaning they can benefit from their own stage should this be required.
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At certain junctions, where normal traffic does not conflict with adjacent BRT lanes, the BRT lanes can run at the same time as one or more adjacent normal traffic lanes. This would be case at the Van Der Walt, Prinsloo and Mears junctions for example. However at other junctions specific BRT-only stages would be required, such as at Paul Kruger, Visagie/Kotze, Kirkness and Walton Jameson. It is considered that in reality such stages would only be triggered by the arrival of a BRT bus and therefore at all other times would not appear in the cycle. However within the TRANSYT model it has been necessary to assume that BRT stages are called every cycle. This is considered reasonable given that a 90 second BRT frequency is ultimately envisaged, which is close to the 75 second modelled cycle time. Within TRANSYT, coding a lane as a bus-only link necessitates the input of a number of bus-specific parameters such as average free-running speed and average time stationary at bus stops. The bus running speed parameter has been kept at the default 15 kph and the stationary time at bus stops set at 20 seconds. Bus stops are currently proposed adjacent to Prinsloo Street, Meintjies Street, Bourke Street and Kirkness Street. For normal traffic lanes, the default 30 kph cruise speed has been applied. It has been advised that the BRT services will initially run at 180 second intervals (i.e. 20 buses per hour), increasing to every 90 seconds (40 buses per hour) in each direction. Given that a bus is typically equivalent to 2 PCUs, the BRT lanes have each been coded with a flow of 80 PCUs within the modelled hour during both the AM and PM peaks. 8.12 Modelling Pedestrian Crossings In relation to other traffic modelling parameters, discrete pedestrian stages, where provided, have not been modelled in the TRANSYT models. In the do minimum models, the only pedestrian nodes modelled are the crossing located on Nelson Mandela Drive just north of Esselen Street and the crossing on Jorissen Street between the Walton Jameson and Kirkness junctions, for which an arbitrary crossing time has been allocated to both. In the do something models, additional discrete pedestrian crossings have been modelled at Meintjies Street, Bourke Street and Kirkness Street in association with the bus stops. In addition, the bus stop proposed at the Prinsloo Street junction will utilise pedestrian crossings on the eastern side of the junction, however the crossing to the bus stop across the eastbound Skinner Street lanes would require an ‘all red’ if called. Therefore, to model the time that would be required for this stage, the right turn from Skinner Street (W) has been granted an ‘early green’ as it would not conflict with this particular crossing and would allow sufficient time for pedestrians to cross the eastern side of the junction. In a wider context, it is noted that at many signalised junctions within South Africa vehicles that turn left or right at a junction have to give way to pedestrians who are crossing on the left or the right. Naturally these ‘give way crossings’ delay turning vehicles for a small amount of time, depending on the volume of pedestrians currently crossing. However the exact impact that this has on junction capacity compared to when vehicles do not have to give way has not been quantified. Within the do something TRANSYT network, discrete pedestrian crossing nodes have been coded close to the proposed bus stops and these are considered necessary to accommodate the pedestrian volumes that will be generated at the bus stops. However, it is likely that at other locations pedestrian volumes will be much lower and it is therefore not proposed that normal crossings will be upgraded as part of the scheme. Therefore, even though the impact of give way crossings is likely to be detrimental to the traffic capacity of signalised junctions, they are not considered in either the do minimum or do something networks and it is considered that there is therefore no prejudice for/against them when assessing the scheme. 8.13 TRANSYT Network As discussed above, the highway network has been modelled as three discrete sections within TRANSYT. There are therefore three do minimum networks and three do something networks, as presented within the node-link diagrams in Figures 8.2 – 8.7. The do minimum Skinner section includes all the junctions between Paul Kruger Street and Visagie/Kotze, represented as node nos. 15 – 22. The Kotze section includes all junctions between Meintjies Street and Johnston Street, represented as node nos.
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23 – 33. The Jorissen section also includes the Johnston Street junction and extends to the University Road junction, node nos. 33 – 43. The do something network has been coded up according to the current preferred design as developed by the design team. Within the Skinner section, there are no new nodes added however the lane structure and signal staging is altered at all of the nodes as a result of the scheme. On the Kotze and Jorissen sections, a number of additional nodes are required however most of them are required to model facilities such as bus gates at junctions and pedestrian crossings at BRT bus stops. The BRT-only links are shown as dotted lines within the do something node-link diagrams, with the normal traffic links shown as solid lines.
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Figure 8.2 – Skinner Section Do Minimum Network
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Figure 8.3 – Kotze Section Do Minimum Network
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Figure 8.4 – Jorissen Section Do Minimum Network
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Figure 8.5 – Skinner Section Do Something Network
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Figure 8.6 – Kotze Section Do Something Network
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Figure 8.7 – Jorissen Section Do Something Network
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8.14 Operational Performance This section presents the results of the TRANSYT assessments in terms of a comparison between the do minimum and do something networks. The results are considered in relation to three output parameters: Degree of Saturation (DOS) is defined as the ratio:
Total Flow into Link x Cycle Time x 100% Saturation Flow x Effective Green Time A value at or in excess of 100% corresponds to oversaturation whence a queue will grow for as long as the specified flow conditions persist. Ideally, no link should have a degree of saturation value over 90%. Mean Max Queue (MMQ) is quoted as the sum of two components, viz. the Uniform Queue and the Average Random + Oversaturation Component. The latter is numerically equal to the random + oversaturation delay on the link. Specifically, vehicles arrive and queue as the lights are at red. When the lights turn green, traffic discharges from the front of the queue while newly arriving traffic joins the back of the queue. The ‘maximum back of queue’ is the position relative to the stopline, reached by the back of the queue just as the queue empties (i.e. newly arriving traffic does not stop but continues through the green). MMQ is measured in PCU. Taking a typical PCU length of 5.75 metres, MMQ can be used to give an indication of where a queue extends beyond the length of a particular link. Level of Service (LOS) is a further indication of the operation of the junction and is defined in terms of delay. Delay is a measure of driver discomfort, frustration, fuel consumption and lost travel time. The definitions of Levels of Service for signalised intersections are shown below, as reproduced from the Highway Capacity Manual. It should be noted that an intersection is deemed to be operating acceptably at levels of service A to D.
Control delay per vehicle in seconds, d Level of Service Rating (including geometric delay)
A Excellent d < 10
B Very Good 10 < d < 20
C Good 20 < d < 35
D Acceptable 35 < d < 55
E Poor 55 < d < 80
F Very Poor d < 80
Full results for each of the three modelled sections are provided in Appendix B (including Degrees of Saturation and Mean Max Queues for each link), however the following paragraphs provide an overview of the results for each section as well as Level of Service tables. It should be noted that these results are effectively more onerous than would be anticipated on the ground given the broad reassignment assumptions made (as discussed earlier) as well as zero reduction in traffic arising from the potential of modal shift. In addition, the significant reduction in lane capacity on certain links will mean that current volumes of traffic will simply not be able to travel along certain links. As no traffic has been physically removed from the modelled network, TRANSYT effectively models a level of demand that cannot be accommodated in reality, resulting in an overestimation of delay.
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8.14.1 Skinner Section The modelling of the do minimum situation on Skinner Street shows that there are localised issues at nodes 16 and 22. The results at node 16 (Andries Street) show that the right turn into Andries Street from Skinner Street operates at 91% DOS with a queue of 14 PCU (Link 1605) in the AM peak. Also, the right turn from Nelson Mandela Drive into Visagie Street (Link 2205) also operates at 105% DOS in the AM peak and 85% in the PM peak. The Level of Service results (Table 8.1) show that all of the junctions operate within the A – D acceptability criteria, with the Kotze/ Nelson Mandela/ Visagie junction (Node 22) the only junction operating at level D during the AM peak. Table 8.1 – Skinner Section Level of Service Results
Do Minimum Do Something Node Skinner Street Junction AM LOS PM LOS AM LOS PM LOS 15 Paul Kruger B C D C 16 Andries C C C C 17 Van Der Walt B B B A 18 Prinsloo C B B B 19 Kotze B A A A 20 Nelson Mandela / Skinner B B C C 21 Nelson Mandela / Esselen pedestrian crossing A A A A 22 Nelson Mandela / Visagie D C D B
With the implementation of the BRT scheme, nodes 15 and 20 show a deterioration in performance. Each of the normal traffic links (1501 – 1507) at node 15 (Skinner Street/ Paul Kruger Street) show a DOS above 90% during either the AM or PM peaks. In addition, the LOS at the junction in the AM peak deteriorates from level B to D. The issues at Paul Kruger Street are considered to be as a result of reduced highway capacity on all four of the inbound arms even though the BRT movements can be accommodated within a four-stage cycle which is similar to that currently on street. For example, the two Skinner Street arms are both reduced to three lanes plus one flare and the two Paul Kruger arms are reduced down from two lanes to one. At node 20 (Skinner Street/ Nelson Mandela Drive) the results show each of the three inbound arms of the junction operating at between 90-100% DOS in both the AM and PM peaks. This junction is significantly revised under the BRT proposals and will carry more traffic as a result of the closure of the southbound Kotze link into the Nelson Mandela/Visagie junction. This additional traffic which would now turn right at the junction necessitates additional green time within the signal timings. This is mirrored in the LOS dropping from a level B to C. It should also be noted however that the LOS at nodes 18 and 19 in the AM peak and 17 and 22 in the PM peak improves, and this is considered to be as a result of a combination of banned right turning movements and signal optimisation in the do something scenario. 8.14.2 Kotze Section In the do minimum scenario, there are no significant issues identified on the Kotze section in either the AM or PM peaks. However in the do something scenario, issues arise at nodes 23, 26 and 28A. At node 23 (Meintjies) the eastbound lane (link 2304) shows a DOS of 101% in the AM and 99% in the PM and this is considered to be as a result of a reduction in highway capacity from two lanes down to one in both directions.
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At node 26 (Celliers), the westbound and northbound links (2601 and 2603) show DOS over 90% and this is considered to be due to a similar reduction in the number of lanes on the eastbound/westbound arms. At node 28A, which is the revised Bourke Street layout, the left turners out of Bourke Street (south) show a DOS of 98%. These vehicles have to wait for gaps in traffic in order to turn left onto Kotze Street. In terms of LOS (Table 8.2), node 23 (Meintjies) deteriorates in both peaks, reducing to a level D in the AM peak and a level C in the PM peak. However this is still considered within acceptable LOS limits. Table 8.2– Kotze Section Level of Service Results
Do Minimum Do Something Node Kotze Street Junction* AM LOS PM LOS AM LOS PM LOS 23 Meintjies B B D C 23A BRT Gate @ Meintjies N/A N/A A A 24 Mears / Jeppe C B C B 25 Troye B B B B 26 Celliers C C C B 27 Leyds B B B B 28 (28A) Bourke DM (Bourke DS) B B A A 33 Johnston B B B B *NB: LOS only calculated for signalised junctions 8.14.3 Jorissen Section In the do minimum modelling of the Jorissen section, the eastbound priority link at node 40 (Kirkness) heading towards Lynwood Road (link 4002) shows a DOS of 93% and MMQ of 12 PCU in the AM peak, however this length of queue can be accommodated within the length of the lane. Further east at the University Road / Lynwood Road junction (node 43), the do minimum modelling shows high DOS on link 4302 (westbound right turn into University Road) and link 4304 (northbound right turn into Lynwood Road) in both the AM and PM peaks. This is considered to be due to the high volume of right turning vehicles recorded during the recent surveys. This results in a poor LOS of ‘F’ in the do minimum (Table 8.3). Table 8.3 – Jorissen Section Level of Service Results
Do Minimum Do Something Node Jorissen Street Junction* AM LOS PM LOS AM LOS PM LOS 33 Johnston C C C C 38 Walton Jameson B B B B 39 Jorissen pedestrian crossing A A A A 42 (42A) Kirkness DM (Kirkness DS) B A F F 42B BRT pedestrian crossing N/A N/A A A 43 University / Lynwood F D F F 43A BRT Gate under railway bridge N/A N/A A A *NB: LOS only calculated for signalised junctions
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With the BRT scheme in place, the operation of the University Road / Lynwood Road junction further deteriorates with links 4301, 4303 and 4305 all showing high DOS in both peak periods. The banning of westbound right turns as well as the reduction in capacity associated with the provision of BRT-only lanes is considered to be the main cause of this deterioration in performance. At the revised Kirkness junction layout, performance reduces significantly from level A/B to level F. There are high DOS on the Jorissen (W) arm in the morning peak and on the Kirkness arm in both peaks. The proposed layout is in the form of a partially signalised roundabout, whereby the BRT lanes travel straight through the junction. It is considered that this would operate by closing the circulating traffic when a BRT bus crosses the junction and at all other times operate like a roundabout. However it is difficult to replicate the operation of such a junction within TRANSYT and the results presented should therefore be treated with caution as they effectively represent a more onerous assessment than would be possible in reality. Nevertheless it should be noted that the high right turning movements into Kirkness – recorded during the AM peak as 501 PCU and during the PM peak as 462 PCU significantly affect the operation of the junction. 8.15 Sensitivity Test As mentioned earlier, the link saturation flows have been calculated using the traditional RR67 formulae. This has resulted in saturation flows for ahead-only lanes typically being between 1900-2000 PCU/hr, turning-only lanes being between 1700-1800 PCU/hr and combined ahead/turning lanes being 1800-1900 PCU/hr. Since it is considered that the network does not currently experience significant congestion, it is considered that saturation flow is not a critical parameter in these particular assessments. Therefore, as a simple sensitivity test within TRANSYT, the ‘flow scaling factor’ within the programme has been increased from 100% to 110% to model the effect of increased traffic demand. This sensitivity assessment has been undertaken for the Skinner section. The full results of the Sensitivity Test are provided within Appendix B and the Level of Service results are presented in Table 8.4. In comparison with the previous Skinner section do minimum results, the increased traffic demand reduces performance at the Paul Kruger, Van Der Walt, Nelson Mandela/Skinner and Nelson Mandela/Visagie junctions (nodes 15, 17, 20 and 22), with the level of service at each of these junctions reducing by one step during the AM peak. The PM peak results do not deteriorate significantly. Table 8.4 – Skinner Section Level of Service Results (Sensitivity Test)
Do Minimum Do Something Node Skinner Street Junction AM LOS PM LOS AM LOS PM LOS 15 Paul Kruger C C F D 16 Andries C C D D 17 Van Der Walt C B B A 18 Prinsloo C B B B 19 Kotze B A A A 20 Nelson Mandela / Skinner C B E F 21 Nelson Mandela / Esselen pedestrian crossing A A A A 22 Nelson Mandela / Visagie E C E C
In the do something scenario, the level of service at the Paul Kruger, Andries, Nelson Mandela/Skinner and Nelson Mandela/Visagie junctions reduces in both peak hours (nodes 15, 16, 20 and 22). The largest drops are at Paul Kruger in the AM peak where the level of service drops from D to F and at Nelson Mandela/Skinner where the level of service drops from C to E in the AM peak and C to F in the PM peak.
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It is noted that two of the junctions that reduce in performance in the sensitivity test as a result of the scheme i.e. Paul Kruger and Nelson Mandela/Skinner, also reduce in performance in the initial scenario. The additional two junctions that reduce noticeably in performance are Andries and Nelson Mandela/Visagie. However, this sensitivity assumes a blanket increase in traffic flow of 10% on all links in the network, an assumption which is highly unlikely to be applicable in reality on every single link. This also ignores any significant traffic reassignment resulting from the scheme and also any modal shift. The incremental increase in traffic flow on all links would also in reality act as a deterrent to traffic entering the network. 8.16 Mitigation It is apparent from the TRANSYT modelling that a number of junctions are likely to experience a reduction in overall performance as a result of the proposed BRT scheme. The implementation of BRT lanes on all of the modelled junctions will naturally reduce capacity, however this will affect certain junctions more than others.
Considering the results in Tables 1 – 3 only, there appear to be material reductions in performance at the following junctions: • Paul Kruger / Skinner • Nelson Mandela / Skinner • Mentjes / Kotze • Kirkness / Lynwood • University / Lynwood The most severe reductions in performance appear at the Kirkness and University junctions, where the level of service ratings are ‘F’. It is clear that the volumes of traffic surveyed using these junctions, particularly at the University junction, already make the junctions operate close to capacity. The University junction already has large right turn movements which are banned with the BRT scheme. At the Kirkness junction, there are high right turning movements into Kirkness – recorded during the AM peak as 501 PCU and during the PM peak as 462 PCU. While the existing Kirkness partially signalised roundabout arrangement appears to cope reasonably well with these volumes at present, with the BRT scheme in place significantly greater traffic control is required which has an impact on overall capacity. While it may be worth revisiting the proposed design of these two junctions especially to determine if an increase in capacity can be provided, as mentioned before, the implementation of the BRT scheme provides a significant opportunity for some traffic to reassign onto other areas of the network or more importantly shift mode from private vehicles onto BRT. The BRT scheme will provide a competitive alternative to private vehicle use within this part of Tshwane. Users will be able to quickly and frequently get into and out of the city centre, and will therefore be willing to make the permanent switch onto BRT. The reduction in highway capacity will effectively cap the volume of normal traffic that can be accommodated along the BRT corridor and therefore there will be no benefit to additional private vehicle trips being made. The BRT scheme as whole can therefore be considered to be the main mitigation to highway network performance. The provision of a rapid, frequent bus service in tandem with reduced highway capacity will undoubtedly reduce traffic volumes on the corridor, which will in turn improve junction performance. 8.17 Traffic Modelling Conclusions This chapter has detailed the TRANSYT modelling which has been undertaken to assess the impact of the proposed Line “2A” scheme which is to run along Skinner Street, Kotze Street, Jorissen Street, Lynwood Road and connect with University Road, a distance of some 4.0km The TRANSYT modelling has tested the scheme within three discrete sections at Skinner Street, Kotze Street and Jorissen Street. The modelling has utilised traffic flow data as recorded during early 2012 traffic surveys. The effect of traffic reassignment
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resulting from the scheme has been considered on a localised level only and no reduction in traffic volumes arising from modal shift has been assumed. To model the junctions within the TRANSYT networks, existing signal timing plans have been obtained. In addition, calculations in relation to link saturation flow and link length measurements have been undertaken. The BRT-specific links have been modelled as bus only lanes using TRANSYT’s inbuilt bus link facility. TRANSYT models have therefore been developed for both the do minimum scenario (i.e. without the scheme) and do something scenario (i.e. with the scheme) and tested to analyse operational performance. The results of the assessment show that the majority of links and junctions operate within capacity even with the inclusion of the scheme, however there are some specific issues at certain junctions. Results at the Paul Kruger / Skinner, Nelson Mandela / Skinner and Meintje / Kotze junctions show that implementing the scheme will reduce level of performance ratings to around level ‘D’ which is the lower boundary of acceptable performance. At the Kirkness / Lynwood and University / Lynwood junctions, level of service is given a rating of F, which suggests significant capacity shortcomings at these locations. These two latter junctions are currently particularly heavily trafficked, and it is considered that the implementation of the BRT scheme will reduce green time for normal traffic within the signal staging. However, as the traffic flow analysis process has not considered wider reassignment of traffic or the reduction in trips arising from modal shift, the results presented within this report are considered to represent an overestimation of the delays at junctions. In reality, the reduction in highway capacity arising from the implementation of the BRT scheme as well as the attractiveness of the BRT service will both lead to a reduction in traffic volumes on the corridor. 8.18 Traffic Modelling Recommendations It is apparent from the TRANSYT modelling that the BRT scheme can be accommodated along the proposed corridor. Whilst there are localised issues at particular junctions such as Kirkness / Lynwood and University / Lynwood, it is considered that with further consideration at the detailed design stage, capacity at these locations can be improved in order to mitigate delays. However a balance needs to be struck between providing sufficient capacity for normal traffic so that delays are not disproportionate whilst at the same time not providing too much capacity which would mitigate the benefits of the BRT scheme. It is also recommended that subsequent analysis at the detailed design stage should include sensitivity tests which assume a degree of traffic volume reduction arising from reassignment and modal shift. Such assessments would provide further confidence that the junctions will operate acceptably with the BRT scheme in place.
Environmental Assessment
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9 Environmental Assessment
A detailed Environmental Assessment is currently being undertaken by Iliso Consulting, which will evaluate the potential environmental impacts of the proposed BRT Line 2A scheme. If any significant environmental impacts are identified, the study will recommend appropriate mitigating measures. This assessment is due for completion in July 2012, and its recommendations will be incorporated into the proposed BRT Line 2A scheme.
Outline Scheme Costing and Phasing
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10 Outline Scheme Costing and Phasing
10.1 Outline Scheme Costing The preliminary budget cost estimate for City Of Tshwane BRT Line 2A has been produced based upon the previously described designs, and can be summarised as follows:
Element Amount (ZAR)
General Requirements 3,000,000 Contractor General Obligations 10,000,000 Traffic Management 5,000,000
Pavement Skinner to Kotze: 9,316,000
Kotze to University: 17,952,000 University to Hatfield: 8,752,000
Intersections: 9,250,000 Bridges: 2,500,000 Stations: 58,000,000 Roadmarkings/Lighting/Kerbs: 7,050,000 Traffic Signals: 5,200,000 Stormwater: 500,000 Pedestrian Barrier and Fencing: 1,500,000 Terminals: 15,000,000
Subtotal: 153,020,100 Contingency: 15,302,000 Contract Price Adjustment: 30,604,000 VAT: 27,849,700
Estimated Cost of Works: 226,775,800 Further details of this estimate are provided in Appendix C, and these amounts will be refined as more information becomes available and the scheme progresses into detailed design. 10.2 Outline Scheme Phasing The construction phasing of BRT Line 2A will be further assessed during the detailed design stage of the project. However, an indication of the construction phasing could be as follows: Phase 1: The Hatfield Loop (Section 3), plus the complimentary CBD to Hatfield cycle route; Phase 2: The Kotze / Jorissen / Lynnwood works (Section 2); and Phase 3: The works to Skinner (Section 1). These works will need to coordinate with the BRT construction works on Paul Kruger.
Findings and Next Steps
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11 Findings and Next Steps
11.1 Findings This report presents a summary of the work undertaken in developing the preliminary design for the City of Tshwane Bus Rapid Transit Line 2A extending from the Central Business District to Hatfield district centre. This route will follow the alignment of the streets of Skinner, Kotze, Jorissen, Lynnwood, University; and then loop round Hatfield before returning back towards the CBD via the same route. BRT Line 2A will also interchange with BRT Line 1 at the street of Paul Kruger; and will form the first section of BRT Line 2 which will eventually extend to Mamelodi via the Menlyn development node. BRT Line 2A will be the first phase of the City of Tshwane BRT network to be constructed, and will therefore be the showcase for future extensions to the new public transport network. The route has been designed to give maximum segregation to the public transport vehicles. As such, dedicated bus lanes and stations have been designed central to the carriageway for nearly the full extent of the BRT Line 2A route; the exception being where the route loops round Hatfield, where stations and bus priority have been designed to be at the nearside of the carriageway. The extent of Line 2A will form part of the City of Tshwane BRT trunk network, with secondary feeder public transport services interchanging with it at key locations. All stations on Line 2A (central and edge of carriageway) will be ‘closed’ meaning that passengers will be required to pass through barrier control before boarding, and after alighting the BRT vehicle. The preliminary design of Line 2A has endeavoured to be accommodated within the existing highway corridor, to both minimise the requirement for any third-party land expropriation, and to preserve as much as possible the mature trees which create an avenue for much of the route. This arrangement will also reduce significantly possible impacts to utilities which run in the verge to either side of the road. As well as undertaking the preliminary design of BRT infrastructure, a detailed audit has also been undertaken of the condition of the adjacent pedestrian environment. As such the eventual package of works is expected to include comprehensive improvements to pedestrian facilities, including: better quality footways; dropped crossings and tactile paving; reduced highway crossing widths; and new highway crossing points. Further improvements, such as improved street lighting, may also be incorporated into the scheme. In addition, plans for complimentary cycle routes have been developed to run parallel to the BRT corridor. This will provide a coherent and continuous cycle route between the CBD and Hatfield, picking up key destinations such as Sunnyside and the University of Pretoria. Detailed traffic modelling of the BRT proposal has been undertaken using a variety of software packages. The overall conclusion of this work indicates that the new transport infrastructure should be able to be accommodated with acceptable levels of traffic impact to other road traffic. This work will be further developed in the wider area traffic impact assessment currently being undertaken, which will take into account reassignment of traffic to other highway corridors. An Environmental Impact Assessment is currently underway of the proposals, and the findings of this work should be available towards the end of July 2012. Other studies and workstreams are also well progressed, assessing issues such as, urban traffic control, station design, and coordination with other public transport services.
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11.2 Next Steps The next steps for the further development of the BRT Line 2A design can be summarised as follows: • Consultation with utility providers on possible impacts to their services; • Consultation with the station design architects to refine BRT stop arrangements; • Consultation with key stakeholders, including: the University of Pretoria; Loftus Versfeld stadium; and emergency services; • Detailed design of the scheme, using appropriate highway modelling packages; • Update of the scheme cost estimate as more detailed information becomes available; • Coordination with The BRT Line 1 and 2B design proposals;
• Preparation of construction tender documents and appointment of construction contractor (s); • Stage 2 Road Safety Audit of the detailed design, and design amendments if necessary.
Appendix A: VISSIM Technical Note
Technical Note
Project: City of Tshwane, Bus Rapid Transit Line 2A Job No: 60237553
Subject: Skinner Street Micro Simulation Model - Traffic Modelling Report
Prepared by: Peadar Grogan Date: 22/03/12
Checked by: Eoin O’Mahony Date: 27/03/12
1.0 Introduction The purpose of this Traffic Modelling Report (TMR) is to describe the development of a micro simulation traffic model of the Skinner Street area, between Paul Kruger Street and Nelson Mandela Drive.
The Skinner Street Micro-simulation Model (SSMM) was developed to assess the impacts on vehicular traffic of the introduction of the proposed Line 2A Bus Rapid Transit (BRT) system. A ‘Do-Minimum’ model was developed and calibrated to ensure that it accurately represents observed traffic conditions. The proposed Line 2A BRT system was then introduced to the model to understand its impact on traffic conditions. The model also provides 3D videos of the scheme in operation.
Currently the scheme proposes the reallocation of Kotze Street to BRT only – that section linking Skinner Street and Nelson Mandela Drive. As a consequence of this, traffic will be redistributed through the Skinner Street / Nelson Mandela Drive Junction. The primary focus of the model is to understand the implications of the proposed reallocation and potential impacts on surrounding junctions. The study area for the model is illustrated in Figure 1.1.
Figure 1.1 – Skinner Street Micro-simulation Model Study Area
2.0 Methodology The following methodology was applied to developing the SSMM:
A review of the existing environment was undertaken Traffic survey data provided was analysed for inclusion in the model The Do Minimum SSMM was developed based on topographical survey data A series of AM Peak Hour origin matrices were developed and assigned to the model The Do Minimum model was calibrated against observed link flows Direct Tel: 00 3531 2383122 Ground Floor T +353 (0)1 238 3100 Grand Canal House F +353 (0)1 238 3199 Upper Grand Canal Street E [email protected] Dublin 4 Page: 1 of 19 Doc. F8/10 Revised: April 2009 www.aecom.com Ireland F:\Projects\Transport Planning - Pretoria BRT Line 2A (Tshwane)\Admin\Technote\12.03.27_Technical Note.docx
Technical Note
A Do Something SSMM was then developed incorporating the proposed Line 2A BRT A Do Something Model assessment was undertaken. Findings and conclusions drawn were compiled.
3.0 Existing Environment Skinner Street is a heavily trafficked, two-way, urban, dual-carriageway transcribing the City of Tshwane’s Central District. The street carries up to six lanes of traffic per direction at its widest points and is bisected by a number of one and two-way urban streets along its length. The Skinner Street Micro simulation Model includes the signalised junctions of Paul Kruger Street, Andries Street, Van Der Walt Street, Prinsloo Street, Kotze Street, Du Toit St and Nelson Mandela Drive. The junctions between Nelson Mandela Drive and Schoeman Street, Esselen Street and Kotze/Visagie Street were also modelled. Nelson Mandela Drive is a north-south dual-carriageway route linking the city centre with the N1 to the south.
Traffic data collected from 06:00 to 10:00 indicates a peak hour between 07:00 and 08:00. Both Skinner Street and Nelson Mandela Drive carry a large volume of traffic throughout the day. During the peak period, the junctions within the study area are observed to operate within capacity.
4.0 Data Collection In order to develop a traffic model, a significant level of data is required to ensure that the model can replicate existing patterns and volumes.
The following data was made available to the modelling team and analysed as part of this study:
Junction Turning Counts (JTCs) – The main source of data for the SSMM was a series of traffic counts which were undertaken along the length of the proposed BRT alignment. These traffic counts were used to develop detailed traffic flow diagrams as part of the wider Transyt traffic modelling task. For the purposes of developing the SSMM, a sub set of this traffic data was extracted. Figure 4.1 illustrates the study area junctions for which AM Peak count data was available.
Figure 4.1 – Junction Turning Count Locations
Table 4.1 summarises the link flows on the approaches to each of these junctions. Detailed Flow Diagrams, illustrating the full turning count data set is included in Appendix A.
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Table 4.1 – JTC Traffic Count Data (Vehicles) Junction Junction Name Arm Direction AM Peak (07:00 – 08:00) 1 Skinner St / Paul Kruger St Skinner St (W) Eastbound 2050 Paul Kruger St (N) Southbound 411 Skinner St (E) Westbound 1677 Paul Kruger St (S) Northbound 686
2 Skinner St / Andries St Skinner St (W) Eastbound 2016 Andries St (N) Southbound 1311 Skinner St (E) Westbound 1604 Andries St (S) Northbound 0
3 Skinner St / Van Der Walt St Skinner St (W) Eastbound 1619 Van Der Walt St (N) Southbound 0 Skinner St (E) Westbound 1387 Van Der Walt St (S) Northbound 2374
4 Skinner St / Prinsloo St Skinner St (W) Eastbound 1624 Prinsloo St (N) Southbound 1067 Skinner St (E) Westbound 1255 Prinsloo St (S) Northbound 0
5 Skinner St / Kotze St Skinner St (W) Eastbound 1541 Skinner St (E) Westbound 1255
6 Skinner St / Nelson Mandela Dr Skinner St (W) Eastbound 1061 Nelson Mandela Dr (N) Southbound 2216 Nelson Mandela Dr (S) Northbound 1443
7 Nelson Mandela Dr / Kotze St Kotze St (W) Eastbound 510 Nelson Mandela Dr (N) Southbound 1096 Kotze St (E) Westbound 1177 Nelson Mandela Dr (S) Northbound 1427
The original count data was interrogated to determine a fifteen minute arrival profile across the network during the peak hour. Using this analysis the AM peak hour flows were segregated into 15minute sub-sets. This allows for a more refined analysis of peak hour traffic conditions to be undertaken.
Advanced Traffic CONtrol (ATCON) System Data – ATCON data was supplied for each of the signalised junctions located within the study area. The data included phasing and staging diagrams for each of these junctions and also stage timings at a number of sites. ATCON data has been provided for the following modelled junctions: o Skinner St/Paul Kruger St o Skinner St/Andries St o Skinner St/Van Der Walt Street o Skinner St/Prinsloo St o Skinner St/Kotze St o Skinner St/Nelson Mandela Drive
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o Nelson Mandela Drive/Kotze St/Visagie St
AM Peak hour bus service volumes were also provided.
A topographical survey of the study area was provided and was used to construct the baseline model geometry.
Observations from site visits were used to provide input into the model regarding peak hour traffic conditions, driver behaviour and areas of congestion.
5.0 Constructing the Do Minimum Model This section of the Technical Note describes the development and calibration of the 2012 Do Minimum SSMM. The Do Minimum Model assumes that existing traffic conditions and signalised control at the junctions on Skinner St are maintained as is. As such, the model seeks to replicate existing traffic conditions on the ground. Calibration against observed link flows across the network was undertaken.
The SSMM was developed using micro-simulation modelling software VISSIM 5.40. VISSIM simulates driver behaviour and models the interactions between vehicles in three-dimensional space. Model outputs include junction and overall network statistics as well as 3D renders of the network in operation.
The process for developing the SSMM can be broken down into three stages as follows:
Stage 1 – Building out road geometries and traffic signal control mechanisms Stage 2 – Matrix development, assignment and model assessment Stage 3 – Calibration of the model against observed link flows
5.1 Stage 1 – Building the model Topographical survey data was imported to VISSIM and served as a template for developing the series of links and connectors which make up the road network within the model. Figure 5.1 illustrates this procedure; links (blue) and connectors (pink) are shown superimposed on the topographical survey imported from CAD.
Figure 5.1 – Model Development
Photographs of the study area junction were used to determine lane assignment and pedestrian provision. The location of stop lines and traffic signal heads were also determined and added to the
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Technical Note model. Signal phasing and staging was extracted from the ATCON data sets and coded into the network. A cycle time of 75 seconds are used throughout the study area, with offsets between subsequent junctions, consistent with ATCON data, used to control the flow of traffic across the network.
A typical model junction layout is shown in Figure 5.2, complete with the correct lane provision, road markings and pedestrian crossing areas (shown in pink).
Figure 5.2 – Skinner St./ Van Der Walt Street
5.2 Stage 2 – Traffic Matrix Development A Microsoft Excel spreadsheet model was developed to generate an Origin-Destination (O-D) matrix from the observed peak hour traffic counts summarised in Table 4.1. A total of 17 origin-destination zones were identified to account for each access to and egress from the study area. A peak hour O-D matrix was developed to generate trips to and from each of these 17 zones.
In order to accurately model the flow of traffic entering the network, AM Peak Hour (07:00 – 08:00) traffic count data was examined to identify the proportion of traffic entering the study area during each 15 minute interval. Subsequently the 07:00 – 08:00 matrices were broken up into 15 minute segments. Traffic volumes during the 07:00 – 08:00 peak hour are relatively stable. The peak (07:15 to 07:30) fifteen minute period carries 27% of the hourly volume, while the lowest volume, approximately 21% of hourly flow, occurs in the final fifteen minutes of the hour (07:45 to 08:00).
Demand occurring during the 15 minute periods before and after the AM Peak Hour was also included as follows: Build up period – (06:45 – 07:00) Cool down period – (08:00 – 08:15)
The build up period was assigned the same trip volume as the 07:00-07:15 period. For the cool down period, the 07:45 to 08:00 fifteen minute matrix was assigned.
As a result a total of six 15-minute periods were modelled. Figure 5.3 – Proportion of Traffic Entering the Study Area During the AM Peak Hour
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Technical Note
In the absence of classified turning count data, the segmented 15 minute matrices were loaded into the model with the assumption that HGV traffic accounted for 2% of total traffic. Bus volumes were entered into the model manually, based on traffic count data.
The model was then run to observe driver behaviours, identify problem areas and check the operation of traffic signals. The model was calibrated against observed flows.
5.3 Stage 3 – Calibration of the SSMM Following the development of the base year micro simulation model, the process of calibrating the model was undertaken.
Link Count Calibration The purpose of model calibration is to ensure that the model assignments reflect the existing travel situation. Calibration is an iterative process, whereby the model is continually revised to ensure that the most accurate replications of the existing situation are represented.
Traffic modelling best practice specifies the acceptable values for modelled and observed flow comparisons and suggests how calibration should relate to the magnitude of the values being compared. A summary of these targets is shown in Table 5.1:
Table 5.1 - Model Calibration/Validation Criteria: Individual Flows Criteria and Measures Guideline Individual flows within 15% for flows 700 – 2700 vph Individual flows within 100 vph for flows <700 vph > 85% of cases Individual flows within 400 vph for flows > 2700
The standard method used to compare modelled values against observations on a link involves the calculation of the Geoff Havers (GEH) statistic (Chi-squared statistic), incorporating both relative and absolute errors. The GEH statistic is a measure of comparability that takes account of not only the difference between the observed and modelled flows, but also the significance of this difference with respect to the size of the observed flow. The GEH statistic is calculated as follows:
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Where M = Modelled Flow and O = Observed Flow.
The following GEH criteria is used in the calibration process.
Table 5.2: Model Calibration/Validation Criteria: GEH Values Criteria and Measures Guideline GEH statistic Individual flows: GEH < 5 > 85% of cases
The links used in the model calibration process are illustrated in Appendix B. The results of the calibration exercise are summarised in Table 5.3.
Table 5.3 – JTC Traffic Count Data (Vehicles) Time Periods % of Calibration Sites that meet the following criteria Individual Flows within 15% for flows 700 – 2700 vph Individual flows within 100 vph for flows < 700 vph 97.67% 07:00 – 08:00 Individual flows within 400 vph for flows > 2700 vph Individual flows: GEH < 5 97.67% Overall for all criteria 97.67%
Traffic Conditions Calibration In addition to ensuring that traffic flows in the model reflect existing conditions it is equally important to perform checks on locations of congestion and any other local traffic characteristics. Particular care was given to links where heavy flows give rise to localised queuing, to ensure that the model reflects the observed conditions on site.
Figure 5.4 illustrates the outputs from the model during the peak period. Significant queue formation on the northbound approach to the Nelson Mandela Drive/Kotze Street junction is shown to dissipate completely each cycle.
Figure 5.4 – Maximum Queue Length on Nelson Mandel Drive (Before and After Green Signal)
Figure 5.5 shows the same queue formation/dissipation profile for eastbound and westbound traffic at the Skinner Street/Nelson Mandela Drive junction.
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Figure 5.4 – Maximum Queue Length at Skinner St/Nelson Mandela Dr (Before and After Green Signal)
5.4 Conclusions The model produces levels of traffic that compare well with observed values. The model can therefore be considered fit for the purpose of modelling the effects of interventions on the traffic conditions in the area.
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6.0 Model Testing This section of the Technical Note sets out the procedure used to develop a Do Something SSMM to assess the impact of the proposed Line 2A BRT System. Drawings of the proposed scheme were provided by the design team and imported into VISSIM. The Do Minimum model infrastructure was then amended to accommodate the proposed design.
6.1 Do Something Traffic Volumes Traffic volumes were again sourced from detailed flow diagrams developed as part of the wider Transyt traffic modelling task. These revised traffic flow diagrams incorporate a measure of redistribution of traffic arising from the proposed scheme. The revised flow diagrams are illustrated in Appendix A.
6.2 Constructing the Do Something Model The primary amendments to the model were: Reduction in traffic lanes available to private vehicles on Skinner Street. For example, as shown in Figure 6.1, eastbound traffic lanes on Skinner Street, at the junction with Van Der Walt Street, reduce from four to three as a result of the proposed scheme. Westbound traffic lanes on Skinner Street reduce from six to three, and the right turn to Van Der Walt northbound is removed.
Figure 6.1 – Lane Distribution at the Skinner St/Van Der Walt St Junction (Pre and Post BRT)
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Reallocation of Kotze Street to BRT only, between Skinner Street and Nelson Mandela Drive
Figure 6.2 – Kotze St BRT Priority
Reconfiguration of the Skinner Street / Nelson Mandela Drive junction to incorporate right turning vehicle movements.
Figure 6.3 – Reconfigured Kotze St/Nelson Mandela Dr Junction
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Traffic Signal Configuration Traffic signal phasing, staging and timings were reconfigured at each junction to incorporate the BRT. In the absence of detailed BRT time tables or vehicle-actuated bus priority signal modelling, the BRT stage was assumed to run once per cycle at each junction, irrespective of demand. In this way the Do Something scenario, as modelled, represents the most onerous signal control scenario.
6.3 Model Assignment and Findings The Do Something SSMM was run and an iterative process undertaken to observe and amend the model as necessary. Signal timings were updated and vehicle matrices reassigned to arrive at an optimum model scenario.
6.4 Conclusions Eastbound and westbound traffic movements on Skinner Street are observed to continue to operate within capacity in the Do Something SSMM, despite a reduction in available road space. Similarly, north and southbound traffic movements on Nelson Mandela Drive operate without excessive queuing or delay. Figure 6.4 illustrates the findings of the analysis. While the majority of junctions operate within capacity, a number of links have been identified where capacity is constrained by amendments to the carriageway arising out of the proposed scheme.
Figure 6.4 – Do Something SSMM Model Outputs
Junctions Operating Within Capacity The Andries Street, Van Der Walt Street, Prinsloo Street and revised Skinner Street / Nelson Mandela Drive junctions continue to operate within capacity in the Do Something model. Average queue lengths increase at each junction, however these queues are observed to clear by the end of the modelled peak hour.
As an example, Figure 6.5 illustrates significant queuing on the eastbound approach to the Skinner Street / Van Der Walt junction at approximately 7:30 in the model. This queuing clears, and free flowing conditions are restored by approximately 08:00 in the Do Something SSMM.
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Figure 6.5 – Queuing on the eastbound approach to Van Der Walt (Do Something)
Similarly, the southbound approach to the Skinner Street / Nelson Mandela Drive junction experiences increased queuing which is generally observed to clear each cycle. On a number of occasions however this queuing was observed to block back to the Schoeman Street junction to the north. Figure 6.6 illustrates this queuing.
Figure 6.6 – Queuing on the eastbound approach to Van Der Walt (Do Something)
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Links Experiencing Capacity Constraint The model highlights two key areas where reallocation of traffic is likely to arise as a response to capacity restraints introduced by the proposed Line 2A BRT scheme.
It should be noted however that, as the modelled scenario includes for BRT priority once per cycle at these junctions, the Do Something model represents a worst case scenario at the junctions. Detailed analysis, using VISVAP vehicle actuated signal controls across the network, would allow for detailed modelling of the junctions for a range of BRT frequencies.
Both Paul Kruger Street northbound and Kotze Street westbound do not have sufficient capacity to cater for Do Minimum levels of demand in the Do Something SSMM scenario. As a result, significant proportions of traffic on these links are unable to enter the network during the modelled period. This gives rise to queuing throughout the model duration.
Paul Kruger Street reduces from two lanes northbound to one lane only. Approximately 700 vehicles currently use this link during the peak hour. Figure 6.7 illustrates the extent of this queuing.
Figure 6.7 – Paul Kruger Street Northbound Queuing (Do Something)
Alternative route options exist for northbound vehicles on Paul Kruger Street. Bosman Street to the west and Van Der Walt Street to the east provide parallel access routes for northbound traffic from Visagie Street to Schoeman Street. Both streets are four-lane, one-way streets. Bosman Street is not modelled in the SSMM however Van Der Walt Street is observed to operate with reserve capacity in the Do Something scenario.
Figure 6.8 below illustrates the location of Bosman Street and Van Der Walt Street in relation to Paul Kruger Street.
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Figure 6.8 – Parallel Route Options (Paul Kruger Street)
Initial VISSIM modelling work identified Kotze Street, on the westbound approach to the Nelson Mandela Drive junction, as an area of concern. The initial design proposed a single shared straight ahead/left lane, and two right turn lanes. The design was amended in response to capacity concerns to provide a straight ahead/left lane, a straight ahead lane and a dedicated right-turn lane.
The revised design represents a significant improvement at the junction, however capacity remains constrained and queuing is observed to occur throughout the modelled period. Figure 6.9 illustrates this queuing.
Figure 6.9 – Kotze Street Westbound Queuing (Do Something)
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Following a review of potential alternative routing for westbound Kotze Street vehicles, the two most likely alternatives are shown in Figure 6.10. Assuming Kotze Street as the vehicles starting point a northern alternative route, via Jeppe Street, Schoeman Street and Nelson Mandela Drive, results in a 1.3km diversion. A second southerly route, via Troye Street, Walker Street and Nelson Mandela Drive, results in a 1.8km diversion.
Figure 6.10 – Alternative Route Options (Kotze Street)
Nelson Mandela Drive northbound is observed to operate with reserve capacity in the Do Something scenario. This makes the Walker Street alternative, (shown red in Figure 6.10) the preferred alternative route despite the additional distance involved.
6.5 Summary The Do Something SSMM was developed assuming, for the most part, that existing (Do Minimum) traffic flows remain constant throughout the study area.
The Do Something model indicates that the primary east-west traffic route (Skinner Street), and north- south traffic route (Nelson Mandela Drive), will continue to operate within capacity after the construction of the proposed Line 2A BRT scheme.
The model highlighted two key links, where vehicle rerouting is likely to occur as a result of capacity restraint arising from the implementation of the BRT scheme. In both of these cases alternative routing was considered.
The Do Something SSMM represents a worst case modelling scenario, where the BRT signal stages are assumed to receive a green light once per cycle. A greater level of detail could be achieved through VISVAP modelling of the study area to provide vehicle actuated BRT signals for a range of service frequencies.
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APPENDIX A – Traffic Flow Diagrams
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APPENDIX B – Link Count Calibration
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Appendix B: TRANSYT Traffic Modelling
Paul Kruger St (N) Andries St (N) Van Der Walt St (N) Prinsloo St (N) Nelson Mandela Dr (N)
53 63 222 126 211 998 102 248 217 624 226 1120 1096 1823 1517 1371 1315 1061 1061 174 499 309 480
Skinner St Skinner St Skinner St Skinner St Skinner St 228 161 1255 1355 1466 1226 1170 5 0 0 97 522 67 94 138 378 1743 253 85 140 1303 Kotze St Paul Kruger St (S) Andries St (S) Van Der Walt St (S) Prinsloo St (S) 0 Esselen St
Nelson Mandela Dr (N)
2 Meintjies St Greef St Jeppe St Troye St (N) 403 105 215 842 39 42 91 50 64 10 10 10 40 28 1248 173 Kotze St 0 393 383 343 419 13 57
Kotze St Kotze St Kotze St Kotze St Kotze St Visagie St 339 52 10 124 750 993 983 894 934 88 94 89 1728 161 18 99 1106 222 Inez St Mears St Troye St (S) Nelson Mandela Dr (S)
Celliers St (N) Leyds St (N) Bourke St (N) Relly St (N) Vos St (N)
42 91 50 64 42 91 50 64 42 91 50 64 10 10 10 10 10 419 419 419 469 469 13 13 13 10
Kotze St Kotze St Kotze St Kotze St Jorissen St 52 52 52 10 10 941 916 891 866 841 40 158 248 94 40 158 248 94 40 158 248 94 10 10 10 10 10 10 10
Celliers St (S) Leyds St (S) Bourke St (S) Relly St (S) Vos St (S)
Plein St (N) Johnston St (N) Verdorn St (N) Rivier St (N)
10 10 10 10 42 91 50 64 10 10 10 10 10 10 10 10 469 519 519 519 569 10 10 13 10 10
Kotze St Jorissen St Jorissen St Jorissen St Jorissen St 10 52 10 10 816 791 766 741 716 10 10 10 10 10 10 10 40 158 248 94 10 10 10 10 10 10 10 10
Plein St (S) Vlok St Johnston St (S) Verdorn St (S) Rivier St (S)
Melville St (N) Company St (N) Walton Jameson Ave (N) Kirkness St University Rd (N)
10 10 10 10 10 10 10 10 42 91 50 64 330 185 541 101 39 282 193 569 569 637 558 906 10 10 13 116
Jorissen St Jorissen St Jorissen St Jorissen St Lynwood Rd Lynwood Rd 10 10 52 501 251 691 666 641 672 1144 10 10 10 10 10 10 10 10 40 158 248 94 13 457 173 156
Melville St (S) Company St (S) Walton Jameson Ave (S) University Rd (S) AM PEAK Smoothed (2012) Paul Kruger St (N) Andries St (N) Van Der Walt St (N) Prinsloo St (N) Nelson Mandela Dr (N)
44 107 304 132 422 1027 176 192 422 721 355 1445 998 1737 1680 1664 1451 1304 1304 231 314 344 502
Skinner St Skinner St Skinner St Skinner St Skinner St 162 181 1608 1913 1723 1675 1434 9 0 0 101 312 125 70 148 196 740 131 174 172 939 Kotze St Paul Kruger St (S) Andries St (S) Van Der Walt St (S) Prinsloo St (S) 0 Esselen St
Nelson Mandela Dr (N)
2 Meintjies St Greef St Jeppe St Troye St (N) 389 120 213 912 62 28 44 71 18 10 10 10 59 119 1590 128 Kotze St 0 532 522 463 504 21 151
Kotze St Kotze St Kotze St Kotze St Kotze St Visagie St 191 81 10 101 540 760 750 635 576 143 147 115 1234 61 92 85 838 72 Inez St Mears St Troye St (S) Nelson Mandela Dr (S)
Celliers St (N) Leyds St (N) Bourke St (N) Relly St (N) Vos St (N)
28 44 71 18 28 44 71 18 28 44 71 18 10 10 10 10 10 504 504 504 504 504 21 21 21 10
Kotze St Kotze St Kotze St Kotze St Jorissen St 81 81 81 10 10 600 600 640 640 640 40 164 229 147 40 164 229 147 40 164 229 147 10 10 10 10 10 10 10
Celliers St (S) Leyds St (S) Bourke St (S) Relly St (S) Vos St (S)
Plein St (N) Johnston St (N) Verdorn St (N) Rivier St (N)
10 10 10 10 28 44 71 18 10 10 10 10 10 10 10 10 504 504 504 504 504 10 10 21 10 10
Kotze St Jorissen St Jorissen St Jorissen St Jorissen St 10 81 10 10 690 690 690 690 740 10 10 10 10 10 10 10 40 164 229 147 10 10 10 10 10 10 10 10
Plein St (S) Vlok St Johnston St (S) Verdorn St (S) Rivier St (S)
Melville St (N) Company St (N) Walton Jameson Ave (N) Kirkness St University Rd (N)
10 10 10 10 10 10 10 10 28 44 71 18 122 172 457 69 85 268 145 504 504 472 181 685 10 10 21 110
Jorissen St Jorissen St Jorissen St Jorissen St Lynwood Rd Lynwood Rd 10 10 81 462 225 740 740 740 579 894 10 10 10 10 10 10 10 10 40 164 229 147 15 384 143 196
Melville St (S) Company St (S) Walton Jameson Ave (S) University Rd (S) PM PEAK Smoothed (2012) Paul Kruger St (N) Andries St (N) Van Der Walt St (N) Prinsloo St (N) Nelson Mandela Dr (N)
53 63 222 126 211 998 102 248 217 624 226 1120 1096 1823 1517 1371 1315 1541 1061 174 499 309 0
Skinner St Skinner St Skinner St Skinner St Skinner St 228 0 1260 1355 1466 1226 1009 0 40 40 97 522 67 94 138 378 1904 253 246 140 1303 Kotze St Paul Kruger St (S) Andries St (S) Van Der Walt St (S) Prinsloo St (S) 40 Esselen St
Nelson Mandela Dr (N)
2 Meintjies St Greef St Jeppe St Troye St (N) 403 105 309 1211 56 42 91 50 64 10 0 20 40 28 1248 173 Kotze St 0 393 383 343 476 13 0
Kotze St Kotze St Kotze St Kotze St Kotze St Visagie St 339 52 0 0 750 993 993 1018 934 88 94 89 1728 161 18 99 1106 222 Inez St Mears St Troye St (S) Nelson Mandela Dr (S)
Celliers St (N) Leyds St (N) Bourke St (N) Relly St (N) Vos St (N)
42 91 50 64 42 91 50 64 42 0 0 205 10 0 0 30 10 432 432 432 479 469 0 0 0 0
Kotze St Kotze St Kotze St Kotze St Jorissen St 0 0 0 0 0 993 968 943 876 851 40 158 248 94 40 158 248 94 446 0 0 94 30 0 0 10 30 0 0
Celliers St (S) Leyds St (S) Bourke St (S) Relly St (S) Vos St (S)
Plein St (N) Johnston St (N) Verdorn St (N) Rivier St (N)
10 0 0 30 42 91 50 64 10 0 0 30 10 0 0 30 479 529 519 529 579 0 0 13 0 0
Kotze St Jorissen St Jorissen St Jorissen St Jorissen St 0 52 0 0 826 791 766 751 726 30 0 0 10 20 0 10 40 158 248 94 30 0 0 10 30 0 0 10
Plein St (S) Vlok St Johnston St (S) Verdorn St (S) Rivier St (S)
Melville St (N) Company St (N) Walton Jameson Ave (N) Kirkness St University Rd (N)
10 0 0 30 10 0 0 30 42 91 50 64 330 185 541 101 39 282 193 579 579 650 558 906 0 0 0 116
Jorissen St Jorissen St Jorissen St Jorissen St Lynwood Rd Lynwood Rd 0 0 0 501 0 701 676 693 672 1395 30 0 0 10 30 0 0 10 40 158 248 94 13 457 173 156
Melville St (S) Company St (S) Walton Jameson Ave (S) University Rd (S) AM BASE - WITH SCHEME (2012) Paul Kruger St (N) Andries St (N) Van Der Walt St (N) Prinsloo St (N) Nelson Mandela Dr (N)
44 107 304 132 422 1027 176 192 422 721 355 1445 998 1737 1680 1664 1451 1806 1304 231 314 344 0
Skinner St Skinner St Skinner St Skinner St Skinner St 162 0 1617 1913 1723 1675 1253 0 40 40 101 312 125 70 148 196 921 131 355 172 939 Kotze St Paul Kruger St (S) Andries St (S) Van Der Walt St (S) Prinsloo St (S) 40 Esselen St
Nelson Mandela Dr (N)
2 Meintjies St Greef St Jeppe St Troye St (N) 389 120 303 1298 88 28 44 71 18 10 0 20 59 119 1590 128 Kotze St 0 532 522 463 655 21 0
Kotze St Kotze St Kotze St Kotze St Kotze St Visagie St 191 81 0 0 540 760 760 736 576 143 147 115 1234 61 92 85 838 72 Inez St Mears St Troye St (S) Nelson Mandela Dr (S)
Celliers St (N) Leyds St (N) Bourke St (N) Relly St (N) Vos St (N)
28 44 71 18 28 44 71 18 28 0 0 133 10 0 0 30 10 525 525 525 514 504 0 0 0 0
Kotze St Kotze St Kotze St Kotze St Jorissen St 0 0 0 0 0 681 681 721 650 650 40 164 229 147 40 164 229 147 433 0 0 147 30 0 0 10 30 0 0
Celliers St (S) Leyds St (S) Bourke St (S) Relly St (S) Vos St (S)
Plein St (N) Johnston St (N) Verdorn St (N) Rivier St (N)
10 0 0 30 28 44 71 18 10 0 0 30 10 0 0 30 514 514 504 514 514 0 0 21 0 0
Kotze St Jorissen St Jorissen St Jorissen St Jorissen St 0 81 0 0 700 690 690 700 750 30 0 0 10 20 0 10 40 164 229 147 30 0 0 10 30 0 0 10
Plein St (S) Vlok St Johnston St (S) Verdorn St (S) Rivier St (S)
Melville St (N) Company St (N) Walton Jameson Ave (N) Kirkness St University Rd (N)
10 0 0 30 10 0 0 30 28 44 71 18 122 172 457 69 85 268 145 514 514 493 181 685 0 0 0 110
Jorissen St Jorissen St Jorissen St Jorissen St Lynwood Rd Lynwood Rd 0 0 0 462 0 750 750 821 579 1119 30 0 0 10 30 0 0 10 40 164 229 147 15 384 143 196
Melville St (S) Company St (S) Walton Jameson Ave (S) University Rd (S) PM BASE - WITH SCHEME (2012) Do Minimum Saturation Flows
Node Link Direction Lane Movements δn δg G w r1 f1 f2 Sa St Sc SAT FLOW Notes 15 1501 SB ONE AH / LT 1 0 0 4.0 10 0.5 0.5 2015 1752 1874 3884 15 1501 SB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 15 1502 WB ONE RT 1 0 0 4.0 20 1.0 0.0 2015 1874 2015 1874 15 1503 WB ONE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 15 1503 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 15 1503 WB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 10031 15 1503 WB FOUR AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 15 1503 WB FIVE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 15 1504 NB ONE AH / LT 1 0 0 4.0 10 0.5 0.5 2015 1752 1874 3884 15 1504 NB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 15 1505 EB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 15 1506 EB ONE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 15 1506 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 8340 15 1506 EB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 15 1506 EB FOUR AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 15 1507 EB ONE RT 1 0 0 4.0 20 1.0 0.0 2015 1874 2015 1874 16 1601 SB ONE AH / LT 1 0 0 4.0 10 0.5 0.5 2015 1752 1874 16 1601 SB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 5834 16 1601 SB THREE AH / RT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 16 1602 WB ONE LT 1 0 0 4.0 10 1.0 0.0 2015 1752 2015 1752 16 1603 WB ONE AH / LT 0 0 0 3.3 10 0.5 0.5 2085 1813 1940 16 1603 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 8055 16 1603 WB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 16 1603 WB FOUR AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 16 1604 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 16 1604 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 8200 16 1604 EB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 16 1604 EB FOUR AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 16 1605 EB ONE RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 1940 16 1605 EB TWO RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 FLARE 17 1701 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 17 1701 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 8200 17 1701 WB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 17 1701 WB FOUR AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 17 1702 WB ONE RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 1940 17 1702 WB TWO RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 FLARE 17 1703 NB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 17 1703 NB TWO AH / LT 0 0 0 3.3 10 0.5 0.5 2085 1813 1940 17 1703 NB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 9610 17 1703 NB FOUR AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 17 1703 NB FIVE AH / RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 17 1704 EB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 3504 17 1704 EB TWO LT 0 0 0 3.3 10 1.0 0.0 2085 1813 2085 17 1705 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 17 1705 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 8060 17 1705 EB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 17 1705 EB FOUR AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 18 1801 SB ONE LT 1 0 0 4.0 10 1.0 0.0 2015 1752 2015 18 1801 SB TWO AH / LT 0 0 0 3.3 10 0.5 0.5 2085 1813 1940 18 1801 SB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 9596 18 1801 SB FOUR AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 18 1801 SB FIVE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 18 1802 WB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 18 1803 WB ONE AH / LT 0 0 0 3.3 10 0.5 0.5 2085 1813 1940 18 1803 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 8055 18 1803 WB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 18 1803 WB FOUR AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 18 1804 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 18 1804 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 8200 18 1804 EB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 18 1804 EB FOUR AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 18 1805 EB ONE RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 3749 18 1805 EB TWO RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 19 1901 WB ONE AH / LT 1 0 0 4.0 10 0.5 0.5 2015 1752 1874 19 1901 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 7989 19 1901 WB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 19 1901 WB FOUR AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 19 1902 SB ONE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 19 1902 SB TWO RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 1940 FLARE 19 1902 SB THREE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 FLARE 20 2001 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 20 2001 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 5975 20 2001 WB THREE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 20 2002 NB ONE AH 1 0 0 4.0 999 1.0 0.0 2015 2012 2015 3960 20 2002 NB TWO AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 20 2003 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 20 2003 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 5975 20 2003 EB THREE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 21 2101 SB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 21 2101 SB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 5721 21 2101 SB THREE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 21 2102 WB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 22 2201 SB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 FLARE 22 2201 SB TWO AH / LT 0 0 0 3.3 10 0.5 0.5 2085 1813 1940 4025 22 2201 SB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 22 2202 SB ONE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 22 2203 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 22 2203 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 5979 22 2203 WB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 22 2204 WB ONE RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 1940 22 2204 WB TWO RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 FLARE 22 2205 NB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3894 Do Minimum Saturation Flows
3894 22 2205 NB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 22 2206 NB THREE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 22 2207 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 22 2207 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 5905 22 2207 EB THREE AH / RT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 23 2301 SB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3749 23 2301 SB TWO RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 23 2302 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 23 2302 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 5979 23 2302 WB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 23 2303 WB FOUR AH / RT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 1875 23 2304 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3894 23 2304 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 23 2305 EB THREE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 56 5601 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3894 56 5601 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 56 5602 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 3955 56 5602 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 56 5603 SB ONE LT / RT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 24 2401 WB ONE AH 1 0 0 4.0 999 1.0 0.0 2015 2012 2015 2015 24 2402 WB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 24 2403 NB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 24 2403 NB TWO AH / LT 0 0 0 3.3 10 0.5 0.5 2085 1813 1940 7591 24 2403 NB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 24 2403 NB FOUR AH / RT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 24 2404 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3894 24 2404 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 25 2501 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3894 25 2501 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 25 2502 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 25 2503 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 25 2504 SB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 25 2504 SB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 7854 25 2504 SB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 25 2504 SB FOUR AH / RT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 26 2601 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 26 2602 WB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 26 2603 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 26 2604 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 26 2605 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 26 2606 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 27 2701 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 27 2702 WB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 27 2703 NB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 27 2704 NB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 27 2705 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 27 2706 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 27 2707 SB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 27 2708 SB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 28 2801 WB ONE AH 1 0 0 3.3 999 1.0 0.5 1945 1942 1296 1945 28 2802 WB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 28 2803 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 28 2804 EB ONE AH 1 0 0 3.3 999 1.0 0.5 1945 1942 1296 1945 28 2805 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 28 2806 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 29 2901 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3819 29 2901 WB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 29 2902 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 29 2903 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3819 29 2903 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 29 2904 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 30 3001 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 NO LANE MARKINGS 3955 30 3001 WB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 NO LANE MARKINGS 30 3002 NB ONE AH / RT / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 30 3003 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 NO LANE MARKINGS 3894 30 3003 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 NO LANE MARKINGS 31 3101 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 NO LANE MARKINGS 3819 31 3101 WB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 NO LANE MARKINGS 31 3102 NB ONE AH / RT / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 31 3103 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 NO LANE MARKINGS 3819 31 3103 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 NO LANE MARKINGS 31 3104 SB ONE AH / RT / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 32 3201 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 NO LANE MARKINGS 3819 32 3201 WB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 NO LANE MARKINGS 32 3202 NB ONE RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 32 3203 EB ONE AH / LT 0 0 0 3.3 10 0.5 0.5 2085 1813 1940 NO LANE MARKINGS 3814 32 3203 EB TWO AH / RT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 NO LANE MARKINGS 33 3301 WB ONE AH / LT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 1875 33 3302 WB TWO AH / RT 0 0 0 3.3 10 0.5 0.5 2085 1813 1940 1940 33 3303 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 33 3304 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 33 3305 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 NO LANE MARKINGS 33 3306 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 34 3401 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 NO LANE MARKINGS 3819 34 3401 WB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 NO LANE MARKINGS 34 3402 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 34 3403 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 NO LANE MARKINGS 3819 34 3403 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 NO LANE MARKINGS 34 3404 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 35 3501 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 NO LANE MARKINGS 3819 35 3501 WB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 NO LANE MARKINGS 35 3502 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 35 3503 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 NO LANE MARKINGS 3819 35 3503 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 NO LANE MARKINGS Do Minimum Saturation Flows
35 3504 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 36 3601 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 NO LANE MARKINGS 3819 36 3601 WB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 NO LANE MARKINGS 36 3602 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 36 3603 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 NO LANE MARKINGS 3819 36 3603 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 NO LANE MARKINGS 36 3604 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 37 3701 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 NO LANE MARKINGS 3819 37 3701 WB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 NO LANE MARKINGS 37 3702 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 37 3703 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 NO LANE MARKINGS 3819 37 3703 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 NO LANE MARKINGS 37 3704 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 38 3801 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3894 38 3801 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 38 3802 WB ONE RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 1940 38 3803 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 38 3804 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3894 38 3804 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 38 3805 EB ONE RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 1940 38 3806 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 39 3901 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 4030 39 3901 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 39 3902 EB ONE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 4030 39 3902 EB TWO AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 40 4001 EB ONE LT 1 0 0 3.3 49 1.0 0.0 1945 1887 1945 1887 40 4002 EB ONE AH 1 0 0 3.3 49 1.0 0.0 1945 1887 1945 1887 40 4003 NB ONE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 41 4101 SB ONE RT 1 0 0 3.3 49 1.0 0.0 1945 1887 1945 1887 41 4102 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 41 4103 SB ONE LT 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 42 4201 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 4030 42 4201 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 42 4202 WB ONE RT 1 0 0 3.3 49 1.0 0.0 1945 1887 1945 1887 42 4203 SB ONE RT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 43 4301 WB ONE AH / LT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 3894 43 4301 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 43 4302 WB ONE RT 0 0 0 3.3 10 1.0 0.0 2085 1813 2085 1813 43 4303 NB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 43 4304 NB TWO RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 1940 43 4305 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3894 43 4305 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 43 4306 EB ONE RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 1940 43 4307 SB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 43 4308 SB ONE RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 1940 Do Something Saturation Flows
Node Link Direction Lane Movements δn δg G w r1 f1 f2 Sa St Sc SAT FLOW Notes 15 1501 SB ONE AH / LT / RT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 15 1502 WB ONE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 15 1503 WB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 FLARE 15 1503 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 4030 15 1503 WB THREE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 15 1504 NB ONE AH / LT / RT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 15 1506 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 15 1506 EB TWO AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 5699 15 1506 EB TWO AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 15 1507 EB ONE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 15 1511 SB ONE AH / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 15 1512 WB ONE RT 1 0 0 3.3 15 1.0 0.0 1945 1768 1945 1768 15 1513 NB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 16 1601 SB ONE AH / LT 1 0 0 4.0 10 0.5 0.5 2015 1752 1874 16 1601 SB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 5834 16 1601 SB THREE AH / RT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 16 1603 WB ONE AH / LT 0 0 0 3.3 10 0.5 0.5 2085 1813 1940 1940 FLARE 16 1603 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 4030 16 1603 WB THREE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 16 1604 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 FLARE 16 1604 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 4030 16 1604 EB THREE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 16 1605 EB ONE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 16 1611 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 16 1612 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 17 1701 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 17 1701 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 6115 17 1701 WB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 17 1703 NB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 17 1703 NB TWO AH / LT 0 0 0 3.3 10 0.5 0.5 2085 1813 1940 17 1703 NB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 9676 17 1703 NB FOUR AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 17 1703 NB FIVE AH / RT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 17 1704 EB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 17 1705 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 FLARE 17 1705 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 4170 17 1705 EB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 17 1711 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 17 1712 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 18 1801 SB ONE LT 1 0 0 4.0 10 1.0 0.0 2015 1752 2015 18 1801 SB TWO AH / LT 0 0 0 3.3 10 0.5 0.5 2085 1813 1940 18 1801 SB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 9596 18 1801 SB FOUR AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 18 1801 SB FIVE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 18 1803 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 18 1803 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 5979 18 1803 WB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 18 1804 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 4030 18 1804 EB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 18 1804 EB THREE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 FLARE 18 1805 EB ONE RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 1940 18 1811 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 18 1812 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 19 1901 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 3890 19 1901 WB TWO AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 19 1911 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 19 1912 NB ONE LT 1 0 0 3.3 25 1.0 0.0 1945 1835 1945 1835 20 2001 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 3890 20 2001 WB TWO AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 20 2002 NB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 3890 20 2002 NB TWO AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 20 2003 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 3890 20 2003 EB TWO AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 20 2004 EB ONE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 20 2004 EB TWO RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 FLARE 20 2005 SB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 3890 20 2005 SB TWO AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 21 2101 SB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 21 2101 SB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 5721 21 2101 SB THREE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 21 2102 WB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 22 2201 SB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 FLARE 22 2201 SB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 2085 22 2201 SB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 2085 FLARE 22 2202 SB ONE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 22 2203 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 22 2203 WB ONE AH 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 2085 FLARE 22 2204 WB TWO RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 22 2205 NB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3894 22 2205 NB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 22 2206 NB ONE RT 1 0 0 3.3 20 1.0 0.0 1945 1809 1945 1809 22 2211 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 22 2212 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 23 2301 SB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 3749 23 2301 SB TWO RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 23 2302 WB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 2085 23 2304 EB ONE AH 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1945 23 2311 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 23 2312 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 Do Something Saturation Flows
23A 23A1 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 23A 23A2 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 23A 23A3 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 23A 23A4 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 56 5601 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 56 5602 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 56 5603 SB ONE LT / RT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 56 5611 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 56 5612 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 24 2402 WB TWO AH / LT / RT 0 0 0 3.3 15 0.5 0.5 2085 1895 1986 1986 24 2403 NB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 24 2403 NB TWO AH / LT 0 0 0 3.3 10 0.5 0.5 2085 1813 1940 7591 24 2403 NB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 24 2403 NB FOUR AH / RT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 24 2404 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 24 2411 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 24 2412 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 25 2501 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 25 2503 EB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 25 2504 SB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 25 2504 SB TWO AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 7854 25 2504 SB THREE AH 0 0 0 3.3 999 1.0 0.0 2085 2082 2085 25 2504 SB FOUR AH / RT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 25 2511 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 25 2512 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 26 2601 WB ONE AH / RT/ LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 26 2603 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 26 2604 EB ONE AH / RT / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 26 2606 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 26 2611 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 26 2612 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 27 2701 WB ONE AH / RT / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 27 2703 NB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 27 2704 NB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 27 2706 EB TWO AH / RT / LT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 27 2707 SB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 27 2708 SB TWO AH / RT 0 0 0 3.3 20 0.5 0.5 2085 1940 2010 2010 27 2711 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 27 2712 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 28 2801 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 28 2803 NB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 28 2804 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 28 2806 SB ONE AH / RT / LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 28 2811 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 28 2812 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 28A 28A1 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 28A 28A2 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 28A 28A3 NB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 28A 28A4 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 28A 28A5 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 28A 28A6 SB ONE LT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 29 2901 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 29 2902 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 29 2903 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 29 2904 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 29 2911 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 29 2912 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 30 3001 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 NO LANE MARKINGS 30 3002 NB ONE AH / RT / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 30 3003 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 30 3011 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 30 3012 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 31 3101 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 31 3102 NB ONE AH / RT / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 31 3103 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 31 3104 SB ONE AH / RT / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 31 3111 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 31 3112 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 32 3201 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 32 3202 NB ONE RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 32 3203 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 32 3211 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 32 3212 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 33A 33A1 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 33A 33A2 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 33 3301 WB ONE AH / LT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 1875 33 3302 WB ONE RT 1 0 0 3.3 15 1.0 0.0 1945 1768 1945 1768 33 3303 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 33 3304 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 33 3305 EB ONE RT 1 0 0 3.3 15 1.0 0.0 1945 1768 1945 1768 33 3306 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 33B 33B1 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 33B 33B2 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 34 3401 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1691 NO LANE MARKINGS 34 3402 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 34 3403 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1691 NO LANE MARKINGS 34 3404 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 34 3411 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 34 3412 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 35 3501 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 35 3502 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 Do Something Saturation Flows
35 3503 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 35 3504 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 35 3511 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 35 3512 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 36 3601 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 36 3602 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 36 3603 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 36 3604 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 36 3611 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 36 3612 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 37 3701 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 37 3702 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 37 3703 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 NO LANE MARKINGS 37 3704 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 37 3711 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 37 3712 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 38 3801 WB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 38 3803 NB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 38 3804 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 38 3806 SB ONE AH / RT / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 38 3811 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 38 3812 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 39 3901 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 39 3902 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 39 3911 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 39 3912 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 42A 42A1 WB ONE AH / RT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 1875 42A 42A2 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 42A 42A3 EB ONE AH / LT 1 0 0 3.3 15 0.5 0.5 1945 1768 1852 1852 42A 42A4 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 42A 42A5 SB ONE RT 1 0 0 3.3 10 1.0 0.0 1945 1691 1945 1691 42A 42A6 SB ONE LT 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 42B 42B1 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 42B 42B2 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 42B 42B3 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 42B 42B4 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 43A 43A1 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 43A 43A2 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 43B 43B1 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 43 4301 WB ONE AH / LT 1 0 0 3.3 20 0.5 0.5 1945 1809 1875 1875 43 4303 NB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 43 4304 NB TWO RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 1940 43 4305 EB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 43 4307 SB ONE AH / LT 1 0 0 3.3 10 0.5 0.5 1945 1691 1809 1809 43 4308 SB ONE RT 0 0 0 3.3 20 1.0 0.0 2085 1940 2085 1940 43 4311 WB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT 43 4312 EB ONE AH 1 0 0 3.3 999 1.0 0.0 1945 1942 1945 1945 BRT Do Minimum Link Lengths
Link Length (m) Link Length (m) Link Length (m)
1501 200 2404 76 5601 96 1502 84 2501 161 5602 178 1503 245 2502 157 5603 200 1504 163 2503 157 3401 104 1505 100 2504 200 3402 200 1506 200 2601 169 3403 114 1507 100 2602 169 3404 200 1601 200 2603 200 3501 105 1602 66 2604 165 3502 200 1603 247 2605 165 3503 104 1604 247 2606 200 3504 200 1605 102 2701 166 3601 104 1701 246 2702 166 3602 200 1702 104 2703 200 3603 105 1703 200 2704 200 3604 200 1704 142 2705 160 3701 106 1705 244 2706 160 3702 200 1801 200 2707 200 3703 104 1802 74 2708 200 3704 200 1803 159 2801 148 3801 198 1804 249 2802 148 3802 35 1805 119 2803 200 3803 200 1901 119 2804 168 3804 77 1902 161 2805 168 3805 20 2001 200 2806 200 3806 200 2002 183 2901 105 3901 170 2003 277 2902 200 3902 227 2101 200 2903 177 4001 140 2102 200 2904 200 4002 138 2103 200 3001 105 4003 60 2201 78 3002 200 4101 200 2202 78 3003 102 4102 40 2203 242 3101 104 4103 200 2204 242 3102 200 4201 345 2205 200 3103 102 4202 41 2206 67 3104 200 4203 37 2207 161 3201 114 4301 200 2301 200 3202 200 4302 70 2302 154 3203 104 4303 200 2303 92 3301 94 4304 20 2304 251 3302 94 4305 381 2305 41 3303 200 4306 24 2401 161 3304 94 4307 234 2402 161 3305 94 4308 44 2403 200 3306 200 PED 198 Do Something Link Lengths
Link Length (m) Link Length (m) Link Length (m)
1501 200 2504 200 5611 90 1502 84 2511 161 5612 107 1503 245 2512 165 33A1 49 1504 163 2601 166 33A2 49 1506 200 2603 200 33B1 51 1507 100 2604 163 33B2 51 1511 200 2606 200 3401 104 1512 245 2611 166 3402 200 1513 245 2612 163 3403 104 1601 200 2701 176 3404 200 1603 247 2703 200 3411 104 1604 247 2704 200 3412 104 1605 105 2706 163 3501 104 1611 247 2707 200 3502 200 1612 247 2708 200 3503 104 1701 246 2711 176 3504 200 1703 200 2712 163 3511 104 1704 94 2801 136 3512 104 1705 244 2804 22 3601 104 1711 246 2811 136 3602 200 1712 244 2812 22 3603 104 1801 200 28A1 10 3604 200 1803 159 28A2 10 3611 104 1804 249 28A3 200 3612 104 1805 68 28A4 180 3701 112 1811 159 28A5 180 3702 200 1812 249 28A6 200 3703 104 1901 119 28PED 136 3704 200 1911 161 2901 105 3711 112 1912 174 2902 200 3712 104 2001 200 2903 141 3801 199 2002 183 2904 200 3803 200 2003 277 2911 105 3804 65 2004 93 2912 141 3806 200 2005 200 3001 103 3811 199 2101 200 3002 200 3812 65 2102 67 3003 105 3901 144 2103 200 3011 103 3902 229 2201 78 3012 105 3911 199 2202 78 3101 104 3912 229 2203 242 3102 200 42A1 142 2204 94 3103 104 42A2 142 2205 200 3104 200 42A3 111 2206 67 3111 104 42A4 111 2211 242 3112 104 42A5 200 2212 174 3201 119 42A6 75 2301 200 3202 200 42B1 236 2302 56 3203 104 42B2 236 2304 251 3211 119 42B3 84 2311 56 3212 104 42B4 84 2312 251 3301 38 4301 200 23A1 107 3302 38 4303 200 23A2 107 3303 200 4304 20 23A3 79 3304 38 4305 34 23A4 79 3305 38 4307 234 23AP 79 3306 200 4308 44 2402 161 33A1 49 4311 200 2403 200 33A2 49 4312 34 2404 66 33B1 51 43A1 93 2411 161 33B2 51 43A2 93 2412 66 5601 90 43B1 87 2501 161 5602 107 PED 198 2503 165 5603 200 PED-1 198 Skinner Do Min
AM PEAK DO MINIMUM PM PEAK DO MINIMUM Degree Of Mean Max Degree Of Mean Max Link Link Saturation (%) Queue (PCU) Saturation (%) Queue (PCU)
1501 35 7 1501 46 9 1502 70 5 1502 73 4 1503 42 8 1503 64 19 1504 58 12 1504 45 9 1505 10 1 1505 7 1 1506 68 34 1506 58 29 1507 58 4 1507 62 5 1601 70 24 1601 72 29 1602 25 1 1602 35 2 1603 57 26 1603 89 38 1604 35 4 1604 44 7 1605 91 14 1605 53 6 1701 32 5 1701 44 8 1702 27 3 1702 41 3 1703 64 41 1703 30 15 1704 28 3 1704 19 2 1705 67 23 1705 70 24 1801 33 17 1801 43 23 1802 15 0 1802 39 3 1803 42 22 1803 67 19 1804 31 3 1804 36 3 1805 68 7 1805 53 6 1901 29 22 1901 47 16 1902 28 10 1902 25 7 2001 61 20 2001 48 19 2002 68 10 2002 84 13 2003 58 21 2003 43 23 2101 14 0 2101 13 0 2102 24 6 2102 22 5 2103 5 0 2103 5 0 2201 54 17 2201 66 17 2202 105 14 2202 85 7 2203 58 16 2203 66 14 2204 40 6 2204 29 4 2205 89 27 2205 77 19 2206 70 5 2206 26 1 2207 77 8 2207 43 10
Nodes Nodes Node Signalled LoS Node Signalled LoS
15 B 15 C 16 C 16 C 17 B 17 B 18 C 18 B 19 B 19 A 20 B 20 B 21 A 21 A 22 D 22 C Skinner Do Min SENS TEST
AM PEAK DO MINIMUM PM PEAK DO MINIMUM Degree Of Mean Max Degree Of Mean Max Link Link Saturation (%) Queue (PCU) Saturation (%) Queue (PCU)
1501 38 7 1501 50 10 1502 77 6 1502 80 5 1503 46 9 1503 71 24 1504 63 14 1504 50 10 1505 11 1 1505 8 1 1506 75 38 1506 64 33 1507 64 4 1507 68 6 1601 77 28 1601 79 34 1602 27 2 1602 39 2 1603 63 29 1603 98 52 1604 38 4 1604 48 8 1605 100 22 1605 57 7 1701 35 6 1701 48 9 1702 30 3 1702 45 4 1703 70 47 1703 33 17 1704 31 3 1704 21 2 1705 74 27 1705 77 29 1801 37 18 1801 48 26 1802 16 1 1802 43 3 1803 46 24 1803 73 22 1804 34 4 1804 39 4 1805 75 8 1805 58 7 1901 32 25 1901 52 19 1902 31 11 1902 27 7 2001 67 23 2001 53 22 2002 75 12 2002 93 22 2003 64 24 2003 47 25 2101 15 0 2101 15 0 2102 27 7 2102 24 6 2103 6 0 2103 6 0 2201 59 19 2201 73 20 2202 123 30 2202 100 12 2203 64 18 2203 72 16 2204 44 7 2204 32 4 2205 98 40 2205 85 22 2206 79 6 2206 31 2 2207 85 10 2207 48 11
Nodes Nodes Node Signalled LoS Node Signalled LoS
15 C 15 C 16 C 16 C 17 C 17 B 18 C 18 B 19 B 19 A 20 C 20 B 21 A 21 A 22 E 22 C Kotze Do Min
AM PEAK DO MINIMUM PM PEAK DO MINIMUM Degree Of Mean Max Degree Of Mean Max Link Link Saturation (%) Queue (PCU) Saturation (%) Queue (PCU)
2301 14 3 2301 9 2 2302 36 19 2302 30 13 2303 19 1 2303 34 2 2304 22 5 2304 28 7 2305 6 0 2305 10 0 2401 57 8 2401 41 5 2402 79 9 2402 71 6 2403 57 31 2403 41 20 2404 32 4 2404 44 5 2501 61 10 2501 54 9 2502 40 3 2502 31 1 2503 15 1 2503 56 6 2504 51 24 2504 53 28 2601 50 7 2601 38 5 2602 58 7 2602 47 5 2603 82 10 2603 80 10 2604 22 2 2604 25 3 2605 35 4 2605 35 4 2606 38 3 2606 24 2 2701 49 3 2701 38 2 2702 60 3 2702 50 3 2703 42 4 2703 41 4 2704 51 4 2704 46 4 2705 31 5 2705 32 5 2706 22 4 2706 26 5 2707 19 2 2707 13 1 2708 30 2 2708 20 1 2801 56 7 2801 46 4 2802 71 9 2802 61 6 2803 58 7 2803 57 7 2804 25 2 2804 30 2 2805 48 3 2805 47 3 2806 27 3 2806 17 2 2901 23 0 2901 17 0 2902 7 0 2902 6 0 2903 13 0 2903 14 0 2904 6 0 2904 6 0 3001 22 0 3001 18 0 3002 7 0 3002 6 0 3003 12 0 3003 13 0 3101 22 0 3101 19 0 3102 7 0 3102 6 0 3103 13 0 3103 14 0 3104 6 0 3104 6 0 3201 21 0 3201 18 0 3202 7 0 3202 4 0 3203 14 0 3203 14 0 3301 38 5 3301 41 5 3302 48 6 3302 65 8 3303 82 10 3303 80 10 3304 26 2 3304 51 5 3305 36 3 3305 71 9 3306 38 3 3306 24 2 5601 26 0 5601 19 0 5602 10 0 5602 13 0 5603 4 0 5603 4 0
Nodes Nodes Node Signalled LoS Node Signalled LoS
23 B 23 B 24 C 24 B 25 B 25 B 26 C 26 C 27 B 27 B 28 B 28 B 29 N/A 29 N/A 30 N/A 30 N/A 31 N/A 31 N/A 32 N/A 32 N/A 33 B 33 B 56 N/A 56 N/A Jorissen Do Min
AM PEAK DO MINIMUM PM PEAK DO MINIMUM Degree Of Mean Max Degree Of Mean Max Link Link Saturation (%) Queue (PCU) Saturation (%) Queue (PCU)
3301 65 10 3301 74 12 3302 8 1 3302 12 1 3303 82 10 3303 80 10 3304 52 7 3304 49 6 3305 3 0 3305 5 0 3306 38 3 3306 24 2 3401 22 0 3401 19 0 3402 7 0 3402 6 0 3403 14 0 3403 14 0 3404 7 0 3404 6 0 3501 22 0 3501 20 0 3502 7 0 3502 7 0 3503 15 0 3503 14 0 3504 7 0 3504 6 0 3601 21 0 3601 20 0 3602 7 0 3602 7 0 3603 15 0 3603 14 0 3604 7 0 3604 6 0 3701 21 0 3701 20 0 3702 7 0 3702 7 0 3703 15 0 3703 14 0 3704 7 0 3704 6 0 3801 36 4 3801 44 5 3802 28 1 3802 32 1 3803 65 8 3803 63 8 3804 34 6 3804 25 5 3805 8 0 3805 17 0 3806 30 3 3806 19 2 3901 24 10 3901 30 13 3902 29 5 3902 9 1 4001 55 3 4001 20 0 4002 93 12 4002 29 1 4003 28 0 4003 26 0 4101 32 0 4101 23 0 4102 31 0 4102 10 0 4103 30 0 4103 25 0 4201 28 10 4201 24 8 4202 44 2 4202 41 2 4203 37 3 4203 35 3 4301 63 19 4301 54 15 4302 104 15 4302 103 14 4303 72 9 4303 59 7 4304 214 52 4304 119 17 4305 72 18 4305 54 13 4306 199 32 4306 108 9 4307 73 10 4307 61 7 4308 47 1 4308 67 2 PED 5 0 PED 5 0
Nodes Nodes Node Signalled LoS Node Signalled LoS
33 C 33 C 34 N/A 34 N/A 35 N/A 35 N/A 36 N/A 36 N/A 37 N/A 37 N/A 38 B 38 B 39 A 39 A 40 N/A 40 N/A 41 N/A 41 N/A 42 B 42 A 43 F 43 D Skinner Do Some
AM PEAK DO SOMETHING PM PEAK DO SOMETHING Degree Of Degree Of Mean Max Mean Max Link Saturation Link Saturation Queue (PCU) Queue (PCU) (%) (%) 1501 61 7 1501 90 14 1502 105 15 1502 75 4 1503 72 13 1503 93 40 1504 102 30 1504 89 14 1506 95 46 1506 81 34 1507 80 5 1507 96 10 1511 72 4 1511 36 2 1512 38 2 1512 38 2 1513 4 0 1513 4 0 1601 89 30 1601 95 40 1603 94 39 1603 95 45 1604 48 5 1604 56 6 1605 94 13 1605 93 11 1611 14 1 1611 11 1 1612 14 0 1612 11 0 1701 58 16 1701 47 9 1703 48 33 1703 42 21 1704 43 5 1704 20 3 1705 65 25 1705 53 16 1711 12 1 1711 7 0 1712 12 1 1712 7 1 1801 49 20 1801 69 29 1803 56 11 1803 72 23 1804 39 7 1804 43 9 1805 66 7 1805 74 8 1811 11 1 1811 11 1 1812 11 0 1812 11 1 1901 52 2 1901 61 3 1911 15 2 1911 19 2 1912 16 0 1912 20 0 2001 94 28 2001 96 38 2002 96 37 2002 93 26 2003 54 19 2003 57 22 2004 90 13 2004 95 16 2005 38 8 2005 34 7 2101 19 0 2101 20 0 2102 31 5 2102 28 2 2103 4 0 2103 5 0 2201 71 13 2201 73 15 2202 120 34 2202 87 9 2203 70 15 2203 69 13 2204 94 12 2204 72 5 2205 63 19 2205 43 11 2206 87 7 2206 33 1 2211 39 2 2211 39 2 2212 39 2 2212 39 2
Nodes Nodes Node Signalled LoS Node Signalled LoS
15 D 15 C 16 C 16 C 17 B 17 A 18 B 18 B 19 A 19 A 20 C 20 C 21 A 21 A 22 D 22 B Skinner Do Some SENS TEST
AM PEAK DO SOMETHING PM PEAK DO SOMETHING Degree Of Degree Of Mean Max Mean Max Link Saturation Link Saturation Queue (PCU) Queue (PCU) (%) (%) 1501 72 9 1501 99 23 1502 112 21 1502 79 5 1503 74 14 1503 98 56 1504 120 85 1504 98 21 1506 97 53 1506 89 42 1507 79 5 1507 105 17 1511 79 5 1511 40 2 1512 41 2 1512 41 2 1513 5 0 1513 5 0 1601 98 41 1601 96 45 1603 99 52 1603 99 57 1604 53 6 1604 64 7 1605 103 27 1605 119 38 1611 15 0 1611 13 1 1612 15 0 1612 13 0 1701 58 14 1701 50 11 1703 54 38 1703 44 23 1704 45 6 1704 22 3 1705 69 27 1705 60 19 1711 13 2 1711 8 0 1712 13 2 1712 8 1 1801 57 22 1801 72 32 1803 60 12 1803 79 28 1804 42 10 1804 48 8 1805 65 7 1805 77 9 1811 13 1 1811 13 1 1812 13 0 1812 13 1 1901 53 3 1901 63 4 1911 17 2 1911 20 2 1912 18 0 1912 21 0 2001 108 77 2001 109 108 2002 99 47 2002 98 36 2003 62 22 2003 64 25 2004 109 37 2004 104 29 2005 41 9 2005 38 8 2101 21 0 2101 23 0 2102 33 10 2102 31 2 2103 5 0 2103 6 0 2201 78 21 2201 78 16 2202 146 60 2202 100 15 2203 71 16 2203 80 16 2204 91 11 2204 87 7 2205 73 23 2205 47 13 2206 90 8 2206 38 2 2211 42 2 2211 42 2 2212 42 2 2212 42 2
Nodes Nodes Node Signalled LoS Node Signalled LoS
15 F 15 D 16 D 16 D 17 B 17 A 18 B 18 B 19 A 19 A 20 E 20 F 21 A 21 A 22 E 22 C Kotse Do Some
AM PEAK DO SOMETHING PM PEAK DO SOMETHING Degree Of Mean Max Degree Of Mean Max Link Link Saturation (%) Queue (PCU) Saturation (%) Queue (PCU)
2301 46 4 2301 30 3 2302 71 6 2302 61 5 2304 101 21 2304 99 22 2311 16 1 2311 22 1 2312 16 1 2312 22 1 23A1 5 1 23A1 5 1 23A2 73 11 23A2 63 14 23A3 5 1 23A3 5 0 23A4 29 1 23A4 35 11 23AP 6 0 23AP 6 0 2402 89 19 2402 69 5 2403 81 39 2403 52 23 2404 37 6 2404 54 10 2411 7 1 2411 8 1 2412 7 1 2412 8 1 2501 84 19 2501 68 13 2503 37 3 2503 60 6 2504 69 28 2504 67 33 2511 7 0 2511 8 0 2512 7 2 2512 8 1 2601 94 22 2601 80 9 2603 95 15 2603 73 9 2604 41 5 2604 53 6 2606 44 4 2606 22 2 2611 6 1 2611 7 1 2612 6 2 2612 7 1 2701 86 19 2701 70 10 2703 58 5 2703 50 4 2704 75 5 2704 58 4 2706 34 2 2706 42 4 2707 27 2 2707 15 1 2708 57 2 2708 28 1 2711 6 1 2711 6 1 2712 6 1 2712 6 1 2801 72 4 2801 60 4 2804 34 2 2804 36 2 2811 5 1 2811 5 0 2812 5 0 2812 5 0 28A1 57 0 28A1 48 0 28A2 4 0 28A2 4 0 28A3 98 17 28A3 88 9 28A4 26 0 28A4 31 0 28A5 4 0 28A5 4 0 28A6 35 0 28A6 24 0 28PED 6 0 28PED 6 0 2901 49 0 2901 36 0 2902 6 0 2902 6 0 2903 27 0 2903 29 0 2904 5 0 2904 5 0 2911 4 0 2911 4 0 2912 4 0 2912 4 0 3001 44 0 3001 33 0 3002 6 0 3002 6 0 Kotse Do Some
3003 26 0 3003 28 0 3011 4 0 3011 4 0 3012 4 0 3012 4 0 3101 46 0 3101 39 0 3102 6 0 3102 6 0 3103 27 0 3103 29 0 3104 5 0 3104 5 0 3111 4 0 3111 4 0 3112 4 0 3112 4 0 3201 44 0 3201 39 0 3202 6 0 3202 6 0 3203 29 0 3203 28 0 3211 4 0 3211 4 0 3212 4 0 3212 4 0 3301 78 15 3301 82 17 3302 22 2 3302 25 2 3303 79 10 3303 80 10 3304 53 7 3304 51 6 3305 29 2 3305 7 0 3306 36 3 3306 24 2 33A1 29 0 33A1 29 0 33A2 4 0 33A2 4 0 33B1 47 0 33B1 51 0 33B2 4 0 33B2 4 0 5601 55 0 5601 42 0 5602 20 0 5602 27 0 5603 3 0 5603 4 0 5611 4 0 5611 4 0 5612 4 0 5612 4 0
Nodes Nodes Node Signalled LoS Node Signalled LoS
23 D 23 C 23A A 23A A 24 C 24 B 25 B 25 B 26 C 26 B 27 B 27 B 28 A 28 A 28A N/A 28A N/A 29 N/A 29 N/A 30 N/A 30 N/A 31 N/A 31 N/A 32 N/A 32 N/A 33 B 33 B 33A N/A 33A N/A 33B N/A 33B N/A 56 N/A 56 N/A Jorissen Do Some
AM PEAK DO SOMETHING PM PEAK DO SOMETHING Degree Of Mean Max Degree Of Mean Max Link Link Saturation (%) Queue (PCU) Saturation (%) Queue (PCU)
3301 89 21 3301 81 16 3302 18 2 3302 23 2 3303 90 12 3303 80 10 3304 52 7 3304 51 7 3305 48 2 3305 34 2 3306 42 4 3306 24 2 33A1 30 0 33A1 30 0 33A2 4 0 33A2 4 0 33B1 54 0 33B1 51 0 33B2 3 0 33B2 3 0 3401 35 0 3401 32 0 3402 5 0 3402 5 0 3403 31 0 3403 31 0 3404 5 0 3404 5 0 3411 3 0 3411 3 0 3412 4 0 3412 4 0 3501 38 0 3501 32 0 3502 6 0 3502 5 0 3503 33 0 3503 29 0 3504 5 0 3504 5 0 3511 4 0 3511 4 0 3512 4 0 3512 4 0 3601 35 0 3601 32 0 3602 6 0 3602 5 0 3603 29 0 3603 29 0 3604 5 0 3604 5 0 3611 4 0 3611 4 0 3612 4 0 3612 4 0 3701 34 0 3701 31 0 3702 5 0 3702 5 0 3703 33 0 3703 29 0 3704 5 0 3704 5 0 3711 4 0 3711 4 0 3712 4 0 3712 4 0 3801 58 9 3801 68 5 3803 79 10 3803 70 9 3804 65 10 3804 51 6 3806 36 3 3806 22 2 3811 7 1 3811 7 1 3812 7 0 3812 7 0 3901 39 3 3901 44 4 3902 57 6 3902 46 4 3911 5 1 3911 5 0 3912 5 1 3912 5 0 42A1 77 7 42A1 119 81 42A2 7 1 42A2 7 1 42A3 7 0 42A3 7 0 42A4 104 43 42A4 33 4 42A5 43 3 42A5 45 3 42A6 110 40 42A6 104 24 42B1 54 9 42B1 50 4 42B2 5 0 42B2 5 0 42B3 66 3 42B3 40 0 Jorissen Do Some
42B4 5 1 42B4 5 1 4301 141 267 4301 138 216 4303 85 11 4303 57 7 4304 171 42 4304 109 12 4305 100 36 4305 92 22 4307 86 12 4307 59 7 4308 37 1 4308 61 2 4311 7 1 4311 8 1 4312 7 1 4312 19 2 43A1 64 10 43A1 53 9 43A2 34 2 43A2 31 2 43B1 57 9 43B1 47 0 PED 5 0 PED 5 0 PED-1 5 0 PED-1 5 0
Nodes Nodes Node Signalled LoS Node Signalled LoS
33 C 33 C 33A N/A 33A N/A 33B N/A 33B N/A 34 N/A 34 N/A 35 N/A 35 N/A 36 N/A 36 N/A 37 N/A 37 N/A 38 B 38 B 39 A 39 A 42A F 42A F 42B A 42B A 43 F 43 F 43A A 43A A 43B N/A 43B N/A Appendix C: Preliminary Cost Estimate
City of Tshwane BRT Line 2A - Preliminary Cost Estimate Rev: 20/01/2012
Item Element/ Component Unit Quantity Rate Amount (R) (R)
General Requirements and Provisions sum 3,000,000.00 Contractor's Establishment on Site and General Obligations sum 10,000,000.00 Traffic Management sum 5,000,000.00 18,000,000.00
A Pavement Skinner to Kotze - 1km 1 Earthworks and Pavement layers for 7m wide road sqm 7000 356.00 2,492,000.00 2 150mm Asphalt base course under BRT sqm 7000 350.00 2,450,000.00 3 40mm Asphalt overlay and milling out 40mm (remaining carriageway) sqm 21000 120.00 2,520,000.00 4 Pedestrian walkway 4m wide on each side sqm 8000 208.00 1,664,000.00 5 Kerb to concrete paving km 2 95,000.00 190,000.00 9,316,000.00 Kotze to University Road - 3km 1 Earthworks and Pavement layers for 7m wide road sqm 21000 356.00 7,476,000.00 2 150mm Asphalt base course under BRT sqm 15000 350.00 5,250,000.00 3 40mm Asphalt overlay and milling out 40mm (remaining carriageway) sqm 18000 120.00 2,160,000.00 4 Pedestrian walkway 2m wide on each side sqm 12000 208.00 2,496,000.00 5 Kerb to concrete paving km 6 95,000.00 570,000.00 17,952,000.00 University Road to Hatfield- 2.7km 1 Earthworks and Pavement layers for 7m wide road sqm 0 356.00 0.00 2 150mm Asphalt base course under BRT sqm 0 350.00 0.00 3 40mm Asphalt overlay and milling out 40mm (remaining carriageway) sqm 40500 120.00 4,860,000.00 4 Pedestrian walkway 3m wide on each side sqm 16200 208.00 3,369,600.00 5 Kerb to concrete paving km 5.5 95,000.00 522,500.00 8,752,100.00 B Intersections Layer works and overlay to widening at intersections sqm 18500 500.00 9,250,000.00 9,250,000.00 C Bridges Bridge over Drainage Channel (Provisional) no 1 2,500,000.00 2,500,000.00 D Stations Earthworks, pavement layers and Asphalt no 10 800,000.00 8,000,000.00 Stations no 10 5,000,000.00 50,000,000.00 58,000,000.00 E Road markings, Lighting and Kerbs Road Markings km 30 18,000.00 540,000.00 Lettering and Symbols (estimate) sqm 5000 280.00 1,400,000.00 Rumble Block km 8 250,000.00 2,000,000.00 Barrier Kerb km 1 210,000.00 210,000.00 Street Lighting no 4 600,000.00 2,400,000.00 Road Signs (Provisional) sum - 500,000.00 500,000.00 7,050,000.00 F Traffic Signals New Traffic Signals no 13 400,000.00 5,200,000.00 5,200,000.00 G Stormwater Stormwater (Provisional) sum 500,000.00 500,000.00 500,000.00 H Pedestrian Barrier and Fencing Pedestrian Barrier and Fencing (Provisional) sum 1,500,000.00 1,500,000.00 1,500,000.00 J Terminals and Depots Terminal no 1 15,000,000.00 15,000,000.00 Depot no 0 25,000,000.00 0 15,000,000.00
Works 153,020,100.00 Contingency @10% 15,302,010.00 Contract Price Adjustment (CPA) @ 20% 30,604,020.00 VAT @ 14% 27,849,658.20 Estimated Cost of Works 226,775,788.20