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Cot BRT Line 1 Preliminary Design 2012-02-22A

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Cot BRT Line 1 Preliminary Design 2012-02-22A TSHWANE BRT LINE 1 FINAL PRELIMINARY DESIGN REPORT (VOLUME 1) CONTENTS Chapter Description Page 1 INTRODUCTION 1-1 1.1 Project Background 1-2 1.2 Scope of Work 1-5 1.3 Preliminary Design Objectives 1-5 1.4 Report Structure 1-6 2 METHODOLOGY 2-1 2.1 Data Collection 2-1 2.2 Selection of Station Locations 2-1 2.3 BRT Infrastructure Sizing 2-2 2.4 Preliminary Design 2-2 2.5 Environmental Assessment 2-3 2.6 Traffic Impact Assessment 2-3 3 LAND USE AND SPATIAL DEVELOPMENT PLANS 3-1 3.1 City of Tshwane Metropolitan Spatial Development Framework 3-1 3.2 North Western Regional Spatial Development Framework 3-3 3.2.1 Zone of Choice 3-3 3.2.2 Metropolitan Cores and Urban Cores 3-6 3.2.3 Linear Activity Streets 3-8 3.3 Inner City Development Strategy (2006) 3-9 3.3.1 Capital Anchors 3-9 3.3.2 Government Boulevards 3-9 3.3.3 People’s squares 3-10 3.3.4 Government Clusters 3-10 3.4 Re Kgabisa (2005) 3-10 3.4.1 Inner City precincts 3-11 3.4.2 Public Transportation Network 3-11 3.4.3 Private Transportation Network 3-12 3.4.4 Public Space Network 3-13 CoT BRT Line 1 Report February 2012 3.5 Land Use and Transport Integration 3-13 4 EXISTING AND PROPOSED TRANSPORT SYSTEM 4-1 4.1 Existing Transport Demand 4-1 4.1.1 Existing Modal Split 4-1 4.1.2 Rail Transport 4-2 4.1.3 Bus Transport 4-4 4.1.4 Taxi Transport 4-5 4.1.5 Private Transport 4-6 4.1.6 Conclusion 4-7 4.2 Future Transport Planning 4-7 4.2.1 Gauteng Strategic Road Network Review 2010 (SRNR2010) 4-7 4.2.2 Tshwane Integrated Transport Plan (2006 – 2011) 4-10 4.2.3 Tshwane Strategic Public Transport Plan (2005) 4-12 4.2.4 Inner City Distribution System (1998) 4-14 4.2.5 Gautrain Feeder and Distribution Routes 4-15 4.2.6 Rainbow Junction 4-17 4.3 Critical Transportation Issues 4-19 5 SELECTION OF ROUTE AND STATION LOCATIONS 5-1 5.1 Route 5-1 5.1.1 Route Alignment Alternative 1 - Rosslyn 5-1 5.1.2 Route Alignment Alternative 2 – Wonderpark 5-2 5.2 Station Locations 5-7 5.2.1 General Factors that influenced the placement of stations 5-7 5.2.2 Trunk-, Complimentary- and Feeder Services 5-8 5.2.3 Feeder Routes, transfer stations, park and ride facilities and BRT Depots 5-10 5.2.4 Station Types 5-10 5.2.5 Single, half and double module stations 5-12 5.2.6 Station Dimensions 5-12 5.2.7 Cycle Facilities 5-14 5.2.8 Existing Available Road Reserve Widths 5-17 5.3 Assessment of Station Design and Cross Section Options 5-20 5.3.1 B1, B2, B3 and B4 5-20 5.3.2 B5 5-20 5.3.3 B6 5-22 5.3.4 B7 5-22 5.3.5 B8 or B8A 5-22 5.3.6 B9 5-22 5.3.7 B10 5-23 5.3.8 B11 5-23 5.3.9 B12 or B12A 5-23 5.3.10 B13 or B13A 5-24 5.3.11 B14 5-24 5.3.12 B15 5-24 5.3.13 B16 5-24 5.3.14 B17 5-24 5.3.15 B18 5-24 CoT BRT Line 1 Report February 2012 5.3.16 B19 5-25 5.3.17 B20 5-25 5.3.18 B21 5-25 5.3.19 B22 5-26 5.3.20 B23 5-26 5.3.21 B24 5-26 5.3.22 B25 5-26 5.3.23 B26 5-26 5.3.24 B27 and B28 5-28 5.3.25 B29 5-29 5.3.26 B30 5-30 6 BRT SYSTEM CAPACITY 6-1 6.1 Methodology 6-1 6.2 Results 6-2 7 TRAFFIC IMPACT ASSESSMENT 7-1 7.1 Software Selection and Modelling Objectives 7-1 7.2 Data Collection 7-1 7.2.1 Intersection Layouts 7-1 7.2.2 Signals Settings 7-1 7.2.3 Travel Time Surveys 7-2 7.2.4 Traffic Counts 7-6 7.2.5 Existing Modelled Person Trip Volumes 7-6 7.2.6 Current Parking Demand 7-6 7.2.7 Future Public Transport Trips 7-10 7.2.8 Private Trips 7-10 7.3 Transyt Modelling Methodology 7-10 7.3.1 Network Coding 7-10 7.3.2 Traffic Flows 7-12 7.3.3 Signal Settings 7-12 7.3.4 Base Year Model Validation 7-13 7.3.5 Description of Future Year Scenarios Modelled 7-13 7.3.6 Future Year Mixed Traffic Flow Adjustments 7-15 7.4 Treatment of Right Turns and Conflicting Bus Turns 7-16 7.4.1 Mixed Traffic turning right 7-20 7.4.2 BRT Buses turning left 7-25 7.4.3 Pre-signals 7-25 7.4.4 TRANSYT modelling Scenarios of Right Turns 7-26 7.5 Definition of Performance 7-27 7.6 Transyt Modelling Results 7-28 7.6.1 AM Peak Period 7-28 7.6.2 PM Peak Period 7-37 8 STRUCTURES ASSESSMENT 8-1 8.1 Description and Assessment of Structures to be widened 8-1 CoT BRT Line 1 Report February 2012 8.2 Assessment of Structural Capacity 8-4 8.3 Recommendation 8-4 9 UTILITIES (SERVICES) ASSESSMENT 9-1 9.1 Electrical Services 9-1 9.1.1 Streetlight Poles and luminaires 9-1 9.1.2 Control Panel 9-1 9.1.3 Streetlight Network Type 9-1 9.1.4 Relocation/Lowering of existing electrical services 9-2 10 ENVIRONMENTAL SCAN 10-1 10.1 Benefits and Negative Impacts of BRT 10-1 10.2 Environmental compliance 10-2 10.2.1 EIA Regulations 10-2 10.2.2 Environmental implications of route design changes 10-2 10.3 Heritage compliance 10-3 10.3.1 Heritage Regulations 10-3 10.3.2 Heritage compliance implications of route design changes 10-3 10.4 Water use licensing compliance 10-3 11 GEOMETRIC DESIGN 11-5 11.1 Existing Pavement Investigation – Visual Road Condition Survey 11-5 11.1.1 Section 1: M17 / Ruth First Street, Soshanguwe (km0.000), to M20 (Doreen Avenue) / Piet Pretorius Street, Rosslyn (km10.400) 11-6 11.1.2 Section 2: M20 (Doreen Avenue) / Piet Pretorius Street km10.400, Rosslyn, to M20 (Doreen Avenue) / (near) van Niekerk Street km12.400, Rosslyn East 11-9 11.1.3 Section 3: M20 (Doreen Avenue) / (near) van Niekerk Street km12.400, Rosslyn East, to R513 (Brits Road) km16.200, Doreg AH 11-10 11.1.4 Section 4: R513 (Brits Road) km16.200, Doreg AH, to M22 (Boom Street) km31.760, Pretoria Central 11-11 11.1.5 Section 5: M22 (Boom Street) km31.760, Pretoria Central to R101 (Paul Kruger Street) / Scheiding Street km33.790 11-15 11.2 Drainage 11-16 11.3 Materials investigation 11-17 11.4 Design dimensions and cross sections 11-17 11.5 Traffic loading 11-18 11.5.1 Axle loading of buses 11-18 11.5.2 Normal (mixed) traffic loading 11-19 11.6 Pavement Design 11-19 11.6.1 Rehabilitation of existing lanes for general traffic 11-19 11.6.2 Road widening 11-20 11.6.3 New BRT traffic lanes 11-20 CoT BRT Line 1 Report February 2012 11.7 Lane Demarcation 11-20 11.7.1 Physical barrier lane separation 11-21 11.7.2 Visual bus lane demarcation 11-24 11.8 Standards and Typical Details 11-27 11.9 Summary of Proposed Upgrading 11-2 11.10 Comments Received on Draft Preliminary Design Drawings 11-8 11.11 Contraflow Public Transport Lane from Lavender to DF Malan Road 11-16 11.11.1 Manually Reversed Moveable Contra-flow lane 11-16 11.11.2 Permanent reversible Peak BRT Lane with narrow sidewalk on the eastern side only 11-17 11.11.3 Permanent reversible Peak BRT Lane with 4.5m shared pedestrian and cycle way 11-17 12 COST ESTIMATES 12-1 13 CONCLUSIONS AND RECOMMENDATIONS 13-1 VOLUME 2 - ANNEXURES Annexure A – Alternative Station Design and Cross Section Options Annexure B – Indicative Base Year Peak Hour Passenger Demand (Person Trips) and Traffic Counts Annexure C – Parking Assessment on Paul Kruger Street Annexure D – TRANSYT Modelling Results Annexure E – Visual Road Condition Survey Annexure F – Cross Section Alternatives on K-Routes Annexure G – Environmental Report Annexure H – Cost Estimates VOLUME 3 – PRELIMINARY DESIGN LAYOUT PLANS VOLUME 4 – PRESENTATION LAYOUT PLANS CoT BRT Line 1 Report February 2012 1 INTRODUCTION ARCUS GIBB was appointed by A-M Consulting Engineers (AMCE) for the preliminary design of the Bus Rapid Transit (BRT) Line 1 Soshanguve to Pretoria CBD , in order for the City of Tshwane to proceed with implementation of this line during the 2012/13 financial year. AMCE is appointed by the City of Tshwane as Programme Managers for the BRT project. The preliminary design was completed in the absence of an approved operational plan. The City is in the process of re-developing an operational plan, including demand modelling, in parallel to the preliminary infrastructure design process. While this approach provides an opportunity to develop and tailor the operational plan, taking into consideration the outcome of the preliminary design process, it means that several key assumptions had to be made for the preliminary design to proceed.
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