North Western Region

Precinct Plans and Urban Design Frameworks: Alternative Service Delivery: Office Accommodation

NORTH WESTERN REGION

October 2008

Prepared for The City of Tshwane

TABLE OF CONTENTS

1. INTRODUCTION...... 1 1.1 APPROACH...... 1 1.2 METHODOLOGY ...... 2 1.3 STUDY AREA...... 3 2. POLICY ASSESSMENT ...... 4 2.1 POLICY AND INSTITUTIONAL ISSUES...... 4 2.1.1 City Vision and Strategy ...... 4 2.1.2 Alternative Service Delivery ...... 5 2.1.3 Institutional Arrangements...... 6 2.1.4 Development Policy...... 7 2.1.4.1 Metropolitan Spatial Development Framework...... 7 2.1.4.2 Regional Spatial Development Framework...... 8 3. METROPOLITAN CONTEXT...... 10 3.1 POPULATION DISTRIBUTION ...... 10 3.1.1 HIGH POPULATION AREAS OF THE REGIONS...... 10 3.1.2 THE COT URBAN CORES AND POPULATION DENSITIES ...... 12 3.2 ECONOMIC STATUS OF HOUSEHOLDS WITHIN CATCHMENT AREA OF A MUNICIPAL OFFICE 13 3.3 CLIENTS’ TRAVEL TIME TO EXISTING MUNICIPAL SERVICE CENTRES ...... 14 3.3.1 Catchment Area Definition ...... 14 3.3.2 Catchment Area Description ...... 14 3.3.3 Determination of Service Centre Catchment Areas ...... 14 3.4 CONCLUSION...... 17 4. REGIONAL CONTEXT ...... 19 4.1 GENERAL...... 19 4.2 CATCHMENT AREA ...... 19 4.2.1 The current municipal office in Akasia ...... 20 4.3 SOCIO-ECONOMICS...... 22 4.3.1 Population and households in catchment area ...... 22 4.3.2 Demographic composition of households within catchment area ...... 23 4.3.3 Car ownership statistics/Public Transport utilisation ...... 24 4.4 IDEAL OPTIONAL LOCATIONS FOR THE REGIONAL OFFICE SITE ...... 27 4.4.1 OPTION 1 – EXISTING AKASIA MUNICIPAL OFFICES ...... 28 4.4.1.1 Movement around the Site...... 29 4.4.1.2 Road Hierarchy...... 31 4.4.1.3 Intersection Analysis...... 34

4.4.1.4 Non-Motorised Transport Infrastructure ...... 36 4.4.1.5 Public Transport Infrastructure ...... 39 4.4.1.6 Access and Parking Assessment ...... 41 4.4.1.7 Transportation Support Infrastructure and Services...... 44 4.4.1.8 Transportation Operations Assessment ...... 48 4.4.1.9 Buildings and Facilities ...... 54 Precinct Plan / Layout Plan / Site Development Plan (SDP) ...... 54 4.4.2 OPTION 2 – CURRENT SOSHANGUVE MUNICIPAL OFFICES ...... 55 4.4.2.1 Service Centre Precinct Description...... 56 a) Locality ...... 56 b) Precinct Plan / Layout Plan / Site Development Plan (SDP) ...... 56 c) Description of Services ...... 56 d) Description of Services Required on Site ...... 59 e) Intersection Analysis ...... 65 f) Non-Motorised Transport Infrastructure...... 66 g) Public Transport Infrastructure...... 67 h) Access Assessment ...... 67 i) Parking Assessment ...... 67 5. Development Vision & Proposed Framework ...... 76 5.1 Proposed Framework for Development (Precinct Plan) ...... 76 5.2 Urban Design Framework: Design Criteria and Statements ...... 76 5.2.1 Identity and Legibility in Tshwane ...... 76 5.2.2 Identity and Legibility of Service Centres...... 77 5.2.3 Transportation ...... 81 5.2.4 Building Additions and Alterations...... 86 6. Cost Implications...... 90

LIST OF FIGURES Figure 1. 1: Methodology...... 1 Figure 1. 2: The study area ...... 1

Figure 2. 1: Institutional Arrangements ...... 1 Figure 2. 2: North Eastern Region, RSDF Densification Plan ...... 8

Figure 3. 1: Population Distribution within Regions ...... 1 Figure 3. 2 Urban Cores ...... 12 Figure 3. 3 Income Distribution per Region...... 13 Figure 3. 4: Travel Time Isochrones: All Regional Offices...... 1 Figure 3. 5: Catchment Areas: Municipal Offices...... 1

Figure 4. 1: Travel Time Isochrones: Temba Regional Office ...... 1 Figure 4. 2: Catchment Area for the Temba Municipal Office...... 1 Figure 4. 3: Car Ownership per Catchment Area...... 1 Figure 4. 4: Percentage of Respondents who made use of Public Transport...... 1 Figure 4. 5: Locality Map of the Temba Regional Office...... 1 Figure 4. 6: Photo Inventory ...... 1 Figure 4. 7: Road Hierarchy Theory ...... 1 Figure 4. 8: Precinct Road Hierarchy ...... 1 Figure 4. 9: Intersections to be analysed ...... 34 Figure 4. 10: Precinct Intersection Control Measures...... 1 Figure 4. 11: Non-Motorised Facilities...... 1 Figure 4. 12: Public Transport Facilities within 800m Radius...... 1 Figure 4. 13: Akasia Regional Office Site Access and Circulation ...... 1 Figure 4. 14: Akasia Regional Office Parking ...... 1 Figure 4. 15: Existing Bus Routes ...... 1 Figure 4. 16: Existing Taxi Routes ...... 1 Figure 4. 17: Closest Railway Stations...... 1 Figure 4. 18: CTMM AM Peak Hour Traffic Volumes...... 1 Figure 4. 19: Operating Conditions ...... 1 Figure 4. 20: Site Layout of Akasia Municipal Office ...... 1 Figure 4. 21: Locality of Option 2...... 55

LIST OF TABLES Table 2. 1: Policy directives and action to be taken...... 5 Table 4. 1: Population and Households per Catchment Area ...... 22 Table 4. 2: Demographic Composition of Households per Catchment Area...... 24 Table 4. 3: Precinct Functional Road Hierarchy ...... 31 Table 4. 4: Traffic Volumes on Main Access Routes ...... 49 Table 4. 5: Level of Service Description...... 50 Table 4. 6: Operating Conditions on Main Access Routes ...... 52

Table 6. 1: Cost Estimates- Soshanguve...... 90 Table 6. 2: Cost Estimates- Akasia ...... 91

GLOSSARY OF TERMS

UDF Urban Development Framework COT City of Tshwane Metropolitan Municipality CBD Central Business District EMME/2 “Equilibre Multimodal, Multimodal Equilibrium”: Interactive-graphic state-of-the-art multimodal urban transportation planning system. ( Travel Demand Forecasting Software)

iii

ASD Alternative Service Delivery THS Tshwane Household Survey SDP Site Development Plan CoJ City of Johannesburg NMT Non-Motorised Transport BRT Bus Rapid Transit AM Ante Meridiem (Latin "before noon") PM Post Meridiem (Latin "after noon"). [

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1. INTRODUCTION

1.1 APPROACH

Community facilities are significant in efforts to create positive features in communities. Positive features in turn create special character and a sense of identity and place. They include building form, landscapes, material used and local activity. Creating places that are known and understood by communities, allowing them to socialise and gather. Even more important are the public sector’s service centres as they serve as the face of the sphere of government they represent. Care should therefore be taken into account in the design and placement of community facilities. Added to this, is to ensure that the facilities are accessible, people can get to them, and easy to move through, hence permeable. It is however important to note that most of the places we visit often, grew naturally in response to local circumstances.

As a result of the need for these fully functional municipal offices in the five regions of the City of Tshwane Metropolitan Municipality (COT), the COT has undertaken the process of preparing Precinct Plans and Urban Design Frameworks (UDF’s) for the Regional Service Centers. This is largely based on the identified need to intensify investments and activities in concentrated and strategic locations in order to maximize impact. The North Eastern Regional Service Centre UDF is to be prepared within these requirements.

Akanya Development Solutions was appointed by the City of Tshwane to establish Urban Development Frameworks for the service centre precincts. Africon was appointed by Akanya as sub-consultants on the project to conduct the Transportation Assessments which are a critical input for the development of UDF’s. Phate Consultants were also appointed as sub-consultants to work on artistic expressions of the Regional Offices and to advice on the functional designs of these proposed buildings.

A UDF seeks to provide a set of development principles and specific urban design and transportation guidelines for future development around the regional service centres. These Regional Service Centres are viewed as catalysts to: • Achieve the City’s strategic objectives of decentralizing municipal services, and taking services closer to the people • Deliver quality basic service, developing infrastructure, fighting poverty, building clean healthy, safe and sustainable communities. • Support the principle of fostering participatory democracy and Batho Pele principles through a caring, accessible and accountable service. • Maximize the development potential of the North Eastern Regional Service Centre and its surrounds. • Promote local character and identity

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• Improve the ease of movement • Create spaces that are easy to use, manage and understand • Design quality and attractive and adaptable public places and spaces that offer the end uses variety and choice

1.2 METHODOLOGY

The project methodology is indicated in Figure 1. 1 Important for the success of the project is that the following are acknowledged:

• A Project Steering Committee was established in order to verify the report and to ensure that it is in line with national, provincial and municipal policies. A Technical Task Team was also formally established, and this team dealt with the day to day operations regarding the compilation of the report.

• The information gathering process is well planned and communicated effectively to the client.

• Detailed PMT discussion sessions regarding content are continuously held after specific milestones that the project deliverables are met.

Figure 1. 1: Methodology It has been of utmost importance for the team to establish good relations with information holders especially with regards to data belonging to the City. Thus a number of municipal entities (divisions) have been consulted in the preparation of this Urban Development Framework.

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1.3 STUDY AREA

Figure 1. 2: The study area

The study area for this document is the entire North Eastern Region. The document looks at the North Eastern Region, and it tries to identify the ideal location for the Regional Service Centre/ Regional Office, the satellite offices and contact points if needed.

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2. POLICY ASSESSMENT

2.1 POLICY AND INSTITUTIONAL ISSUES

2.1.1 City Vision and Strategy In 2007, the City of Tshwane approved a Regional Spatial Development Framework for the North Eastern Region. This policy document highlights development rationale and direction for the region. The RSDF identifies a number of spatial interventions for both public and private sector investment, indicating areas of investment opportunities and development priority. The Akasia Municipal office together with the Soshanguve municipal office fulfill the legislative requirements outlined in the City Development Strategy, the City’s MSDF and the North Eastern Region’s RSDF which are aligned to the national, provincial and local policies. In support of the Tsošološo Programme as well, this UDF which also consists of the Service Centre’s precinct plans attempts to maximise the impact of the concerned service centres.

This report does not include the identification of all possible types of legislation and policies that will impact on the study area, but rather focuses on current policy or strategy that relates more directly to urban development and investment. It specifically discusses the implications of the development of the area in terms of the following:

Development Facilitation Act (DFA) Gauteng Planning and Development Act Accelerated and Shared Growth – South Africa (ASGISA) Relevant transportation legislation and the (ITP) The National Spatial Development Perspective (NSDP) The Gauteng Growth and Development Strategy (GGDS) Gauteng Spatial Development Perspective (GSDP) The City of Tshwane’s Spatial Development Strategy (CDS) and Integrated Development Plan (IDP) The City of Tshwane’s Metropolitan Spatial Development Framework (MSDF) and Regional Spatial Development Frameworks (RSDFs)

POLICY DIRECTIVE ACTIONS TO BE TAKEN Densification This refers to compaction of the urban form. The policy directives can be supported by Land Use Management Systems, developmental provisions and the charging for services. Resource management The directives promote the optimum usage of resources, including natural, human, technological and fiscal Environmental management This directive promotes the efficient, sustainable growth within the context of limited resources. This principle deals with issues of conservation, as well as clean production. Sustainable economic This directive emphasises the need for economic growth within the development context of limited resources. It also promotes local economic development by ensuring strong viable nodes. Residential development This perspective deals with three areas requiring specific attention. perspectives These are: • Displacement areas – these are lagging greatly in economic growth. They are areas requiring containment and the provision of basic services. While contained, they should be supported with small- scale informal development.

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POLICY DIRECTIVE ACTIONS TO BE TAKEN • Low-density areas close to employment nodes – these areas need to be densified. A proposal is made for progressive charging of services by frontage, in order to create a disincentive for low densities. • New residential development – located land by investigating taxation of vacant land within the urban edge. Urban rehabilitation This perspective deals with the legacy of unsustainable dormitory perspective townships. It promotes the creation of a property market in these areas by defining rights and development opportunities. It also promotes the ‘crowding-in’ of commercial development at strategic nodes in these areas. Poverty alleviation perspective This perspective identified key interventions in poverty alleviation, consisting of well-managed welfare intervention, labour intensive public works – including labour-intensive processes in housing delivery, targeted LED strategies, provision of basic services to communities and disaster management strategies that reduce the impact of the phenomenon of poverty. Shared and inclusive Creating large numbers of long-term sustainable jobs, reducing economic growth unemployment. To invest in infrastructure or Develop suitable and functional transportation node. transport systems in ways which satisfy social, economic, or strategic investment criteria. Integration of transport modes Embrace the existing transportation interchange, enhance the functionality thereof and reduce travel costs. Integration of land transport Allow for compatible land uses (compact) to create necessary thresholds with land use (integrated and provide easy access to amenities. planning) Table 2. 1: Policy directives and action to be taken

2.1.2 Alternative Service Delivery The COT was divided into five regions as part of the Alternative Service Delivery (ASD) programme. Figure 1.3 indicates the regional boundaries. The five regions are: • North East • North East • Central West • East • South The essence of the ASD programme is to improve customer service, and attain greater efficiencies for the COT in the following key areas: • Improving the levels of service; • Information availability and accuracy in support of decision making; • Overall improvement of service delivery by bringing it closer to the residents.

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The ASD policy framework sets out the framework in which regions need to plan and operate. The role of each region is to: • Ensure decentralised delivery of services; • Support and drive a broader focus on urban management and development. Regions therefore provide a focus on development and administrative issues within the targeted area; • Ensure the facilitation of a customer-centric service delivery orientation; • Ensure effective and efficient delivery of services through maintaining a focus on regional delivery, and promoting service integration across functional lines; • Accelerate prioritised targeted development (within each region) in order to ensure a strategic focus and allocation of resources to areas most in need; • Provide government that is accountable to communities; • Promote Councillor Interaction with the COT administration at a regional level; • Bring local government closer to the people, thereby providing customers with greater accessibility; • Address past shortcomings, such as uneven development prioritisation and racially segregated governance; • Allow for cross-subsidisation. The COT commissioned this study to determine if their existing offices in the regions have sufficient capacity and infrastructure to provide all the necessary services at the service centres. The COT wants to ensure that the regional offices and the surrounding area are suitable and adheres to ASD principles to bring quality service delivery closer to the regional residents.

2.1.3 Institutional Arrangements

Figure 2. 1: Institutional Arrangements

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2.1.4 Development Policy

2.1.4.1 Metropolitan Spatial Development Framework

The Tshwane Metropolitan Spatial Development Framework (“MSDF”) provides a visual representation of the desired spatial form of the city, and indicates where public and private development and infrastructure investment should take place.

One of the key elements of the MSDF is the concept of “urban cores”, which are significant activity nodes aimed at providing economic, social and residential opportunities in an integrated, vibrant, high-intensity, mixed-use and pedestrian friendly environment linked to public transport facilities and the highest accessibility.

The Inner City is demarcated as an Urban Core . Although not the only core in the metropolitan area, the Inner City retains its importance and strategic position in terms of its role and function.

The Inner City with its concentration of government buildings and government owned land, as well as its strong historical character, is also defined as the Capital Core . The Capital Core is an area where government buildings should be concentrated and where environmental quality must be exceptional. The role of the Inner City as a retail and entertainment destination for the northern and central parts of the city should also be promoted and its significance as a major place of employment is undoubted. The development of a range of housing typologies in and close to the Inner City is also important in terms of the MSDF.

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2.1.4.2 Regional Spatial Development Framework

Figure 2. 2: North Eastern Region, RSDF Densification Plan

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The following facets are to be prioritised in putting together the precinct plans for the North Western Regional Service Centre: • Clear description of the main function of the Regional Service Centre in terms of the ASD model • Assessment of the approved locations and propose alternatives • Conceptualization of plans for the entrance facades of the buildings • Proposal of the optimal building layout (building floor Plans) • Access to the buildings for all members of the public including the disable • Provision of technical advice and assistance with regard to transportation planning and related disciplines. • Detailed urban Deigns, with an emphasis on user friendliness, this entail inclusion of things like adequate parking facilities, appropriate and visible signage, landscaping, safety and security. • Building to be retained, their proposed use and design and buildings to be demolished, with detailed assessment of feasibility of the demolition • Provision of technical advice and assistance with regard to all architecture and related disciplines, addressing the buildings to be erected on various sites • Provision of technical assistance and advice in relation to property market related studies • Provision of technical advice and assistance regarding the Environmental Planning and Management studies • Detailed recommendations for the implementation of the Regional Service Centres and an implementation plan with an indication of the cost of the implementation of the recommendations of the study based on the present market costs. • A detailed workflow chart, including the implementation plan.

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3. METROPOLITAN CONTEXT

3.1 POPULATION DISTRIBUTION

3.1.1 HIGH POPULATION AREAS OF THE REGIONS

Figure 3. 1: Population Distribution within Regions

Throughout the municipality, there are identifiable areas of high population densities. The population distribution of the COT as depicted in Figure 3.1 shows that in the case of the North Eastern Region, most of the population is in the Hammanskraal/ Temba complex. A large proportion of the population in the North Western Region is distributed across the Mabopane/Soshanguve complex and the Klipkruisfontein complex. As development trajectories have shown quite recently, the demand for more affordable high density residential developments, has resulted in the Akasia complex experiencing rapid population growth.

On the other hand, Figure 3.1 shows that the Central West Region has notably, two densely populated areas, namely the Atteridgeville/Lotus Gardens complex and the Sunnyside/Hatfield complex. However, It has to be noted that, a large proportion of the population in the

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Atteridgeville/Lotus Gardens complex, spend most of their working hours in the Inner City and other urban cores in the city, thus in terms of their need for a regional office it is arguably less so in demand within this complex as opposed to perhaps satellite offices in comparison to the Inner City and the Sunnyside/Hatfield complex.

The majority of the population in the Eastern Region is found within and around the Mamelodi complex. This observation makes is almost clear that the location of the regional office as a variable mechanism to bring services closer to the people, will have to be within this complex. The eastern suburbs of the COT have notably high population densities that are however distributed evenly across the western and central parts of the Eastern Region leading towards Mooikloof at the southern end. The process of identifying suitable land for establishing either satellite offices or contact points for this area indeed has to be exactly right so as to serve the entire population equally.

In the Southern Region, it is clear that the majority of the population is found within the Centurion complex. Although there is an growing population at the southern end of the region around the Olievenhoutbosch/Heuweloord complex, the size is at this point comparatively less than that of the Centurion complex. However, this does not say that the Olievenhoutbosch/Heuweloord complex is of no concern, indeed it is. There is great potential of strengthening the link between the COT and the CoJ in as a factor to the establishment of the Gauteng Global City Region.

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3.1.2 THE COT URBAN CORES AND POPULATION DENSITIES The COT Metropolitan Spatial Development Framework , which defines “Urban Cores” as activity nodes of metropolitan significance aimed at providing economic, social and residential opportunities in an integrated, vibrant, high-intensity, mixed-use and pedestrian friendly environment linked to public transport facilities and the highest level of accessibility. In order for these Urban Cores to function efficiently, high development densities should be implemented. These urban cores therefore also give an indication of where the Regional Offices should be situated based on their accessibility, coverage, exposure, population density etc. Figure 3.2 indicates the urban cores in the COT.

One may argue the point of even identifying Hammanskraal, Mabopane/Soshanguve, Mamelodi and Atteridgeville as potential locations to house the regional offices for their respective regions, as a way of exacerbating ‘Apartheid planning’. However, it has to be noted that that the ASD programme tries to bridge the economic divide seen in the city. The growth of which is stimulated by varying mechanisims of efficiency in service provision , notably between the high income suburban areas of the city, the inner city and the peripheral townships. In the case of the townships, this divide contributes to the notion of growing ‘poverty areas’. Figure 3. 2 Urban Cores

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3.2 ECONOMIC STATUS OF HOUSEHOLDS WITHIN CATCHMENT AREA OF A MUNICIPAL OFFICE

Figure 3. 3 Income Distribution per Region

The economic status of household will assist in estimating the mode of travel to the municipal offices. The economic status of residential areas was also used to determine some of the catchment areas. Figure 3.3 shows the income classification per catchment area. Almost half of all households in the Akasia catchment area earn less than R2000 and only 14% earn R7000 or more. Centurion is dominated by the higher income group with 67% per cent of households earning R7000 or more. The income categories are evenly distributed in the HB Phillips catchment area with a third in each category.

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The Mamelodi and Temba catchment areas are both dominated by the lower income group with 67% and 72% of households earning less than R2000 per month.

3.3 CLIENTS’ TRAVEL TIME TO EXISTING MUNICIPAL SERVICE CENTRES

3.3.1 Catchment Area Definition The main factor in the definition of the Regional Service Centres’ catchment areas was access in terms of travel time. The CTMM EMME/2 model was converted to a PTV VISUM model for this purpose. Travel times towards the five regional centres are discussed here followed by a discussion on the catchment area definition.

3.3.2 Catchment Area Description This section includes a short description of the five regional offices’ theoretically defined catchment areas. The areas are described in terms of coverage (i.e. size), access routes and travel time.

3.3.3 Determination of Service Centre Catchment Areas The catchment area of a service centre is the geographical area and population from which the centre attracts visitors or customers. The catchment areas do not necessarily correspond with the formal boundaries of the five regions within the CTMM. Catchment areas were defined for the five main service centres (regional offices) namely: • North West Municipal Office, Akasia • Southern Municipal Office, Centurion • Central Western Municipal Office, HB Philip Building (CBD) • Eastern Municipal Office, Mamelodi • North East Municipal Office, Temba

In order to establish if all Tshwane residents will be able to access at least one of these five centres within an acceptable travel time, the foregoing Isochrone Maps were combined to create Figure 3. 4. The figure indicates that all areas will be well served by the five Municipal offices. All residents can reach a Municipal office within 50 minutes. Most can reach a Municipal office within 30 minutes. Many areas has more than one office within 30 minutes

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Figure 3. 4: Travel Time Isochrones: All Regional Offices

Capital Park, Villieria, Rietondale and Prinshof are within 30 minutes of all five municipal offices. Residents from the following areas can all reach four of the five municipal offices within 30 minutes: • Rietfontein • Waterkloof Heights • Erasmuskloof • Colbyn • Waterkloof Rif • Hatfield

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• Arcadia • Pretoria Industrial • Sunnyside • Proklamasie Heuwel • Groenkloof • Philip Nel Park • Pretoria University • Danville • Brooklyn • Wespark • Salvokop • SAP Dog Training • Pretoria West • Pretoria Industrial • SAP College

Effectively all these areas could be part of four or five different catchment areas. In order to reduce overlap, the following procedure was applied to allocate areas to the catchment areas.

More than 700 traffic zones in the EMME/2 model were allocated to 194 main zones for reporting and mapping purposes. The average travel time from each of these main zones to each of the service centres were calculated. Each main zone was allocated to the closest service centre. This however resulted in some unlikely relations for example, the closest service centre (in terms of travel time) to Woodhill is Mamelodi (28 minutes), it is however more likely that those Woodhill residents would travel to the second closest service centre, Centurion which is 36 minutes from Woodhill. Thus, all predominantly high income areas that were allocated to Mamelodi were reallocated to the second closest service centre. The result of the catchment area definition is shown in Figure 3. 5.

Figure 3.5 also illustrates that there are clear service delivery Isochrones across regional borders. This suggests that there is a need for either institutional relook in the sense of either allowing for residents of a particular region residing closer to a regional office in the adjacent region to make use of that adjacent region’s regional office or alternatively providing satellite offices and contact points within close proximity to the ‘gap’ areas.

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Figure 3. 5: Catchment Areas: Municipal Offices

3.4 CONCLUSION

It is important to continuously be conscious of the fact that the regions were established as mechanisms for fast tracking the ASD model. This thus means that service delivery remains key in deciding on specific areas/settlements as playing host to the envisaged regional offices. These offices hold the identity and accessibility element of the municipality as a service provider for both the local residents and the business community alike.

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Therefore, looking at all the analysis done in this chapter, the availability of municipal owned properties within each region and some of the development interventions proposed by the COT IDP, the MSDF and Regional SDFs; the ideal locations for the regional offices in all the regions respectively are: • North Eastern Region – Temba/Hammanskraal complex • North Western Region – Mabopane/Soshanguve complex or the Akasia Complex • Central West Region – The Inner City • Eastern Region – Mamelodi complex • Southern Region – Centurion complex

However, given the fact the the City is vast and the communities that are not at close proximity to these centres still need to be services, it is important to create lower order centre where the community can access the services they need. The following table outlines the different centres, the services envisaged in these centres and the location guidelines.

ID Type of Service Centre Services Envisaged Location/ Standard and Accessibility 1 Regional Service Centre • Should include all the service delivery departments e.g. The location of this centre is dependant water and sanitation, roads and storm water, electricity on the regional catchment area of the etc. centre. The ideal catchment area is • RDP housing (registration and management) determined through the following: • Building control (plan examiners and building inspectors) • Accessible to many people within the • Property services Region (population densities) • Pay Point (water and Electricity) • Close to regional Public transport • Customer care facilities • Cemetery • Regional drive times for those using • Councillors offices private cars should be short • Thosong Centre (they should include the departments • Could be located in urban node and from other spheres of governments e.g. Home affairs, commercial areas labour, SARS etc.) 2 Satellite Service Centre • All the service in 1 above accepts for the Regional These areas should be between a 3 km Executive Director and the executive team and the and 5 km radius . Care should be take to Thusong centres. However, there might be a need to areas which access to these centres is deploy the technical teams to these Centre e.g. Services obscured by barriers such as Railway manager, social development manager lines, Freeways mountain ranges etc. • Councilor offices and councilor support staff 3 Service Points These are points that in many cases are housed in the The service points should be developed/ solitary Clinic or even a pay point these will include located within the Transit Oriented services such as: Development (TOD) standard i.e. • Pay point between 500m and 800m walking • Customer care distance or 15 minutes walking time. • Mobile RDP housing registration (where applicable) These could share service with existing • Other mobile or part time service as the need arises. facilities such as clinics, ESKOM pay points etc. 4 Kiosks These services are a supplementary service to the rest of As this is just a convenience centres, the the centres above. It is a centre to be located in existing location should be at existing shopping public areas where different electronic enquiries would take malls or even at certain corner shops and place i.e. Statements, electronic payments of bills etc areas with high people movement.

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4. REGIONAL CONTEXT

4.1 GENERAL

Due to the regional function of the existing Service Centre it is important to acknowledge regional activities and context.

In terms of a city wide perspective the region has the following residential characteristics. (Source: Tshwane Metropolitan Profile and 2001 Census data). • The region accommodates 33% of the population of the metropolitan area in predominantly single residential units. • 38% (101439) of the single residential units of the metro are located in North Western Region . • Population densities through out the region vary between: - 7,2 persons per ha in Akasia - 12,9 persons per ha in Klip-Kruisfontein and- - 43,1 persons per ha in Mabopane. • • Formal residential units (north of Rosslyn) are mostly subsidised. • • There are 52 000 informal units in the region which represent 29% of the total number of houses in the region. • • Private investment in housing development is limited to the area south of Rosslyn/ Klerksoord, with very limited private investment occurring north of Rosslyn.

4.2 CATCHMENT AREA

Ideally the specific site that is selected as the preferred site for locating the North Western Regional Office ought to serve the catchment area covered by the existing municipal offices in Akasia and beyond, stretching out to the entire regional area. This could be achieved with the help of one or more satellite offices where deemed necessary (refer to Figure 4. 2 for the current catchment area of the Akasia municipal offices).

Although the Akasia Regional Office is situated in the southern portion of the North West Region of Tshwane, the whole region is within 50 minutes vehicle travel time from this office. This includes the areas furthest from the regional office such as Winterveldt, Mabopane, Soshanguve and Garankuwa. The following areas are all within 15 minutes vehicle travel time to the Akasia Regional Office: • Rosslyn • Theresa Park • Orchards • Karenpark • Clarinda • Boekenhoutskloof • Klerksoord • Suiderberg • Onderstepoort • Claremont • Pretoria North • Andeon Large parts of the North East and Central Western areas are also within reach with travel times between 15 and 40 minutes. Most people in the Eastern region can also reach Akasia Regional Office between 40 and 50 minutes. Residents of the Southern

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Region have poor access to this service centre with travel times in excess of 50 minutes.

Figure 4. 1: Travel Time Isochrones: Temba Regional Office

In order to establish if all Tshwane residents will be able to access at least one of these five centres within an acceptable travel time, the foregoing Isochrone Maps were combined to create Figure 4.1 . The figure indicates that all areas will be well served by the five regional offices. All residents can reach a regional office within 50 minutes. Most can reach a regional office within 30 minutes. Many areas has more than one office within 30 minutes

4.2.1 The current municipal office in Akasia The catchment area for the Akasia Municipal Office is shown in Figure 4. 2; which covers an area of 766 km 2. The catchment area includes the following areas: • Winterveld • Wonderboom Farms • Mabopane • Onderstepoort • Soshanguve • Bon Accord AH • Garankuwa • Doornpoort • Rosslyn • Annlin • Orchards • Wonderboom 20

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• Montana Park • Pretoria North • Mayville • Theresa Park • Pretoria Gardens • Karen Park • Daspoort • Claremont • Mountain View • Andeon

Figure 4. 2: Catchment Area for the Temba Municipal Office

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4.3 SOCIO-ECONOMICS

4.3.1 Population and households in catchment area The population and households per catchment area are shown in

Average Catchment Area Households Population Household Size

4.3 Akasia Regional Office 156,000 674,000

4.1 COT 505,000 2,046,000

Table 4. 1: Population and Households per Catchment Area

The number of households per area is important because there is a direct relation between the number of households and the demand for service provision. The number of households as well as the demographic composition of households will be used to calculate the number of trips generated by each regional office. According to this catchment definition the Akasia Regional Office will serve the most households (156,000), followed by HB Phillip which will serve 137,000 households. Although the Centurion catchment area is second largest (529 km2) it will serve the smallest number of households (61,000).

Average Catchment Area Households Population Household Size

4.3 Akasia Regional Office 156,000 674,000

4.1 COT 505,000 2,046,000

Table 4. 1: Population and Households per Catchment Area

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Although the Centurion catchment area is second largest (529 km 2) it will serve the smallest number of households (61,000).

4.3.2 Demographic composition of households within catchment area In order to estimate the number of trips generated by each household it is important to understand the demographic composition of households in the catchment area.

Catchment Area Retired Scholar HH Size Employed Housewife Pre-School Unemployed

Akasia Regional Office 4.3 1.3 0.7 0.3 0.2 1.4 0.4

Centurion Regional Office 3.5 1.8 0.1 0.3 0.2 0.8 0.3

HB Phillips Municipal Office 3.4 1.3 0.3 0.3 0.2 1.0 0.3

Mamelodi Municipal Office 4.2 1.3 0.8 0.2 0.1 1.4 0.4

Temba Regional Office 4.9 1.0 1.2 0.2 0.1 1.7 0.6

COT 4.1 1.3 0.6 0.3 0.2 1.2 0.4

Table 4. 2: Demographic Composition of Households per Catchment Area

The table shows that scholars are the largest component of households in four of the catchment areas. Only Centurion is the exception where employed persons make up the largest component with an average of 1.8 members per household. Retired persons and housewives are the smallest components in all regions.

Catchment Area Retired Scholar HH Size Employed Housewife Pre-School Unemployed

Akasia Regional Office 4.3 1.3 0.7 0.3 0.2 1.4 0.4

Centurion Regional Office 3.5 1.8 0.1 0.3 0.2 0.8 0.3

HB Phillips Municipal Office 3.4 1.3 0.3 0.3 0.2 1.0 0.3

Mamelodi Municipal Office 4.2 1.3 0.8 0.2 0.1 1.4 0.4 23

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Catchment Area Retired Scholar HH Size Employed Housewife Pre-School Unemployed

Temba Regional Office 4.9 1.0 1.2 0.2 0.1 1.7 0.6

COT 4.1 1.3 0.6 0.3 0.2 1.2 0.4

Table 4. 2: Demographic Composition of Households per Catchment Area

4.3.3 Car ownership statistics/Public Transport utilisation Car ownership is important in estimating modal split of visitors to the service centres. Car ownership is directly related to income. In Centurion car ownership is very high, 82% of households own one or more car. This is much higher than any of the other catchment areas. Temba has the lowest car ownership rate with only 8 % of households owning one or more car. Figure 4.3 illustrates these facts.

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Figure 4. 3: Car Ownership per Catchment Area

Figure 4.4 shows the use of public transport during the week prior to the survey for each of the catchment areas. Areas with low car ownership have high levels of public transport use and vice versa. Public transport use was the highest in Mamelodi and Temba, with the taxi being the dominant mode. Almost 80% of respondents in Mamelodi and Temba made use of taxis in the week prior to the survey. Bus use is the highest in the Temba catchment area where 37% of respondents made use of the bus service within the week before the survey, followed by Akasia and Mamelodi catchments with 20% and 17% respectively. Public transport use in the Centurion Catchment Area was very low, only 3% used bus services, 8% used taxis and less than 1% made use of the train service during the week prior to the survey.

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Figure 4. 4: Percentage of Respondents who made use of Public Transport

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4.4 IDEAL OPTIONAL LOCATIONS FOR THE REGIONAL OFFICE SITE

The catchment area profile in sections 4.1 to section 4.3 ideally suits a number of locations around the Soshanguve/Mabopane and Akasia complexes respectively. In order to narrow- down the various options available from the catchment area analysis a more in-depth local context analysis is deemed necessary. Ultimately, the criteria used in identifying these sites includes among others, positively identifying the land as owned by the COT, accessibility by public and private transport, the size adequacy of the site and the surrounding supporting land uses.

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4.4.1 OPTION 1 – EXISTING AKASIA MUNICIPAL OFFICES

Figure 4. 5: Locality Map of the Temba Regional Office 28

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4.4.1.1 Movement around the Site This section focuses on the transportation network and services surrounding the municipal offices and give insight on what the future situation might be when the ASD programme is fully implemented. The main objective of this section is to:

Assess the feasibility and/ or suitability of the proposed main Tshwane Regional Service Centres (one in each of the five regions) in terms of transportation support infrastructure and services. This will include determining the status quo, catchment areas and giving insight into possible best positions for establishing service centres according to population density and income within each region;

Figure 4.6 indicates a photo inventory taken of the Akasia Municipal Office. These photos include the main status quo transportation aspects. The photos are numbered with an indicated directional view (where possible) on the accompanying aerial photograph. The photo descriptions are as follows: • Photo 1: The main access road into the site; • Photo 2: The parking area for visitors; • Photo 3: The main access (T-junction) out of the site; • Photo 4: The main access into the site; • Photo 5: The main access to the building; • Photo 6: The informal drop –off facility near the main access; • Photo 7: The staff parking area; • Photo 8: A view from the visitor parking area to the main building;

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Figure 4. 6: Photo Inventory NORTH WESTERN REGION: REGIONAL OFFICE - UDF 2008

4.4.1.2 Road Hierarchy Figure 4.7 gives an illustration of how the different road classes link with each other and Figure 4.8 gives the Functional Road Hierarchy within the service centre precinct. The main roads with a description of the classification are summarised in Table 4. 3 below:

ROAD HIERARCHY STREETS IN PRECINCT DESCRIPTION OF ROAD CLASS

Class 1: Freeway • N4 Primary function is mobility. Designed for safer high-speed operation of motor vehicles through • R80 the elimination of at-grade intersections . This is accomplished by preventing access to and from adjacent properties and eliminating all cross traffic through the use of grade separations and interchanges Such highways are usually divided with at least two lanes in each direction.

Class 2: Arterial • Doreen Avenue (M 20) Primary arterial routes providing vehicular mobility with limited off-street access. These • Brits Road (R513) roads are generally the ring roads around precincts providing external circulation but do not traverse the precinct itself.

Class 3: Distributer • First Avenue Minor arterial road / collector road serving as internal vehicular circulation road within the precinct. These roads have a greater balance between mobility and access. The roads serve the internal circulation of the precinct as well as the relatively few trips wishing to travel through the precinct, as opposed to travelling around the precinct on the Class 3 Arterial Routes.

Class 4: Collector • Dale Road Residential collector / access roads serving properties within the precinct. • Reginald Avenue These roads are mainly utilised as access • Primula Avenue routes with little mobility. • Doreg Street

All other lower order roads in Class 5: Local Streets the area These roads have direct accesses to all property and link developed urban clusters, such as a residential area, to the Class 4, collector roads.

Table 4. 3: Precinct Functional Road Hierarchy

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Figure 4. 7: Road Hierarchy Theory

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Figure 4. 8: Precinct Road Hierarchy

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4.4.1.3 Intersection Analysis The Figure 4. 10 indicates the traffic control measures at significant/ important intersections in the precinct. The intersections directly in the influence area of the regional office site that will be looked at in more detail are: • Dale Road/ Heinrich Avenue • Dale Road/ Reginald Avenue • Reginald Avenue/ First Avenue • First Avenue/ Heinrich Avenue

Dale Rd./ Heinrich Ave. Dale Rd./ Reginald Ave. The intersection layout is illustrated above. This is a four The intersection layout is illustrated above.. This is a three way stop controlled intersection. Dale Road (class 4, single way stop controlled intersection. Both roads have the same lane per direction) is the minor road whilst Heinrich Avenue classification (class 4, single lanes per direction). The (class 3, double lane per direction with a median) is the control seems to be warranted according to visual mayor road. The control seems to be warranted according observations. to visual observations.

Reginald Ave./ First Ave. First Ave./ Heinrich Ave. The intersection layout is illustrated above.. This is a two The intersection layout is illustrated above. This is a T way stop controlled intersection with left turn slip lanes on junction with a stop control on the side road (Heinrich both approaches of First Avenue. Reginald Avenue is the Avenue) and a left turn slip lane on the eastern approach of minor road whilst First Avenue is the mayor road (class 3, First Avenue. Both roads have the same classification single lane per direction). The control seems to be (class 3). The control seems to be warranted according to warranted according to visual observations. visual observations. Figure 4. 9: Intersections to be analysed

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Figure 4. 10: Precinct Intersection Control Measures

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4.4.1.4 Non-Motorised Transport Infrastructure Non-Motorised Transport (NMT) includes all forms of movement that do not rely on an engine or motor for mobility. NMT is recognised as a valuable component of the transportation system and the environment we live in due to the various benefits it holds. Furthermore, all public transport trips have a NMT component to it, whether it be at the beginning or at the end of the trip (or both). NMT has however not been included in traditional transport planning and walkways and cycle paths have generally been implemented as an after thought or not at all. The COT’s main NMT forms are also pedestrians and cyclists. It is critical that the necessary infrastructure or facilities for these two specified modes are in place to protect these vulnerable road users and to promote NMT as a formal transport mode with the COT. NMT infrastructure and facilities will include pedestrian paths, cycle paths, pedestrian kerb ramps, pedestrian crossings (including raised pedestrian crossings) and accommodation of pedestrians at intersections. In general there is a shortage in NMT facilities within the Akasia Regional Office precinct. Figure 4.11 shows the existing facilities in and around the site. Formal walkways with pedestrian ramps have been provided on roads further from the site. Pedestrian desire lines are clearly visible to the main access, around the site and to the informal taxi rank adjacent to the site. No formal walkways/ cycle paths have been provided on either Dale Road or Reginald Avenue. No mid-block pedestrian crossings exist and the provision at the surrounding intersections are also not very good. It is in general not clear for NMT commuters to see where a safe and desired position is to walk/ cycle or cross. Although there is an existing pedestrian access in Reginald Avenue to the site, this is currently closed due to security reasons. The NMT users therefore need to share the main access with vehicles which is a safety risk and conflict point between the different modes. A bicycle park facility was observed on site close to the main access to the building. The accessibility of the site for disabled persons is not acceptable. It is vitally important to ensure that the service centre facilities are usable by all members of society, without prejudicing or patronizing anyone. Nothing specifically was observed on the site or directly around it to accommodate disabled persons coming to this Regional Office. The following aspects summarises minimum provision for people with disabilities: • Entrances: In any building contemplated in S1 of the National Building Regulations , there shall be a means of access suitable for use by disabled persons (including those people who are obliged to use a wheelchair or who are able to walk but unable to negotiate steps) from the outside of the building to the ground story in accordance with the requirements with regulation S2. At least one entrance in use for people in wheelchairs should be provided on the same level as and accessible to the lifts, if there are any. When the main entrance to the building is not usable by disabled people, then a sign directing them to an alternative accessible entrance should be installed at the main entrance. • Doorways: Doorways designed for use by disabled people shall allow free access for wheelchair users. The clear opening shall be at least 750mm. A standard 813mm door complies with this provision. • Walkways and Ramps: The camber or banking on walkways and ramps shall not exceed 1:40. Kerbs shall be provided at the edge of ramps since this permits people in wheelchairs to stop on the ramp and rest one wheel against the kerb, to act as a brake. The height of the kerb at the edge of the ramp shall be at least 75mm. Walkways and ramps shall have a gradient, measured along the centre line, not steeper than:- o 1:12 - where the difference in level of the ends of the ramp exceeds 400mm, 36

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o 1:10 - where the difference in level of the ends of the ramp does not exceed 400mm. Parking Bays: Provision should be made for parking bays at the most convenient and closest position to building accesses for disabled persons. These parking bays are wider than the standard 2,5m bays.

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Figure 4. 11: Non-Motorised Facilities

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4.4.1.5 Public Transport Infrastructure These facilities include formal and informal holding areas, ranks and bays for all modes of public transport, mainly buses and taxis. Figure 4.12 indicates the public transport facilities within an 800m radius from the site. The 800m radius is the acceptable distance that commuters are willing to walk to be able to get to a public transport node. Within this radius is al least six formal bus stops. Figure 4.13 indicates the public transport facilities in the direct area of the site. The facilities are informal and there is clearly a lack of and need to formalise drop-off areas, taxi rank/ holding area and bus stops.

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Figure 4. 12: Public Transport Facilities within 800m Radius 40

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4.4.1.6 Access and Parking Assessment

Figure 4.13 indicates the accesses to the site as well as the site circulation. The main access to the site is from Dale Road. Although there is a separate access for staff closer to their parking area, this was closed due to security reasons. This also applies to the pedestrian access from Reginald Avenue. The staff access from Reginald Avenue is now only opened by security guards for refuse trucks. The main access is shared by all modes of transport and conflict between the different modes can possibly occur during peak times. The internal road to the staff parking, at the back of the site, is controlled by a boom gate. The site circulation is good and is supported by acceptable geometric design.

The on-site parking provision is sufficient for the current operation of the centre. Figure 4.14 indicates the parking on site. There is ample staff parking and visitor’s parking for the centre. The informal taxi rank, situated adjacent to the site, can serve as an area for overflow parking. Staff parking which is not fully utilised can also serve as more visitor parking, if necessary. Most of the parking bays are also covered or at least shaded by means of trees. The parking layout is acceptable and seems to be functioning well.

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Figure 4. 13: Akasia Regional Office Site Access and Circulation

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Figure 4. 14: Akasia Regional Office Parking

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4.4.1.7 Transportation Support Infrastructure and Services

Public Transport Routes Figure 4. 15 to Figure 4. 17 13 indicate the formal bus and taxi routes as well as the distance to the closest railway stations also accessible by bus or taxi. The proposed Bus Rapid Transit (BRT) route is along the R80 and will be within walking distance from the site (approximately 900m). The different existing and planned public transport modes within the direct area makes this site very accessible.

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Figure 4. 15: Existing Bus Routes

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Figure 4. 16: Existing Taxi Routes

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Figure 4. 17: Closest Railway Stations

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4.4.1.8 Transportation Operations Assessment

Traffic Volumes Figure 4. 18 shows the traffic volumes on the entire road network for the morning peak hour. Table 4. 4 shows the traffic volumes on the main access roads to the municipal service centres. These volumes are from the 2005 AM peak hour EMME2 model.

Figure 4. 18: CTMM AM Peak Hour Traffic Volumes

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2005 Traffic Volume Service Centre Main Access Route Direction (AM Peak hour )

NB 2,650 DF Malan Drive SB 4,240

NB 1,000 Mansfield Road SB 2,850

NB 1,000 Voortrekkers Road SB 3,480

EB 4,180 John Vorster Drive WB 2,000

NB 4,180 R80 (PWV9) – South of N4 SB 2,000

Akasia Regional Office EB 680 N4 – East of Akasia WB 440

EB 1,800 Zambesi Drive WB 2,600

EB 590 Rachel de Beer WB 870

NB 1,200 R80 (PWV) - North of N4 SB 2,740

EB 680 N4 – West of Akasia WB 1,020

Table 4. 4: Traffic Volumes on Main Access Routes

Utilisation of infrastructure The network is evaluated in terms of operating conditions. The network operating conditions are assessed in terms of Level of Service. The measure used to provide an estimate Level of Service (LOS) here was V/C. The table below gives the qualitative description of the various service levels.

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LOS Qualitative description

Free flow; individual drivers are virtually unaffected by the presence of other vehicles on the A road.

A region of stable traffic flow but the presence of other vehicles on the road begins to be B noticeable.

C A region of stable flow; individual drivers begin to be significantly affected by other vehicles.

The onset of unstable flow; the two opposing directions of traffic begin to operate separately D as overtaking becomes extremely difficult.

E Operating conditions are at/or near the capacity level.

Table 4. 5: Level of Service Description

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Figure 4. 19 shows the operating conditions of level of service D or worse on the CTMM roads.

LOS (2005 Service Centre Main Access Route Direction AM Peak hour )

NB F DF Malan Drive SB F

NB A/B Mansfield Road SB F

NB A/B Voortrekkers Road SB F

EB F John Vorster Drive WB A/B

NB D R80 (PWV9) – South of N4 SB A/B Akasia Regional Office EB A/B N4 – East of Akasia WB A/B

EB C Zambesi Drive WB F

EB A/B Rachel de Beer WB A/B

NB A/B R80 (PWV) - North of N4 SB C

EB A/B N4 – West of Akasia WB A/B

Table 4. 6 lists the operating conditions on the main access routes to the municipal service centres.

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LOS (2005 Service Centre Main Access Route Direction AM Peak hour )

NB F DF Malan Drive SB F

NB A/B Mansfield Road SB F

NB A/B Voortrekkers Road SB F

EB F John Vorster Drive WB A/B

NB D R80 (PWV9) – South of N4 SB A/B Akasia Regional Office EB A/B N4 – East of Akasia WB A/B

EB C Zambesi Drive WB F

EB A/B Rachel de Beer WB A/B

NB A/B R80 (PWV) - North of N4 SB C

EB A/B N4 – West of Akasia WB A/B

Table 4. 6: Operating Conditions on Main Access Routes

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Figure 4. 19: Operating Conditions

From the table it is clear that many of the main access routes are already under severe pressure and are already operating at levels of service E and F during the morning peak hour. Although the access routes to the Temba Municipal Office itself are below the level of congestion congested.

Travel times Travel time isochrones to the regional service centre is discussed in section metropolitan context chapter. The following is important with regard to travel times in the catchment area:

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• Travel times from areas within the Akasia Catchment area to the Akasia Regional Office range between 2 minutes and 42 minutes. Most residents (55%) in the catchment area can reach this office within 30 minutes. Almost 90 per cent of residents in the catchment area can reach the office within 40 minutes.

4.4.1.9 Buildings and Facilities

Precinct Plan / Layout Plan / Site Development Plan (SDP) Unfortunately no Building Plan and/ or Site Development Plan (SDP) could be obtained for this regional office and therefore site visits and the completed Precinct Transportation Assessment Checklist, attached in Appendix A, was the main source of information. Figure 4-2 indicates the existing site layout (COT 2005 Orthophoto). The offices are made up of two main buildings placed in the front portion of a rectangular erf. The main access is from Dale Road on the southern side of the erf. The parking area for staff is situated behind the buildings, on the northern side of the erf, whilst the visitor’s parking area is in front of the building on the southern side. The main access to the site is from Dale Road with a separate boom controlled gate towards the staff parking area at the back. The staff and separate pedestrian access from Reginald Avenue is permanently closed due to security reasons. This staff access is only opened by security guards for refuse removal trucks. The on- site circulation is two way throughout and both vehicles and pedestrians permeate the site from the main access in Dale Road.

Figure 4. 20: Site Layout of Akasia Municipal Office

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4.4.2 OPTION 2 – CURRENT SOSHANGUVE MUNICIPAL OFFICES The identified site chosen as the first and more preferred option for locating the North Western Regional Office is situated in the Soshanguve Township, at the current Community Centre combined with the Electricity and Environmental Depots. The site is less than 5 km from the R80 ( Figure 4.21) and less than 2 km from the Mabopane Railway Station.

It is accessible via:

• The N1 freeway which runs north south along its eastern boundary and links the City of Tshwane with the Limpopo Province in the north and Johannesburg, Bloemfontein and Cape Town towards the south. • • The Platinum Highway (PWV2), which links the region with the North West Province and Rustenburg in the west. This road forms part of the Maputo/ Walvis Bay Corridor. • • The region is therefore accessible from a regional point of view as it is served by both north- south and east-west first order roads linking it to the rest of Gauteng and the broader region.

Figure 4. 21: Locality of Option 2

As opposed to selecting the current Hammanskraal Municipal Offices where there are a number of public facilities including a library and the Tshwane Metro Police offices, this Temba site is more central and continues to encourage integration between the Hammanskraal and Temba communities as it is more centrally located.

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This site is also at a prominent intersection, arguably the most significant in the Temba area as it is surrounded by a number of public amenities, residential settlements and it is along two movement spines to the Mabopane/Soshanguve complex and Temba itself. It is also at the entrance into Temba via the Jabulani Hospital, the Police station and a few departmental depots. The site is also easily accessible by public transport, both bus and taxi. It is also very close to the proposed station for the passenger rail link in the northern parts of the municipality. In addition to this, the

It is owned by council and there is a proposal to develop a shopping centre on a portion of the site, thus this would be ideal in creating agglomerated local economic development. It is also vast and offers the City a ‘blank cheque’ opportunity to fit in its idealized spatial figures.

4.4.2.1 Service Centre Precinct Description

a) Locality

The North West Regional office is situated in the suburb of Soshanguve. The site is bordered by the R80 to the south and Buitekant Street to the west in the vicinity of the Magistrate’s Office. Please note that large areas in Soshanguve do not have formal approved street names yet which are displayed on the CTMM GIS. For the purposes of this report the streets were numbered for practical reasons. The direct street boundaries are Street 2 on the eastern side, Road 1 on the northern side and Road 6 on the southern side. It is difficult to give a physical street address, because of the lack in formal street names and therefore also street name signs. It is situated in between Sosh-H and Sosh-F. This position falls in the north eastern portion of the region close to an identified CTMM urban core.

b) Precinct Plan / Layout Plan / Site Development Plan (SDP)

The offices are made up of three main buildings placed all over the rectangular erf. Each building seems to offer different kinds of services. The main vehicle access is from Road 1 on the northern side of the erf. The parking area for officials and visitors are spread between the buildings. The access to the main building is a pedestrian access situated at the south eastern corner of the erf. The on-site circulation is two ways throughout except for an emergency access road from the southern side of the erf which is closed by gates.

c) Description of Services

The services offered at this service centre are as follows: • Corporate and Shared services • Financial Services • Economic Development • Community Safety • Health and Social Development

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• Sports, Recreation, Arts and Culture

Figure 4.4.2.1-1: Locality Map of the Soshanguve Regional Office

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Figure 4.4.2.1-2: Site Layout of the Soshanguve Regional Office

• Housing and Sustainable Human Settlement development • Agriculture and Environmental Management • Public Works and infrastructure Development • City Planning, Development and Regional Services

The following is a list of service offerings in a typical Service centre:

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• Account payments • Account enquiries • Apply for special cases • Credit control arrangements • Customer education and understanding of statements • Full and final settlement of accounts • Lodge a customer query • Lodge a credit control query • Meter investigation requests • Obtain information on accounts • Reconnection request of services after cut-off • Refund request • Remissions on accounts for senior citizens • Termination of services by owners • Update personal information • Pre-paid water and electricity sales

d) Description of Services Required on Site

To analyse a worst case scenario, it is therefore assumed that all possible services will be offered at this service centre. It was assumed that all the CTMM Departments would have some kind of service offered at this centre. The Departments taken into consideration are as follows:

• Corporate and Shared services • Financial Services • Economic Development • Community Safety • Health and Social Development • Sports, Recreation, Arts and Culture • Housing and Sustainable Human Settlement development • Agriculture and Environmental Management • Public Works and infrastructure Development • City Planning, Development and Regional Services

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The following is a list of typical service offerings in Service Centres: • Account payments • Account enquiries • Apply for special cases • Credit control arrangements • Customer education and understanding of statements • Full and final settlement of accounts • Lodge a customer query • Lodge a credit control query • Meter investigation requests • Obtain information on accounts • Reconnection request of services after cut-off • Refund request • Remissions on accounts for senior citizens • Termination of services by owners • Update personal information • Pre-paid water and electricity sales

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e) Intersection Analysis

Figure indicates the traffic control measures at significant/ important intersections in the precinct. The intersections directly in the influence area of the regional office site that will be looked at in more detail are: • R80/ Street 2 • Road 1/ Street 2 • Road 6/ Street 2 Table 0-1: Intersections Directly Surrounding Site

Road 6/ Street 2 Road 1/ Street 2

The intersection layout is illustrated above... This is a t- The intersection layout is illustrated above. This is a t- junction with a stop on the side road (Road 6). Street 2 is junction with an all way stop control. Road 1 (class 4, the mayor road (classified as class 2) whilst Road 6 is the single lane per direction) is the minor road whilst Street 2 minor road classified as class 5. There is a raised (class 3, single lane per direction) is the mayor road. The pedestrian crossing on the northern approach in Street 2. control seems to be warranted according to visual The control seems to be warranted according to visual observations. observations.

R80/ Street 2 The intersection layout is illustrated on the left. This is a big t-junction with all way stop control and slip lanes for left turners. The R80 is the mayor road (class 2, double lanes per direction with a median) whilst Street 2 is the minor road (class 3 with single lanes). The traffic signal control seems to be warranted according to visual observations.

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f) Non-Motorised Transport Infrastructure

In general there is a shortage in NMT facilities within the Soshanguve Regional Office precinct. Figure 6-5 shows the existing facilities in and around the site. Formal walkways with pedestrian ramps have been provided on some roads, but the accommodation of vulnerable road users in general is not well provided for at intersections. Pedestrian desire lines are clearly visible to the main access and around the site. There are informal taxi ranks close to the site. Two pedestrian crossings were observed on Street 2 and Road 1. It is in general not clear for NMT commuters to see where a safe and desired position is to walk/ cycle or cross. The accessibility of the site for disabled persons is not acceptable. It is vitally important to ensure that the service centre facilities are usable by all members of society, without prejudicing or patronizing anyone. Nothing specifically was observed on the site or directly around it to accommodate disabled persons coming to this Regional Office. The following aspects summarises minimum provision for people with disabilities: • Entrances: In any building contemplated in S1 of the National Building Regulations , there shall be a means of access suitable for use by disabled persons (including those people who are obliged to use a wheelchair or who are able to walk but unable to negotiate steps) from the outside of the building to the ground story in accordance with the requirements with regulation S2. At least one entrance in use for people in wheelchairs should be provided on the same level as and accessible to the lifts, if there are any. When the main entrance to the building is not usable by disabled people, then a sign directing them to an alternative accessible entrance should be installed at the main entrance. • Doorways: Doorways designed for use by disabled people shall allow free access for wheelchair users. The clear opening shall be at least 750mm. A standard 813mm door complies with this provision. • Walkways and Ramps: The camber or banking on walkways and ramps shall not exceed 1:40. Kerbs shall be provided at the edge of ramps since this permits people in wheelchairs to stop on the ramp and rest one wheel against the kerb, to act as a brake. The height of the kerb at the edge of the ramp shall be at least 75mm. Walkways and ramps shall have a gradient, measured along the centre line, not steeper than:- o 1:12 - where the difference in level of the ends of the ramp exceeds 400mm, o 1:10 - where the difference in level of the ends of the ramp does not exceed 400mm. • Parking Bays: Provision should be made for parking bays at the most convenient and closest position to building accesses for disabled persons. These parking bays are wider than the standard 2,5m bays.

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g) Public Transport Infrastructure

These facilities include formal and informal holding areas, ranks and bays for all modes of public transport, mainly buses and taxis. Figure 6-6 indicates the public transport facilities within an 800m radius from the site whilst Figure 6-7 indicate the public transport facilities directly adjacent to the site. The 800m radius is the acceptable distance that commuters are willing to walk to be able to get to a public transport node. Within this radius is al least two formal bus stops. There is taxi bays/ drop-off areas (stops) for taxis in Street 2 and Road 6 adjacent to the site.

h) Access Assessment

Figure 6-8 indicates the accesses to the site as well as the site circulation. The main access to the site is from Road 1 on the northern side of the site. This is for both vehicles and pedestrians. There is however a pedestrian access to the building on the south eastern side of the site. The site circulation is good and is supported by acceptable geometric design. It is however not clear exactly what the purpose of the gates on the accesses on the southern side of the site is for, it is presumed to be for emergency situations.

i) Parking Assessment

The on-site parking provision is sufficient for the current operation of the centre. Figure 6-9 indicates the parking on site. There is ample staff parking and visitor’s parking for the centre. There is space for overflow parking on the northern side of the site. It is presumed that the taxi bays close to the pedestrian building access on the south eastern corner of the site is also used as parking space which can create conflict between the different transport modes. The parking layout is acceptable and seems to be functioning well.

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Figure 0-1: Non-Motorised Transport Facilities

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Figure 0-2: Public Transport Facilities within 800m Radius

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Although there are two identified options for the Regional Service Centre i.e. Akasia Regional Service Centre and the Soshanguve Regional Service Centre, cognizant should be given to the fast growing area of Klipkruisfontein. Klipkruisefontein is an area located between Akasia and Soshanguve. It is proposed that a Satellite office be developed at close proximity to the Intermodal transport facility as illustrated in the below figure.

It is also imperative to note the existing centres and the role they play within the region the following table depicts the existing status of the centres within the region and the service rendered in these centres:

Centre Name/ Location Classification Services Rendered Comments

Rosslyne electricity Service Point • Cell phone vendor The centre is classified as the Service point and can • Prepaid vending be revisited based on the • Cell phone fixing need • Network planners • Customer care • Pay point

Ga- Rankuwa Satellite • Property Services Redesign of the centre is necessary. • Customer care • Pay point • Housing Registration

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Centre Name/ Location Classification Services Rendered Comments

Beirut Municipal Centre Service Point • Customer care Need to explore the Thusong Centre concept • Pay point • Housing Registration • Cemetery Registration

Bokonhout Municipal centre Service Point • Customer care The Centre has just been renovated. • Paypoint • Housing Registration

Mabopane Municipal Satellite • Customer Care Centre • Housing Registration • Tourism and Marketing • Speakers office • Odi Retail Centre

Bodibeng municipal Centre Service Point • Pay point • Customer Care

Soshanguve Municipal Regional Service • Pay point It is important that the Centre Centre Directors of Infrastructure • Customer care and Social Services should • City Planning locate in this office due to the fact that engineering • Water and sanitation and social issues are more • prominent here. There is Housing registration also a need to rationalise • Occupational Health the building space by office creating a ‘single’ building that will house all the envisaged services.

Soshanguve Block X Service point • Pay point • Customer care • Health Clinic

Akasia Municipal Centre Regional Service • Customer Care There is a need for the Centre rationalisation/ • Prepaid electricity harmonisation of the • Water and sanitation buildings on site. Need to remove fences that define • Tax Clearance different department within the site. • City Planning

Winterveld municipal centre Service Point • Paypoint Investigate the Thusong centre concept

Klipkruisefontein Satellite • New This centre should be given the same status as that of Soshanguve in the near

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Centre Name/ Location Classification Services Rendered Comments future. The population density envisaged once the area is fully developed will be enormous and will need a satellite office status.

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5. Development Vision & Proposed Framework

5.1 Proposed Framework for Development (Precinct Plan)

Defining a proposed framework for the Soshanguve and the Akasia Service Centres will depend on the mutualisation and integration of a number of elements. Development of this framework presents the City with an opportunity to improve the current Service Centre structure and functionality through giving a direction to development that will enhance accessibility to opportunities while creating choice and equity for communities and businesses. From a spatial and design point of view the following are important:

• Identify applicable spatial and design principles and implications • Illustrate development concept • Provide interventions for implementation • Graphically Illustrate development framework

From a transportation point of view, an understanding of the mobility and accessibility axes within the precinct will assist with the determination of a basic functional movement lines. This hierarchy will in turn assist with the development of suitable public transport routes, the placement of strategic facilities and the restriction of access along certain routes to promote mobility. The effectiveness of a public transport system is dependent on appropriate and adequately high residential densities at the identified precinct.

5.2 Urban Design Framework: Design Criteria and Statements

5.2.1 Identity and Legibility in Tshwane

Tshwane has a few strategically located major landmark structures. The Soshanguve Regional Service Centre is characterized and surrounded by residential development on the north and eastern side and by non residential development on the western and southern side. There are no focal points or any vistas along streets.

The Akasia Regional Service Centre is characterized by vacant land at close proximity and high density residential development within walking distance. The development pressure expressed in the Akasia area, present an opportunity to develop an icon for the City in that area.

Institutional buildings should support the visual elements and play an important role in creating landmarks on a local level in the City. All institutional buildings and major infrastructure elements should be seen as potential landmarks in the city and should, as such, have an exceptional design. Whenever major renovations are needed or larger routine maintenance work are carried out, this should be seen as an opportunity to enhance the appearance of a structure in line with the identity of the city and major / minor design modifications should be applied. New infrastructure elements and civic buildings should also be implemented with good design to act as Figure 5. 1: Concept Framework

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landmarks with symbolic value.

5.2.2 Identity and Legibility of Service Centres

Most of the areas where the Service Centres are proposed are characterised by monotonous built form lacking prominent structures that could enhance legibility and identity. The areas give an impression of a blanket of development with limited diversity with visible concentrations of intensity and almost no elements with a strong vertical character. Existing community facilities such as clinics and municipal offices add to the monotony through the provision of low rise buildings with limited unique design features. It also supports the negative trend of distancing itself from the street as public space through the placement far from the street and the enclosure of fencing and walls, supporting the notion of limited diversity. All Council buildings should be transformed to establish vibrant nodes of public activity and visible landmarks within an otherwise monotonous urban landscape.

Requirements to be vibrant nodes of public activity: Each Service Centre should have a hard space as civic square that could act as focal point for activity. This space could be used by people waiting, having lunch etc. Corners of a site should be considered as strategic localities, requiring memorable features to provide strong definition and image on a neighbourhood scale. Buildings should portray a well-designed façade to the street, with the building (and not large parking areas) defining and dominating the street front.

Requirements to be visible landmarks: Buildings should portray a strong presence with a distinctive character that could provide a visual focus for the area. Of specific importance is to introduce vertical elements of scale and a strong architectural distinctiveness in the design. Public buildings and engineering infrastructure are often implemented with standard design specifications, further contributing to the dullness and monotony of the city. Each new construction should, however, be seen as an opportunity and challenge to enhance the city's identity. Place-specific design rather than repetitive plans is thus proposed. The aim is to establish developments that will showcase appropriate design in Tshwane, The issue of legibility and identity cuts deeper than the mere design of fences and site entrances. The design and placement of buildings, locality and design of public spaces, types of activities and the manner in which elements such as street furniture, public art and lighting are treated form an integral part of identity.

The following provide broad generic guidelines for the design of certain elements.

BUILDING PLACEMENT: To make the building highly visible, it should be pushed as far as possible to the front. This should also assist in defining the street and creating a more urban character as opposed to the suburban character (street space defined by walls and fences) presently found at the existing Service Centres. Buildings should preferably provide an active interface on the street with shops lining the street and the piazza. A successful example of where commercial facilities have been accommodated on the street front in a public building is the DTI building in Sunnyside.

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BUILT FORM: To create a landmark, building and focal point, a more monumental scale should be achieved. It is thus proposed that a higher building is built on the edge of the street boundary as opposed to a 1-2 storey building spread out over the site.

PUBLIC OPEN SPACE: The interface between a building and any public space should be transparent with clear glass on ground floor. No palisade fencing should be placed between the space and the building.

PARKING: The intent is to create a development with a strong urban (as opposed to suburban) character. Parking should thus be provided behind the building and should not be located in front of the pedestrian entrance and/or next to the piazza. This is even more important due to the fact that the majority of visitors to Service Centres arrive by foot (or public transport).

LANDSCAPING: Local, indigenous plants should be used. Landscaping should be water wise, with relatively low maintenance. All sidewalks between the site boundary and the curb line should be treated as an extension of the site. Landscaping of this area will thus form an integral component of the image and façade of the building. A paved pedestrian walkway and row of trees should be planted on the sidewalks all along the site boundary. All corners should be landscaped with special design features.

MATERIALS: Natural materials that are found locally should preferably be used. Care should, however, be taken not to exploit the environment in order to obtain these materials. The use of recycled materials in the building design should be promoted.

PUBLIC ART: Public art should be integrated in the design of spaces and should establish a focal point in the piazza. Public art should have a unique design and should bring a playful element into the city.

LIGHTING: Compared to other cities, South African cities often look dreary at night. Exciting lighting is often nonexistent, although it has the potential to uplift an area. When it is done in a unique manner, lighting could assist in creating a unique character and enhancing the identity of the city. Lighting should bring a fun element into the city. As such, it should be playful, yet dignified in line with the city’s capital status. It is, however, important to take notice of the issue of light pollution. This is a serious matter that should be considered in the design of lighting. The following guidelines are proposed to minimise pollution:

• Lighting should, as far as possible, always shine downwards. Lights that shine upwards are a great cause of pollution as light emission disappears in the sky. • Lights should be focused. Spot lights, or concentrated light beams should be used as oppose to lights with high diffusion. Lights should be shielded to ensure that lights do not shine wider outwards than what it is required for. • Lighting should be an integral part of the design. It should be used to create a specific effect and not merely to light up an element.

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STREET FURNITURE: All public spaces should be provided with adequate street furniture. Especially the piazza should provide shaded seating for people waiting. All street furniture should be designed and treated as public art.

FENCING: Fencing on the major roads should be avoided, as the building should define the street space. Where fencing is provided on other boundaries, it should be transparent and solid walls should be used to screen the service centres. Fences and walls should be designed as integral part of the building. It should also be considered as extension of the public art with a unique design with preference given to materials that can contribute to a local distinctiveness by reflecting the urban context and natural landscape. No prefabricated concrete walls or palisades should be used.

SIGNAGE: Although signage is critical for enhanced legibility, care should be taken not to rely on signage only for orientation. Good design should enhance legibility of the Service cenres within the urban fabric and good spatial design should guide the flow of people and improve orientation within the Centre. The mere provision of boards should be avoided, but should support architectural design that rather ‘ talks’ through strong symbolism on a subconscious level.

Figure 5. 2: Soshanguve Framework

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AKASIA

Figure 5. 3: Akasia Framework

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5.2.3 Transportation

The following are the transportation interventions:

• The staff parking should be extended to accommodate the public parking areas. • Provide the informational/direction signage to the service centre • Make intersections more pedestrian friendly and provide mid-block pedestrian crossings • Provide Non Motorised Transport facilities throughout the precinct on at least Class 2, 3 and 4 roads. • Put information signs up to clarify each buildings function and distinct parking areas at the entrance of the building (at the piazza) • Provide formal taxi bays in close to entrance of the building

Pedestrian and Cycle Ways:

Guidelines for the Layout and Geometry of the proposed pedestrian and Cycles ways are as follows:

• Walkways and cycle to be provided adjacent to the main Streets (these facilities should always be separated from the roadway itself by means of a buffer strip minimum 1.0m / desirable 3m). • Walkway and cycle way also separated because of speed differential of modes (planted median 0.8m). • All existing lateral obstructions such as skips should be removed from the walkway / cycle way area.

Design Dimensions

Walkway (Refer to B) Cycle way (Refer to B) Gradient ≤5% Gradient ≤5% Minimum Width 1.2m Minimum Width 1.5m Desirable width 1.8m Desirable width 1.8m Lateral clearance Lateral clearance ≥0.5m ≥0.1m Height clearance ≥2.1m Height clearance ≥2.1m Buffer strip 1m Buffer strip 1m

Guidelines for Surfacing: Surfacing should be conducive to movement of able bodied users and users with disabilities.

Guidelines for Edges: Edges should be defined visually and tactile. Handrails to be implemented where vertical drop of 0.8m with slope steeper than 1:2 (50%) occurs within 1.2m from edge.

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Guidelines for Lighting: Lighting should be provided along all walkways and cycle ways for safety and security as well as night-time operational reasons .

Guidelines for Building Frontages (Geometry Accessed from the Sidewalk):

• Ramps should be provided for disabled users at 1:12 (8.3%) gradient. • Ramp rises should be stepped at ≤ 400mm intervals. • Stairs to be implemented according to National Building Regulations (SABS 1900) Public stairs ≥1.5m width, minimum of 3 steps, non-slip materials with -2% gradient for drainage.

Soshanguve:

Figure 5. 4:Soshanguve Transportation framework

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Figure 5. 5: Site Transportation Framework

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Akasia:

Figure 5. 6:Akasia Transportation Framework

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Transportation Proposals:

Figure 5. 7: Akasia Site Framework

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5.2.4 Building Additions and Alterations

Soshanguve:

An extended investigation was done in the Soshanguve area that included the existing municipal building.

In terms of the investigation the following issues were identified:

• The services are spread over the whole building in such a way that it does not present a people friendly precinct. The current pay points for example are a distance away from the public entrance causing the public to cross through a large part of the site and past a number of offices. This and other lay-out factors also prevent this area from being as secure as it should be. • The current building space is not adequate to accommodate all the envisaged regional functions

In order to address accommodation issues it is proposed that the alterations of the current building be made to to create additional offices. It is further proposed that alterations and additions on the existing main entrance Street side of the existing complex be done. The entrance will enhance and modernize the existing complex, creating a landmark and community friendly space in line with the design guidelines. The additions will also provide a one-stop centre and cluster the service centre staff and functions in a central, visible area. The clustering of the service towards the entrance will make the area more compact and release more buildable area to the north.

The following accommodations elements will be housed in the proposed centre.

Covered entrance Waiting Area Service Counter Area – Social Services Open Office Area – Social Services Service Counter Area – Financial Services Open Office Area – Financial Services Security Lobby Safe Room Armed Truck Garage Female Staff Toilets Male Staff Toilets Female Public Toilets Male Public Toilets Cleaners Store Room Kitchen Board Room Staff Room Reception SDC Managers Office Office (2)

Te above elements are only proposals and final agreement will have to be Reached with the City and Regional Executive Director on more specific needs.

An important consideration is to use the opportunity provided by the additions to initiate some of the design principles and element interventions as discussed in section 6.2.2. These interventions include:

• A new public square or plaza at the entrance point • The public square will serve as the main pedestrian entrance to the precinct • A new pedestrian link between the square and the service centre • Additional furniture, walk ways and rest areas • Formal display areas for appropriate public information, local art works and if appropriate advertisement space

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Figure 5. 8: Soshanguve Service Centre Building Location

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Akasia:

It has been reported that there is building works underway adjacent the existing Regional service Centre. It is proposed that care should be given to the proposed urban design frame work and precinct plan outline above. What is important is the location of the entrance in relation to the rest of the side. The site at its present form presents a challenge in integrating the different porting of buildings. It is proposed that all the internal fencing be removed to allow for a single development rationale on site. It is further proposed that the interfaces between the buildings be treated with landscaping and gardens.

Figure 5. 9: Proposed Location of the Akasia Service centre Building

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Figure 5. 10: Proposed Akasia Service Centre layout

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6. Cost Implications

The estimates are based on recent tenders received for similar work and design and include site work, hard and soft landscaping and fencing.

Table 6.1 and table 6.2 indicate cost estimates related to all of the proposed interventions for Soshanguve:

Soshanguve:

Project name. Item Total Cost Public Square R 225,000.00 Land Scaping R 50,000.00 Building in square metres R 140,000.00

Soshanguve Side walk R 1,050,000.00 Regional Road Class 4 and 5 (km) Service interventions R 2,000,000.00 Centre Entrance Feature and Signage R 500,000.00 Taxi drop off point R 20,000.00 Street Bins R 3,000.00 Estimated Total Cost R 3,988,000.00

Table 6. 1: Cost Estimates- Soshanguve

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Akasia:

Project name. Item Total Cost

Public Square R 225,000.00 Landscaping R 50,000.00 Building in square metres R 5,600,000.00 Akasia Regional Side walk R 1,050,000.00 Service Road Class 4 and 5 (km) Centre interventions R 4,000,000.00 Entrance Feature and Signage R 500,000.00 Taxi drop off point R 20,000.00 Street Bins R 3,000.00 Estimated Total Cost R 11,448,000.00 Table 6. 2: Cost Estimates- Akasia

91 Table 1 GENERAL DESCRIPTION AND CHARACTERISTICS CLASS 2 ROAD

Description:

• Primary arterial routes providing vehicular mobility with limited off-street access. • These roads serve a global / city wide mobility function connecting places of importance throughout

Road Hierarchy the city. • These roads are generally the ring roads around precincts providing external circulation but do not traverse the precinct itself.

Street Classification:

• Doreen Avenue (M 20) • Brits Road (R513)

Characteristics: • Development Cell Circulation Speed: 70 – 80 km/h • Vehicle volumes: 1750 – 5000 veh/hr • Geometry: Dual carriageway (median separated). Exceptions to the rule exist. • Turning Radii: > 10m < 12m • Level of Access: LOA 1 – LOA 3 (Limited off-street access) • Parking: Off-street (No on-street parking permitted) • Surfacing: Road surfacing materials generally should promote vehicular mobility.

Therefore predominantly asphalt is recommended. Alternative surfacing could be considered at intersection with high pedestrian conflicting movements or along public transport routes with dedicated lanes.

Table 2 GEOMETRIC DESIGN STANDARDS CLASS 2 ROADS

Design Vehicles Application Areas:

• Incorporation in Design Specifications • Incorporation of Design Guidelines • Roads intersecting with class 2 roads (intersection design should comply with the requirements of the higher order road)

Pre-Design Check-list:

• Determine if the specifications of provincial or national authority should be used e.g. at Feasibility Study intersections with provincial or national roads; • The design peak hour and minimum acceptable level of service of the facility; • Obtain a traffic count not older than 3 years or obtain a traffic forecast from a traffic model or feasibility study report; • Undertake a feasibility study for the proposed road design or upgrade – this study must contain a cost- benefit analysis;

• Ascertain if the project is considered to be a “listed

activity” in terms of Regulations 386 or 387 of the

National Environmental Management Act (NEMA).

Ensure that the necessary approvals in terms of this

act are in place before commencing with the design

process;

• Ascertain if it is required to apply for way-leave

where other road’s authority’s infrastructure will be

affected or where services will be crossed or affected

(e.g. bulk water, etc.) Minimum Turning Radii • Determine the design speed of the proposed facility; • Identify and document all other physical, legislative or institutional constraints and parameters. • Develop a well defined purpose for the undertaking the project; • Do a road safety audit (on the conceptual design);

Design Parameters

• Decide on design speed or measure operational speed (in case of upgrade); • Look at minimum turning radii o for crawl speed (at intersections) – typically 14.5m for larger vehicles on class 2 o for design speed (at intersections) incorporating friction and superevelvation – 35 meters at intersections assuming a 35km/h operating speed on class 2; o for design speed (at horizontal curves) – minimum 400m at 80km/h for a class 2 (lower speed may reduce this figure)

Table 2 GEOMETRIC DESIGN STANDARDS CLASS 2 ROADS • Look at sight distance requirements Sight Distances o Stopping sight distance (typically 115m to 210m for class 2) o Barrier sight distance (typically between 250m and 400m for a class 2); o Passing sight distance (560m to 800m for a class 2) o Decision sight distance (235m to 475m for a class 2) o Performance on grade (the performance of heavy motor vehicle turning onto a roadway must be incorporated based on an estimation of the composition and number of heavy vehicles that will be present on the road.)

• Consider the road surface

o Although there are a number of properties related Brake-force Coefficients to the surface of a road that can affect driver

behaviour, skid resistance are the property most commonly taken into consideration.

o The brake-force coefficient to be used on a class

2 road will typically be between 0.28 and 0.30.

• Consideration of cross section elements of the roadway

o The most important consideration as far as cross section elements are concerned, is the safety of Cross Section Elements the road user (this includes motorised and non- motorised users) o Wider lanes are supposed safer for vehicles although it has been shown that there is an upper limit to this. o Wider lanes are less safe for pedestrians as there is a bigger area to cross for a pedestrian. o Elimination of speed differential among different modes or among the same mode is important. It is preferable on class 2 roads to have separate (protected) left and right turn lanes at intersections or accesses. Similarly, acceleration and deceleration lanes are also important. o Provision for public transport lay-bys to remove stopping vehicles from the road. o Separate facilities on class 2 for non-motorised modes (cyclists and pedestrians) o Determination of road reserve widths based on surrounding land-use, possible future growth in traffic requiring additional lanes, and earthwork limitations should be considered. o Vertical clearance from the road surface should be adhered to (minimum 5.2m on class 2). o No on-street parking should be allowed on class

2 roads.

• Consideration of factors dictating the basic roadway elements Table 2 GEOMETRIC DESIGN STANDARDS CLASS 2 ROADS Basic Roadway Elements o The number of lanes, and intersection configurations are determined by the vehicular demand that would have to be accommodated on the road. This demand is usually determined from traffic forecasts emanating from a transport model or traffic study. o The lane widths are wider on higher order roads and on a class 2 road is preferable not to have lanes narrower than 3.4m, o The width of right or left-turn lanes may be reduced to 3.0m on a class 2 although not recommended. o Parking lanes not allowed on class 2; o The cross fall to allow for water to drain away from the median (in both directions) should be 2%-2.5% for a class 2 road. o Shoulder provision (paved) on class 2 is not a requirement but is deemed good practice;

Verge Elements • Consideration of verge areas

o Provision of a 2m clear verge is required (for emergency stops, etc.) Cognisance should be taken of the need for e.g. pedestrian or cycle facilities within the verge area which may increase the required space that should be allowed for these for class 2 roads. o On a class 2 it is unlikely that allowance should be made for driveways from private properties.

• Consideration pertaining to medians Kerb Ramps at Medians for Disabled Users

o Where a right-turn bay needs to be provided at an access or intersection, the width of the median should typically be 5m (this allows for pedestrian refuge); o The minimum recommended median width on a class 2 road for the separation of opposing traffic

should be 1.5m. o Active and Passive Tapers The maximum slope across a median may not exceed 10%; o The use of semi-mountable barrier kerbs are recommended for median islands. o Kerb-ramps should be provided onto and from the medians to allow for disabled users.

• The use of tapers

o An active taper causes or forces vehicles to change lanes e.g. at a lane reduction; o A passive taper allows for vehicles to change lanes (when a lane is added or at an intersection, e.g. at a right-turn lane.

• Alignment, curvature and of gradients

o For class 2 roads, the minimum radius for Table 2 GEOMETRIC DESIGN STANDARDS CLASS 2 ROADS Alignment, Curvature and Gradients horizontal curves should be calculated with a maximum rate of superelevation of between 0.06 and 0.08. o The minimum radius calculated as such will seldom be less than 250m for a class 2 road; o For vertical curves, the minimum K-value (distance required to effect 1% change of grade) should not be less than 33 for crests and 31 for sag’s. o The minimum length of such a vertical curve should not be less than 140m. o For class 2, the maximum gradients (in mountainous terrain) should not exceed 6%. In an urban environment, consideration is not usually given to climbing lanes although in a rural

environment, these should be considered.

• Intersections Intersections o Intersections should preferably designed with intersecting roads at right angles (90º) – not less than 70º; o No intersection should have more than 4 approaches; o On a class 2 road, all intersection designs should make allowance for possible future signal control. o For safety, allowance should be made for turning vehicles to be separated from straight-through vehicles. For uncontrolled intersections, where the main road has free flow, allowance should be made for protected acceleration and deceleration lanes.

Table 3 ACCESS MANAGEMENT CLASS 2 ROADS

Access Control: Design Principles Source: Guidelines for the Provision of Access: No or limited access will be provided on Class 2 Engineering Roads depicted by the LOA, 1 or 2 Services and Amenities, Pretoria South Requirements Africa, 1994 • Signalised Spacing : Access spacing shall be to a Conventio minimum of 600m or as per requirements of the AMP. • Driveways: No access will be provided to individual or grouped properties. Access by means of a service road adjacent to Class 2 road. • Access at Intersections : No access shall be allowed within the influence sphere of the intersection. Minimum of 50m from the intersection on side roads with left-in left out only. • Frontage Roads: Frontage roads provide access to properties adjacent to Class 2 roads. • Road Reserve and Dimensions : Typical road nal Grid reserve between 60m-40m Framewor • Medians: Minimum median width of 5m to allow for k: turning lanes. Median opening at all signalized

intersections and arterial and collector streets intersecting Class2 roads • Deceleration and Acceleration lanes: Design as per TRH 17, Chapter 8. Deceleration lane taper 1:19, Acceleration lane taper at 1:40 • Auxiliary lanes : Right turning lanes provided to improve traffic flow at signalized and major access roads. Designs as per design principles provided in the Draft UTG series, Pretoria, South Africa, 1988

Median End Treatment: Other:

• Applications form developers discussed at an Access Management Meeting to evaluate applications against the Access Management Plans AMP • Land-use policies should be in place to restrict right of way access to higher order roads.

Level of Access (LOA):

• Freeways: Mobility LOA = 0 • Major Arterials: Mobility LOA = 1 & 2 • Minor Arterials: Mobility LOA = 3 • Major Collectors: Mobility & Access LOA = 4 • Minor Collectors: Access & Mobility LOA = 5

Table 4 NON-MOTORISED TRANSPORT INFRASTRUCTURE STANDARDS CLASS 2 ROADS

Conceptualisation of Mid-block Crossings Mid Block Pedestrian Crossings Signal Layout (Refer to A): • Provide signalized mid-block crossings along Class 2 routes with S11 signal heads and pedestrian demand push-buttons. • Audible signals to be implemented for sight impaired road users with growth nodes and CBD areas. • RTM 4 pedestrian crossing lines to be implemented (minimum width 2.3m / desirable width 5m) • Signal heads to be placed 3m from RTM1 stop line. A: Mid-block Crossing Signal Layout • W306 signs to be provided leading up to mid-block crossings.

Road Lighting (Refer to B): • Street lighting to be provided as per NDoT Pedestrian Guideline Standard (Illustrated adjacent).

Kerb Transitions (Refer to C): • Kerb ramps must be implemented at all crossing points to accommodate for wheelchair users and

sight impaired pedestrians. B: Lighting of Mid-Block Crossings C: Kerb-Ramp Details

Application Areas: • Bus Rapid Transit (BRT) Median station locations, public transport stops, CBD areas and Growth Nodes • High volume pedestrian crossing points that occur mid-block between two land-use attractors (Where intersection spacing is longer than 300m apart).

Table 4 PEDESTRIAN AND CYCLE INFRASTRUCTURE STANDARDS CLASS 2 ROADS

A: Pedestrian Signal Scramble Phase Intersection Crossings:

Pedestrian Signal Applications:

Three types of pedestrian signal applications are recommended for CBD and Growth Node precinct intersections:

• Standard Pedestrian Phase • Scramble Pedestrian Phase (Refer to A) • Early Start Pedestrian Phase

Intersection and Signal Layout (Refer to B):

• Provide signalized pedestrian crossings at all Class 2 route intersections with S11 signal heads

and pedestrian demand push-buttons. • Audible signals to be implemented for sight impaired road users within CBD and Growth Node B: Intersection and Signal Layout precincts. • RTM 3 pedestrian crossing lines to be implemented (minimum width 1.5m / desirable width 3m) • Interlocking pavers or coloured asphalt is recommended at Class 2 junctions serving as gateways to the precinct (indicates higher pedestrian volumes and entrance to the precincts). • Staged crossings should be considered. Minimum median width for staged crossings 2m.

Road Lighting (Refer to C):

• Street lighting to be provided as per NDoT Staged Intersection Crossing Dimensions Pedestrian Guideline Standard.

C: Intersection Lighting

Table 4 PEDESTRIAN AND CYCLE INFRASTRUCTURE STANDARDS CLASS 2 ROADS

D: Kerb Transitions

Kerb Transitions (Refer to D):

• Kerb ramps must be implemented at all crossing points to accommodate for wheelchair users and sight impaired pedestrians.

Application Areas:

• Road intersection between Class 2 roads and any other road class (Generally Class 3 or 4) NB: Provide pedestrian crossings on left-slip lanes where high vehicle speeds conflict with pedestrian crossings. Table 4 PEDESTRIAN AND CYCLE INFRASTRUCTURE STANDARDS CLASS 2 ROADS

A: Class 2 Pedestrian / Cycle Ways Pedestrian and Cycle Ways:

PLAN VIEW Layout and Geometry (Refer to A): • Walkways and cycle to be provided adjacent to all Class 2 Roads (these facilities should always be separated from the roadway itself by means of a buffer strip minimum 1.0m / desirable 3m). • Walkway and cycle way also separated because of speed differential of modes (planted median 0.8m). • All existing lateral obstructions should be removed from the walkway / cycle way area.

Design Dimensions

Walkway Cycle way PERSPECTIVE VIEW Gradient ≤5% Gradient ≤5% Minimum Width 1.2m Minimum Width 1.5m Desirable width 1.8m Desirable width 1.8m Lateral clearance ≥0.1m Lateral clearance ≥0.5m Height clearance ≥2.1m Height clearance ≥2.1m Buffer strip 1m Buffer strip 1m

Table 5 PARKING MANAGEMENT CLASS 2 ROADS

Design Layouts: Parking Policy and Regulation: Policy and regulations to be developed for the different road classes and developments. Parking standards and requirements for developments along Class 2 roads as per Town Planning scheme.

Parking allowed: No on-street parking allowed on Class2 roads. Only off-street parking with access from service road,

The width (W in Fig. 8.18) needed to access echelon or a perpendicular space conveniently, collector roads and minor arterials. depends on the width of the bay and the angle of approach. For a 2.4 m wide bay, these values are typically: Design Standards and Principles:

• at 90 degrees, W = 6.0 m; • at 60 degrees, W = 4.2 m; and Design and Layout: • at 45 degrees, W = 3.6 m. • Preferred bay size for cars 5.5m x Angled Parking: 2.4m • Minimum bay size 4.8m x 2.4m • Minimum bay size where spaces are laid ‘end to end’6.0m x 2.4m • Minimum garage size for cars 5.0m x 2.5m • Allow for 6.5m minimum isle depth for 90º parking bays

Various Layouts Layout of Parking Areas

The most economical layout in terms of land usage is 90 degree parking with parallel aisles, and this is referred to as angle parking. Examples of parking arrangements are shown on the left.

Parking control and enforcement:

• Road markings and Signage as per SADC Road Traffic Signs Manual to enforce and control parking in commercial areas. • Provision for loading and off-loading bays provided on-street in commercial areas (CBD). Disabled Parking • Parking meters be provided in commercial areas to control stationary vehicles on busy activity nodes. • Law enforcement

Park and Ride:

Remote parking areas provided for transit riding from lower density areas. Access can be provided from Class 2 and 3 Roads as off-street parking facilities. Access properly designed and as per AMP. This should be determined as part of the Transportation plan for the CTMM. Table 6 PUBLIC TRANSPORT FACILITY DESIGN STANDARDS CLASS 2 ROADS CTMM Specifications for Bus- and Taxi Bays Public Transport Facilities • The CTMM should have design standards for most of these facilities including bus bays. When these facilities are being constructed on class 2 roads that belong to the provincial government, different specifications might apply.

Design of taxi- and bus bays: • The dimensions are determined according to the table below from the CTMM specifications. Surface Material Detail

• The stopping sight distance and minimum spacing

from intersections for these facilities are also specified by CTMM. • Specifications are also given with regards to the surface material of the bas and what kind of kerbing needs to be incorporated with it.

Minimum Sight Distance

Table 7 ROAD SAFETY STANDARDS CLASS 2 ROADS Aim: A: Road Safety process and procedures: Reduction in traffic accidents and improve traffic safety on the roads. Most of these safety elements are addressed in the document, set out in the preceding tables. Road safety should be evaluated according to the road hierarchy, with priority to the higher order roads , Class 1 roads down to Class 5 roads. The South African Road Safety Manual, Volume 1 to Volume 7 shall be used as the guideline to address Road Safety Standards and implementation. Priority; For Class 2 Roads = High

Basic Elements of Road Safety: • Enforcement • Education • Engineering • Evaluation & Research

Systematic Approach to Road Safety: (refer to A) • Road Safety Assessment • Road Safety Audits at hazarded Locations Identified • Remedial Measures and Evaluation • Roadside Hazard Management • Safety in Road Design

Elements to Assess for Road Safety improvements: • Geometric layout and design of intersections and road sections which include drainage, medians, lane width, sight distance, horizontal and vertical curvature etc. • Roadside furniture, such as fencing, bridges, lighting, Source: South African Road Safety Manual, COLTO, May 1999 signage, guardrails etc • B: Traffic Calming Example: Raised Pedestrian Road signs and Road markings Crossing • Driver Expectancy, alignment consistency, cross-sections • Environment and Land-use • Pavement Conditions • Operating Conditions, speeds, LOS, accidents, Law enforcement, etc • Assessment of accidents, accident Index, database and management systems • Pedestrians safety index • Road elements, such as traffic control, Road Lightning, access management, Road hierarchy.

Road Safety – driver element: • Driver training and Vehicle testing • Vehicle safety standards

Traffic Management Road Closures • No road closures for purposes of residential safety estates or reduction in vehicle thoroughfare or rat running will be allowed on Class 2 routes.

Traffic Calming No traffic calming for purposes of reducing vehicle thoroughfare or rat running will be allowed on Class 2 routes. 1.1 CLASS 3 ROADS: DISTRIBUTORS Table Error! No text of specified style in document. -1: Class 3 Roads (Table 1 - Table 7) Table 1 GENERAL DESCRIPTION AND CHARACTERISTICS CLASS 3 ROAD

Description:

• Minor arterial road / collector road serving as internal Road Hierarchy vehicular circulation road within the precinct. • These roads have a greater balance between mobility and access. • The roads serve the internal circulation of the precinct as well as the relatively few trips wishing to travel through the precinct, as opposed to traveling around the precinct on the Class 3 Arterial Routes. Street Classification:

• First Avenue

Characteristics:

• Speed: 60 km/h Development Cell Circulation • Vehicle volumes: 1750 – 5000 veh/hr

• Geometry: Primarily single carriageway roads but dual carriageway class 3 roads are not uncommon • Turning Radii: > 4.2m < 10m • Level of Access: LOA 3 – LOA 6 (Balance between mobility and access – interrupted flow) • Parking: On-street acceptable

• Surfacing: Road surfacing materials may vary from standard asphalt surfaces. Alternative surfacing should be standard at intersection with high pedestrian conflicting movements as well as along public transport routes with dedicated lanes.

Table 2 GEOMETRIC DESIGN STANDARDS CLASS 3 ROADS

Design Vehicles Application Areas:

• Incorporation in Design Specifications • Incorporation of Design Guidelines • Roads intersecting with class 3 roads (intersection design should comply with the requirements of the higher order road)

Pre-Design Check-list: • Determine if the specifications of provincial or national authority should be used e.g. at Feasibility Study intersections with provincial or national roads;

• The design peak hour and minimum acceptable

level of service of the facility; • Obtain a traffic count not older than 3 years or obtain a traffic forecast from a traffic model or feasibility study report; • Undertake a feasibility study for the proposed road design or upgrade – this study must contain a cost- benefit analysis; • Ascertain if the project is considered to be a “listed activity” in terms of Regulations 386 or 387 of the National Environmental Management Act (NEMA). Ensure that the necessary approvals in terms of this act are in place before commencing with the design process; • Ascertain if it is required to apply for way-leave where other road’s authority’s infrastructure will be Minimum turning radii affected or where services will be crossed or affected (e.g. bulk water, etc.) • Determine the design speed of the proposed facility; • Identify and document all other physical, legislative or institutional constraints and parameters. • Develop a well defined purpose for the undertaking

the project;

• Do a road safety audit (on the conceptual design);

Design Parameters • Decide on design speed or measure operational speed (in case of upgrade); • Look at minimum turning radii o for crawl speed (at intersections) – typically 14.5m for larger vehicles on class 3 o for design speed (at intersections) incorporating

friction and superevelvation – 15 to 35 meters at intersections assuming a 15km/h-35km/h operating speed on class 3; o for design speed (at horizontal curves) – minimum 200m at 60km/h for a class 3 Table 2 GEOMETRIC DESIGN STANDARDS CLASS 3 ROADS

Sight Distances • Look at sight distance requirements

o Stopping sight distance (typically 80m to 155m for class 3) o Barrier sight distance (typically between 180m and 300m for a class 3); o Passing sight distance (420m to 680m for a class 3) o Decision sight distance (170m to 395m for a class 3) o Performance on grade (the performance of heavy motor vehicle turning onto a roadway

must be incorporated based on an estimation of

the composition and number of heavy vehicles that will be present on the road.) • Consider the road surface o Although there are a number of properties Brake-force coefficients related to the surface of a road that can affect driver behaviour, skid resistance are the property most commonly taken into consideration. o The brake-force coefficient to be used on a class 3 road will typically be between 0.29 and 0.32. • Consideration of cross section elements of the roadway o The most important consideration as far as cross section elements are concerned, is the safety of the road user (this includes motorised and non- Cross section elements motorised users)

o Wider lanes are supposed safer for vehicles

although it has been shown that there is an upper limit to this. o Wider lanes are less safe for pedestrians as there is a bigger area to cross for a pedestrian. o Elimination of speed differential among different modes or among the same mode is important. It is preferable on class 3 roads to have separate (protected) left and right turn lanes at

intersections or accesses. Similarly, acceleration

and deceleration lanes are also important. o Provision for public transport lay-bys to remove stopping vehicles from the road. o Separate or shared roadway facilities on class 3 for non-motorised modes (cyclists and pedestrians) o Determination of road reserve widths based on surrounding land-use, possible future growth in traffic requiring additional lanes, and earthwork limitations should be considered. o Vertical clearance from the road surface should be adhered to (minimum 5.2m on class 3). o On-street parking may be allowed on class 3 roads e.g. in a CBD area although this is not Table 2 GEOMETRIC DESIGN STANDARDS CLASS 3 ROADS Basic roadway elements recommended. • Consideration of factors dictating the basic roadway elements o The number of lanes, and intersection

configurations are determined by the vehicular demand that would have to be accommodated on the road. This demand is usually determined from traffic forecasts emanating from a transport model or traffic study. o The lane widths are wider on higher order roads and on a class 3 road is preferable not to have lanes narrower than 3.4m, o The width of right or left-turn lanes may be

reduced to 2.7m on a class 3 although not recommended. o Parking lanes not allowed on class 3; o The cross fall to allow for water to drain away from the median (in both directions) should be Verge elements 2%-2.5% for a class 3 road. o Shoulder provision (paved) on class 3 is not a requirement but is deemed good practice;

• Consideration of verge areas o Provision of a 2m clear verge is required (for emergency stops, etc.) Cognisance should be taken of the need for e.g. pedestrian or cycle facilities within the verge area which may increase the required space that should be allowed for these for class 3 roads. Kerb ramps at medians for disabled users o On a class 3 it is unlikely that allowance should be made for driveways from private properties. • Consideration pertaining to medians o Where a right-turn bay needs to be provided at an access or intersection, the width of the median should typically be 5m (this allows for pedestrian refuge); o The minimum recommended median width on a class 3 road for the separation of opposing traffic Active and Passive Tapers should be 1.5m. o The maximum slope across a median may not exceed 10%; o The use of semi-mountable barrier kerbs are recommended for median islands. o Kerb-ramps should be provided onto and from the medians to allow for disabled users. • The use of tapers

o An active taper causes or forces vehicles to

change lanes e.g. at a lane reduction; o A passive taper allows for vehicles to change lanes (when a lane is added or at an intersection, e.g. at a right-turn lane.

• Alignment, curvature and of gradients

Table 2 GEOMETRIC DESIGN STANDARDS CLASS 3 ROADS Alignment, Curvature and Gradients o For class 3 roads, the minimum radius for horizontal curves should be calculated with a maximum rate of superelevation of between 0.06 and 0.08. o The minimum radius calculated as such will seldom be less than 250m for a class 3 road; o For vertical curves, the minimum K-value (distance required to effect 1% change of grade) should not be less than 33 for crests and 31 for sag’s. o The minimum length of such a vertical curve should not be less than 140m. o For class 3, the maximum gradients (in Intersections mountainous terrain) should not exceed 6%. In an urban environment, consideration is not usually given to climbing lanes although in a rural environment, these should be considered. • Intersections o Intersections should preferably designed with intersecting roads at right angles (90º) – not less than 70º; o No intersection should have more than 4 approaches; o On a class 3 road, all intersection designs should make allowance for possible future signal control. o For safety, allowance should be made for turning vehicles to be separated from straight-through vehicles. For uncontrolled intersections, where the main road has free flow, allowance should Driveways be made for protected acceleration and deceleration lanes. • Driveways o Driveway types are distinguished and categorised based on their projected vehicular volumes (low volume and high volume driveways); o Low volume driveways (serving low density residential property up to approximately 20 residential units) – the spacing between this kind

of driveway and another driveway or intersection can be between 10m and 20m; o High volume driveways typically need to be spaced similar to normal intersections. (The spacing of driveways and intersections are elaborated more in the section on access management). Driveway widths are determined by the type of land-used served by the driveway and should be specified in the

access management plan of a particular roadway. Table 3 ACCESS MANAGEMENT CLASS 3 ROADS

Access Control: DESIGN PRINCIPLES Source: Guidelines for Access: No or partial access will be provided on Class 3 the Provision of Roads depicted by the LOA, 3 Engineering Services and Amenities, Pretoria South REQUIREMENTS Africa, 1994 • Signalised Spacing : Access spacing shall be to a minimum of 250m or as per requirements of the Conventio AMP. • Driveways: Limited access will be provided to individual or grouped properties as part of AMP. Access by means of left in left out shall be considered on Class 3 road. Function =Mobility • Access at Intersections : No access shall be allowed within the influence sphere of the intersection. Minimum of 50m from the intersection, left in left out. nal Grid • Frontage Roads: Frontage roads provide access to Framewor properties adjacent to Class 3 roads where the k: number of driveways cannot be consolidated or as

per AMP. • Road Reserve and Dimensions : Typical road reserve between 40m-20m • Medians: Median or barrier line will separate traffic directions. Minimum median width of 3.5m to allow for turning lanes. Median opening at all signalized intersections and main collector roads intersecting Class3 roads • Deceleration and Acceleration lanes: Provision for Median End Treatment: acceleration and deceleration lanes on Class 3 roads as per UTG 5, Chapter 7. Passive taper 1:15 to 1:20 and Active taper 1:35 to 1:40 • Auxiliary lanes : Right turning lanes provided to improve traffic flow at signalized and major access roads. Designs as per design principles provided in the Draft UTG 5 series, Pretoria, South Africa, 1988 Other:

• Applications form developers SDP, discussed at an Access Management Meeting to evaluate applications against the Access Management Plans AMP • Land-use policies should be in place to restrict right of way access to higher order roads.

Level of Access (LOA): • Freeways: Mobility LOA = 0 • Major Arterials: Mobility LOA = 1 & 2 • Minor Arterials: Mobility LOA = 3 • Major Collectors: Mobility & Access LOA = 4 Minor Collectors: Access & Mobility LOA = 5

Table 4 NON-MOTORISED TRANSPORT INFRASTRUCTURE STANDARDS CLASS 3 ROADS

Conceptualisation of Mid-block Crossings Mid Block Pedestrian Crossings

Signal Layout (Refer to A): • Provide signalized mid-block crossings along Class 3 routes with S11 signal heads and pedestrian demand push-buttons. • Audible signals to be implemented for sight impaired road users with growth nodes and CBD areas. • RTM 4 pedestrian crossing lines to be implemented (minimum width 2.3m / desirable width 5m) • Signal heads to be placed 3m from RTM1 stop A: Mid-block Crossing Signal Layout line. • W306 signs to be provided leading up to mid-block crossings.

Road Lighting (Refer to B): • Street lighting to be provided as per NDoT Pedestrian Guideline Standard (Illustrated adjacent).

Kerb Transitions (Refer to C): • Kerb ramps must be implemented at all crossing points to accommodate for wheelchair users and

B: Lighting of Mid-Block Crossings sight impaired pedestrians.

C: Kerb-Ramp Details

Application Areas: • CBD areas and Growth Nodes • High volume pedestrian crossing points that occur mid-block between two land-use attractors (Where intersection spacing is longer than 300m apart).

Table 4 NON-MOTORISED TRANSPORT INFRASTRUCTURE STANDARDS CLASS 3 ROADS

A: Pedestrian Signal Scramble Phase Intersection Crossings:

Pedestrian Signal Applications:

Three types of pedestrian signal applications are recommended for CBD and Growth Node precinct intersections:

• Standard Pedestrian Phase • Scramble Pedestrian Phase (Refer to A) • Early Start Pedestrian Phase

Intersection and Signal Layout (Refer to B):

• Provide signalized pedestrian crossings at all Class 3 route intersections with S11 signal heads

and pedestrian demand push-buttons. • Audible signals to be implemented for sight impaired road users within CBD and Growth Node B: Intersection and Signal Layout precincts. • RTM 3 pedestrian crossing lines to be implemented (minimum width 1.5m / desirable width 3m) • Interlocking pavers or coloured asphalt is recommended at Class 3 junctions serving as gateways to the precinct (indicates higher pedestrian volumes and entrance to the precincts). • Staged crossings should be considered. Minimum median width for staged crossings 2m.

Road Lighting (Refer to C):

• Street lighting to be provided as per NDoT Staged Intersection Crossing Dimensions Pedestrian Guideline Standard.

C: Intersection Lighting

Table 4 NON-MOTORISED TRANSPORT INFRASTRUCTURE STANDARDS CLASS 3 ROADS

D: Kerb Transitions

Kerb Transitions (Refer to D):

• Kerb ramps must be implemented at all crossing points to accommodate for wheelchair users and sight impaired pedestrians.

Application Areas:

• Road intersection between Class 3 roads and any other road class (Generally Class 3 or 4) • NB: Provide pedestrian crossings on left-slip lanes where high vehicle speeds conflict with pedestrian crossings.

Table 4 NON-MOTORISED TRANSPORT INFRASTRUCTURE STANDARDS CLASS 3 ROADS

A: Class 3 Pedestrian / Cycle Ways Pedestrian and Cycle Ways:

PLAN VIEW Layout and Geometry (Refer to A): • Walkways and cycle to be provided adjacent to all Class 3 Roads (these facilities should always be separated from the roadway itself by means of a buffer strip minimum 1.0m / desirable 3m). • Walkway and cycle way also separated because of speed differential of modes (planted median 0.8m). • All existing lateral obstructions should be removed from the walkway / cycle way area.

Design Dimensions

Walkway (Refer to B) Cycle way (Refer to B) PERSPECTIVE VIEW Gradient ≤5% Gradient ≤5% Minimum Width 1.2m Minimum Width 1.5m Desirable width 1.8m Desirable width 1.8m Lateral clearance ≥0.1m Lateral clearance ≥0.5m Height clearance ≥2.1m Height clearance ≥2.1m Buffer strip 1m Buffer strip 1m

B: Geometry and Design Dimensions

Surfacing: • Surfacing should be conducive to movement of able bodied users and users with disabilities. • Gratings and covers opening ≤12mm.

Edges • Edges should be defined visually and tactile.

• Handrails to be implemented where vertical drop Table 4 NON-MOTORISED TRANSPORT INFRASTRUCTURE STANDARDS CLASS 3 ROADS of 0.8m with slope steeper than 1:2 (50%) occurs within 1.2m from edge. C: Lighting along walkways and cycle ways

Lighting (Refer to C): • Lighting should be provided along all walkways and cycle ways for safety and security as well as night-time operational reasons.

Application Areas (Refer to D and E):

• Adjacent to all Class 3 roads • Facilities (walkways and cycle ways) to be aligned D: Walkways along Urban Links to crossing points at intersections and mid-block crossings.

E: Walkways at Activity Centres

A: Stair Applications

Building Frontages:

Geometry (Accessed from the Sidewalk) – Refer to A:

• Ramps should be provided for disabled users at 1:12 (8.3%) gradient. • Ramp rises should be stepped at ≤400mm

intervals. • Stairs to be implemented according to National Building Regulations (SABS 1900) Public stairs ≥1.5m width, minimum of 3 steps, non-slip materials with -2% gradient for drainage. Table 4 NON-MOTORISED TRANSPORT INFRASTRUCTURE STANDARDS CLASS 3 ROADS

B: Bicycle Ramps at Public Stairs Geometry (Accessed from the Sidewalk) – Refer to A:

Bicycle Ramps and Storage (Refer to B):

• Bicycle ramps to be provided adjacent to all stairs ≤1:2 (50%) gradient. • Locate bicycle storage and parking adjacent to major destinations i.e. public transport stations, railway stations, employment-, retail- and entertainment centres such as the CBD and Growth Node precincts.

Storage geometry:

• Length: 1.8m • Width: 0.6m • Height: 2.1m • Aisle: ≥1.5m

Application Areas:

• All building frontages leading out onto Class 3 roads.

Table 5 PARKING MANAGEMENT CLASS 3 ROADS

A: Design Layouts: Parking Policy and Regulation: Policy and regulations to be developed for the different road classes and developments. Parking standards and requirements for developments along Class 3 roads as per Town Planning scheme.

Parking allowed: No on-street parking allowed on Class3 roads. Only off- street parking with access from service road and or collector

The width (W in Fig. 8.18) needed to access echelon or a perpendicular space roads. conveniently, depends on the width of the bay and the angle of approach. For a 2.4 m wide bay, these values are typically: Design Standards and Principles:

• at 90 degrees, W = 6.0 m; • at 60 degrees, W = 4.2 m; and Design and Layout: • at 45 degrees, W = 3.6 m. • Preferred bay size for cars 5.5m x 2.4m B: Angled Parking: • Minimum bay size 4.8m x 2.4m • Minimum bay size where spaces are laid ‘end to end’6.0m x 2.4m • Minimum garage size for cars 5.0m x 2.5m • Allow for 6.5m minimum isle depth for 90º parking bays

Layout of Parking Areas

C: Various Layouts The most economical layout in terms of land usage is 90 degree parking with parallel aisles, and this is referred to as angle parking. Examples of parking arrangements are shown on the left.

Parking control and enforcement:

• Road markings and Signage as per SADC Road Traffic Signs Manual to enforce and control parking in commercial areas. • Provision for loading and off-loading bays provided on-street in commercial areas (CBD). D: Disabled Parking • Parking meters be provided in commercial areas to control stationary vehicles on busy activity nodes. • Law enforcement

Park and Ride:

Table 6 PUBLIC TRANSPORT FACILITY DESIGN STANDARDS CLASS 3 ROADS

A: Feeder and Public Transport Routes Surfacing BRT Feeder and Other Public Transport Routes (Refer to A) • BRT Feeder Routes, other feeder/distribution systems and other public transport modes generally travel on Class 3 routes. • Feeder routes form part of the general traffic stream and are not separated as with trunk routes. • Signage and special road surfacing should demarcate these feeder routes.

C: Feeder Stops

CTMM Specifications for Bus- and Taxi Bays

Public Transport Facilities • The CTMM should have design standards for most of these facilities including bus bays. When these facilities are being constructed on class 2 roads that belong to the provincial government, different specifications might apply.

Design of taxi- and bus bays: Surface Material Detail • The dimensions are determined according to the table below from the CTMM specifications.

Minimum Sight Distance

• The stopping sight distance and minimum spacing from intersections for these facilities are also specified by CTMM. Specifications are also given with regards to the surface material of the bas and what kind of kerbing needs to be incorporated with it.

Table 7 ROAD SAFETY STANDARDS CLASS 3 ROADS Aim: A: Road Safety process and procedures: Reduction in traffic accidents and improve traffic safety on the roads. Most of these safety elements are addressed in the document, set out in the preceding tables. Road safety should be evaluated according to the road hierarchy, with priority to the higher order roads , Class 1 roads down to Class 5 roads. The South African Road Safety Manual, Volume 1 to Volume 7 shall be used as the guideline to address Road Safety Standards and implementation.

Priority; For Class 3 Roads = Medium to High

Basic Elements of Road Safety: • Enforcement • Education • Engineering • Evaluation & Research

Elements to Assess for Road Safety improvements: • Geometric layout and design of intersections and road sections which include drainage, medians, lane width, sight distance, horizontal and vertical curvature etc. Source: South African Road Safety Manual, COLTO, May 1999 • Roadside furniture, such as fencing, bridges, lighting, B: Example of Traffic Calming: Raised Pedestrian signage, guardrails etc Crossing • Road signs and Road markings • Driver Expectancy, alignment consistency, cross-sections • Environment and Land-use • Pavement Conditions • Operating Conditions, speeds, LOS, accidents, Law enforcement, etc • Assessment of accidents, accident Index, database and management systems • Pedestrians safety index • Road elements, such as traffic control, Road Lightning, access management, Road hierarchy.

Road Safety – driver element: • Driver training and Vehicle testing • Vehicle safety standards

Traffic Calming • Limited traffic calming for purposes of reducing vehicle thoroughfare or rat running will be allowed on Class 3 routes (Refer to B). Traffic calming implementation should be subjected to a traffic calming evaluation process prior to implementation (Refer to C overleaf). 1.2 CLASS 4 AND 5 ROADS: COLLECTORS AND LOCAL STREETS Table Error! No text of specified style in document. -2: Class 4 and Class 5 Roads (Table 1 - Table 7) Table 1 GENERAL DESCRIPTION AND CHARACTERISTICS CLASS 4 AND 5 ROAD

Description:

• Residential collector / access roads serving properties within the precinct. • These roads are mainly utilised as access routes with Road Hierarchy little mobility. Street Classification: Class 4: • Dale Road • Reginald Avenue • Primula Avenue • Doreg Street

Class 5: • All other roads not listed under Class 2, Class 3 and Class 4, excluding National Route N4 and R80.

Characteristics: Development Cell Circulation

• Speed: 60 km/h • Vehicle volumes: 500 – 1500 veh/hr • Geometry: Primarily single carriageway roads but dual carriageway class 3 roads are not uncommon • Turning Radii: > 4.2m < 10m • Level of Access: LOA 7 – LOA 8 • Parking: On-street acceptable • Surfacing: Road surfacing materials may vary from standard asphalt surfaces. Alternative

surfacing should be standard at intersections and at mid-block pedestrian crossings.

Table 2 GEOMETRIC DESIGN STANDARDS CLASS 4 AND 5 ROADS

Design Vehicles Application Areas: • Incorporation in Design Specifications • Incorporation of Design Guidelines • Roads intersecting with class 4&5 roads (intersection design should comply with the requirements of the higher order road)

Pre-Design Check-list: • Determine if the specifications of provincial or national authority should be used e.g. at intersections with provincial or national roads; Feasibility Study • The design peak hour and minimum acceptable level of service of the facility; • Obtain a traffic count not older than 3 years or obtain a traffic forecast from a traffic model or feasibility study report; • Undertake a feasibility study for the proposed road design or upgrade – this study must contain a cost-

benefit analysis;

• Ascertain if the project is considered to be a “listed activity” in terms of Regulations 386 or 387 of the National Environmental Management Act (NEMA). Ensure that the necessary approvals in terms of this act are in place before commencing with the design process; • Ascertain if it is required to apply for way-leave

where other road’s authority’s infrastructure will be Minimum turning radii affected or where services will be crossed or affected (e.g. bulk water, etc.) • Determine the design speed of the proposed facility; • Identify and document all other physical, legislative or institutional constraints and parameters. • Develop a well defined purpose for the undertaking the project; • Do a road safety audit (on the conceptual design);

Design Parameters • Work on 30km/h-60km/h design speed or measure operational speed (in case of some class 4s this may be higher than 60km/h); • Look at minimum turning radii o for crawl speed (at intersections) – typically 11.1m for larger vehicles on class 4&5 o for design speed (at intersections) incorporating friction and superevelvation – 15 to 35 meters at intersections assuming a 15km/h-35km/h operating speed on class 4&5; o for design speed (at horizontal curves) –

minimum 200m at 60km/h for a class 4&5 Table 2 GEOMETRIC DESIGN STANDARDS CLASS 4 AND 5 ROADS

Sight Distances • Look at sight distance requirements

o Stopping sight distance (typically 18m to 80m for class 4&5) o Passing sight distance (18m to 80m for a class 4&5) o Decision sight distance (170m to 395m for a class 4&5)

• Consider the road surface o Although there are a number of properties related to the surface of a road that can affect driver behaviour, skid resistance are the property most commonly taken into

consideration. o Brake-force coefficients The brake-force coefficient to be used on a class 4&5 road will typically be between 0.18 and 0.35.

• Consideration of cross section elements of the roadway

o The most important consideration as far as cross

section elements are concerned, is the safety of the road user (this includes motorised and non- motorised users) o Wider lanes are supposed safer for vehicles Cross section elements although it has been shown that there is an upper limit to this. o Wider lanes are less safe for pedestrians as there is a bigger area to cross for a pedestrian. o Elimination of speed differential among different

modes or among the same mode is important. It is not always cost-effective or feasible on class 4&5 roads to have separate (protected) left and right turn lanes at intersections or accesses. Similarly, acceleration and deceleration lanes generally are not provided on class 4 and 5. o Provision for public transport lay-bys to remove stopping vehicles from the road is very important on class 4 and 5. o Separate or shared roadway facilities on class 4&5 for non-motorised modes (cyclists and pedestrians) are very important to provide. o Determination of road reserve widths based on surrounding land-use, possible future growth in traffic requiring additional lanes, and earthwork limitations should be considered. o On-street parking may be allowed on class 4&5 roads.

• Consideration of factors dictating the basic

roadway elements Table 2 GEOMETRIC DESIGN STANDARDS CLASS 4 AND 5 ROADS o The number of lanes, and intersection Basic roadway elements configurations are determined by the vehicular demand that would have to be accommodated on the road. This demand is usually determined

from traffic forecasts emanating from a transport

model or traffic study. o Class 4&5 roads seldom have more than 1 lane per direction; o The lane widths are wider on higher order roads and on a class 4&5 road is preferable not to have lanes narrower than 2.75m. o On cul-de-sacs, the width per lane can be reduced to 2.25m o Parking lanes are often provided on class 4&5; o The cross fall to allow for water to drain away from the roadway should be 0.5%-1.0% for a class 4&5 road. o Shoulder provision (paved) on class 4&5 is not a requirement but is deemed good practice;

• Consideration of verge areas o Provision of a 2m clear verge is required (for emergency stops, etc.) o Pedestrian or cycle facilities within the verge area on class 4&5 roads are very important and should be provided for. o On a class 4&5 allowance should be made for driveways from private properties; o On a class 4&5 allowance should be made for visible and underground services; Verge elements o Kerb-ramps should be provided onto and from

the medians to allow for disabled users. o A vertical clearance of at least 0.5m should be provided for road-side elements.

• Alignment, curvature and of gradients o For class 4&5 roads, the minimum radius for horizontal curves should be calculated with a maximum rate of superelevation of between 0.06 and 0.08. o The minimum radius calculated as such will seldom be less than 120m (60km/h) for a class

4&5 road; o For vertical curves, the minimum K-value Table 2 GEOMETRIC DESIGN STANDARDS CLASS 4 AND 5 ROADS (distance required to effect 1% change of grade) Alignment, Curvature and Gradients should not be less than 10 for crests and 17 for sag’s. o The minimum length of such a vertical curve should not be less than 40m. o For class 4&5, the maximum gradients (in mountainous terrain) should not exceed 12% (16% over short distances).

• Intersections o Intersections should preferably designed with intersecting roads at right angles (90º) – not less than 70º; o No intersection should have more than 4 approaches; o On a class 4&5 road, all intersection designs Intersections should make allowance for possible future signal

control. o For safety, allowance should be made for turning vehicles to be separated from straight-through vehicles. For uncontrolled intersections, where the main road has free flow, allowance should be made for protected acceleration and deceleration lanes.

• Driveways o Driveway types are distinguished and categorised based on their projected vehicular volumes (low volume and high volume driveways); o Low volume driveways (serving low density residential property up to approximately 20 Driveways residential units) – the spacing between this kind of driveway and another driveway or intersection can be between 10m and 20m; o High volume driveways typically need to be spaced similar to normal intersections. (The spacing of driveways and intersections are elaborated more in the section on access management). o Driveway widths are determined by the type of

land-used served by the driveway and should be specified in the access management plan of a particular roadway.

Table 3 ACCESS MANAGEMENT CLASS 4 AND 5 ROADS

Access Control: DESIGN PRINCIPLES Source: Guidelines for the Provision of Access: No or partial access will be provided on Class 4&5 Engineering Roads depicted by the LOA 4&5 Services and Amenities, Pretoria South REQUIREMENTS Africa, 1994 • Signalised Spacing : Access spacing shall be Conventio to a minimum of 50m and 80m or as per requirements of the AMP. • Driveways: Controlled access will be permitted for individual or grouped properties as part of AMP. Function = Access / mobility, predominantly access. • Access at Intersections : No access shall be allowed within the influence sphere of the nal Grid intersection. Minimum of 15m from the Framewor intersection, left in left out. k: • Frontage Roads: Frontage roads for higher order roads. Not applicable • Road Reserve and Dimensions : Typical road reserve between 20m-16m • Medians: No Medians. Traffic direction separated by barrier line. Opening for intersecting roads. • Deceleration and Acceleration lanes: not applicable. Median End Treatment: • Auxiliary lanes : Not required. Turning lanes can be provided at intersections with traffic light and stop control. Design principles provided in the Draft UTG 5&7 series, Pretoria, South Africa, 1988

Other: • Applications form developers SDP, discussed at an Access Management Meeting to evaluate applications against the Access Management Plans AMP • Land-use policies should be in place to restrict right of way access to higher order roads.

Table 4 NON-MOTORISED TRANSPORT INFRASTRUCTURE STANDARDS CLASS 4 AND 5 ROADS

A: Priority Mid-block Crossing Priority Mid-Block Pedestrian Crossings

Yield Layout (Refer to A): • Provide yield mid-block crossings along Class 4/5 routes. • RTM 4 pedestrian crossing lines to be implemented (minimum width 2.4m/ desirable 5m width) • No overtaking line RM1 fro 9m minimum / 16m preferred. • RTM2 road signage with yield sign WM5 • RTM2 to be placed 3m minimum – 6m from block pedestrian crossing (RTM4). • Option to provide raised block pedestrian crossing to serve as further speed reduction tool.

Road Lighting (Refer to B): • Street lighting to be provided as per NDoT

Pedestrian Guideline Standard.

Kerb Transitions (Refer to C): • Kerb ramps must be implemented at all crossing points to accommodate for wheelchair users and sight impaired pedestrians.

C: Kerb-Ramp Details

B: Lighting of Mid-Block Crossings

Application Areas: High volume pedestrian crossing points that occur mid-block between two land-use attractors or where intersection spacing is longer than 300m apart.

Table 4 NON-MOTORISED TRANSPORT INFRASTRUCTURE STANDARDS CLASS 4 AND 5 ROADS

A: Roundabout Intersection Pedestrian Crossing Intersection Crossings:

Roundabout Intersection Pedestrian Crossing (Refer to A): • RTM 4 pedestrian crossings to be implemented (minimum width 1.5m / desirable width 3m) • RTM 2 with WM5 yield road signage on both sides of the pedestrian crossing. Therefore vehicle will yield for pedestrians before entering the circle, then vehicles upon entering the circle, again yielding before exiting the desired road. • Shared pedestrian and cycle lanes provided adjacent to road with signage R113 • W201 Roundabout sign • Provide barrier kerbing. • Option to provide raised roundabout intersection to further reduce vehicular speed.

Staged Intersection Crossing (Refer to B): • RTM 3 pedestrian crossing lines to be implemented (minimum width 1.5m / desirable width 3m) • Interlocking pavers or coloured asphalt is recommended at Class 4/5 junctions serving as gateways to a residential road. • Staged crossings should be considered. Minimum median width for staged crossings

Staged Intersection Crossing Dimensions 2m. • Raised pedestrian crossing can be considered.

Road Lighting (Refer to C):

• Street lighting to be provided as per NDoT Pedestrian Guideline Standard. C: Intersection Lighting

Kerb Transitions (Refer to D): Table 4 NON-MOTORISED TRANSPORT INFRASTRUCTURE STANDARDS CLASS 4 AND 5 ROADS D: Kerb Transitions • Kerb ramps must be implemented at all crossing points to accommodate for wheelchair users and sight impaired pedestrians.

Application Areas: • Road intersections between Class 4 roads and A: Class 4 and 5 Pedestrian / Cycle Ways Class 5 roads and Class 5 roads and Class 5 roads.

Pedestrian and Cycle Ways: Layout and Geometry (Refer to A): • Walkways to be provided adjacent to all Class 4/5 Roads with cycle ways provided within roadway separated by paint marking. • Walkway and cycle way also separated because of speed differential of modes (Barrier Kerb 0.3m).

• All existing lateral obstructions should be removed from the walkway / cycle way area.

Table 4 NON-MOTORISED TRANSPORT INFRASTRUCTURE STANDARDS CLASS 4 AND 5 ROADS

B: Geometry and Design Dimensions Design Dimensions

Walkway (Refer to B) Cycle way Gradient ≤5% Gradient ≤5% Minimum Width 1.5m Minimum Width 2.5m Desirable width 1.8m Desirable width 3m Lateral clearance ≥0.1m Lateral clearance ≥0.5m Height clearance ≥2.1m Height clearance ≥2.1m Buffer strip 0.6m Buffer strip 0.6m

B: Geometry and Design Dimensions

C: Lighting along walkways and cycle ways

D: Walkways along Urban Links Surfacing: • Surfacing should be conducive to movement of able bodied users and users with disabilities. • Gratings and covers opening ≤12mm.

Edges • Edges should be defined visually and tactile. • Handrails to be implemented where vertical drop of 0.8m with slope steeper than 1:2 (50%) occurs within 1.2m from edge.

Lighting (Refer to C): • E: Walkways at Activity Centres Lighting should be provided along all walkways and cycle ways for safety and security as well as night-time operational reasons.

Application Areas (Refer to D and E): • Adjacent to all Class 4/5 roads • Facilities (walkways and cycle ways) to be aligned to crossing points at intersections and mid-block crossings.

Table 4 NON-MOTORISED TRANSPORT INFRASTRUCTURE STANDARDS CLASS 4 AND 5 ROADS

A: Stair Applications Building Frontages:

Geometry (Accessed from the Sidewalk) – Refer to A: • Ramps should be provided for disabled users at 1:12 (8.3%) gradient. • Ramp rises should be stepped at ≤400mm intervals. • Stairs to be implemented according to National Building Regulations (SABS 1900) • Public stairs ≥1.5m width, minimum of 3 steps, non-slip materials with -2% gradient for drainage.

B: Bicycle Ramps at Public Stairs

Bicycle Ramps and Storage (Refer to B): • Bicycle ramps to be provided adjacent to all stairs ≤1:2 (50%) gradient.

• Locate bicycle storage and parking adjacent to major destinations i.e. BRT stations, GRRL station, employment-, retail- and entertainment centres.

Storage geometry: • Length: 1.8m • Width: 0.6m • Height: 2.1m • Aisle: ≥1.5m

Application Areas: All building frontages leading out onto Class 4/5 roads.

Table 5 PARKING MANAGEMENT CLASS 4 AND 5 ROADS

Parking allowed: On-street parking shall be allowed in a controlled manner on Class 4 & 5 roads. Off-street parking shall access onto Class

The width (W in Fig. 8.18) needed to access echelon or a perpendicular space 4&5 roads conveniently, depends on the width of the bay and the angle of approach. For a 2.4 m wide bay, these values are typically: Design Standards and Principles:

Layout of Parking Areas

Parking control and enforcement:

• Road markings and Signage as per SADC Road Traffic Signs Manual to enforce and control parking in commercial areas. • Provision for loading and off-loading bays provided on-street in commercial areas (CBD). D: Disabled Parking • Parking meters be provided in commercial areas to control stationary vehicles on busy activity nodes. • Law enforcement

Park and Ride:

Table 6 PUBLIC TRANSPORT FACILITY DESIGN STANDARDS CLASS 4 AND 5 ROADS

• The CTMM should have design standards for most of CTMM Specifications for Bus- and Taxi Bays these facilities including bus bays. When these facilities are being constructed on class 2 roads that belong to the provincial government, different specifications might apply.

Design of taxi- and bus bays: • The dimensions are determined according to the table below from the CTMM specifications.

Surface Material Detail

• The stopping sight distance and minimum spacing from intersections for these facilities are also specified

by CTMM. Specifications are also given with regards to the Minimum Sight Distance surface material of the bas and what kind of kerbing needs to be incorporated with it.

Table 7 ROAD SAFETY STANDARDS CLASS 4 AND 5 ROADS Aim: A: Road Safety process and procedures: Reduction in traffic accidents and improve traffic safety on the roads. Most of these safety elements are addressed in the document, set out in the preceding tables. Road safety should be evaluated according to the road hierarchy, with priority to the higher order roads , Class 1 roads down to Class 5 roads. The South African Road Safety Manual, Volume 1 to Volume 7 shall be used as the guideline to address Road Safety Standards and implementation.

Priority; For Class 4&5 Roads = Medium to low Basic Elements of Road Safety:

• Enforcement • Education • Engineering • Evaluation & Research

B: Example of Traffic Calming: Raised Pedestrian signage, guardrails etc Crossing • Road signs and Road markings • Driver Expectancy, alignment consistency, cross-sections • Environment and Land-use • Pavement Conditions • Operating Conditions, speeds, LOS, accidents, Law enforcement, etc • Assessment of accidents, accident Index, database and management systems • Pedestrians safety index • Road elements, such as traffic control, Road Lightning, access management, Road hierarchy.

Road Safety – driver element: • Driver training and Vehicle testing • Vehicle safety standards

Traffic Calming • Traffic calming for purposes of reducing vehicle thoroughfare, rat running or speed will be allowed on Class 4 and 5 routes (Refer to B). Traffic calming implementation should be subjected to a traffic calming evaluation process prior to implementation (Refer to C overleaf).