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1 shown in Error! Reference source not found..5. Four scenarios are shown representing the AM and PM peak periods for the current status quo of traffic and the 2011 projected traffic with all of the public transport interventions already in place. The current situation for the AM peak period (Figure 3.6) shows the heaviest traffic volumes on Marlboro Road travelling west towards Sandton and to a lesser extent (east), to the Linbro office park area. In the PM peak (Figure 3.7), the heaviest traffic moves in the opposite direction (east) from Sandton towards the N3. Figure
2 Figure 3.7 In Figure 3.8 the future (2011) traffic volumes are shown as taken from the traffic impact investigation. It shows: Traffic volumes in the AM peak (Development Year) shows a heavy west to east demand (opposite direction from the current scenario!). Traffic appears to be moving from the M1 Motorway and the Sandton precinct to the GRRL Station and N3 interchange. Traffic demand patterns appear to have switched direction from the 2002 Base Year. This trend is questioned as it is unlikely that the Gautrain Station would result in a total change in desire-lines during the peaks, and would rather result in a change in modal split. Traffic volumes in the development year are clearly much greater than that of the base year. Eastbound volumes along Marlboro Drive have for the most part doubled in volume. 26
3 Figure 3.8 For the projected PM peak (Figure 3.9) it shows: Traffic volumes in the PM peak (Development Year) show a heavy east to west demand. Traffic appears to be moving towards the M1 Motorway and the Sandton precinct. Traffic demand patterns appear to have switched direction from the 2002 Base Year. Figure
4 This trend is questioned as it is unlikely that the Gautrain Station would result in a total change in desire-lines during the peaks, and would rather result in a change in modal split. Traffic volumes in the development year are clearly much greater than that of the base year. Westbound volumes along Marlboro Drive have for the most part doubled in volume Traffic Operations Detailed capacity analyses were undertaken on all intersections within the road network. Different scenarios were tested. The existing intersection control is shown in Error! Reference source not found.. For the purpose of this framework document, only the base year scenario (Error! Reference source not found.) and the 2016 scenario (Error! Reference source not found.) with Gautrain and Figure 3.10 the Johannesburg Strategic Public Transport (SPTN) routes are shown. From these figures it can be seen that currently, according to the findings of the traffic study, there are no operational problems along Marlboro Road. The operations at the N3/Marlboro Interchange were not covered by the traffic study although this is directly adjacent to the proposed GRRL station. Projected intersection operations for 2011 show a slight deterioration in levels of service, especially at the intersection of Northway and Marlboro where the majority of the GRRL station s traffic will be concentrated. The level of service predicted only goes as low as E ( F is worst). For peak time operations, this is considered acceptable. The omission of the operations at the N3 Marlboro interchange is however of concern and operations there is likely to be at level F. The public transport interventions earmarked to be supportive of the GRRL and congestion management within the City will have to make use of the road network as shown in Figure 3.5. The levels of service discussed in the previous paragraphs will directly affect these road-base public 28
5 transport modes and thereby also the attractiveness of its use. Given the predicted favourable levels of service, road-based public transportation is not expected to be affected negatively by the GRRL Figure 3.11 station. The improvement of the road network therefore remains an extremely important aspect to ensuring the sustainable attractiveness of the area and its continued densification in line with the City of Johannesburg s densification policy in support of public transport. Figure
6 Figure 3.13 Figure
7 3.3.3 Traffic Volume Growth Rates A calculation was done on the percentage traffic growth as observed at each of the intersections within the precinct area. These growth rates are shown in Error! Reference source not found.. Figure 3.15 Figure
8 It was foreseen that significant further growth in the traffic would take place on the road network as development on the Frankenwald and Modderfontein sites is expected to generate significant additional traffic. For the AM peak period and average growth of 5% is predicted whilst the PM peak will have an average growth of 2%. The real growth however, will depend on the actual rate of development taking place in the area and the rate at which supporting public transport infrastructure is provided to cope with the additional demand for capacity The stabilisation of the City of Johannesburg Traffic Signal System A project driven by the Johannesburg Roads Agency (JRA) is currently underway which entails a comprehensive plan to stabilise the Johannesburg traffic signal system. The JRA s plans do not only cover maintenance issues such as traffic signal outages, but looks at issues such as traffic responsive or intelligent traffic signal systems. A programme of optimisation of major traffic signal corridors is currently underway and will continue leading up to the 2010 Soccer World Cup. No signals in the Marlboro precinct is currently earmarked for upgrade although it is expected that revisions and upgrades will take place as part of the development conditions (approvals) on the Frankenwald and Modderfontein sites Parking Parking provision for the Marlboro Station is currently on the site next to the station. It is envisaged that the station will initially act as a park and ride node or overflow node for the Sandton and Rosebank Stations. The demand for parking at this stage would be limited although this demand should increase as development starts to take place in the Frankenwald and Modderfontein areas. A parking management plan would be essential and should take cognisance of the principals discussed later in this report regarding TOD or transit oriented development. 3.4 Public Transport Information The SPTN The SPTN is a priority network consisting of 325km of existing roads, which will accommodate taxis and buses (road based public transportation). Road-based public transportation making use of the SPTN will be reliable, quick and safe. Information will be readily available on public transport operations along these routes and the operators along these routes will be branded to make them recognisable. Error! Reference source not found. shows the existing taxi routes in the area and Error! Reference source not found. shows the existing bus routes. The sustainability of the SPTN will be ensured through focused investment along these corridors to make them more attractive, focussed law-enforcement and the gradual shift of public transport operating licences onto these routes. 32
9 Figure 3.17 Figure
10 3.4.2 The Establishment of an Operating License Strategy (OLS) The Provincial Operating License Board should issue operating licences in terms of the Johannesburg Integrated Transport Plan. The OLS strives to balance the supply provided by operators of public transport with the demand within certain areas or along certain corridors. The OLS should assist the objectives of the SPTN and GRRL by issuing route based licenses in support of GRRL corridors and precincts The Implementation of a Bus Rationalisation Plan (RATPLAN) The bus RATPLAN proposes a splitting up the monopolistic provincial bus-contracts into smaller contracts. It is assumed that the latest revisions of the RATPLAN take cognisance of the GRRL. The BRT routing report that was pending at the time of the publishing of this report has to be used for the updating of the next revision of the Johannesburg Integrated Transport Plan Bus Rationalisation Plan The Development and Integration of Commuter Rail into the Transportation System The South African Rail Commuter Corporation (SARCC) is planning a number of new commuter lines. The proposed line between NASREC, Nancefield and Lenz is currently in the process of preliminary designs being drawn up for it. Further improvements to SARCC lines are planned to be addressed with regard to the Naledi and Lenz rail lines eastward to Ellispark. The Baralink line from Kliptown to NASREC was also planned and investigated jointly by the City of Johannesburg and the SARCC. Similar to the ICDS the further emphasis it would lend to public transport and the convenience thereoff would probably have a positive overall effect on the general patronage and image of all public transport modes, including those within the Marlboro GRRL precinct The Introduction of an Integrated Fares and Ticketing System There is no consistency in the application of fares for public transportation among the various modes available to the commuter. This causes a host of problems for both the commuter and the operator. World class transportation systems often offer their prospective clients the option of an integrated fare ticketing system. The City of Johannesburg is currently investigating the possibility of a uniform and integrated ticketing system across the various modes of public transport available to users with a particular focus on the proposed SPTN routes The Development and Provision of Maps, Timetables and Passenger Information It is recognized that the unavailability of maps, timetables and passenger information is one of the most important contributors to the apparent lack of broad-based participation in public transportation. The City of Johannesburg has developed a number of detailed information booklets and maps providing users with information on how to make use of existing modes, including the hand-signs for hailing minibus taxis. The information is also earmarked to be made available shortly on the internet for the purpose of making interactive queries. 34
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