LOCAL. Legend. Le Roux Road which provides a link across the N1 will be extended westwards to link with the planned K73.

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1 N LOCAL K71 Kyalami Main Road (R55) K58 Olifantsfontein Road (R562) K73 New Road M71) Le Roux Lever Road R101 N1 Highway Old Pretoria Main Road K56 Dale Road Olifantsfontein Road (R562) PWV 5 Allan Road K109 K 27 K111 A roads masterplan has been developed for the Midrand area. A number of roads will be upgraded to improve the local accessibility and provide connections to these planned K-routes. The following are the most important roads affecting the Midrand Precinct area: Le Roux Road which provides a link across the N1 will be extended westwards to link with the planned K73. Alexander Road provides a link across the N1 and will connect Old Pretoria Main Road (K101) to Harry Galaun Road / Lever Road. New Road will be extended in a westerly direction to connect to K71. Le Roux Road will be extended to link with West Road and link to the K56 in the east. Bekker Road will be upgraded to provide a strategic link between K56 and K56 west of the N1. Allandale Road (K58) K101 West Road Modderfontein (R38) Legend N1 M1 N3 K60 K113 Allandale Road (K58) Republic Road Local Routes Main Routes N1 Highway Gautrain Station Planned PWV Planned K routes Planned Local Roads Systems Interchange Interchange Planned Road Network m 1 km 2km

2 PUBLIC TRANSPORT PLANNING The most important public transport improvements planned for the Midrand area are the Gautrain and the implementation of the City of Joburg s Strategic Public Transport Network (SPTN). GAUTRAIN The Gautrain is a rapid rail link between Johannesburg, Pretoria and the Johannesburg International Airport (JIA). The Gautrain system will have a station in Midrand which will have a major impact on the accessibility of the Midrand node. JOHANNESBURG STRATEGIC PUBLIC TRANSPORT NETWORK The SPTN is an initiative of the City of Johannesburg to provide a network of public transport corridors in the city to improve public transport accessibility and encourage the use of public transport. The City of Johannesburg has recently made a decision to adopt a Bus Rapid Transit (BRT) system on some of their SPTN routes and the service will be known as Rea Vaya. Artist impression of Joburg s Rea Vaya BRT System TransMilenio Bus Rapid Transit System in Bogota, Columbia, South America 72 Midrand UDF

3 BRT NODES Key Features Mixed use nodes and densification around stations. Bringing people to the jobs and jobs to the people. Greater convenience to more. 400 M Aligning housing demands with movement infrastructure. Providing a choice of housing types. 200 M Low Density Housing (400 M radius) BRT HUB Located to the outermost periphery (beyond 400m) Generally one storey stand alone houses with front and back gardens. Majority of housing stock of this type. Medium Density Housing (200 M radius) In closer proximity to node. Between Low density and High density. Shares common walls, close to street with back gardens. Provides continuous street interface and surveillance onto street. High Density Housing (At the core of the node ) Located at the nodes with maximum accessibility and connectivity. Efficient use of land and sharing of clustered amenities. Mixed use opportunity. BRT Nodal Diagram

4 JOHANNESBURG REA VAYA NETWORK The City of Johannesburg s Rea Vaya Bus Rapid Transit (BRT) system will in future form the backbone of the city s public transport system. It will be similar to Bus Rapid Transit (BRT) systems operating successfully in other developing countries such as South America, e.g. the Transmilenio in Bogota, Columbia. The Rea Vaja service will have articulated buses providing a high capacity service on the BRT trunk routes. The service will operate along dedicated median bus lanes and stations will be located in the centre of the busways. Basic stations will feature ticketing facilities, pedestrian crosswalks or overpasses for commuters to reach the station platforms, weather cover, real-time information display and CCTV security. Larger stations will offer park-and-ride facilities, drop-off zones, bike parking, information kiosks, metered-taxi ranks, and bathroom facilities. Where applicable, stations will provide integration with the Gautrain rapid-rail system. The BRT trunk routes will be served by feeder services operating on the surrounding road network, but will not be segregated from other road users. Currently only two BRT routes are planned for implementation by 2010; namely a north-south corridor connecting Soweto with Sunninghill via Sandton and an eastwest corridor from Alexandra to Randburg. The timeframe for the implementation of the BRT route on the K101 is unknown at this stage and there are no firm plans in place for the extension of the Sandton to Sunninghill route northwards to Midrand. As shown on the adjacent diagram, from the BRT Operations Plan, the BRT network will extend to Midrand in the form of a feeder service along Pretoria Main Road (K101). It is however anticipated that in the medium to long term a BRT trunk service which is integrated with the Midrand Gautrain station will be required. This BRT service on K101 will link Midrand to the Johannesburg CBD via Rosebank, Sandton and Sunninghill. Legend Trunk Routes Complementary Routes Feeder Routes Joburg Rea Vaya Network (Source BRT Operations Plan- July 2007) 74 Midrand UDF

5 N GAUTRAIN RAPID RAIL Pretoria Centurion Hatfield The proposed Gautrain Rapid Rail Link (GRRL) is a state-of-the-art rail network linking the Johannesburg and Pretoria CBDs. In addition, it would provide a link between Sandton and the East Rand as well as the O R Tambo International Airport. Construction has commenced and certain sections are planned to be implemented by The north-south section will have stations at Pretoria, Hatfield, Centurion, Midrand, Marlboro, Sandton, Rosebank and Johannesburg. The location of the Midrand Station in relation to the other Gautrain stations is shown on the adjacent diagram. From the Midrand Gautrain station, passengers will be able to connect to all stations on the north-south service. The Midrand Station does not service the eastwest section and these passengers will be required to travel via Marlboro Station if they are heading for the Rhodesfield Station in Kempton Park and via Sandton if they are travelling to OR Tambo International Airport. The Midrand Station will be located east of R101 at the intersection of the Old Pretoria Johannesburg Main Road (K101) and Grand Central Boulevard. Midrand The minimum frequency between Johannesburg and Pretoria will initially be six trains per hour in each direction and the service will operate approximately 18 hours per day. The Midrand Gautrain Station will enhance the regional accessibility of the following important nodes around the Midrand Station Precinct: Sandton Rosebank Marlboro OR Tambo International Airport Zonk izizwe development Grand Central Airport Gallagher Estate N1 development corridor Developments around New Road Midrand Central Business District Legend Park Station Gautrain Stations Rail Alignment Main Roads Gautrain Alignment Not to scale

6 GAUTRAIN MIDRAND STATION AND FEEDERS SERVICES N The station will be located on the Zonk izizwe site, at the intersection of Pretoria Main Road and Grand Central Boulevard. Park and Ride facilities will be provided at the Midrand Gautrain Station. The Gautrain stations will also be served by a feeder and distribution bus system, which will run on a regular timetable throughout the day. To provide access to the commercial and light industrial areas along the N1 as well as the Midrand central business district, Gallagher Estate and the proposed Zonk izizwe development, a feeder and distribution service will be operating from the Midrand Station. According to the latest information from the Gautrain website the following four feeder and distribution services (FDS) are planned to serve the Midrand Station: South Gallagher Estate and Vorna Valley; West Halfway Gardens, Carlswald and Kyalami Estates; and North Randjiespark (east of the N1). North Errand Gardens and Noordwyk (west of the N1). The proposed routes are indicated on the adjacent sketch. Currently the proposed routes for the Feeder and Bus Distribution System only operate on the Western side of the K101. This Urban Development Framework identifies a great need for routes allocated to the eastern side primarily providing a link to the Greater Ivory Park Complex and reaching as far as Tembisa as well as a route circulation around the proposed Zonk izizwe phase 1 development. Feeder Bus Routes 76 Midrand UDF Source: Gautrain

7 TRAFFIC IMPACT - FURTHER ANALYSIS The traffic impact of the transport initiatives and development proposals should be addressed before any developments are implemented. To enable sustainable development detailed traffic analysis of the Midrand CBD, President Park and Glen Austin of public transport initiatives, current road infrastructure and future strategic road network will be required. A number of traffic models have been developed for different parts of Northern Johannesburg which considers these transport initiatives. A project was undertaken recently to coordinate these models into one overall model for the area. Future planning and development in the area should also be incorporated into this model to assess the wider traffic impact. Using the model will provide a holistic view of transport and infrastructural requirements for the Midrand area. It is further recommended that for any future developments in the Midrand precinct comprehensive transport assessments be conducted that consider all modes of transport, i.e. non-motorised, private vehicles and public transport. The transport assessment should include measures to maximise pedestrian access to and through the site. Particular attention should be paid to improving principal routes to public transport facilities and to incorporate those in the developments. Any deficiencies in pedestrian access, which acts as a barrier to achieving potential mode share, identified in the transport assessment should be addressed through proposals for upgrades, direct contributions or identification of planned improvement schemes.

8 GAUTRAIN ALIGNMENT AND IMPACT AREAS To Pretoria N The Gautrain alignment will be an above ground through the Midrand area and generally be elevated. Where the alignment crosses existing roads these will be accommodated by either an overpass or underpass, as shown on adjacent diagram The following roads will have an overpass (the train goes over the road): New Road New Access Road Grand Central Boulevard Dale Road West Road Ridge Road The proposed K56 Legend Over Pass Cut and Cover Underpass Re-alignment of Road Viaduct Gautrain Station To Johannesburg Gautrain Alignment and Areas of Impact m 1 km 2km 78 Midrand UDF

9 At George Street the road will have an underpass (the train goes under the road). In addition to these implementations Douglas Road & Donovan Street will be terminated at the rail reserve and Brand Road will be re-aligned to run parallel to the Gautrain track. Gautrain will provide viaducts (continuous long span open bridges) along the route, of which two fall in the Midrand UDF area. One crosses the Allandale Road and the second which crosses over the Olifantsfontein Road South and Rietspruit. At present no footbridges or pedestrian crossings have been allowed in this scheme. This means that Pedestrians will have to traverse along the roads to cross between areas. Aerial View Over Viaduct 3 Gautrain has severed the connection between areas and created a physical barrier, therefore Gautrain impacts on accessibility around Midrand by creating a barrier between the Midrand CBD and the immediate areas of President Park, Glen Austin & Ivory Park. Viaduct 3 over Allandale Road

10 CIVIL AVIATION AUTHORITY (CAA) Grand Central Airport offers opportunities in that it is a means of bringing people into Midrand. However, the central location of the runway places constraints on development in its vicinity. The CAA is the organisation responsible for monitoring compliance with the constraints it imposes. The constraints are all safety related. Heights are restricted in order to ensure clear flight lines for pilots. Noise zones ensure that there is minimal sound impact on surrounding areas. Development proposals in the Midrand Gautrain Urban Development Framework take the CAA requirements into consideration. Dimensions And Slopes To Code 2 Class Runways Published Reference Elevation Grand Central Airport = 1623 Metres Above Sea Level Typical Cross Section Transitional Surfaces Typical Long Section Approach / Departure Surfaces 80 Midrand UDF