4. Transportation Plan

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1 The sizes of the most suitable sites are indicated in Table Table : Site Sizes and Potential Development Area Potential Development Site Site Size (m 2 ) Area m 2 (3 Floors) D1 29,000 87,000 K1 24,000 72,000 C1 14,000 42,000 W1 15,700 47,100 The second (commuter) facility should ideally be located as close to the new Transport hub as possible. The Carr Street site (C1), immediately to the north of Metro Mall A, is well located and the size (approximately m 2 ) would be sufficient. Cost is however likely to be high as the land is owned by Transnet. With the long distance buses relocated to the Kazerne facility once constructed, the site at Westgate currently used by long distance buses becomes available for the development of the third facility. The size of the site, if the area between the proposed bus facility and the rail station is included, is approximately m 2, also sufficient for a facility of the required size. Although not centrally located, this site is adjacent to Westgate Rail and BRT Stations and could therefore be well linked. The area above the railway line, between Harrison and Rissik Street, if it is decked, is ideally located and the site size (approximately m 2 ) would be adequate to accommodate the single large facility on either 3 or four floors, which could potentially be constructed in stages. However, from initial discussions with the Steering Committee, the high structural cost of this option is not deemed to be affordable by the City. Significant investments would also be required to accommodate access (refer to multi-level access ramps and dedicated bus tunnel to the New York Facility). Site K1 (Kazerne) is slightly too small to provide the estimated m 2 estimated to be needed, but in combination with either Site K1 or Site W1, is sufficient in size and would have some spare capacity to relieve further pressure off the existing Park City and Jack Mincer ranks. If Site K1 is not developed, the potential development area of Sites C1 and W1 combined also exceeds the required m 2. The proposed development of the Kazerne facility is supported as the first of the three ranks. Although its location is not as good as the site adjacent to Park Station (D1), it would still be within walking distance of Park Station. As part of the land (Kaserne) is owned by the City, only a portion of the site would need to be purchased. March 2010 JICTTS Report 2 - Final 4-47

2 Conclusion Within the context of the comments received from the Steering Committee, combined with the realities of the current public transport condition, as well as the city s existing investment in various areas, the following aspects are highlighted in conclusion: Although the Integrated Mega-Hub presents an important opportunity to consolidate public transport facilities and services, as well as allow for additional mixed use development, the City of Johannesburg does not have control over the land and facility. As indicated in the land use analysis, a very close partnership would have to be developed with PRASA / Intersite, in order to realise a joint project, that would meet PRASA / Intersite s and the city s public transportation requirements. It must also be said that PRASA / Intersite s thinking regarding the future development of the Park Station facility is not too far removed from the city s needs. It s proposal however gears toward an upper market and more exclusive facility, that would not necessarily complement existing needs and demands, and would therefore require some adjustments. As there is currently no formal partnership between PRASA / Intersite and the city, the status of the proposals are unknown. In this context then the assumption must be made that the Integrated Mega Hub is currently not an option. This may however change should the city adopt a dedicated strategy to establish a partnership; for example the city could bring as equity to the table Kazerne (with the associated development funding), and thus a joint project could be undertaken on that basis. A second constraint to the Integrated Mega-Hub was the envisaged cost to deck the railway area, which would affect the viability of projects. In this regard the strategy should be to warrant sufficient rights over the decked area, to make it viable. Hence such a development would go beyond mere transport facilities and services, but would include significant mixed and high value development, to make the decking economically feasible. In the current economic conditions this is unlikely. In the above context the Network Approach is therefore the only approach the city is left with. In this approach the City of Johannesburg has direct control with regard to the following areas: - Kazerne, which is an important opportunity, and its development should meet a number of requirements. - The public transport facilities at Westgate. In addition the Pikitup site represents an opportunity to purchase and expand the Westgate facility, into a fully fledged mixed use development with appropriate public transport facilities as per the transportation plan. - Enhance the public transport facilities at Faraday station, New Doornfontein and Ellis Park (transport square). - It also places the city in the position to establish strategic partnerships with local landowners in each of the hubs, in order to support the public transport strategy. Possible phasing of facilities The following phasing can be considered, also refer to Figure for the location of the proposed facilities. Phase 0 (2010): Long distance bus holding upgraded at Trump Street Bus/coach overflow parking/holding provided on Carr Street Phase 1 (2015): Kazerne (K1) constructed long distance bus and taxi facility Park City operations move to Kazerne. Jack Mincer commuter operations reduced to sustainable levels by moving some associations / routes to Park City. Phase 2 (2025) Carr Street (C1) constructed (commuter taxis). M1 constructed for buses. Release Park Central for re-development. Further reduce operations at Jack Mincer (localised facility only) March 2010 JICTTS Report 2 - Final

3 4.4 Transport Plan Strategic Objectives The Strategic Objectives are: Designing Streets for Multiple Users The aim of the transportation plan is to: 1. Build an Inner City that is functional and livable. 2. Establish a walkable network in the inner core that conveniently connects public transportation in a legible and effective way. 3. Optimise the use of existing facilities by redefining their hierarchy and role within the proposed system. 4. Treat taxis as an integral part of the system provided and work towards the optimisation and integration of their services. 5. Consolidate long distance services in close proximity to Park Station (facilitate transfer). 6. Provide new facilities where is presently lacking around employment and mixed use nodes. 7. Incorporate a non-motorised transport network along key routes to complement the system Features Hierarchy of Facilities: Centrally located major rail facility (Park Station & Gautrain). Long distance operations all under one roof in close proximity to main rail stations. the closest suitable site is Kazerne. Medium-sized commuter facilities. e.g. Metro Mall, Westgate, Faraday, Doornfontein, Ellis Park Smaller facilities e.g. Bus Exchange or Super-Stop. On-Street formalised drop-off / pick-up on selected taxi focus routes. Interconnectivity supported by Pedestrian Network (including other non-motorised modes); Bus and Taxi Focus Routes; and General traffic mobility routes around a central, walkable core area well served by public transport, where traffic restrictions can be implemented in the longer term. March 2010 JICTTS Report 2 - Final

4 Proposed Transportation Plan The proposed transport plan is illustrated in the following plans: Figure Proposed Road Network for Vehicular Traffic Figure Proposed Pedestrian Road Network Figure Proposed Cycling / Trolley Pusher Network Figure Proposed Future Public Transport Facilities The proposed vehicular network shows a structured hierarchy of - Mass transit routes (railway and BRT) - Class 1 and 2 higher order routes around the CBD, focusing solely on mobility - Main roads focused primarily on mobility (private vehicles and freight emphasis although other road users will use these roads). These roads border an area (highlighted in yellow) which is earmarked as a pedestrian oriented zone, and could potentially (in the longer term) be subject to vehicle restrictions such as congestion charging. - Transit oriented roads, where the focus will be improving mobility of public transport (bus and taxi) and could include exclusive priority lanes, where warranted. Good quality public transport stops and pedestrian facilities should also be provided on these streets It is recommended that the extension of Roberts Street as a future BRT route be investigated as an alternative to Bezuidenhout, which is earmarked as an important mobility and taxi route. Potential longer term park and ride sites within walking distance of BRT stations have been identified for possible implementation in the longer term at: - Carr Street in the west - Westgate in the south-west - Near Rissik off-ramp in the south - Near Ellis Park in the east and - At Constitution Hill in the north The re-alignment of the R24 in the east, away from Market and Commissioner Streets is recommended to be implemented via Kruger and Betty Streets. In the short term this can be achieved by providing new directional (navigational) signage, minor intersection upgrades and changes to signal plans. In the west, a new road link is proposed to improve the linkage between Main Road and Main Reef Road, however in the short term new directional (navigational) signage, minor intersection upgrades and changes to signal plans can assist the redirection of traffic via existing roads. On BRT routes, in the short term more prominent taxi stops and loading areas are proposed (coupled with better law enforcement), to reduce blocking of traffic due to double parking. In the longer term, on-street parking on BRT routes should be removed as far as possible. The main pedestrian environment upgrades proposed are: - the provision of a wider pedestrian sidewalk on Biccard Street - the widening / development of a new pedestrian railway crossing at Noord / Troye Street to accommodate large pedestrian flows currently spilling over into the BRT busway - Leyds Street, an important pedestrian link to the Inter-City Bus Rank and linking the two interim BRT stops on Harrison and Rissik Street The following streets are proposed to be semi-pedestrianised (I.e. vehicle access restricted to local access, deliveries and emergency vehicles only): - King George - Joubert - Loveday - Diagonal Other pedestrian priority routes (pedestrian needs have a high priority but vehicles are not restricted) that is proposed to be upgraded are - Twist Street (relatively high priority due to pedestrian feeder route the BRT in Joubert Park) - Gwigwi Mrwebi - Southern Sections of Loveday Street - Delvers and - Nugget The proposed Cycling / Trolley pusher network was selected to link main origins and destinations in the inner city, and coincides on most routes with the pedestrian or transit oriented streets. March 2010 JICTTS Report 2 - Final 4-50

5 4. Transportation Plan Figure Proposed Road Network for Vehicular Traffic March 2010 JICTTS Report 2 - Final 4-51