ART 3: STATUS QUO 2008 -...

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PART 3: STATUS QUO 2008

Although adjustments to these considerations are necessary in the light of the GRRL, the existing functional road hierarchy will assist as a point of departure for all other planning issues related to access, parking and trip making either through walking, cycling or driving within the precinct. The following provides a short summary of the different functional classes of roads and the meaning of these classes4 According to the COJ Transportation UDF for Sandton (2007:5) the Road

Hierarchy is as follows:

Class 1: Trunk Roads (National and Regional Freeways)

Generally these are urban roads. Their function is to facilitate the regional distribution of traffic. These can be national or provincial roads and include freeways, expressways, dual carriageways and single carriageway main roads. Continuous sections of these roads in urban areas should be designed as by-pass routes.

Route continuity is important. Example: N1 Highway which runs along the east of the study area.

Class 2: Primary Distributors or Major Arterials (Distributor Roads)

These roads constitute the primary road network for the urban area as a whole. All long distance traffic movements to, from and within the city should be accommodated on these roads. They are characterised by high traffic volumes, limited access and fairly high speeds. Route continuity again is important.

Example: Rivonia Road.

Class 3: District Distributors or Minor Arterials (Collector Roads)

These roads form the link between the primary road network and roads within the residential and other land use areas. They distribute traffic between the various residential, commercial and industrial districts of the urban area. These roads are characterised by high traffic volumes, restricted access and moderate speeds. The major public transport movement is accommodated by these roads, which therefore must also provide the necessary supporting infrastructure (preferably off the travelled roadway). Once again route continuity is important. Example: Sandton Drive, Katherine Street, and Grayston Drive.

Class 4: Local Distributors (Internal Roads)

These are local through routes, which distribute traffic within communities and link district distributors and access roads. Local bus services can be accommodated on these roads and therefore they should be open ended. Local distributors should accommodate traffic generated by between 400 and 1200 dwelling units. The road layout should discourage extraneous traffic (i.e. there should be no available short-cuts between adjacent class 2 or 3 roads). Access to individual properties should not be encouraged. These roads should not be continuous between adjacent neighbourhood cells (e.g. through the provision of staggered intersections etc).Example: Friedman, Gwen Street, Maude Street, Alice Street, and Fifth Street.

4 National Guidelines for Traffic Calming, Department of Transport, March 1996

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Class 5: Residential Access Roads

These roads provide direct access to property within a residential area. Access for motor vehicles is not the only function of these roads. The roads are also used for recreational purposes (running, cycling, walking etc). Example: Linden and Daisy Street.

The higher order roads normally fulfil a high mobility function, giving priority to vehicular movement whilst lower order roads compromise low mobility for the provision of direct access and giving priority to pedestrian movement.

The current functional road hierarchy/classification is shown in Figure 14 Below. Based on the classifications, the current hierarchy surrounding the Sandton Station comprises mainly Class 2, Class 3 and Class 4/5 roads. Sandton Station adjoins a Class 2: Major Arterial (Rivonia Road) which provides a strong north-south linkage.

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Figure 14: Functional Road Hierarchy/Classification

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2.2 Public Transport

The Sandton Study Area has been identified as one of the Public Transportation Hubs in Gauteng. This is due to its excellent location as a Metropolitan Node within Johannesburg, and Gauteng. Sandton not only functions as one of the economic nodes within the city but, it will become a transportation node and mix use node, where people can access all its activities with ease. This will put Sandton on the map as a multifunctional Hub within the City and Province.

Before going into any detail about the various modes of public transport found within the Sandton Study Area it is necessary to first provide some information regarding the

hierarchy of public transport within Sandton.

Similar to the Functional road hierarchy, the public transport hierarchy also has various levels. These levels are depicted in Figure 15 on the right. Public transport within Gauteng used to consist of tree levels, but with the new GRRL and BRT systems it has changed. The hierarchy within Sandton starts with Mini-bus Taxi’s at the lowest level, which is followed by Metered Taxi’s, and the Metro Bus System. The new BRT System slots in next and is followed by the GRRL which is the highest level within the hierarchy. Together it forms the new 5 tier transportation hierarchy within the Study Area as well as the City.

In order for the Public Transport system to work within the Sandton Study Area, the various public transportation systems need to be linked to ensure that the commuter has a modal choice. This means that all the different modes should be linked to one another to create an inter-modal connection. Each of the different modes will be used to get to different locations with variation in travelling time. Users can use any one of the 6 BRT Stations within the study area to access the GRRL or to go to Tshwane or OR Tambo

International Airport. This is only an example of how the hierarchy might work in the near future.

In order to gain a better understanding the various modes of Public Transport will briefly be discussed below as they appear in the hierarchy.

Figure 15: Public Transport Hierarchy

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2.2.1 Sandton Gautrain Rapid Rain Link (GRRL)

The Sandton Station and the surrounding development by the CoJ will be executed in two Phases as indicated in Figure 16 on the right. Phase 1 will be finished in 2010, while Phase 2, to be constructed adjacent and on top of Phase 1, is envisaged to be constructed soon thereafter. Phase 2 will be incorporating a multifunctional development and public square integrated with the Phase 1 development (CoJ 2007). Sandton Station is the northern most of the three underground stations of the GRRL project. The station lies in the southern part of the GRRL system in the Johannesburg municipal area and is the first underground station encountered by passengers traveling south from Pretoria and the first underground

station encountered by passengers traveling westwards from the international airport.

The principal parts of the station lie beneath Rivonia Road between Fifth Street and West Street in the northern suburb of Sandton. The station will serve passengers traveling to and from the commercial offices in the area, those utilising the extensive retail facilities that are adjacent and passengers wishing to transfer to feeder buses, minibus taxis or other forms of transport that will be available in the Public Transport Interchange and the surrounding area. The Sandton station will serve the north/south train services between Park and Pretoria Stations by the provision of two platforms. A further single platform will be

provided to provide the terminus of the east/west train service to Johannesburg International Airport.

The station will be formed by the construction of two rectangular shafts, one at each end of the station, which will be linked by a cavern between the two shafts at low level, together with the construction of a second cavern running parallel at the same level. The larger shaft will be located to the north of the station and will contain vertical circulation elements for passengers as well as plant space and fire escapes. The shaft to the south will contain plant space, a fire escape and provision for a future baggage handling facility for airport passengers. At low level within the caverns, three platforms will be provided on two different levels. Within the main (larger) cavern, the south/north platform will be on the upper platform level and the east/west platform for the airport service will be on the lower platform level. The third platform, serving the north/south service, will be accommodated at the upper platform level in a separate smaller cavern, linked to the larger cavern and shafts by a number of adits.

Space provision for a future airport check-in facility will be made at ticket hall level (level B3) next to the ticket hall area at the south end of the paid side circulation atrium. This provides for approximately 12 check-in desks with ancillary airline back-up accommodation. Space provision has also been made in the layout for a baggage handling system running from the future check-in area, through the level

Figure 16: Conceptual Representation of the construction Phase 1 & 2

Figure 17: Artistic Visualisation of the Station

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B3 car park and terminating in a baggage room at south shaft at the same level. From here it is envisaged that baggage would be delivered to the trains by a future dedicated baggage lift to platform level – space provision has also been made for this facility.

Three levels of underground multi-storey car parking, serving the station, will be located on and above ticket hall level (Levels B3, B2 and B1).

The above ground station entrance will be arranged to provide convenient access to the different users of the station over a number of different levels and they will be integrated with the various levels of the Car Park, street level, the Public Transport Interchange (PTI) and the podium level of the development to be constructed in the future above the station and car park. The ticket hall level will be located below ground adjacent to the lowest level of the car park (Level B3) as this position offers the greatest flexibility in terms of access and space for the

ticket hall functions.

A glazed and gated enclosed and secure entrance to the underground station has been provided from street level on the corner of Rivonia Road and West Street. This entrance area provides for a bank of vertical circulation heading downwards into the proposed ticket hall. Two Mobility Impaired Persons (MIP) lifts connect between street level and station ticket hall level, as well as the PTI and Podium levels above. At the base of this bank of vertical circulation (Level B3) passengers arrive directly into the unpaid public station ticket hall area. A second vertical circulation core on unpaid side of the ticket hall level will provide a direct access

between ticket hall and all the platform levels.

A public vertical circulation node connecting street level, the Public Transport Interchange (PTI) level and Podium level has been provided at the corner of Rivonia Road and West Street, next to the station entrance. This vertical circulation node provides a visual link between the street level and proposed podium level supporting the pedestrian flows of the site and surrounding areas. Pedestrian routes have been provided throughout the PTI level connecting the level directly to the sidewalks of West Street and Rivonia Road. A single flight of stairs will be provided at the west edge of the Phase 1 site boundary to accommodate the level difference between PTI level and area in front of the library.

The entrance area to the station, Public Transport Interchange (PTI) and podium levels have been designed to interface well with the future Phase 2 development above and around the station and car park and that the design of the entrance area will respond to the local urban strategy. Special attention has been given to provide an active street edge on Rivonia Road and West Street. The station, with car park and transport facilities, is intended to fit within the new BRT vision of the City of Johannesburg in terms of urban planning and overall appearance.

Figure 18: Artistic Visualisation of the Station from the street

Figure 19: Artistic Visualisation of the Station Internal View

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2.2.2 Bus Rapid Transit (BRT)

According to the Parktown-Sunninghill BRT Development Framework (2007:18) BRT is a high-quality transit system that delivers fast, comfortable, and cost-effective urban mobility through the provision of segregated right –of –way infrastructure, rapid and frequent operations, and excellence in marketing and customer service. Thus, it is simply the idea of creating a modern rail-like performance using road based public transport technologies that are affordable to most cities. Much of the design and operational studies completed to date on SPTN are transferable to the upgraded system.

The principal SPTN design changes being requested for approval are the following:

� Median bus ways rather than kerbside bus lanes

� Closed median stations with pre-board fare collection and fare verification

� Larger vehicles to better match supply to demand

A centralised control centre using vehicle control technology will also be an integral part of the system.”5 Figure 25 below shows the proposed BRT routes. Strong links will be established between the proposed BRT system and the GRRL to ensure the integration of these systems. The BRT routes runs along Rivonia Sandton Drive, and Katherine Street providing a north- south, and east-west linkage within the Sandton Study Area. A BRT distribution network runs along Rivonia, Sandton Drive, West Street, and Katherine Street.

The Sandton Study Area will have 6 BRT Stations which will be located at the Sandton/Grayston Drive interchange, Sandton GRRL Station Interchange, Sandhurst Centre, City Lodge Hotel, Courtyard Hotel, and at the Linden Katherine intersection.

5 BRT Scoping Study, November 2006

Figure 20: Artistic Impression of BRT Station

Figure 21: Artistic Impression of BRT Station & Street Design

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2.2.3 Metro-Bus

City bus system formed in 2000 out of the bus systems in Johannesburg and Roodepoort. The Johannesburg Metropolitan Bus Service (Pty) Limited, which is trading as Metrobus, operates within the City of Johannesburg boundaries. The primary aim of the Metrobus service is to transport commuters by means of a scheduled bus service. Metrobus has a timetable that can be accessed from this their website (www.mbus.co.za), which is normally updated in accordance with passenger demand, on an annual basis. Johannesburg Metropolitan Bus Service operates services which run along Rivonia and Oxford Road which forms the main North-South route and along Grayston Drive, West-, and Katherine Street. Limited loading and off-loading bays for buses in close proximity to the entrance/s of the Sandton Station are thus needed. The Sandton Metro-Bus service however, is mainly a peak hour service which is more available during the morning and afternoon peak periods whilst very few busses are available during the off peak periods.

Passengers can pay cash or purchase pre-paid tickets for these routes, while scholar coupons are also available. In the near future there are proposals to use a token system which allows users to purchase tokens from almost any store or outlet which will enable them to travel anywhere in Gauteng on all modes of public transport facilities. The routes and bus stops are clearly marked with a white sign, indicated on the top of the route number and on the bottom of the zone number. Refer to Figure 25 below for the location of the current Metrobus stops.

Along with the Metro-Bus service there will be a BRT and Gautrain feeder bus service which will also operate within the study area. The exact operational structure of these alternative bus services is not known.

2.2.4 Metered Taxi’s

The Sandton Study Area has metered taxi’s operating from a few allocated ranks which are located on Maude Street outside the Balalaika Hotel, Alice Lane opposite the Convention Centre, Grayston Drive opposite 11th Avenue, Pybus Lane at Sandton City and Rivonia Road near the Southern Sun and Hilton Hotels. According to the Sandton Node UDF (2006: 20) the COJ has recently upgraded a few metered taxi ranks such as the Maude Street rank by providing signage and benches. They are also in the process of developing policies and procedures for locating and designing metered taxi ranks and their allocation, management, and control. Many of the high quality taxis have entered into agreements with hotels and shopping centres and park within these properties. This taxi’s are not like other countries where they cruise the streets looking for passengers, they have to be summoned by telephone. They can be identified by the yellow lights on the car roofs, or by signage on the windows or side of the vehicles. The service of this mode of transport is considerably more expensive than the Metrobus service or Mini-bus taxis, but at least they ensure that you are dropped at the front door of your destination. Although locals tend to avoid metered taxis, foreigners may find this the quickest form of transport and the tariffs relatively affordable. Major hotels within Sandton Study Area will benefit by adopting such a service for clients, which allows reception staff to quickly make arrangements for visitors.

(www.southafricainfo.co.za, 15 November 2007).

Figure 22: Metro-Bus at Bus stop

Figure 23: Metered Taxi

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2.2.5 Mini-Bus Taxi’s

Taxi’s is probably the most used form of public transport anywhere in South Africa. This should not be confused with metered cabs; these are typically 15-passenger vans (more or less) that run on unfixed routes. They go a lot of places where other public transport doesn't. Often overcrowded, badly maintained, driven in an unsafe manner (speeding, stopping in traffic, etc.) Competition between taxi companies has often become violent. A recapitalisation program, replacing some of the most unroadworthy vehicles, and perhaps even a subsidy program is under way.

Taxis are the cheapest form of transport in Johannesburg, and are the daily transport lifeline of the bulk of the working population. Currently the Sandton Study Area is well served by Mini-Bus Taxis. The Sandton CBD Taxi Rank is located on the corner of Fifth Street and Rivonia Road, but has been torn down due to the Gautrain construction taking place. It has however been relocated to West Street where a temporary taxi rank has been erected for time being. The informal stopping area is located along Rivonia Road median between West and Fifth and at the south-western corner of the Rivonia/West Street intersection. The formalised taxi rank accommodates approximately 40 taxis while a further 40 taxis informally park outside the rank. This will clearly have to be addressed in the near future by either upgrading the existing rank or by building a new taxi rank within the Sandton Study Area.

The main taxi routes are along Rivonia Road, Grayston Drive and Katherine Street, but routes vary throughout the day based on the demand. The Sandton Study Area has six routes which originate here and goes to the Joburg CBD, Alexandra, Midrand, Ivory Park, Tembisa, and Tshwane. According to the Sandton Node UDF (2006: 19) these routes serve approximately 3000 passengers during the peak periods of the day. (Refer to figure 25 below for Taxi Ranks and drop of points).

Figure 24: Mini-Bus Taxi picking up passengers

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Figure 25: Transportation Network

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