RIVERSANDS ROSE ROAD FILLING...

RIVERSANDS ROSE ROAD FILLING STATIONPROPOSED NEW FILLING STATION SITUATED ON THE CORNER OF

DOROTHY ROAD AND ROSE ROAD, RIVERSANDS, GAUTENG PROVINCE

AUGUST 2015

Issue1 PROJECT NO.: 17683

FEASIBILITY STUDY & IMPACT ON SURROUNDING SITES 17683

RIVERSANDS ROSE ROAD FILLING STATION Issue1

Issue/Revision Issue 1 Revision 1 Revision 2 Revision 3

Remarks Submitted to Client

Date August 2015

Prepared by Pieter Jooste

Engineer

Checked by Eddie Krause

Pr Tech Eng

Signature

Authorised by Eddie Krause

Pr Tech Eng

Signature

Project Number 17683

File Reference Z:\17000\17683 CenturyRiversands, Dorothy-RoseFS\11 - Reports\11.2Feasibility Report\FeasibilityStudy

EDDIE KRAUSEPr Tech EngE-mail Address: [email protected]

Contact Number: 012 762 1200



2

Table of Contents Page No.

1 Background ..................................................................................................................................... 4

1.1 INTRODUCTION ...................................................................................................................................................... 4

1.2 STUDY AREA ........................................................................................................................................................... 4

1.3 TRAFFIC GROWTH WITHIN THE STUDY AREA .................................................................................................... 5

1.4 FUTURE ROADS ..................................................................................................................................................... 5

1.5 EVALUATION OF STUDY SITE ............................................................................................................................... 5

2 Impact on Existing Sites ................................................................................................................. 6

2.1 COMPETITOR SITES .............................................................................................................................................. 6

2.2 CATCHMENT MARKETS ......................................................................................................................................... 6

2.3 COMPETITOR SITES INVESTIGATION .................................................................................................................. 6

2.3.1 CALTEX R511 (Witkoppen Motors) ......................................................................................................................................................... 62.3.2 ZENEX Laezonia ...................................................................................................................................................................................... 7

2.4 IMPACT ON EXISTING SITES ................................................................................................................................. 72.5 CONCLUSION ON COMPETITOR STATIONS ........................................................................................................ 9

3 Estimated Sales of Proposed Site ............................................................................................... 10

3.1 TRAFFIC DEMAND (ADT) ..................................................................................................................................... 10

3.2 AVERAGE FILL (F) ................................................................................................................................................. 11

3.3 INTERCEPTION RATES (P ) ................................................................................................................................. 11

3.4 FULL TRADING DAYS IN A MONTH (D) ............................................................................................................... 13

3.5 EXPECTED MONTHLY SALES ............................................................................................................................. 13

4 Other Traffic Engineering Considerations ................................................................................. 15

4.1 IMPACT ON TRAFFIC FLOW PAST THE SITE (SAFETY) .................................................................................... 15

4.1.1 During the Construction Phase .............................................................................................................................................................. 154.1.2 During the Operational Phase ................................................................................................................................................................ 15

4.2 DELIVERY VEHICLE PATH ................................................................................................................................... 16

5 Conclusion ..................................................................................................................................... 17



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TablesTable 1 : Expected Shared Traffic .......................................................................................................................... 8

Table 2 : Loss of Sales ........................................................................................................................................... 8

Table 3: Expected Interception Rates .................................................................................................................. 12

Table 4 : Estimated Fuel Sales per Month ............................................................................................................ 14

FiguresFigure 1 : Locality Plan

Figure 2 : Competitor Sites

AnnexuresAnnexure A: Road Master Plan

Annexure B: Proposed Access Layout

Annexure C: Photos

Annexure D: Modelled Future Traffic Volumes



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1 Background

1.1 INTRODUCTION

WSP l Parsons Brinckerhoff (WSP) was appointed to investigate a site for the development of a fillingstation. A study was launched into opening and operating a filling station at the future intersection betweenDorothy Road and Rose Road, which forms part of the Riversands development in the City ofJohannesburg, Gauteng Province.

This evaluation is for a modern filling station with a canopy covered forecourt, a number of pumps sellingpetrol and diesel fuels and a modern ±200m² convenience store, all on a site that has enough space toaccommodate such a development.

The purpose of the study is to determine if the proposed site is feasible for opening and operating amodern, benchmark filling station. The study considers the development viability by assessing the impact oncompetitor stations and the projected volume of fuel to be sold.

1.2 STUDY AREA

The location of the site is indicated on the locality map in Figure 1 (all figures and annexures can be foundat the back of the report).

The study site lies in the northern suburbs of Johannesburg (with GPS coordinates: 25°57'42.81"S and 28°1'30.09"E) and forms part of the major Riversands development currently underway. The property issituated on the north-eastern corner of the future intersection between Dorothy Road and Rose Road (seeRoad Master Plan attached as Annexure A). Dorothy Road is planned as a future collector road and RoseRoad as a class 3 arterial road, which will form an interchange with the R511 (K46) a mere 600m west ofthe site.

The area is located between two of the country’s major commercial centres, Johannesburg and Pretoria,and has long been a region of extreme and rapid development, with the two cities now almost joined. Newresidential suburbs (Dainfern, Steyn City, Riversands and Helderfontein), commercial centres (DiepslootMall) and golfing estates (Steyn City and Copper Leaf) have been or are currently under development in thearea. Given the amount and scale of developments in the area, and with very few existing filling stations tocater for such a growing demand, the region has excellent potential for filling station development.



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1.3 TRAFFIC GROWTH WITHIN THE STUDY AREA

With the vast number of developments underway in the study area, a traffic model was used to projectfuture traffic volumes on the surrounding road network (to be discussed in Section 3.1). The majority of theplanned road network and developments in the area will be completed within the next 10 years (i.e. 2025).The projected future 2025 traffic volumes in the study area were obtained from the traffic model. A 3%annual traffic growth rate was further assumed once these planned developments have beenimplemented.

1.4 FUTURE ROADS

The filling station is proposed at the future intersection of Dorothy Road and Rose Road. The road masterplan for the area, also compiled by WSP, is attached as Annexure A. This future planning has beenconsidered for this study.

1.5 EVALUATION OF STUDY SITE

A qualitative assessment was made and the site was ranked according to the following scale:

Very Poor Poor Average Good Very Good

n Visibility: The site will be located on the north-eastern corner of the future Dorothy and Rose Roadintersection. Considering the road geometry and planned surrounding developments, the visibility canbe described as GOOD;

n Access: The proposed access layout drawing is attached as Annexure B. Direct access is proposedfor southbound traffic along Dorothy Road, as well as eastbound traffic along Rose Road. Due to araised median along both these roads, north- and westbound traffic will not have direct access. Accessfor with these traffic streams will however be possible by means of the future roundabout at the DorothyRoad / Rose Road intersection. This access arrangement is considered GOOD;

n Trading Market: The trading market is described as VERY GOOD. The site will be positioned to servetwo future markets; the local Riversands market as well as the transit market along Rose Road;

n Competitor Stations: The site is located in a developing study area, with no direct competitor stations.The study site is thus rated VERY GOOD in terms of opposition filling stations;

n Traffic Volumes: The traffic model for the area projects average to high traffic volumes to pass thesubject site. Exposure to traffic can thus be described as GOOD.

Considering the criteria discussed above, it can be concluded that the study site has VERY GOOD tradingpotential.



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2 Impact on Existing Sites

2.1 COMPETITOR SITES

To determine the impact on surrounding filling stations in an urban/suburban environment, it is typical tolook at all existing filling stations within a 3km radius. For new filling stations proposed alongside arterialroutes, existing stations which will share the same catchment markets is also considered. This guideline isused by various departments, major fuel companies and agencies.

The subject site will be positioned to serve future transit traffic travelling along Rose Road, as well as thefuture surrounding local market of Riversands. With the proposed site being part of the Riversandsdevelopment, no filling stations currently exist within a 3km radius which might be locally impacted by theproposed station. No direct competitor stations therefore exist. There is however two (2) existing stationswhich will fall outside the 3km radius of local market influence, but which might share a sizable portion ofthe same traffic stream with a filling station operating on the proposed site. Figure 2 depicts thesecompetitor filling stations in relation to the proposed site as well as the applicable catchmentmarket/markets. Photographs of the competitor sites are also attached as Annexure C.

2.2 CATCHMENT MARKETS

Physical man-made barriers (such as freeways, railway lines, airports) or natural barriers (such asmountains, rivers and dams) create different markets for a site. Considering this, the following markets willbe served by the proposed filling station:

n A: The future transit market along Rose Road; and

n B: The future local market of Riversands.

2.3 COMPETITOR SITES INVESTIGATION

2.3.1 CALTEX R511 (Witkoppen Motors)

This site is situated 100m to the west of the R511 opposite the entrance to the Indaba Hotel (which will belocated approximately 5.1km by road south of the proposed site – with GPS coordinates S26o00’10.20 andE28o00’43.29).



7

The following markets are served by this filling station:

n The surrounding local market of Beverley and Witkoppen; and

n R511 transit market (mainly northbound, southbound very limited).

High average fill rates were recorded when visited and the site is expected to have moderate to highmonthly fuel sales.

2.3.2 ZENEX Laezonia

This site is commonly referred to as ‘the castle garage’ and is located on the north eastern corner of the R511and the R114 (approximately 7.0km by road north of the proposed site – with GPS coordinates S25o54’19.07and E28o01’40.10).

The following markets are served by this filling station:

n The surrounding local market of Laezonia;

n R114 transit market; and

n R511 transit market (mainly southbound, northbound very limited).

The site is said to have a poor security record, having been robbed on numerous occasions. It is adilapidated, non-contemporary service station patronised essentially by low-income motorists from the nearbyDiepsloot area. Low average fills were recorded during the site visit. Nevertheless, it is said to have highmonthly fuel sales, probably due to the shortage of other filling stations in the area. Due to the potential of thissite, it is planned to be upgraded in the near future.

2.4 IMPACT ON EXISTING SITES

Little knowledge is available on how drivers make their decision at which filling station to fill up, but it isbelieved to be influenced by the same factors determining the turn-in percentage (interception rate) to bediscussed in Section 3.3. Other agencies, such as the Department of Energy, only consider road users’access to a filling station and not all the factors influencing the interception rate.

Some research1 indicates several factors that influence the moving market between competing fillingstations (i.e. when a site gains customers from other existing stations). Different petrol brands play a verysmall role in consumer motivations. The price of the convenience store goods plays a limited role in re-patronage. Aesthetic factors, impact on re-patronage and total customer experience (i.e. the interceptionrate factors mentioned previously) lead people to become more frequent patrons of a filling station. Inshort, it is the station that delivers the best overall experience and service to customers thatoutperforms competitors.

The assessment of the impact the proposed filling station will have on the competitor filling stations in thearea was mainly based on the shared traffic streams, but all other factors discussed have also beenconsidered.

1 M.M. Molefe. 2006. Consumer Motivations in Forecourt Convenience Retail in South Africa. University of Pretoria



8

The amount of traffic shared between the study site and existing sites mainly depend on the following:

n The distance between the sites;

n The number of lanes of the roads passing each site;

n Road alignment;

n Number of intersections between the sites; and

n Developments between the sites which can generate and attract traffic.

Shared traffic can more accurately be calculated by conducting traffic counts at intersections closest tocompetitor stations and other intersections where traffic can be diverted. In lieu of such information, apercentage of shared traffic is assumed based on WSP’s experience with conducting feasibility studies andknowledge regarding traffic movement in the study area.

An estimation of the shared traffic between the study site and the existing competitor stations issummarised in Table 1.

Table 1 : Expected Shared Traffic

SITE FILLING STATIONPOTENTIAL

PASS-BYTRAFFIC [ADT]

TRAFFICSHARED WITHNEW FILLING

STATION [ADT]

PERCENTAGEOF TOTALTRAFFIC

SHARED [%]

GENERAL COMMENTS(Considered for Moving

Market Factor)

1 CALTEX Witkoppen 24 000 1 200 5%

No direct access off theR511. Relatively modernstation. Serving local marketas well as the R511 transitmarket, but mainlynorthbound R511 traffic.

2 ZENEX Laezonia 11 000 < 550 < 5%

No direct access off R511.Old and outdated station.Serving local market as wellas transit R114 and R511market (mainly southboundR511 traffic)

Note that the traffic shared between existing stations and the study site does not imply the same orproportional decrease in fuel sales. Passing road users are more likely to purchase fuel or turn into a fillingstation based on the factors discussed in Section 2.3. A summary of the potential loss in fuel sales isindicated in Table 2.



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Table 2 : Loss of Sales

FILLING STATION

PRESENTESTIMATEDFUEL SALEPOTENTIAL

[LPM]

MOVINGMARKET

FACTOR [%]

ESTIMATEDECREASE INSALES IF SITEIS DEVELOPED

[LPM]

(PRESENT FUELSALES) – (SALE

DECREASE)[LPM]

3 YEAR FUTURESALES AFTERIMPACT [LPM]

1 CALTEXWitkoppen 350 000 2.5% 8 750 341 250 > 350 000

2 ZENEX Laezonia 300 000 < 2.5% < 7 500 292 500 > 300 000

TOTAL ± 16 250

2.5 CONCLUSION ON COMPETITOR STATIONS

The proposed filling station will serve a market that does not currently exist and will therefore not have anyimpact on existing filling stations in the area.



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3 Estimated Sales of Proposed Site

The following empiric formula is used by the fuel industry to calculate the expected average litres of fuel tobe sold in a month:

= × ̅ × ×

Litres per month (L) = [Vehicles per day passing the site (ADT)] x

[Average fuel fill per vehicle ( ̅)] x

[Percentage vehicles of pass-by traffic turning into the site (p)] x

[Average full normal trading days in a month (d)]

Each one of these factors used in the calculation for fuel sales are discussed in the following subsections ofthis chapter.

3.1 TRAFFIC DEMAND (ADT)

Due to the site being part of the Riversands development currently underway, traffic surveys in the areaalone would not be sufficient to determine realistic future traffic volumes in the area as well as passing thesite. As part of the Riversands development, WSP was appointed to generate a traffic model for the region.This model included all approved developments which will be implemented within the next 10 years withinthe region considered.

This traffic model was based on the future year 2025 when the development as a whole is expected to beimplemented. The projected PM peak hour traffic volumes for the future year 2025, as per the traffic model,are attached as Annexure D. According to the traffic model, the following traffic volumes will pass the siteduring the PM peak traffic hour:

n 740 veh/h southbound on Dorothy Road;

n 989 veh/h northbound on Dorothy Road;

n 530 veh/h eastbound on Rose Road; and

n 806 veh/h westbound on Rose Road.



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Peak hour traffic volumes along arterial routes and higher order collector routes, such as the Rose Roadand Dorothy Road, typically account for 10-15% of the daily traffic volumes. To be conservative, and seenas these volumes will be slightly lower over weekends, it has been assumed that these modelled peak hourvolumes will account for 15% of the Average Daily Traffic (ADT) volume. Considering this, the site isexpected to be exposed to an ADT of approximately 15’300 vehicles per day, and is split as follows:

n 3’700 veh/day southbound on Dorothy Road;

n 4’945 veh/day northbound on Dorothy Road;

n 2’650 veh/day eastbound on Rose Road; and

n 4’030 veh/day westbound on Rose Road.

3.2 AVERAGE FILL ( ̅)

The average fill expected for the subject site was estimated, based on the following:

n Location of the site (low-income, medium-income or affluent area);

n Type of traffic to be served (local or transit); and

n Average fills recorded at other filling stations in the area.

Based on the above, and from WSP’s experience with existing filling stations similar to the proposed station,an average fill of 23 litres per vehicle was adopted for the subject site.

3.3 INTERCEPTION RATES (P )

The turn-in percentages (interception rates) are determined by the following factors:

n Convenience (clean new facility and easily accessible);

n Visibility (adequate time to decide whether to use the facility or not);

n The amount of passer-by traffic (fixed, as per traffic count);

n Type of traffic (transit or local; income level of the area also a factor);

n Other nearby filling stations (competitor sites);

n Service provided to public (car wash, convenience shop, ATM etc);

n Good accesses (proper deceleration and acceleration lanes);

n Location (homebound or workbound);

n Site layout (large enough to provide proper site circulation)

From previous experiences with filling station developments, WSP has determined the relationship betweenthe interception rate and the passing traffic volumes of a site. This relationship is illustrated by the followinggraph and is used as a general guideline for estimating the interception rates expected for the subject site.These expected interception rates for the proposed development are also indicated on the graph, andtabulated in Table 3.



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Table 3: Expected Interception Rates

ADT: ± 15’325 veh/day

ROAD AND DIRECTION TRAFFIC VOLUME(veh/day) ADOPTED INTERCEPTION RATE

Dorothy Road Southbound 3 700 8.0%

Dorothy Road Northbound 4 945 1.0%

Rose Road Eastbound 2 650 8.0%

Rose Road Westbound 4 030 1.0%

Relatively high interception rates are expected for the southbound traffic travelling along Dorothy Road andeastbound traffic traveling along Rose Road. This is due to a lack of competitor stations and because thesetraffic streams will have direct and easy access to the facility.

Due to a physical median to be constructed along both Dorothy and Rose Road, northbound andwestbound traffic passing the site will have to divert at the future Dorothy Road / Rose Road roundabout tomake use of the facility, and a much lower interception rate is therefore expected for these two trafficstreams.

y = 885.92x-0.6293

R2 = 0.3972

0

3

6

9

12

15

0 5000 10000 15000 20000 25000 30000 35000 40000

Inte

rcep

tion

Rat

e(%

)

ADT (veh/day)

Interception Rate vs ADT

Dorothy SB

Dorothy NB

Rose EB

Rose WB



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3.4 FULL TRADING DAYS IN A MONTH (D)

The definition of full normal trading days in a month is the number of typical weekday sales in a month. Atypical weekday is a Tuesday, Wednesday or a Thursday during a week with no school holidays or publicholidays. If there was no variation in the traffic there would have been 30.5 (365/12) full normal trading daysin a month. If, for example, the weekend traffic demand is lower than during the week, the full normaltrading days in a month becomes less. It is thus wrong to assume that a default value of 30.5 days shouldbe used due to the fact that a 24 hour facility will be operated each day of the month.

Traffic patterns in the study area largely determine the number of trading days per month. For filling stationssituated in areas largely exposed to commuter or transit traffic, 26 full trading days in a month can beexpected. The 26 days is based on the theory that a Saturday and Sunday each only count for half a tradeday, resulting in only 6 full days of trading each week.

The subject site will be surrounded by a number of other developments that will generate or attract a fairnumber of traffic over weekends (retail developments for example). For the subject site, 29 trading daysper month was thus assumed.

3.5 EXPECTED MONTHLY SALES

The estimated fuel sales are calculated in Table 4. A general guideline is used when estimating fuel salesfor future years. Upon the first two years of operation a filling station’s fuel sales only reach a highpercentage (85-95%) of its full potential. The full sales potential (100%) is usually only reached during thethird year of operation.

Detailed calculations for diesel sales were not conducted for this study. Diesel sales normally constitute4 – 12% of the total fuel sales as there are usually other competitors that already cater for the diesel market.For the purpose of the study and considering the surrounding area, it was assumed that diesel transactionswill account for 10% of the monthly fuel sales. Furthermore, the average fill on diesel is more than that ofpetrol, but the profit per litre is lower. It is thus assumed that the typical profit on diesel transactions will besimilar to the profit on petrol transactions. A summary of the estimated fuel sales is presented in Table 4.



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Table 4 : Estimated Fuel Sales per Month

RIVERSANDS DOROTHY ROAD FILLING STATION

SB N B EB W B

Traffic Flow (Veh/day) 3 700 4 945 2 650 4 030Average Fill (Litres/Veh) 23.0 23.0 23.0 23.0Trading Days (Days/Month) 29 29 29 29Interception Rate (%) 8.00% 1.00% 8.00% 1.00%

SUB -T OT A L 197 432 32 983 141 404 26 880

398 699

ANNUAL FORECAST - MONTHLY SALES POTENTIAL

T OT A L

P ercentageo f P o tent ia l

Gro wthR ate P ET R OL D IESEL

LIT R ESP ER

M ON T H

1 2025 85% 3.00% 314 155 34 906 349 0612 2026 95% 3.00% 361 648 40 183 401 8313 2027 100% 3.00% 392 102 43 567 435 669

D OR OT H Y R OA D R OSE R OA D

EST IM A T ED LIT R ES

TOTAL ESTIMATED CURRENT MONTHLY SALES POTENTIAL

PETROL & DIESELMONTHLY SALES POTENTIAL

MOVEMENT

YEA R

P ER IOD P OT EN T IA L GR OWT H

Major fuel companies generally regard a new site feasible if the projected fuel sales are in the region of350’000 litres per month. This fuel sale threshold is however influenced by the cost of obtaining theproperty. Considering the expected fuel sales tabulated in Table 4, it can be concluded that the proposedsite will indeed be feasible for the development of a filling station, but only once future developmentssurrounding the site as well as the surrounding road network have been implemented.



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4 Other Traffic Engineering Considerations

4.1 IMPACT ON TRAFFIC FLOW PAST THE SITE (SAFETY)

Road authorities have identified the possible negative impact a filling station can have on the traffic flowpast a site. After proper research and the input from various experienced traffic engineers, the BB22 designmanual was compiled to ensure the construction of proper and safe accesses to filling stations.

Preceding deceleration lanes and turning lanes at the accesses will assist vehicles to safely enter and exitthe site. It is confirmed that the access to the proposed site can comply with the minimum standards ofrelevant design documents. The site is large enough to accommodate all minimum distances required. Theexisting road geometry also ensures good sight distances, which is a key factor in determining traffic safetyat any intersection.

The impact of the proposed filling station on the existing traffic flow is considered for the following twophases:

4.1.1 During the Construction Phase

During the construction phase, construction vehicles or even abnormal vehicles or freight could affectand/or disrupt current traffic flows. During this phase possible traffic congestion or increase in congestion,temporary obstructions in the roadway and the influence on adjacent developments must be considered.

4.1.2 During the Operational Phase

During the operational phase the existing traffic flow patterns on the roadways adjacent to the proposedsite are expected to vary and change over time. Filling stations are developments that intercept trips fromthe background traffic as opposed to other developments that generate additional trips. The interception oftraffic could cause minor disruptions if not considered thoroughly.

The following issues should be considered to minimise the possible negative impacts the proposed fillingstation might have on the passing traffic during the operational phase:

n The detail design of the proposed filling station should adhere to the prescribed specifications (andsubsequent approval) of the applicable road authorities;

n Care should be taken pertaining to the placing of signage in the proximity of access points to theproposed filling station;

n Issues pertaining to damages and poor condition of the roads in close proximity of the site should bereported to the applicable authority and custodian of the respective roads; and

2 GAUTRANS, 2002. BB2: Guidelines for Filling Stations Accesses. May 2002 Revised Draft Edition



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n Appropriate signage and traffic measures should be implemented at the site to ensure safe andconvenient access for passing traffic.

It is concluded that the impact on the existing traffic past the site will not be negatively affected by theproposed filling station’s operations if all possible issues mentioned are addressed.

4.2 DELIVERY VEHICLE PATH

Similar to road safety, the path of the delivery vehicle is also evaluated by the road authority. Thegeometric standards adopted in the design manuals allow for a delivery vehicle to enter and exit a sitesafely. Typically, the entrance lane width should be at least 5 m to accommodate a Single Unit + TrailerHeavy Vehicle. For light vehicles a minimum with of only 3.5m is required.

It is concluded that the proposed site will be able to accommodate such delivery vehicles.



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5 Conclusion

The following conclusions were made with regard to the proposed filling station:

n The expected fuel sales for the proposed filling station development are summarised in Table 4. Theestimated fuel sales for the proposed filling stations’ third year of operation is approximately 435’000litres per month;

n The proposed filling station will serve a market that does not currently exist and will therefore not haveany impact on existing filling stations in the area.

General Conclusion

n Major fuel companies generally regard a new site feasible if the projected fuel sales are in the region of350’000 litres per month.

Considering the expected fuel sales tabulated in Table 4, it can reasonably be concluded that the proposedsite will indeed be feasible for the development of a filling station, but only once future developmentssurrounding the site as well as the surrounding road network have been implemented.

FEASIBILITY STUDY & IMPACT ON SURROUNDING SITES


Figures

Figure 1 : Locality Plan

Figure 2 : Competitor Sites

Figure Description:Project: No.

Schematic layout

17683_Riversands Dorothy Rd Filling Station_Locality Plan_1.cdr

RIVERSANDS DOROTHY ROAD FILLING STATION LOCALITY PLAN 1

NORTH

SITELOCATION

Checked by : H. Schreurs Pr Eng

Project: No.Figure Description:

Schematic layout

Checked by : H. Schreurs Pr Eng

Project: Figure Description:

1

2

17683_Riversands Dorothy Rd Filling Station_Competitor Sits_Figure 2.cdr

2

NORTH

COMPETITOR SITES

CATCHMENT MARKETS:

Rose Road

Riversands

Transit Market

Local Market

COMPETITOR SITES:

Caltex Witkoppen

Zenex Laezonia21

A

N14

N14

N14

B

No.No.

SiteLocation

RIVERSANDS DOROTHY ROAD FILLING STATION

B

A



Annexures

Annexure A: Road Master Plan

Annexure B: Proposed Access Layout

Annexure C: Photos

Annexure D: Modelled Future Traffic Volumes



Annexure A

Road Master Plan

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JUKSKEIRIVIER

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ALTERNATIVE 2

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CITY OF JOHANNESBURG

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K56K56K56K56K56K56K56K56K56

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K33K33K33K33K33K33K33K33K33

K54K54K54K54K54K54K54K54K54

K52K52K52K52K52K52K52K52K52

PWV9

PWV5

N14R

55

M9

R561

M71

R564

R55

2

R114

R51

2

R562

R562

R114

R51

1

JOHANNESBURG NORTHROADS MASTER PLAN

LegendPERI URBAN MANAGEMENT AREASNew/Existing DevelopmentsBLUE HILLS EXT 78U1 PRIMARY METROPOLITAN DISTRIBUTOR (60-120m)U2 METROPOLITAN DISTRIBUTOR (38-62m)U3 DISTRICT DISTRIBUTOR (25-40m)U4 COLLECTOR (RESIDENTIAL) (16-40m)

0 0.3 0.6 1.2 1.8 2.4 3 km

N

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Annexure B

Proposed Access Layout

SP

DENSE TREES

U/C

OBSTICLE COURSE

AP

WEIR

RUIN

RUIN

DIP

TROUGHS

REEDS

TROUGH

WT

TROUGHS

FT

88.7

92.2

94.6

82.6

71.5

75.6

85.6

71.5

85.8

91.1

72.4

77.6

88.7

PTN 7

A884/1910

DIEPSLOOT 388-JR

L

I

N

E

?

?

?

C

U

R

V

E

?

?

?

AC

CE

SS

R

D 2

AC

CE

SS

R

D 2

NEW 160Ø SEWER CONNECTION

POINT TO EXISTING SEWER

SYSTEM IN DOROTHY ROAD

NEW 110Ø SEWER PIPE

OIL AND WATER SEPARATOR

STORMWATER SYSTEM TO

CONNECT TO EXISTING KERB

INLET IN DOROTHY ROAD

STORMWATER FROM THE RESTAURANT TO CONNECT

TO THE FUTURE STORMWATER CONNECTION POINT

PROVIDED BY THE STORMWATER MASTERPLAN

NEW 450Ø

STORMWATER PIPE

450Ø

FILLER POINTS

KERB INLET

UNDERGROUND TANKS

TANKER ROUTE

CONTAINMENT

SLAB

4

0

.0

0

2

5

.

0

0

3

5

.

0

0

6

0

.

0

0

4

0

.0

0

R

1

5

.

0

0

35.0

0

25.0

0

R

1

5

.

0

0

60.0

0

R

1

5

.

0

0

R

1

5

.

0

0

PROPOSED SITE

CLIENT: SCALE @ A3: CHECKED: APPROVED:

DRAWN: DATE:

PROJECT No: DRAWING No: REV:

DESIGN:

PROJECT:

-

DRAWING STATUS:

TITLE:

1:1000D.R. ACKERMAN F. VAN RENSBURG

L.DREYER 2015/07/29-

CENTURY PROPERTY

DEVELOPMENTS

DOROTHY AND ROSE FILLING STATION

PROPOSED SITE AND ACCESS LAYOUT

(PRELIMINARY EIA LAYOUT)

17683 SKC004 A

A - - INITIAL ISSUE - -

APDCHKDESCRIPTIONBYDATEREV

314 Glenwood Road, Lynnwood Park, Pretoria, 0081

PostNet Suite 287, Private Bag X025, Lynnwood Ridge, 0040

Tel: +27(0)12-762-1200 Fax: +27(0)12-762-1301 www.wspgroup.co.za

WSP Group Africa (Pty) Ltd

Civil and Coastal Division

CA

D F

ILE

N

AM

E: Z

:\17000\17683 C

entury R

iversands, D

orothy-R

ose F

S\3 - D

raw

ings\3.3 D

raw

ings\D

WG

S

HE

ET

S\S

KC

004 - P

RO

PO

SE

D A

CC

ES

S A

ND

S

IT

E LA

YO

UT

- R

EV

A

.dw

g

PLO

T D

AT

E: 2015/07/30 11:00:02 A

M

TEMPLATE VERSION 1.0

PRELIMINARY

COPYRIGHT RESERVEDC

The content of this document is privileged and confidential and may not be disclosed or reproduced

without the express authorisation of the author, being "WSP GROUP AFRICA (PTY) LTD"

If drawing status = construction, a signed copy of this drawing (either in hardcopy

or electronic format) is available at the office of origin and at the office of issue.

PR No.: ----

DESIGN VEHICLE



Annexure C

Photos

PROJECT NO. PROJECT NAME FIGURE DESCRIPTION PHOTO NO.

CALTEX WITKOPPEN

WSP Group Africa (Pty) Ltd.

17683 ROSE ROAD FILLING STATION, RIVERSANDS COMPETITOR SITE 1

Page 1 of 2

PROJECT NO. PROJECT NAME FIGURE DESCRIPTION PHOTO NO.

ZENEX LAEZONIA

WSP Group Africa (Pty) Ltd.

17683 ROSE ROAD FILLING STATION, RIVERSANDS COMPETITOR SITE 2

Page 2 of 2



Annexure D

Modelled Future Traffic Volumes

Project: No.Figure Description:

CPD RIVERSANDS MODELLING

20410_3

2025 DEMAND WITH RIVERSANDS ON FUNDED 2 AND PROPOSED NETWORK (PWV5) PM - MODELLED VOLUMES 3

NORTH

Checked by : A.Koekemoer Pr. Tech Eng

N14

N14

N14

N1

N1

N1

N1

N1

N14

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