TABLE OF CONTENTS
Port of Cape Town
Strategic Environmental Assessment
Transportation Study
Prepared by
HHO AFRICA INFRASTRUCTURE ENGINEERS 6394
Cape Town July 2003
CONTENTS
Section No Description Page No
1. INTRODUCTION
1. Background 1
2. Scope of this Report 1
2.0 REVIEW OF RELEVANT STUDIES
1. Policy Documentation 4
2.1.1 Draft White Paper on the National Commercial Ports Policy
2.1.2 The National Transport Policy
2.1.3 Moving South Africa
2.1.4 Moving Ahead
2.2 Port Development Framework 7
2.3 Development Scenarios for the Port of Cape Town 9
2.4 Land Use & Planning Studies 11
2.5 Traffic Studies 11
2.6 Road Planning Studies 15
2.7 Bicycle & Pedestrian Studies 18
2.8 Public Transport & Rail Planning Studies 18
3.0 EXISTING TRAFFIC OPERATIONS
3.1 Introduction 21
2. Collection of Data 21
3.2.1 Traffic Data
3. Existing Port operations 25
3.3.1 Introduction
2. Trip Generation and Distribution
3. Pedestrians
4. Public Transport
5. Freight Transport Operations
6. Port Parking Operations
4. Existing Traffic Characters 30
3.4.1 Weekday AM and PM Peak Period Traffic Operations
2. Weekday AM and PM Peak Period Through Traffic Assessment
3. Access Route Traffic Situation
5. Summary of Problems and Issues 35
6. Summary of Constraints and Opportunities 37
4.0 PORT OPERATIONS MODEL
4.1 Introduction 38
4.2 Operations Model 38
5.0 FUTURE TRAFFIC OPERATIONS
5.1 Existing and Future Access Proposals 41
2. Future Traffic Scenarios 41
3. Trip Generation 41
4. Trip Distribution 42
5. Future Traffic Operations 43
6.0 TRANSPORT ASSESSMENT
6.1 Introduction 44
6.2 Existing Road Network Characteristics 44
3. Network Capacity Assessment 45
6.3.1 Link Analysis
6.3.2 Intersection Analysis
4. Rail Transport 53
5. Public Transport 53
6. Pedestrian Traffic 54
7.0 SUMMARY OF TRANSPORT INVESTIGATION
7.1 Summary of Situational Analysis 55
2. Sustainability Framework 58
7.2.1 Objectives, Criteria & Indicators
7.2.2 Constraints & Opportunities
3. Conclusions 60
8.0 REFERENCES 62
APPENDICES
LIST OF TABLES
Table No Description Page No
1. MEASURED TRIP DISTRIBUTION 26
2. WEEKDAY AM AND PM PEAK HOUR BUS AND TAXI
FLOWS ON DUNCAN ROAD 27
3. MIDMORNING PARKING DEMAND AND UTILISATION ON
SOUTH ARM AND AT CONTAINER TERMINAL 30
4. SUMMARY OF WEEKDAY PEAR HOUR FLOWS IN THE
VICINITY OF THE PORT 30
5. WESTBOUND (IN BOUND) WEEKDAY TRAFFIC GROWTH
RATES ON N1 FREEWAY
(EAST OF MARINE DRIVE INTERCHANGE) 32
6. EASTBOUND (OUT BOUND) WEEKDAY TRAFFIC GROWTH
RATES ON N1 FREEWAY
(EAST OF MARINE DRIVE INTERCHANGE) 33
7. SOUTHBOUND (INBOUND) WEEKDAY TRAFFIC GROWTH
RATES ON MARINE DRIVE
(NORTH OF MARINE DRIVE INTERCHANGE) 34
8. NORTHBOUND (OUTBOUND) WEEKDAY TRAFFIC GROWTH RATES ON MARINE DRIVE
(NORTH OF MARINE DRIVE INTERCHANGE) 34
1. SUMMARY OF TRAFFIC SCENARIOS ASSESSED 41
2. RESULTANT TRIP GENERATION FOR THE PORT FOR
VARIOUS FUTURE TRAFFIC SCENARIOS 42
1. LINK ANALYSIS FOR THE EXISTING TRAFFIC SITUATION 46
2. LINK ANALYSIS FOR THE SHORT TERM TRAFFIC
SITUATION : INCLUDING THROUGH TRAFFIC 46
3. LINK ANALYSIS FOR THE SHORT TERM TRAFFIC
SITUATION: EXCLUDING THROUGH TRAFFIC 47
4. LINK ANALYSIS FOR THE MEDIUM TERM TRAFFIC
SITUATION: INCLUDING THROUGH TRAFFIC 47
5. LINK ANALYSIS FOR THE MEDIUM TERM TRAFFIC
SITUATION : EXCLUDING THROUGH TRAFFIC 48
6. LINK ANALYSIS FOR THE LONG TERM TRAFFIC
SITUATION: INCLUDING THROUGH TRAFFIC 49
7. LINK ANALYSIS FOR THE LONG TERM TRAFFIC
SITUATION: EXCLUDING THROUGH TRAFFIC 49
8. SUMMARY OF LEVELS OF SERVICE FOR SIGNALISED AND
UNSIGNALISED INTERSECTIONS 50
6.9 SUMMARY OF RESULTS OF INTERSECTION ANALYSIS 51
LIST OF FIGURES
Figure No Description Page No
1. LOCALITY SKETCH 2
2. EXISTING LAYOUT OF THE PORT OF CAPE TOWN 3 3
1. SUMMARY OF SHORT TERM, MEDIUM TERM AND
LONG TERM DEVELOPMENT FOR THE PORT OF
CAPE TOWN 10
2. PROPOSED CONCEPTUAL PLAN FOR THE N1 BETWEEN
MARINE DRIVE AND LOWER CHURCH STREET
INTERCHANGES AS PER CULEMBORG DEVELOPMENT
FRAMEWORK 14
3. PROPOSED REALIGNMENT OF MARINE DRIVE
INTERCHANGE TO INCORPORATE PORT INDUSTRIAL PARK
INTO THE PORT OF CAPE TOWN 17
1. EXISTING WEEKDAY AM, MIDDAY AND PM PEAK HOUR
TRAFFIC COUNTS IN THE VICINITY OF THE PORT 22
2. WEEKDAY AM AND PM PEAK PERIOD PEDESTRIAN
FLOWS AT MAJOR PEDESTRIAN ENTRANCE POINTS 24
3. HOURLY DISTRIBUTION OF HEAVY VEHICLE FLOWS AT
CONTAINER TERMINAL: WEDNESDAY, 4 DECEMBER 2002 28
EXECUTIVE SUMMARY
BACKGROUND
The National Ports Authority (NPA) of the Port of Cape Town appointed the CSIR and Sakaza Communications to undertake a Strategic Environmental Assessment (SEA) for the Port of Cape Town Subsequent to this, the NPA appointed the same team to undertake the Environmental Impact Assessment (EIA) for the proposed expansion of the stacking area of the container terminal at the Port of Cape Town.
Hawkins Hawkins and Osborn were appointed as a sub-consultant to the CSIR to undertake the traffic & transportation aspects of the Strategic Environmental Assessment and to undertake the traffic impact assessment of the proposed container terminal expansion i.e. to undertake the specialist traffic study for the EIA. This report deals with the traffic & transportation aspects of the Strategic Environmental Assessment.
SCOPE OF THIS REPORT
The aim of the specialist study is to assess the traffic and transportation aspects of the planned development of the Port of Cape Town as per the proposals put forward in their Port Development Framework. The scoping report for this project prepared by the CSIR identified the need for the transportation aspects of the Port redevelopment to be addressed.
The study incorporates the following :
• To assess of the traffic implications of the short, medium and long term development and planning scenarios for the Port of Cape Town
• To recommend objectives, targets and indicators to facilitate future sustainable Port development
• To define possible thresholds or limits of acceptable change with regards to access to the Port
• To recommend guidelines for future Port planning to maximise opportunities and overcome constraints.
The NPA Port Development Framework for Cape Town has been used as a base document for this study. Planning data for future land use and transport proposals, which may affect the Port has been obtained from the relevant authorities and adjacent landowners.
Traffic data for the existing traffic situation has been obtained by undertaking weekday peak period and 12 hour intersection counts on the road network within the Port and also at its interface with the external road network. Automatic traffic counting data for the N1 and Marine Drive was obtained from the City of Cape Town. Information regarding the existing port operations has been obtained from the managers & staff of the various activities within the Port.
SUMMARY OF SITUATIONAL ANALYSIS
The following findings of this assessment should be highlighted:
• The vision of the Commercial Ports Policy is: “A system of ports, seamlessly integrated in the transport network, that is jointly and individually self-sustainable through the delivery of high levels of service and increasing efficiency for a growing customer base, enhancing South Africa’s global competitiveness and facilitating the expansion of the South African economy through socially and environmentally sustainable port development.” One of the primary goals of the National Ports Policy is to enable Port users to access the Port system in the most efficient way possible.
• The vision for the South African transport system in the White Paper on National Transport Policy is that of system which will: “Provide safe, reliable, effective, efficient, and fully integrated transport operations and infrastructure which will best meet the needs of freight and passenger customers at improving levels of service and cost in a fashion which supports government strategies for economic and social development whilst being environmentally and economically sustainable.”
• The Port Development Framework anticipates growth in all sectors of the Port and has indicated three phases namely the Short Term (0 to 7 years), the Medium Term (7 to 15 years) and the Long Term (15 to 25 years). The development proposals include the relocation of the Fruit Terminal, the expansion of the Container Terminal and the development of the Port Industrial park on the Power Station Site.
• Currently the Port generates approximately 1 350 vehicle trips during the weekday AM peak hour (63% in:37% out), 1 500 vehicle trips during the weekday Midday peak hour (45% in:55% out) and 1450 vehicle trips during the weekday PM peak hour (37% in:63% out). Approximately 20% of these vehicles are heavy vehicles.
• Between 40 and 60% of the Port generated traffic uses the Marine Drive/Paarden Eiland access intersection during the weekday peak periods. The Oswald Pirow and South Arm accesses accommodate approximately 20% each, while the Heerengracht access accommodates approximately 10% of generated traffic.
• During the weekday AM peak hour, approximately 1 000 pedestrians enter the Port via South Arm Road and the pedestrian bridge across the N1 (Table Bay Boulevard). These two routes facilitate pedestrian access from Woodstock, Esplanade and Cape Town Station.
• The Port is well served by both buses and taxis, predominantly as feeder services from Cape Town Station. Significant taxi flows were measured on Duncan Road in the vicinity of South Arm Road, which is serving as an informal pick up point during the weekday PM peak period.
• Rail is playing a diminishing role in haulage of cargo to and from the Port. The rail network within the Port is no longer electrified due to a lack of ongoing maintenance. Spoornet are also in the process of rationalising their rolling stock. Currently, less than 10% of annual containers and only 1% of the Fruit Terminal’s cargo is carried by rail. The Multipurpose Terminal still utilises rail. However, the logistics of changing from electric to diesel units to serve the Port, together with the reduced availability of rail carriages to move containers is making rail less attractive when compared to the convenience and flexibility of road transport. It is therefore anticipated that the modal split by road will continue to increase.
• Road transport is therefore the dominant form of transport to the Port. Peak periods of traffic congestion are increasing in duration on the N1 and Marine Drive corridors, which is reducing the accessibility of the Port to road based traffic.
• The road network in the vicinity of the Port is busiest during the weekday AM and PM commuter peak periods. During the weekday AM peak period, the Marine Drive onramp to the N1 at the Marine Drive Interchange operates at capacity, with backup extending through the Marine Drive/Paarden Eiland Road/Container Road intersection. As a result, the above intersection operates at a very low level of service during this peak period. During the PM peak period, the Marine Drive/Paarden Eiland Road/Container Road intersection operates at a reasonable level of service. The other access intersection operate at reasonable levels of service during the weekday AM and PM peak periods.
• Due to congestion on the N1 and Marine Drive, normal traffic utilises Duncan Road to bypass the congestion. The weekday AM peak hour through traffic flow within the Port is approximately 800 vehicles, whereas this flow is approximately 1 350 vehicles during the weekday PM peak hour.
• Capacity improvements to the N1 Corridor are currently being investigated. The proposed Conceptual Plan for the N1 as proposed by the consultants for the Culemborg Development Framework, as well as the proposed realignment of the Marine Drive interchange to facilitate the integration of the Salt River Power Station site into the Port, are being reviewed.
• An assessment of the historical growth of peak period traffic on the N1 and Marine Drive indicates that metropolitan traffic has been growing by between 2 and 3% per annum since 1990.
• An operations model of the Port has been set up to assess the Port Development Framework proposals. Three future scenarios have been assessed namely the short (2009), medium (2017) and long term scenarios (2027). Future traffic flows have been predicted for the road network serving the Port for each of the weekday AM, Midday and PM peak hours of operation, based on the growth trends indicated in the Port Development Framework and by applying growth to background metropolitan and through traffic. In addition, the model has been used to assess the removal of through traffic from the Port.
• Based on the anticipated growth in Port activities, the weekday AM and PM peak hour and midday peak hour traffic generated by the Port will increase by between 30 and 40% in the short term and by between 85 and 115% in the medium term (i.e approximately double by 2017). Although the long term peak hour traffic generation has been estimated, it should be noted that each component of the Port will reach a growth ceiling and hence the predicted long term flows may never be achieved.
• The critical two lane section of Duncan Road, east of Oswald Pirow Street operates at capacity during the weekday PM peak hour. The remaining sections of Duncan Road and Container Road operate at near to under capacity conditions during the three peak hours under consideration.
• For the short term scenario, the critical two lane section of Duncan Road, east of Oswald Pirow Street will operate at capacity during the weekday AM peak hour and over capacity during the weekday PM peak hour. Should the through traffic be removed, the utilisation of both Duncan Road and Container Road will drop below 50%.
• For the medium term scenario, the critical two lane section of Duncan Road, east of Oswald Pirow Street will operate over capacity during the weekday AM and PM hour. The remaining sections of Duncan Road and Container Road operate at near to under capacity conditions during the three peak hours under consideration Consideration could be given to widening the critical section east of Oswald Pirow, to four lanes from the existing four lane section to Oswald Pirow. Should the through traffic be removed, the utilisation of both Duncan Road and Container Road will drop below 60%.
• For the predicted long term flows, the anticipated levels of utilisation of the majority of the sections of both Duncan and Container Roads will be in excess of 110% . The removal of through traffic from the Port will result in Duncan Road and Container Road operating at acceptable levels of performance.
• At present, the Marine Drive/Paarden Eiland Road intersection operates at capacity during the weekday AM peak hour, due to backup of traffic from the Marine Drive interchange. During the weekday midday and PM peak hours, this intersection operates at under capacity conditions. The performance of this intersection will continue to deteriorate annually, particularly during the weekday AM and PM peak hours, until the capacity of the Marine Drive interchange on and off ramps to Marine Drive are enhanced. The removal of through traffic from the Port will have an adverse effect on the performance of Marine Drive and the N1 Freeway during commuter peak periods.
• The Heerengracht and Oswald Pirow Street access intersections on Duncan Road operate at capacity during the weekday AM and PM peak hours and under capacity during the weekday midday peak hour. Should through traffic continue to use Duncan Road, consideration will need to be given to the signalisation of both of these intersections. Should through traffic be removed, these unsignalised intersections will operate at acceptable levels of service in the short term.
• The South Arm/Duncan Road intersection will continue to operate at a high level of service in the short term with or without through traffic.
The anticipated annual increase in commuter peak period congestion and the associated decreasing levels of accessibility of the Port during these peak periods, is likely to continue during the short term. The current political emphasis on transport provision is on public transport as opposed to private/road based transport. This has implications for the Port, as funding for road based capacity improvements on the N1 and Marine Drive will be extremely limited. Effective public transport improvements along Marine Drive and the N1 that target single occupant private vehicle commuters should slow down the growth in commuter peak period flows, which has positive implications for the accessibility of the Port.
SUSTAINABILITY FRAMEWORK
Objectives, Criteria & Indicators
The following transport objectives, criteria and indicators should be highlighted with regards to the future sustainable development of the Port of Cape Town (Refer to the Proposed Assessment Methodology for the SEA the Appendices):
Objectives
• Maintenance of high levels of accessibility to and from the Port by both rail and road based freight transport.
• Rationalisation, re-electrification and ongoing maintenance of the rail access links and internal Port rail network and facilities i.e weighbridge and rail transfer depot.
• Maintenance of road network serving the Port to ensure high quality riding surface.
• Maintenance of free flow traffic conditions on Duncan Road and Container Road to facilitate efficient Port activities.
• Scheduling of road and rail based transport to and from the Port to minimise emissions and delays caused by weekday peak period congestion.
• Promotion of rail based transport over road transport, due to rail’s independence of growing weekday peak period road congestion.
• Promotion of the use of public transport through facilitation of feeder services from the surrounding railway stations for Port workers to reduce private vehicle trip generation to and from the Port.
• Provision and maintenance of safe, high quality pedestrian links to the Port from surrounding railway stations.
Criteria
• Access Intersection Level of Service (LOS) : This is used to describe the level of performance of an intersection in terms of average vehicle delay and volume to capacity ratio. An acceptable level of service for urban intersections is LOS D or average delay per vehicle of 55 seconds at signalised intersections and 35 seconds per vehicle at unsignalised intersections.
• Internal Route Level of Service (Volume to Capacity ratio (v/c ratio)) : This is used to describe the level of performance of a route in terms of volume to capacity ratio. An acceptable level of service for urban routes in a v/c ratio of less than 0,85 (± LOS D).
• Passenger modal split: The ratio of private versus public transport passenger trips on an hourly, peak period or daily basis.
• Freight modal split: The ratio of rail versus road based freight on a monthly or annual basis.
Indicators
• Hourly monitoring of all vehicles entering or leaving the Port by vehicle type at each access point using automatic counting machines.
• Daily monitoring of all freight into and out of the Port by mode.
• Annual monitoring of the following:
o Weekday peak period through traffic flows
o Weekday peak period Port trip generation
o Weekday peak period public transport ridership
o Weekday peak period pedestrian flows
o Weekday peak period access intersection delay assessments
o Weekday peak period access route travel time assessments
The measured Port development and metropolitan traffic growth rates can be fed back into the operations model to refine the predictions made for the medium and long term development scenarios.
Constraints & Opportunities
The following transport transportation constraints and opportunities should be highlighted with regards to the future sustainable development of the Port of Cape Town.
Constraints
• Peak period and ultimately off peak traffic congestion will continue to erode the accessibility of the Port for longer period on weekdays.
• Increased levels of through traffic within the Port will continue to reduce the mobility of traffic within the Port.
• The competitive advantage road based transport has over rail transport is still on the increase.
• The lack of available rail rolling stock should Spoornet’s rationalisation process continue.
Opportunities
• The Port has two important rail network links to the metropolitan rail network, both of which are highly underutilised.
• Rail and road freight traffic can be scheduled for off peak commuter service periods.
• Conceptual proposals for the N1 Corridor could possibly improve the access to the Power Station site, with the aid of C-D roads.
• The possibility of accommodating the Mainline train station within the Port could result in the upgrading (re-electrification) of the Port’s rail network on a shared cost basis.
• With the movement of the Fruit Industry to the area vacated by the Container Terminal, the consolidation of the ship repair in the Elliot Basin and the relocation of the Coodes Crescent activities to the Port Industrial Park, there could be an opportunity to make Duncan Road a public road between Oswald Pirow Street and South Arm Road.
CONCLUSIONS
Based on this strategic environmental assessment of the transport aspects of the Port Development Framework, the following conclusions have been drawn:
Thresholds of acceptable change with regards to access to the Port
• The Port is well served by four major access intersections, three of which are in close proximity and well connected to the N1 Freeway and Marine Drive. Weekday commuter peak period congestion on both the N1 Freeway and Marine Drive have already resulted in a reduction in the accessibility of the Port during these peak periods. Trends in metropolitan traffic growth on these routes of between 2 and 3 % per annum will continue to reduce the accessibility of the Port for longer periods on weekdays.
• The level of weekday commuter peak period through traffic use on Duncan Road has already resulted in this route reaching it’s threshold (i.e. capacity). Further growth in through traffic on Duncan Road will result in congestion within the Port during peak periods, which will adversely affect the internal circulation of the Port.
• Rail access to the Port should be retained at current levels until a more in depth study of the rationalisation of the rail network with the Port is undertaken based on longer term Port and main line rail service requirements.
• Pedestrian access to the Port should be enhanced through the provision of safe and efficient pedestrian network. In particular pedestrian access via the Buitengracht corridor to the Port requires attention.
Guidelines for Future Port Planning
• Retain flexibility provided by encouraging and maintaining both modes of transport serving the Port namely rail and road.
• Road accessibility to the Port is set to deteriorate on an annual basis. The Port may need to consider strategies that counteract this loss in accessibility as follows:
o The provision of additional storage/cold storage facilities in close proximity to the Port where cargo can be brought in during the off peak periods
o Scheduling of all road based transport to and from the Port to maximise efficiency and minimise travel time delay.
o The increased use of rail, which is independent of road based congestion.
o Encourage and enhance public transport provision and pedestrian access routes to the Port.
o Discourage through traffic within the Port particularly on the section of Duncan Road between Marine Drive and Oswald Pirow Street.
o Limit on site parking for private vehicles.
• Co-determine with Spoornet a long term vision for rail transport to ensure that the rationalisation process of rail carriages does not go too far.
The national vision for commercial ports is that they be seamlessly integrated into the transport network and offer high levels of service and increasing efficiency for a growing customer base, so as to enhance South Africa’s global competitiveness and the expansion of the South African economy. The maintenance of a high level of accessibility for the Port of Cape Town is therefore of metropolitan, regional and national significance.
1.0 INTRODUCTION
1.1 BACKGROUND
The National Ports Authority (NPA) of the Port of Cape Town appointed the CSIR and Sakaza Communications to undertake a Strategic Environmental Assessment (SEA) for the Port of Cape Town Subsequent to this, the NPA appointed the same team to undertake the Environmental Impact Assessment (EIA) for the proposed expansion of the stacking area of the container terminal at the Port of Cape Town. (Refer to Locality Sketch – Figure 1.1).
Hawkins Hawkins and Osborn were appointed as a sub-consultant to the CSIR to undertake the traffic & transportation aspects of the Strategic Environmental Assessment and to undertake the traffic impact assessment of the proposed container terminal expansion i.e. to undertake the specialist traffic study for the EIA (Ref 1). This report deals with the traffic & transportation aspects of the Strategic Environmental Assessment.
1.2 SCOPE OF THIS REPORT
The aim of the specialist study is to assess the traffic and transportation aspects of the planned development of the Port of Cape Town as per the proposals put forward in their Port Development Framework (Ref 2). The scoping report for this project prepared by the CSIR (Ref 3) identified the need for the transportation aspects of the Port redevelopment to be addressed (Refer to Specialist Terms of Reference (Ref 4)).
The study incorporates the following (Refer to Appendix A for a copy of the Study Brief):
• To assess of the traffic implications of the short, medium and long term development and planning scenarios for the Port of Cape Town
• To recommend objectives, targets and indicators to facilitate future sustainable Port development
• To define possible thresholds or limits of acceptable change with regards to access to the Port
• To recommend guidelines for future Port planning to maximise opportunities and overcome constraints.
The NPA Port Development Framework for Cape Town (Ref 2) has been used as a base document for this study. Planning data for future land use and transport proposals, which may affect the Port has been obtained from the relevant authorities and adjacent landowners.
Traffic data for the existing traffic situation has been obtained by undertaking weekday peak period and 12 hour intersection counts on the road network within the Port and also at its interface with the external road network. Automatic traffic counting data for the N1 and Marine Drive was obtained from the City of Cape Town. Information regarding the existing port operations has been obtained from the managers & staff of the various activities within the Port.
Figure 1.1 – Locality Sketch
Figure 1.2 – Existing Layout of the Port of Cape Town
2.0 REVIEW OF RELEVANT STUDIES
2.1 POLICY DOCUMENTATION
Transportation and freight policy documents, which have a bearing on the expansion of the port are summarised in the following sections:
2.1.1 Draft White Paper on the National Commercial Ports Policy (Ref 5)
Relevant extracts from the Draft White Paper on National Commercial Ports have been included as follows:
Introduction
Ports are integrated and crucial nodal points in a transport system, and play a strategic role in the country’s economic growth and social development. By virtue of being part of the transport network, port activity facilitates the meeting of the demand of the international market with means of production available in the country. In other words, the ports system, by virtue of being nodal points in the transport system, facilitates trade, which in turn fosters greater national economic activity. To maximise the benefits alluded to above, the aspects of efficiency and effective management have to be introduced to the transport system.
South Africa’s commercial ports system should be globally competitive, safe and secure, operating at internationally accepted levels of operational efficiency, in a manner that supports the goals and objectives of the RDP and GEAR. Additionally, it should serve the economy and meet the needs of port users in a manner that is economically and environmentally sustainable.
Vision
A system of ports, seamlessly integrated in the transport network, that is jointly and individually self-sustainable through the delivery of high levels of service and increasing efficiency for a growing customer base, enhancing South Africa’s global competitiveness and facilitating the expansion of the South African economy through socially and environmentally sustainable port development.
Goals of the National Commercial Ports Policy
In order to deliver on this vision a number of broad goals need to be pursued. Goals with reference to transport are as follows :
• To invest in port infrastructure, superstructure, equipment and system in ways which satisfy social, financial, economic or strategic investment criteria;
• To improve the safety, security, reliability, quality and speed of port operations and services;
• To enable port users to access the port system in the most efficient way possible;
• To achieve the above goals in a manner which is economically and environmentally sustainable, and minimises negative externality impacts on non-users.
Objectives of the National Commercial Ports Policy
The objectives of the National Commercial Ports Policy, with relevance to transport, are as follows :
• To ensure safe affordable, effective, and efficient port services;
• To encourage fair competition based on transparent rules applied consistently across the transport and port system;
• To improve infrastructure and service levels where appropriate, based on user needs;
• To ensure safe transportation, a clean environment and service to designated areas;
• To establish appropriate institutional arrangements and legislation to support the governance of ports;
• To promote the development of an integrated regional production and distribution system in support of government industrial policies;
• To promote the development of an efficient and productive South African port industry capable of competing in international markets;
• To ensure cost effective and efficient port management and operation;
• To ensure proactive integration of social, economic and biophysical environmental aspects during the early stages of port planning and throughout the port development cycle including the planning, design, construction, operation and decommissioning of port developments;
• To ensure that strategic port planning is closely aligned with the integrated development planning process of the associated city.
2.1.2 The National Transport Policy (Ref 5)
The vision for the South African transport system in the White Paper on National Transport Policy is that of system which will:
“Provide safe, reliable, effective, efficient, and fully integrated transport operations and infrastructure which will best meet the needs of freight and passenger customers at improving levels of service and cost in a fashion which supports government strategies for economic and social development whilst being environmentally and economically sustainable.”
The following strategic transport goals were identified as prerequisites to the realisation of the above-mentioned vision:
1. Support for the Reconstruction and Development Programme for meeting basic needs, growing the economy, developing human resources, and democratising decision making;
2. Enabling customers requiring transport for people or goods to access the transport system in ways which best satisfy their chosen criteria;
3. Improving the safety, security, reliability, quality, and speed of transporting goods and people;
4. Improving South Africa’s competitiveness and that of its transport infrastructure and operations through greater effectiveness and efficiency to better meet the needs of different customer groups, both locally and globally;
5. Investing in infrastructure or transport systems in ways which satisfy social, economic, or strategic investment criteria; and
6. Achieving the above objectives in a manner that is economically and environmentally sustainable, and minimises negative side effects.
Of particular pertinence to this policy, is the mission for transport infrastructure, which is:
“To provide an integrated, well-managed, viable and sustainable transport infrastructure meeting national and regional goals into the 21st century, in order to establish a coherent base to promote accessibility and the safe, reliable, effective and efficient movement of people, goods and services.”
2.1.3 Moving South Africa (Ref 6)
National Department of Transport (NDoT) policy for urban transport is summarised as follows :
1. Densification of transport corridors
2. Optimising modal economic and service mix to meet customer needs by :
(i) Focus infrastructure investments on corridor development
(ii) Promote the mode that offers the best cost / service trade-off
(iii) Encourage differential transport services to meet higher level customer needs without subsidies
(iv) Implement tough road space management and car restrictions
(v) Target subsidies towards the poorer segments and provide affordable access to the stranded
3. Improving firm-level performance and productivity by creating :
(i) Competition within and between modes through tendering / concessioning of services to private sector operators
(ii) Effective regulation of all modes, especially taxis, to meet customer needs, reduce system costs and create sustainability
(iii) Improved funding for infrastructure and upgrading to ensure sustainability
(iv) Support the use of the optimal mode on a corridor and encourage feeder services
(v) Begin to switch subsidies to capital expenditure
2.1.4 Moving Ahead (Ref 7)
The stated policies on urban transport consolidated in the Moving Ahead document are summarised as follows:
• “The Government has recognised transport as one of the five major priority areas for socio-economic development.” White Paper on National Transport Policy, 1996.
• “For the purposes of land transport infrastructure & facilities, public transport must be given higher priority than private transport.” National Land Transport Transition Act, 2000.
• “Central to the intent for urban restructuring is a much expanded role for public transport through the adoption of a Public Transport First policy, which gives preference to public transport over general traffic at all levels from policy consideration to the provision of infrastructure.” Western Cape Provincial Transport White Paper.
The Moving Ahead vision for the Metropolitan Transport System is as follows:
“An effective, efficient, equitable and affordable metropolitan transport system that promotes sustainable social and economic development in an environmentally responsible manner.”
The following key principles should be highlighted from the Moving Ahead report
1. There should be political and institutional commitment to implementation policies aimed at :
(i) accelerating and sustaining dedicated funding for a vastly improved and expanded public transport system,
(ii) restricting unsustainable growth in private car use through travel demand management measures
2. The rail system will remain the backbone of the metropolitan public transport system
3. Major road improvements will become necessary to accommodate dedicated public transport lanes along movement corridors
4. Provision of appropriate interchange facilities will be required where these corridors intersect
2.2 PORT DEVELOPMENT FRAMEWORK (See Ref 2)
The NPA Port Development Framework for Cape Town serves to provide a holistic model of how various sectors in the port and their consequent development will influence the port and surrounding areas in the future. The transportation related issues highlighted in this report are summarised as follows (Refer to Figure 1.2) :
• Direct railage and good rail linkage to Johannesburg allows a 5 day transit time benefit over east coast ports (eliminates sailing time). Rail transfer terminal allows time sensitive cargo to be railed to Gauteng before a ship can reach Port Elizabeth.
• Rail network allows a cost effective logistics chain to other African countries such as Zimbabwe, Zambia, Botswana, Malawi, Tanzania and Uganda.
• The recently implemented “Open Gates” Policy has allowed external hauliers into the Container Terminal. Previously, only Portnet hauliers were allowed to operate within a 110km radius of the Port. Open gates policy has resulted in a need for additional infrastructure and areas to facilitate the private haulier entry to the container terminal.
• Long term (2020) Container Terminal growth rate projected at 5.5% per annum
• Long term growth of fruit and containers at Multi Purpose Terminal (MPT) is 3% and 5.5% per annum respectively. Projections for the growth in other commodities is difficult to determine, but in general the trend is towards an increase in annual tonnage.
• It is perceived that the development of the Clocktower Precinct will result in a decrease in accessibility of the MPT due to increase traffic congestion on South Arm Road, especially during peak tourist season.
• Concern has been raised that the Roggebaai Canal Precinct and MPT activities may be incompatible and that noise generated by the MPT’s heavy vehicles and machinery may result in operational restrictions on the MPT.
• A potential clash of operations has been identified between the proposed Blue Train Station and the MPT.
• Both the Roggebaai Canal Precinct and the CTICC have earmarked a portion of the MPT stacking area for use. Should the CTICC expand into Customs House, they would connect the existing Convention Centre to the Customs House using a linking building which would effectively sever the Table Bay Boulevard link between the Heerengracht and Lower Long Street. An alternative link around Customs House has been proposed to replace this severed link. Conceptual proposals have assumed that by 2010, this link could be Duncan Road itself, or should the Port insist on Duncan Road remaining a private road, the link would be parallel to Duncan Road. The Roggebaai Canal Precinct has also indicted possible future access intersections on Duncan Road, thereby also assuming that in the future, the section of Duncan Road between the Heerengracht and South Arm Road, could become a public road.
• Duncan Road has recently been realigned to increase the back up area for the combi and fruit terminal operations.
• Containerised and break bulk deciduous and citrus fruits will grow by 3% per annum in the long term, while containerised reefer volumes are anticipated to grow by 11% per annum in the short term.
• The logistics and capacity of the Cold Store Industry have led to an increase in the direct loading of fruit vessels from land transport (75% of bulk fruit export).
• It is perceived that the development of the Clocktower Precinct and Roggebaai Canal Precinct will result in a decrease in accessibility of the International Harbour Services (IHS) due to increase traffic congestion on South Arm Road, especially during peak tourist season. This is especially a concern for IHS due to their high direct loading of fruit vessels from land transport.
• The relocation of the IHS has perceived improved access (road and rail) connections.
• The Robinson Dock and Syncrolift facility both experience vehicular access problems, especially during the peak tourist season.
• Projections in the ship repair industry show a significant growth in this market, which can only be accommodated should additional ship repair facilities be provided.
• Projection for the Fishing Industry is linked to the provision of ship repair and should also show significant growth.
• Port Industrial Park (PIP) is currently traffic locked , Marine Drive divides the site from the port and hence it is not conducive to integration into the port.
• Peak period traffic congestion on Marine Drive and the N1 has stunted development of the site due to additional traffic loading.
• Present road system is not conducive to the utilisation of small and unmanageable parcels of land adjacent to Marine Drive.
• Expansion options include the realignment of Marine Drive to the east of the site thereby integrating the site into the Port. The proposed realignment would result in a new Marine Drive interchange with the N1 and should include dedicated access routes to the port from the N1 and Marine Drive. Liesbeeck Parkway could be extended to this interchange, thereby giving access to the presently inaccessible Saltriver and Culemborg marshalling yard areas and linking the port more directly with the N2.
• A comprehensive traffic study of the Marine Drive realignment proposal is required to assess the optimum traffic solution for integration of the PIP.
• Cruise Liner Terminal will result in landside transport requirements i.e. taxi and bus services, refuse removal etc.
• The Cruise Line market is slowing down and hence marginal growth is anticipated for this sector.
• Once principal agreement regarding the future layout of the port has been established, a comprehensive traffic study should be initiated. The study would assess the influence and effects of the expansion proposals and new developments.
• Future rail access and services to the port will need to be addressed with Spoornet. The City of Cape Town will also need to be consulted as the rail interfaces with commuter rail services.
2.3 DEVELOPMENT SCENARIOS FOR THE PORT OF CAPE TOWN
The Port Development Framework (Ref 2) sets out a way forward for the Port of Cape Town in terms of Short (0 to 7 years), Medium (7 to 15 years) and Long Term (15 to 25 years) development scenarios. (Refer to Figure 2.1). The three scenarios have been summarised as follows:
Figure 2.1 : Summary of Short Term, Medium Term & Long Term Development for the Port of Cape Town
Short Term Development (2001 to 2009)
• Expansion of the Container Terminal
• Consolidate and expand the Ship Repair Industry in the Elliot basin
• Dedicate A berth to Ship Repair
• Relocate Fruit Terminal to berths 501/502/600
• Develop basic infrastructure on Port Industrial Park and initiate move of business operations to this site
Medium Term Development (2008 to 2017)
• Integration of the Port Industrial Park into the Port
• Possible realignment of Marine Drive and the N1/Marine Drive interchange
• Dedicated on/off ramps to port servicing major rubber wheel users – container and fruit plus the possible connection to N2 via Liesbeeck Parkway
• Develop Cruise Liner Terminal
Long Term Development (2016 to 2027)
• Consolidation of major port industries
• Possible further expansion of Container Terminal stacking area.
2.4 LAND USE & PLANNING STUDIES
The land use and planning studies that will have an impact on the Port have been assessed by MLH Architects and Planners. This report should be read in conjunction with MLH’s SEA specialist land use report.
2.5 TRAFFIC STUDIES
The two most recent traffic studies conducted in the vicinity of the Port are the Cape Town International Convention Centre (CTICC) and the Culemborg Development Framework Transport Impact Assessments (Ref 8 & 9). Other relevant studies include the Roggebaai Canal Precinct and Clock Tower Precinct TIA’S. The relevant findings from the two most recent impact assessments are as follows:
CTICC TIA
• At present the external road network in the vicinity of the proposed CTICC is busiest during the weekday commuter peak periods. During the AM peak period, the metropolitan bottlenecks, namely Koeberg Interchange, Marine Drive and Hospital Bend meter (restrict) traffic entering the CBD. During these weekday commuter peak periods, the Foreshore Freeway, Table Bay Boulevard and the Buitengracht Corridor operate at capacity due to the backup of traffic from Koeberg Interchange during the PM peak period.
• The five concurrent developments (CTICC, Roggebaai Canal Precinct, V&A Waterfront, Naspers Site & Power Station Site) will generate approximately 4 600 vehicle trips during the weekday AM peak hour and 4 800 vehicle trips during the PM peak hour, in the short term (2005). For the medium term (2010), the developments will generate approximately 7 600 vehicle trips during the weekday AM peak hour and 8 200 vehicle trips during the PM peak hour.
• Should the short term land use development take place without the provision of the Foreshore Freeway Linking Ramps & Internal Viaduct, the Grand Link & grade separation at Table Bay Boulevard(inbound)/Oswald Pirow intersection), the performance of the majority of the major intersections in the vicinity of the CTICC (and Port) will further deteriorate, to operate at capacity for longer periods during the weekday AM and PM peak periods.
• The partial releasing of the bottlenecks on Table Bay Boulevard, namely Koeberg & Marine Drive Interchanges, without the provision of the Foreshore Freeway Linking Ramps and Internal Viaduct, will result in the at grade intersections of the Foreshore Freeway with the CBD road network continuing to operate at over capacity conditions, during the short term weekday AM and PM peak hours.
• The partial releasing of the bottlenecks on Table Bay Boulevard, namely Koeberg & Marine Drive Interchanges, together with the provision of the Foreshore Freeway Linking Ramps and Internal Viaduct, will result in the at grade intersections of the Foreshore Freeway with the CBD road network, operating at near capacity conditions, during the short term weekday AM and PM peak hours.
• The assessment has indicated that without investment in additional major infrastructure, the current peak period congestion will increase significantly due to the short term developments (peak period duration in excess of 3 hours during both the AM and PM commuter peak periods). This infrastructure involves the road improvements tested in this report and should also incorporate infrastructure needed to promote a significant shift to public transport. In the vicinity of the developments, the impact will be most severe during the weekday PM peak hour. During the weekday AM peak hour, existing metropolitan bottlenecks will meter (restrict) the flow into the CBD.
• The improvements to Table Bay Boulevard, Koeberg Interchange and the Marine Drive Interchange, need to be considered in conjunction with the construction of the Internal Viaduct and Linking Ramps. In this assessment, it has been assumed that the Internal Viaduct has a four lane cross section (two lanes in each direction). Together, the above improvements will result in a balanced system i.e. similar volume to capacity ratios on all critical routes and intersections. The improved network will be able to accommodate the short term flows at acceptable levels of service (i.e. better than current situation).
• If the Internal Viaduct and Linking Ramps were constructed prior to the improvements to Table Bay Boulevard and Koeberg and Marine Interchanges, traffic entering the CBD during the AM peak period would still experience the metering effect due to the metropolitan bottlenecks, thereby resulting in limited utilisation of the new infrastructure’s capacity. During the PM peak period, these metropolitan bottlenecks will result in backup of traffic onto the Foreshore Freeway (current situation) and the Internal Viaducts.
Culemborg Development Framework TIA
• The existing road network has limited peak period capacity along Oswald Pirow, primarily constrained by the intersection of Oswald Pirow / Hertzog Boulevard. The Lower Church Street Interchange and the intersection of Lower Church Street / Albert Street are operating at / close to capacity.
• For the future road network it was assumed that a collector-distributor (C-D) road system would be in place, parallel to Table Bay Boulevard from Oswald Pirow in the west to past Marine Drive in the east with upgraded interchanges at Lower Church Street and Marine Drive (Refer to Figure 2.2). The future system would also include a new north-south connection along Searle Street to connect Table Bay Boulevard with the N2 and Culemborg Boulevard, which would be an east-west link through the site linking to Lower Church Street in the east and the extension of Old Marine Drive in the west.
• The growth in background traffic conditions would necessitate the construction of the C-D road system as well as major improvements to the intersection of Oswald Pirow / Hertzog Boulevard and minor improvements to Oswald Pirow / Table Bay Boulevard and Albert Street / Lower Church Street. The introduction of the C-D roads would include upgraded interchanges at Lower Church Street and Marine Drive. The 2015 Background Conditions would require the C-D roads to have at least two lanes per direction.
• Based on the assumed land uses for the Culemborg Precinct, it is estimated that approximately 2 560 trips and 3 330 trips would be generated during the weekday AM & PM peak hours respectively. This is based on a medium term scenario (up to the year 2015) with the Coach Yard not moved and on just over 320 000 square metres of floor area being developed on the site.
• The 32 meter right-of-way allowed for the Culemborg Boulevard is sufficient to accommodate future dedicated high occupancy lanes or even a rail based mode. The proposed C-D road system alongside Table Bay Boulevard provides more opportunities for dedicated high occupancy lanes on either the freeway or on the C-D roads.
Figure 2.2: BKS C-D road proposal
2.6 ROAD PLANNING STUDIES
The transport implications of the following road planning projects should be highlighted:
Foreshore Freeway Completion Project (Ref 10)
The Foreshore Freeway Completion Project was initiated due to the need to accommodate unprecedented growth in traffic flows at the Buitengracht intersection of Coen Steytler and Hans Strijdom Avenues, caused by the approval and development of the V&A Waterfront, the Roggebaai Canal Precinct, the Cape Town International Convention Centre (CTICC), the Power Station Site and the rejuvenation of the Somerset Road area. It was the City of Cape Town’s intention to complete the Foreshore Freeway during the construction phase of the CTICC. However, this project was halted during the consultative public participation process of the Foreshore Freeway Completion Project, due to a strong lobby against further “freeway” development prior to the completion of a metropolitan integrated land use/transport plan.
Implications of not completing the Foreshore Freeway are as follows:
• Notwithstanding significant improvements to the public transport system, the weekday AM and PM peak periods of congestion will increase to ± 3 hours by 2005, based on the short term land use development scenario (2005) used for the CTICC Transport Impact Assessment (Ref 8). Access to the Port via the South Arm Road, Heerengracht and Oswald Pirow Street accesses will be restricted for longer periods on weekdays.
• The implications of the increased travel demand during the weekday AM peak period are that vehicles travelling to the CBD from the northeast (i.e along Marine Drive, N1 & Eastern Boulevard) will encounter severe congestion due to the bottlenecks at Marine Drive interchange, Koeberg interchange and Hospital Bend.
• During the weekday PM peak hour, the metering effects of the bottlenecks will result in gridlock within the CBD and severe rat-running along alternative routes out of the CBD (i.e. Duncan Road, Convention Square along Long Street extension and Table Bay Boulevard extension).
V&A Waterfront Road Planning
The road construction work on South Arm Road is complete and no further construction on Dock Road or South Arm Road is foreseen.
Culemborg C-D Road Proposals
As part of the traffic impact assessment for the Culemborg Development, a conceptual proposal for the N1, between Marine Drive and Oswald Pirow, was developed (Refer to Figure 2.2) (Ref 9). As discussed previously, this proposal incorporates the introduction of collector-distributor (C-D) roads in addition to the current eight freeway lanes (Total of 14 lanes). The proposal also incorporates improvements to the Marine Drive and Lower Church Street interchanges. An notional additional access to the Port is indicated via the Lower Church Street Interchange.
Implications of the Culemborg C-D road proposals on the Port are as follows:
• The apparent loss of the on- and off-ramps to Paarl at the Marine Drive Interchange. These ramps have relatively low flows, but are heavily utilised by container and other freight traffic between the N1 and the Port. The accommodation of these flows via the C-D roads and a U turn at the Church Street Interchange may prove unsatisfactory for truck traffic.
• The improved capacity of the Marine Drive interchange with the N1 will result in an improvement in the performance of the Marine Drive/Paarden Eiland Road/ Container Road intersection, thereby improving the accessibility of the Port via this intersection from both the N1 and Marine Drive during weekday AM and PM peak periods.
• The tie in of the proposed access intersection onto Duncan Road via the Lower Church Street interchange is problematic due to the need for grade separation across the rail lines.
N1 Corridor Conceptual Proposals
The conceptual planning of the N1 Corridor between Oswald Pirow and the N7 is currently underway (Ref 11). As part of this process, the proposed ultimate cross section of the N1 in the vicinity of the Port, as well as the interchange configurations at Marine Drive and Lower Church Street, are being reviewed.
Realignment of Marine Drive Interchange
Consultants for the Port of Cape Town have prepared a conceptual proposal for the realignment of the Marine Drive interchange in order to incorporate the Salt River Power Station site into the Port (Refer to Figure 2.3) (Ref 12). The planned westward extension of Liesbeeck Parkway has been accommodated in this interchange proposal. This proposal is currently under review by the consultants for the N1 Corridor. Initial concerns regarding this proposal are as follows:
• The significant reconstruction cost of the interchange in the light of current political support for public transport over private transport.
• The alignment would result in the demolition of the historical power station building.
• The realignment of Marine Drive would result in increased travel distance for the majority of the users (commuter traffic) and hence would result in increased road user costs.
Figure 2.3 : VKE Marine Drive Proposal
• The railway lines within the Port will still provide a barrier once Marine Drive was realigned. Furthermore, Duncan and Container Roads are currently elevated for most of the length of the route between Marine Drive Interchange and the Marine Drive/Paarden Eiland Intersection, therefore allowing limited opportunity for connectivity with the Power Station Site.
2.7 BICYCLE & PEDESTRIAN STUDIES
Bellville to Cape Town Cycle Path/Pedestrian Route
The above mentioned report (Ref 13) documents four alternative alignments for the proposed cycle path, three of which would utilise Duncan Road between Marine Drive and the Waterfront. The preferred route of the four alternatives routes, utilises Duncan Road. This bicycle routing has implications for the Port with regards to their intention to close Duncan Road to through traffic.
2.8 PUBLIC TRANSPORT & RAIL PLANNING STUDIES
Atlantis Commuter Rail Study (Ref 14)
This study investigated the technical feasibility of upgrading the Atlantis rail line to provide a passenger service, and doubling the Cape Town - Monte Vista line. Aspects and proposals related to the Harbour line, which terminates in the Port, have been noted in the study as follows:
• The Harbour line is currently an unelectrified freight line, which runs from the Windermere Junction to the Port, and is relatively underutilised. A parallel rail spur aligned through Paarden Eiland links to the Monte Vista line to the north of the Marine Drive Interchange, and is still operational at a limited scale.
• A single track currently links the Monte Vista and Harbour lines in the Bay Junction area (to the west of N1/Marine Drive interchange). In the vicinity of the Port, new double tracks are proposed along the northern edge of the existing Monte Vista line (as per the Atlantis rail study), along which provision for the Harbour link will need to be made.
• PAWC has formulated a notional proposal to establish a light rail line along the N1 corridor, to provide a link between key satellite origin points (Durban Road corridor, Century City, Cape Town International Airport) and the Inner City Area (ICA). Two options have been identified, i.e. the dual use of the Monte Vista line (together with heavy rail), or using the Harbour line, with the service terminating either in the Port, or in Cape Town Station.
• A separate initiative relates to the upgrading of the Harbour line to provide a passenger service, which will link the line into the heavy rail network. As an alternative service option to the ICA, it can be connected to the Monte Vista line, the proposed Langa-Mutual-Chempet corridor, and the Atlantis line.
• Long distance trains, currently terminating in Cape Town Station, may be relocated to the Port area via the Harbour Line in the longer term, to provide additional capacity at the station.
• Spoornet has no future upgrading plans for the Harbour line.
Proposed Underground CBD Rail Link (Ref 15)
This report investigated the technical feasibility of the introduction of a short section of underground rail in the CBD, which would connect the Southern Suburbs lines directly to the Century City/Monte Vista line, via Cape Town Station, the CTICC and the harbour area. The implications of the Port include the utilisation of routing of the link between the Heerengracht access to the port and the N1 rail underpass opposite the Elliot Basin. The link would need to come to the surface in the vicinity of the Heerengracht/Duncan Road intersection (i.e. within the Port) and then utilise two of the existing rail lines between this intersection and the N1 underpass.
Conceptual Planning of the N1 Corridor (Ref 10)
As discussed earlier, the conceptual planning of the N1 Corridor is currently underway. Alternative conceptual proposals and strategies are being evaluated, some of which involve enhanced public transport routes to and from the CBD. The possible routing of an exclusive rapid transit route through the Port as well as the utilisation of the unused N1 underpass in the vicinity of the Elliot Basin are being considered. These proposals will have an impact on the Port’s rail network.
Cape Town V & A Light Rail Link (Ref 16)
The latest developments regarding the proposal to link Cape Town Station to the V&A Waterfront with a light rail service, has been in the form of a proposal by a French Consortium. With the development of the Cape Town International Convention Centre, the proposed route of the light rail has been deviated through Convention Square i.e. along Lower Long Street. The route passes through Convention Square , continues under the Foreshore Freeway before entering the Roggebaai Canal Precinct. The route continues through the precinct in a westerly direction passing the proposed Blue Train Station (to the south). The route then exits the Roggebaai Canal Precinct, intersects with the south eastern corner of the Coode Crescent area before crossing South Arm Road and terminating at the Clocktower Precinct.
The above light rail alignment will have an impact on the Coode Crescent area of the Port as the proposed alignment will necessitate the possible demolition of certain buildings in the Coode Crescent area.
On Track Rail Study (Ref 17)
This study was undertaken to assess the existing operation of the Cape Metropolitan railway system. The major findings of this assessment are also summarised in the Moving Ahead Metropolitan Transport Plan.
The basic findings are that critical sections of the rail network are operating at capacity during the weekday AM and PM peak periods. Outside of these peak periods there is potentially a significant amount of reserve rail network capacity to accommodate freight movement.
3.0 EXISTING TRAFFIC OPERATIONS
3.1 INTRODUCTION
Port operations vary from day to day as they are highly dependant on the ships docked in the Port on any particular day and on the seasonal characteristic of produce/cargo. Some of the Port operations occur during regular office hours on weekdays, whereas others occur 24 hours a day for seven days a week. The majority of the operations generate commuter traffic during the weekday commuter peak periods.
The major access routes to the port, namely N1, Marine Drive and Duncan Road routes are busiest during the weekday AM and PM peak periods.
The existing traffic operations of the port has been assessed during the weekday AM and PM peak periods, when the commuter traffic to the port coincides with the metropolitan commuter peak period, and also during the weekday midday peak period, when industrial and freight delivery traffic is at it’s peak.
3.2 COLLECTION OF DATA
3.2.1 Traffic Data
Intersection traffic counts
Weekday AM, midday and PM peak period traffic counts were conducted over the period October 2002 to February 2003 (excluding school & tertiary institution holidays) at the following intersections on the road network in the vicinity of the Port:
• Marine Drive/Container Road Intersection
• Duncan Road/Container Road Intersection
• Duncan Road/Container Terminal Entrance
• Duncan Road/Elliot Basin Entrance
• Duncan Road/Alkmaar Road Intersection
• Duncan Road/M Berth Access
• Duncan Road/Oswald Pirow Intersection
• Duncan Road/Heerengracht Intersection
• Duncan Road/Coode Crescent Intersection
• Duncan Road/South Arm Intersection
The results of the above counts are indicated in Figure 3.1 for the weekday AM, midday and PM peak hours (Refer to Appendix B for summaries of the counts). As part of the above weekday AM, midday and PM peak period traffic counts, the number of heavy vehicles, buses and taxis was also recorded.
Figure 3.1: Existing weekday AM, midday and PM peak hour traffic counts in the vicinity of the port
Automatic Traffic Counts
Automatic 24 hour traffic count data has been obtained from the City of Cape Town for the period 1995 to 2002 at the following permanent counting stations:
• N1 Freeway Station 1: West of the Lower Church Street Interchange
• Marine Drive Station 131: North of the N1/Marine Drive interchange
Origin-Destination (O-D) Survey
An origin-destination (O-D) survey was undertaken during the weekday AM peak period on Wednesday 4 December 2002 to determine the extent of through traffic using Duncan Road.
The number plate methodology was used to determine the volume of inbound through traffic. The last three digits of the number plates of all traffic entering Container Road from Marine Drive were noted over the period 06h45 to 08h45 (2 hours) on a typical weekday morning. The last three digits of the number plates of all westbound traffic exiting at the Oswald Pirow Street, the Heerengracht and South Arm Road harbour accesses were also recorded. The in- and outbound number plates were compared to identify matches.
A total of 1 993 vehicles were recorded entering the port via the Marine Drive/Paarden Eiland Road intersection during the 2 hour period, while 989 were recorded exiting the port via Oswald Pirow Street, the Heerengracht and South Arm Road during the same period.
Origin Destination Matrices
The intersection traffic count data was used to derive peak and off-peak hour origin-destination matrices for the port (Refer to Appendix C).
Pedestrian Counts
Weekday AM and PM pedestrian counts were undertaken on Wednesday 9 October 2003 at the South Arm Port/Duncan Road circle and at the pedestrian footbridge opposite the Royal Cape Yacht Club, as the majority of pedestrians destined for the port utilise these access points. The results of these counts are summarised in Figure 3.2. As part of vehicular counts at the intersections, pedestrian movements were monitored at the other major intersections.
Parking Survey
A parking survey was undertaken on 26 February 2003 during the midmorning period (10h00 to 11h30) to determine the daytime parking demand and parking utilisation within the Port.
Figure 3.2: Weekday AM and PM peak period pedestrian flows at major pedestrian entrance points
3.3 EXISTING PORT OPERATIONS
3.3.1 Introduction
The Port is currently served by five access roads as follows (Refer to Figure 1.2) :
• Container Road via the Marine Drive/Paarden Eiland Road intersection
• Oswald Pirow Street
• Heerengracht Avenue
• Duncan Road via the South Arm Road/Duncan Road intersection
• South Arm Road north of Duncan Road via the South Arm Road/Duncan Road intersection
South Arm Road also serves the fishing industry which is not part of the Port operations as it falls under the V&A Waterfront operations. Conversely, the synchrolift although situated within the V&A Waterfront, still forms part of the Port operations.
Adjustments have been made to the pedestrian and vehicular flows along South Arm Road to isolate the Port from V&A Waterfront operations.
3.3.2 Trip Generation and Distribution
An assessment of the weekday AM, midday and PM peak period O-D matrices has revealed the following findings:
Weekday AM & PM Peak Hour Vehicular Trip Generation
Currently, the Port generates approximately 1 350 vehicle trips (63% in:37% out) during the weekday AM peak hour and approximately 1 450 vehicle trips (37% in:63% out) during the weekday PM peak hour. Of the 1 350 vehicles entering and leaving the Port during the weekday AM peak hour, 17% (236 vehicles) were heavy vehicles. During the weekday PM peak hour, the proportion of heavy vehicles entering the Port was 19% (272 heavy vehicles).
Midday Peak Hour Vehicular Trip Generation
Currently, the Port generates approximately 1 500 vehicle trips (45% in:55% out) during the weekday midday peak hour (11h45 to 12h45). Of the 1 500 vehicles entering and leaving the port during the weekday midday peak hour, 21% (312 vehicles) were heavy vehicles.
Peak Hour Vehicular Trip Distribution
The measured peak period trip distribution for the three peak hours under consideration is summarised in Table 3.1.
Between 40% and 60% of the traffic generated by the Port during the weekday AM and PM commuter peak hours utilises the Marine Drive/Paarden Eiland Road intersection, emphasising the importance of this primary access to the Port. The Oswald Pirow, Heerengracht, South Arm accesses each accommodate between 10% and 20% of the traffic generated by the Port. Due to the inaccessibility of certain access intersections caused by weekday AM and PM peak period congestion, normal distribution patterns may have been affected.
TABLE 3.1: MEASURED TRIP DISTRIBUTION
During the weekday midday peak hour, approximately 40% of Port traffic utilises the Marine Drive/Paarden Eiland Road intersection, again emphasising the importance of this primary access to the Port. The Oswald Pirow and South Arm accesses each accommodate approximately 20% of the Port traffic, while the Heerengracht accommodates approximately 10% of the Port traffic.
3.3.3 Pedestrians
The labour intensive industries within and in the vicinity of the port are predominantly the ship repair and fishing industries. These industries attract workers on foot from Cape Town Station via Dock Road and South Arm Road, and from Woodstock and Esplanade Stations via the footbridge over the N1 Freeway. The predominant internal pedestrian routes are Duncan Road and South Arm Road.
The highest peak hour pedestrian flow is during the weekday AM peak hour when approximately 750 pedestrians (95% in: 5% out) access to and from the port via the footbridge from Woodstock and Esplanade Stations. During the weekday PM peak hour, the two way flow of pedestrians on the footbridge is approximately 450 pedestrians (10% in:90% out).
Weekday AM peak hour two way pedestrian flows along the section of South Arm Road, north of the Duncan Road circle are approximately 380 pedestrians (85% in: 15% out), whereas during the weekday PM peak hour the two way flow is approximately 390 pedestrians (15% in: 85% out). It should be noted that an unknown proportion of these pedestrians are generated by the fishing industry i.e. not Port generated traffic.
Weekday AM peak hour two way pedestrian flows at the Duncan Road access off the South Arm/Duncan Road circle, are approximately 60 pedestrians (50% in: 50% out), whereas during the weekday PM peak hour the two way flow is approximately 140 pedestrians (60% in: 40% out).
Pedestrian flows at the other access intersections are low as are pedestrian flows along Duncan Road itself.
3.3.4 Public Transport
Two way taxi and bus flows on various sections of Duncan and Container Roads are indicated in Table 3.2 below
TABLE 3.2: WEEKDAY AM AND PM PEAK HOUR BUS AND TAXI FLOWS ON DUNCAN ROAD
The Port is well served by both buses and taxis, predominantly as feeder services from Cape Town Station. Significant taxi flows were measured on Duncan Road in the vicinity of South Arm Road, which is possibly serving as an informal pick up point during the weekday PM peak period. The bus service is a contracted service between Cape Town Station, South Arm Road and the Container Terminal Building.
5. Freight Transport Operations
Road Freight Transport Operations
The dominant generators of road based freight transport are the Container Terminal, the Multipurpose Terminal and the Fruit Terminals.
During 2001, the Container Terminal generated approximately 430 000 heavy vehicle trips (in & out). This translates to a maximum daily two way flow of 2 400 heavy vehicles per day. Currently, 91% of the inbound containers and 95% of the outbound containers utilise road transport.
The weekday hourly distribution of heavy vehicle flows measured on 4 December 2002 for the 12 hour period 7h00 to 19h00 at the Container Terminal, is indicated in Figure 3.3. The weekday AM peak period heavy vehicle flows are lower than those measured for the majority of the 12 hour period. This can be attributed to the limited accessibility of the Port to freight traffic during the weekday AM peak hour due to severe congestion at the Marine Drive interchange and Marine Drive/Paarden Eiland Road intersection i.e heavy vehicle traffic tends to avoid these peak periods.
FIGURE 3.3: HOURLY DISTIBUTION OF HEAVY VEHICLE FLOWS AT CONTAINER TERMINAL: WEDNESDAY 4 DECEMBER 2002
It should be noted that export containers can be dropped off within a 4 day window of shipping activities and similarly, import containers should be collected with 4 days of being docked. This allows for the scheduling of heavy vehicle movements to off peak periods.
At the Fruit Terminal, the scheduling of heavy vehicles carrying fruit for export is strictly enforced, due to the time sensitivity of the cargo. Fruit from the Elgin area is pre-cooled and the freighted in by road to the harbour, where it is stored in refrigerated sheds on the quayside prior to shipping. Excessive delays of the road network could lead to fruit being exposed to excessive temperatures which spoil the cargo. The scheduling of deliveries allows for off peak delivery with minimal potential of delays and balances quayside refrigerated storage with loading of vessels and landside delivery. Typical heavy vehicle arrival rates during peak season are approximately 12 vehicles per hour i.e two way flow of 24 heavy vehicles per hour.
Road based heavy vehicle deliveries to the Multipurpose Terminal are highly variable and are based on the number of vessels in the Port, their cargo and loading schedule. In general, these vehicle flows are low in comparison to the Container Terminal flows.
Rail Freight Transport Operations
Rail is currently utilised predominantly by the Container, Multipurpose and Fruit Terminals. The use of rail has declined over the past ten years due to a number of reason including the following :
• The rail network within the Port is no longer electrified due to a lack of ongoing maintenance
• Spoornet are in the process of rationalising their rolling stock.
• The logistics of changing from electric to diesel units to serve the Port, together with the reduced availability of rail trucks to move containers is making rail less attractive when compared to the convenience and flexibility of road transport.
• The deregulation of road based freight haulage to the Port.
It is therefore anticipated that the modal split by road will continue to increase unless something is done to make it more competitive with road transport.
During 2001, 9% of the inbound containers and 5% of the outbound containers to and from the Container Terminal utilised rail transport. Approximately 1% of the fruit destined for the Fruit Terminal utilises rail, this being longer distance citrus products in the winter months.
Rail still plays an active role in the Multipurpose Terminal, where approximately 100% of barley and significant proportions of maize, soya and fertiliser are transported by rail. The rationalisation of the Spoornet rolling stock and hence the limited availability of rail carriages, has resulted in the loss of valuable on site storage of commodities within these rail carriages on the extensive Port rail sidings.
3.3.6 Port Parking Operations
The parking survey conducted on Wednesday 26 February 2003 concentrated mainly on the major parking reservoirs within the Port i.e along South Arm Road and at the Container Terminal. The midmorning demand and utilisation of the various parking areas on South Arm Road and at the Container Terminal are indicated in Table 3.3.
It should be noted that approximately 66% of the midmorning parking demand (490 vehicles) on South Arm Road can be attributed to the Port operations, while 33% is attributed to the Fishing Industry.
In general, the parking areas along South Arm Road have reserve capacity to accommodate a moderate increase in parking demand. The parking area at the Container Terminal is only approximately 50% utilised, indicating significant reserve capacity.
TABLE 3.3: MIDMORNING PARKING DEMAND AND UTILISATON ON SOUTH ARM AND AT CONTAINER TERMINAL
3. EXISTING TRAFFIC CHARACTERISTICS
3.4.1 Weekday AM and PM Peak Period Traffic Operations
Existing weekday AM & PM peak hour two way flows on the road system in the vicinity of the Port are indicated in Figure 3.1 and summarised in Table 3.4 below
TABLE 3.4: SUMMARY OF WEEKDAY PEAK HOUR FLOWS IN THE VICINITY OF THE PORT (VEH/HR)
Peak hour flows on Marine Drive are tidal due to commuter patterns. During the weekday AM peak hour, the southbound flow on Marine Drive is approximately 2400 veh/hr north of Container Road. The inability of the Marine Drive interchange to accommodate more than 1 800 veh/hr on the Marine Drive on ramp to the City results in queue backup through the Marine Drive/Container Road/Paarden Eiland Road intersection, and hence inefficient utilisation of this intersection. During the AM peak hour, northbound flows on Marine Drive are relatively low and unimpeded by traffic congestion.
During the PM peak hour, the tidal northbound flow on Marine Drive is approximately 2 700 veh/hr north of Container Road. The Marine Drive/Container Road/Paarden Eiland Road intersection operates at an acceptable level of service i.e. traffic experiences marginal delays during this peak hour.
Peak hour flows on Duncan Road are also tidal due to commuter patterns as this route is used as a “rat-run” for traffic wishing to bypass congestion at the Marine Drive interchange with the N1. Weekday peak hour two way flows on the section of Duncan Road east of Oswald Pirow Street are approximately 1 100 veh/hr during the AM peak hour and 1 400 veh/hr during the PM peak hour, which are both approaching the capacity in the peak direction of flow on this two lane facility.
Two way traffic flows on Duncan Road during the midday peak hour are much lower than during the weekday AM and PM peak hours. The measured midday peak hour two way flow on the various sections of Duncan Road of between 400 and 700 vehicles per hour are significantly less than the capacity of this facility.
3.4.2 Weekday AM and PM Peak Period Through Traffic Assessment
The O-D survey conducted along Duncan Road during the weekday AM peak period, indicated that approximately 550 inbound vehicles rat run through the Port (from Marine Drive to Oswald Pirow, Heerengracht, Clocktower Precinct & southern leg of South Arm Road) during the AM peak hour out of a total flow of approximately 1 000 inbound vehicles. This was substantiated by the O-D matrix for the weekday AM peak hour, which indicated that approximately 600 vehicles were conducting this through movement.
During the weekday PM peak hour, the O-D matrix indicated that approximately 900 vehicles were conducting the reverse through movement.
Other less significant through traffic movements that utilise Duncan Road are as follows:
• Between South Arm Road Circle and Heerengracht or Oswald Pirow
• Between Heerengracht and Oswald Pirow (particularly during the weekday PM peak hour)
• In the non peak direction of flow between Marine Drive and Oswald Pirow, Heerengracht, Clocktower Precinct or the southern leg of South Arm Road
In total, the weekday AM peak hour through traffic flow within the Port is approximately 800 vehicles, whereas this flow is approximately 1 350 vehicles during the weekday PM peak hour. During the midday peak hour, the two way through traffic movement of approximately 220 vehicles is significantly lower than the weekday AM and PM peak hour through traffic demand.
3.4.3 Access Route Traffic Situation
The Port is served predominantly by two major metropolitan routes namely the N1 Freeway and Marine Drive. The N1 is a very important Class 1 facility linking the Central City and the Port with the rest of the metropolitan area and the hinterland. Marine Drive is a very important Class 2 facility linking the Tableview North & Milnerton residential areas and the Montague Gardens and Paarden Eiland industrial areas with the Central City and the Port.
Both of the above routes have experienced steady growth in peak period and daily traffic flows, in both directions. Weekday traffic growth rates per direction on the N1 Freeway have been summarised in Tables 3.5 and 3.6 for the westbound and eastbound traffic respectively, while the weekday traffic growth rates per direction for Marine Drive have been summarised in Tables 3.7 and 3.8 for the southbound and northbound traffic respectively.
TABLE 3.5: WESTBOUND (IN BOUND) WEEKDAY TRAFFIC GROWTH RATES ON N1 FREEWAY (EAST OF MARINE DRIVE INTERCHANGE)
• N1 Freeway (Refer to Tables 3.5 & 3.6)
During the weekday AM peak hour, westbound traffic flows on the N1 are at capacity and hence very little growth has occurred over the period 1995 to 2001. Traffic growth has however, occurred in the pre peak (8% per annum) and post peak (1.5% per annum) hours.
TABLE 3.6: EASTBOUND (OUT BOUND) WEEKDAY TRAFFIC GROWTH RATES ON N1 FREEWAY (EAST OF MARINE DRIVE INTERCHANGE)
During the weekday PM peak hour, eastbound traffic flows on the N1 are approaching the capacity of this section and hence very little growth ( 1.05
Duncan and Container Roads can be classified as Class 4 Local Distributors. Class 4 routes typically accommodate approximately 800 vehicles per hour per lane, (Ref 19) but due to the generous lane widths on these routes, a capacity of 900 vehicles per hour per lane has been used in the analysis.
(a) Existing Situation
At present , the critical two lane section of Duncan Road, east of Oswald Pirow Street is operating at capacity in the peak direction of travel during the weekday PM peak hour. The above section of Duncan Road operates at near capacity conditions in the peak direction of travel, during the weekday AM peak hour. The remaining sections of Duncan Road operate at under capacity conditions during the peak hours under consideration.
At present, Container Road operates at under capacity conditions during all three peak hours under consideration.
(b) Short Term
For the short term scenario, without the removal of through traffic from the Port, the critical two lane section of Duncan Road, east of Oswald Pirow Street will operating over capacity in the peak direction of travel during the weekday PM peak hour, resulting in congestion, low operating speeds and vehicle queuing on Duncan Road. The above section of Duncan Road will operate at capacity in the peak direction of travel, during the weekday AM peak hour. The remaining sections of Duncan Road and Container Road will continue to operate at under capacity conditions during the peak hours under consideration.
TABLE 6.1: LINK ANALYSIS FOR THE EXISTING TRAFFIC SITUATION
TABLE 6.2: LINK ANALYSIS FOR THE SHORT TERM TRAFFIC SITUATION: INCLUDING THROUGH TRAFFIC
The removal of through traffic from the Port in the short term will result in all sections of Duncan Road and Container Road operating at under capacity conditions during the three peak hours under consideration.
TABLE 6.3: LINK ANALYSIS FOR THE SHORT TERM TRAFFIC SITUATION: EXCLUDING THROUGH TRAFFIC
(c) Medium Term
For the medium term scenario, without the removal of through traffic from the Port, the critical two lane section of Duncan Road, east of Oswald Pirow Street, will operating over capacity in the peak direction of travel during the weekday AM and PM peak hours, resulting in severe congestion, very low operating speeds and extensive vehicle queuing on Duncan Road. The remaining sections of Duncan Road will continue to operate at under capacity conditions during the peak hours under consideration.
TABLE 6.4: LINK ANALYSIS FOR THE MEDIUM TERM TRAFFIC SITUATION: INCLUDING THROUGH TRAFFIC
During the weekday PM peak hour, the southbound carriageway of Container Road will operate over capacity.
The removal of through traffic from the Port in the medium term will result in all sections of Duncan Road and Container Road operating at under capacity conditions during the three peak hours under consideration.
TABLE 6.5: LINK ANALYSIS FOR THE MEDIUM TERM TRAFFIC SITUATION: EXCLUDING THROUGH TRAFFIC
(d) Long Term
For the long term scenario, without the removal of through traffic from the Port, the majority of the Duncan Road and Container Road sections will operate at or over capacity in the peak direction of travel during the weekday AM and PM peak hours. The removal of the through traffic in the long term, will result in all sections of Duncan Road and Container Road operating at under capacity conditions during the three peak hours under consideration.
TABLE 6.6: LINK ANALYSIS FOR THE LONG TERM TRAFFIC SITUATION: INCLUDING THROUGH TRAFFIC
TABLE 6.7: LINK ANALYSIS FOR THE LONG TERM TRAFFIC SITUATION: EXCLUDING THROUGH TRAFFIC
6.3.2 Intersection Analysis
The impact of traffic generated by the anticipated Port development and growth, together with background growth in the commuter traffic , has been assessed by analysing the performance of the following access and internal intersections to the Port for the existing and short term scenarios:
• Duncan Road/South Arm traffic circle
• Duncan Road/Heerengracht unsignalised intersection
• Duncan Road/Oswald Pirow Street unsignalised intersection
• Duncan Road/Container Road signalised intersection
• Marine Drive/Paarden Eiland/Container Road signalised intersection
The analysis of the signalised and unsignalised intersection has been carried out using procedures from the 2000 Highway Capacity Manual (Ref 20). A computerised version of the manual, namely HCS2000 (Ref 21) has been used to facilitate the analysis (Refer to the Appendices for copies of the analysis output sheets). The analysis of the traffic circle has been undertaken using the Sidra traffic analysis software (Ref 22).
The analysis of intersections has been confined to the existing and short term scenarios to demonstrate that the access intersections to the Port, will already operate at very low levels of service in the short term, without the removal of through traffic from Duncan Road. The situation for the medium and long term scenarios would be similar, but worse than the short term scenario.
The 2000 Highway Capacity Manual methodology evaluates the intersection performance in terms of Level of Service (LOS). The LOS of an intersection is related to the average control delay per vehicle using that intersection within the specified analysis period (typically an hour). The range of levels of service and the corresponding vehicular delays for signalised and unsignalised intersections are summarised in Table 6.8.
TABLE 6.8 : SUMMARY OF LEVELS OF SERVICE FOR SIGNALISED AND UNSIGANLSIED INTERSECTIONS
The summarised results of the intersection analyses are indicated in Table 6.9.
TABLE 6.9: SUMMARY OF RESULTS OF INTERSECTION ANALYSIS
|NO |NAME |PEAK |EXISTING |SHORT TERM (2009) WITH THROUGH TRAFFIC |SHORT TERM (2009) WITHOUT THROUGH |
| | |HOUR | | |TRAFFIC |
| | |V/C Ratio |Delay
(sec/veh) |LOS |V/C Ratio |Delay
(sec/veh) |LOS |V/C Ratio |Delay
(sec/veh) |LOS | |1 |Duncan Road/
South Arm Road
(Traffic Circle) |AM |0,36 |12,0 |B |0,41 |12,1 |B |0,22 |12,8 |B | | | |MID |0,41 |13,2 |B |0,45 |13,6 |B |0,43 |13,6 |B | | | |PM |0,65 |15,5 |B |0,73 |16,7 |B |0,49 |13,5 |B | |2 |Duncan Road/
Heerengracht
(3 way stop road) |AM | |243,7 |F | |472,3 |F | |11,4 |B | | | |MID | |10,1 |B | |11,1 |B | |9,7 |A | | | |PM | |97,8 |F | |294,6 |F | |8,8 |A | |3 |Duncan Road/
Oswald Pirow
Street
(3 way stop) |AM | |101,8 |F | |257,1 |F | |10,6 |B | | | |MID | |9,7 |A | |10,7 |B | |9,9 |A | | | |PM | |193,2 |F | |409,1 |F | |8,8 |A | |4 |Duncan Road/
Container Road
(Signalised
Intersection) |AM |0,63 |3,8 |A |0,87 |7,7 |A |0,39 |5,6 |A | | | |MID |0,30 |7,3 |A |0,42 |8,4 |A |0,41 |8,7 |A | | | |PM |0,49 |6,6 |A |0,87 |17,6 |B |0,45 |9,3 |A | |5 |Marine Drive/
Paarden Island
Road
(Signalised
Intersection) |AM |0,99 |43,8 |D |1,87 |179,7 |F |0,93 |26,4 |C | | | |MID |0,59 |18,2 |B |0,76 |21,8 |C |0,76 |21,2 |C | | | |PM |0,88 |25,7 |C |1,34 |175,9 |F |1,13 |215,9 |F | |
Based on the analysis of intersections, the following findings should be highlighted:
Duncan Road/South Arm Road Intersection
At present this traffic circle operates at a high level of service (LOS B) during all three peak hours under consideration. This intersection will continue to operate at the current level of service for the short term scenario, with or without through traffic.
Duncan Road/ Heerengracht Intersection
At present, this 3 way stop controlled intersection operates at a very low level of service (LOS F) during the weekday AM and PM peak hours and at a high level of service (LOS B) during the weekday midday peak hour.
For the short term scenario with through traffic, the performance of the intersection will deteriorate during both the weekday AM and PM peak hours, resulting in longer vehicle delays and vehicular congestion. The intersection will continue to operate at a high level of service (LOS B) during the weekday midday. In order to improve the performance of this intersection, consideration could be given to the signalisation of this intersection or the removal of through traffic from the Port.
The removal of through traffic from the Port will result in this intersection operating at high levels of service (LOS A/B) during all three peak hours under consideration.
Duncan Road/ Oswald Pirow Street Intersection
At present, this 3 way stop controlled intersection operates at a very low level of service (LOS F) during the weekday AM and PM peak hours and at a very high level of service (LOS A) during the weekday midday peak hour.
For the short term scenario with through traffic, the performance of the intersection will deteriorate during both the weekday AM and PM peak hours, resulting in longer vehicle delays and vehicular congestion. The intersection will continue to operate at a high level of service (LOS B) during the weekday midday. In order to improve the performance of this intersection, consideration could be given to the signalisation of this intersection or the removal of through traffic from the Port.
The removal of through traffic from the Port will result in this intersection operating at high levels of service (LOS A/B) during all three peak hours under consideration.
Duncan Road/Container Road intersection
At present, this intersection operates at a high level of service (LOS A) during the three peak hours under consideration.
For the short term scenario, the intersection will continue to operate at high levels of service (LOS A/B) with or without through traffic.
It should be noted that for the short term scenario with through traffic, that although the intersection is operating at a high level of service during the weekday AM and PM peak hour, the volume to capacity ratios for the intersection are in the near capacity range (i.e. v/c between 0.85 and 0.95), which indicates that the intersection will have limited reserve capacity for medium term developments without the removal of through traffic.
Marine Drive/Paarden Eiland/Container Road Intersection
This intersection operates under congested conditions during the weekday AM peak hour due to backup from the city-bound N1 onramp at the Marine Drive interchange. During the weekday PM peak hour, the intersection operates at a reasonable level of service (LOS C), due to the metering of traffic from the N1 due to congestion on the N1. During the weekday midday peak hour, the intersection operates at a high level of service (LOS B).
For the short term scenario with through traffic, the performance of the intersection will deteriorate significantly to operate at a very low level of service (LOS F) during the weekday AM and PM peak hours and at a reasonable level of service (LOS C) during the weekday midday peak hour.
Should the Port close Duncan Road to through traffic, the theoretical performance of this intersection would improve during the weekday AM peak hours. In reality, the performance of this intersection will only improve during the weekday AM peak hour, once the downstream bottleneck effects of the Marine Drive interchange have been addressed. During the weekday PM peak hour, the performance of the intersection will further deteriorate to operate at a very low level of service (LOS F). As expected, the performance of the intersection during the midday peak hour will be unaffected by the removal of through traffic i.e. continue to operate at a reasonable level of service (LOS C).
6.4 RAIL TRANSPORT
As discussed previously, the modal share of rail is decreasing due to the competition presented by road based freight haulage. Rail still has a role to play in the movement of bulk, long distance items and empty containers.
The future of rail transport to the Port should be safeguarded due to a number of factors:
• The metropolitan rail network has significant reserve capacity to accommodate growth in rail based freight transport, outside the weekday commuter peak periods.
• Rail operations are not effected by the growing weekday commuter peak period congestion.
• The rail network within the Port is extensive, serving all areas of the Port.
• Rail will continue to offer travel time savings over east coast ports for import items destined for the Gauteng area.
• Rail’s efficiency with the transportation of certain bulk items.
• Possible opportunities for an increase in the use of rail due to the proximity of the rail transfer facility to the expanding container terminal.
The capacity implications on the Port rail network of the possible introduction into the Port of the mainline train services and the Blue Train Station in the Roggebaai Canal Precinct will need to be assessed, to ensure that this strategic transport service to the Port is safeguarded.
6.5 PUBLIC TRANSPORT
Public transport traffic generated by the Port is concentrated predominantly at the South Arm and Heerengracht access intersections to the Port. The Heerengracht provides the least congested traffic route between the Cape Town Station and the Port during the weekday AM and PM commuter peaks, and should remain relatively uncongested in future. The route to South Arm via the Buitengracht corridor is already congested for extended periods during the weekday AM and PM commuter peaks, and this situation is likely to get worse over time.
Based on the projected growth in Port activities, it is likely that peak period public transport demand will increase.
6.6 PEDESTRIAN TRAFFIC
The predominant pedestrian routes to and from the Port are via South Arm Road and via the pedestrian bridge across the N1, opposite the Elliot Basin. Pedestrians destined for the South Arm area, have to cross the Buitengracht corridor en route from Cape Town Station. During the weekday AM and PM peak period, vehicle/pedestrian exposure rates are extremely high, resulting in frequent pedestrian/vehicle conflicts. The timing of the pedestrian signals at both the Hans Strijdom and Coen Steytler intersections with Buitengracht are suboptimal. Furthermore, guidance mechanisms have not been introduced to prevent pedestrians from making unsafe crossing manoeuvres along this corridor.
Based on the projected growth in Port activities, it is likely that peak period pedestrian flows on both of these pedestrian routes will increase.
7.0 SUMMARY OF TRANSPORT INVESTIGATION
7.1 SUMMARY OF SITUATIONAL ANALYSIS
The following findings of this assessment should be highlighted:
• The vision of the Commercial Ports Policy is: “A system of ports, seamlessly integrated in the transport network, that is jointly and individually self-sustainable through the delivery of high levels of service and increasing efficiency for a growing customer base, enhancing South Africa’s global competitiveness and facilitating the expansion of the South African economy through socially and environmentally sustainable port development.” One of the primary goals of the National Ports Policy is to enable Port users to access the Port system in the most efficient way possible.
• The vision for the South African transport system in the White Paper on National Transport Policy is that of system which will: “Provide safe, reliable, effective, efficient, and fully integrated transport operations and infrastructure which will best meet the needs of freight and passenger customers at improving levels of service and cost in a fashion which supports government strategies for economic and social development whilst being environmentally and economically sustainable.”
• The Port Development Framework anticipates growth in all sectors of the Port and has indicated three phases namely the Short Term (0 to 7 years), the Medium Term (7 to 15 years) and the Long Term (15 to 25 years). The development proposals include the relocation of the Fruit Terminal, the expansion of the Container Terminal and the development of the Port Industrial park on the Power Station Site.
• Currently the Port generates approximately 1 350 vehicle trips during the weekday AM peak hour (63% in:37% out), 1 500 vehicle trips during the weekday Midday peak hour (45% in:55% out) and 1450 vehicle trips during the weekday PM peak hour (37% in:63% out). Approximately 20% of these vehicles are heavy vehicles.
• Between 40 and 60% of the Port generated traffic uses the Marine Drive/Paarden Eiland access intersection during the weekday peak periods. The Oswald Pirow and South Arm accesses accommodate approximately 20% each, while the Heerengracht access accommodates approximately 10% of generated traffic.
• During the weekday AM peak hour, approximately 1 000 pedestrians enter the Port via South Arm Road and the pedestrian bridge across the N1 (Table Bay Boulevard). These two routes facilitate pedestrian access from Woodstock, Esplanade and Cape Town Station.
• The Port is well served by both buses and taxis, predominantly as feeder services from Cape Town Station. Significant taxi flows were measured on Duncan Road in the vicinity of South Arm Road, which is serving as an informal pick up point during the weekday PM peak period.
• Rail is playing a diminishing role in haulage of cargo to and from the Port. The rail network within the Port is no longer electrified due to a lack of ongoing maintenance. Spoornet are also in the process of rationalising their rolling stock. Currently, less than 10% of annual containers and only 1% of the Fruit Terminal’s cargo is carried by rail. The Multipurpose Terminal still utilises rail. However, the logistics of changing from electric to diesel units to serve the Port, together with the reduced availability of rail carriages to move containers is making rail less attractive when compared to the convenience and flexibility of road transport. It is therefore anticipated that the modal split by road will continue to increase.
• Road transport is therefore the dominant form of transport to the Port. Peak periods of traffic congestion are increasing in duration on the N1 and Marine Drive corridors, which is reducing the accessibility of the Port to road based traffic.
• The road network in the vicinity of the Port is busiest during the weekday AM and PM commuter peak periods. During the weekday AM peak period, the Marine Drive onramp to the N1 at the Marine Drive Interchange operates at capacity, with backup extending through the Marine Drive/Paarden Eiland Road/Container Road intersection. As a result, the above intersection operates at a very low level of service during this peak period. During the PM peak period, the Marine Drive/Paarden Eiland Road/Container Road intersection operates at a reasonable level of service. The other access intersection operate at reasonable levels of service during the weekday AM and PM peak periods.
• Due to congestion on the N1 and Marine Drive, normal traffic utilises Duncan Road to bypass the congestion. The weekday AM peak hour through traffic flow within the Port is approximately 800 vehicles, whereas this flow is approximately 1 350 vehicles during the weekday PM peak hour.
• Capacity improvements to the N1 Corridor are currently being investigated. The proposed Conceptual Plan for the N1 as proposed by the consultants for the Culemborg Development Framework, as well as the proposed realignment of the Marine Drive interchange to facilitate the integration of the Salt River Power Station site into the Port, are being reviewed.
• An assessment of the historical growth of peak period traffic on the N1 and Marine Drive indicates that metropolitan traffic has been growing by between 2 and 3% per annum since 1990.
• An operations model of the Port has been set up to assess the Port Development Framework proposals. Three future scenarios have been assessed namely the short (2009), medium (2017) and long term scenarios (2027). Future traffic flows have been predicted for the road network serving the Port for each of the weekday AM, Midday and PM peak hours of operation, based on the growth trends indicated in the Port Development Framework and by applying growth to background metropolitan and through traffic. In addition, the model has been used to assess the removal of through traffic from the Port.
• Based on the anticipated growth in Port activities, the weekday AM and PM peak hour and midday peak hour traffic generated by the Port will increase by between 30 and 40% in the short term and by between 85 and 115% in the medium term (i.e approximately double by 2017). Although the long term peak hour traffic generation has been estimated, it should be noted that each component of the Port will reach a growth ceiling and hence the predicted long term flows may never be achieved.
• The critical two lane section of Duncan Road, east of Oswald Pirow Street operates at capacity during the weekday PM peak hour. The remaining sections of Duncan Road and Container Road operate at near to under capacity conditions during the three peak hours under consideration.
• For the short term scenario, the critical two lane section of Duncan Road, east of Oswald Pirow Street will operate at capacity during the weekday AM peak hour and over capacity during the weekday PM peak hour. Should the through traffic be removed, the utilisation of both Duncan Road and Container Road will drop below 50%.
• For the medium term scenario, the critical two lane section of Duncan Road, east of Oswald Pirow Street will operate over capacity during the weekday AM and PM hour. The remaining sections of Duncan Road and Container Road operate at near to under capacity conditions during the three peak hours under consideration Consideration could be given to widening the critical section east of Oswald Pirow, to four lanes from the existing four lane section to Oswald Pirow. Should the through traffic be removed, the utilisation of both Duncan Road and Container Road will drop below 60%.
• For the predicted long term flows, the anticipated levels of utilisation of the majority of the sections of both Duncan and Container Roads will be in excess of 110% . The removal of through traffic from the Port will result in Duncan Road and Container Road operating at acceptable levels of performance.
• At present, the Marine Drive/Paarden Eiland Road intersection operates at capacity during the weekday AM peak hour, due to backup of traffic from the Marine Drive interchange. During the weekday midday and PM peak hours, this intersection operates at under capacity conditions. The performance of this intersection will continue to deteriorate annually, particularly during the weekday AM and PM peak hours, until the capacity of the Marine Drive interchange on and off ramps to Marine Drive are enhanced. The removal of through traffic from the Port will have an adverse effect on the performance of Marine Drive and the N1 Freeway during commuter peak periods.
• The Heerengracht and Oswald Pirow Street access intersections on Duncan Road operate at capacity during the weekday AM and PM peak hours and under capacity during the weekday midday peak hour. Should through traffic continue to use Duncan Road, consideration will need to be given to the signalisation of both of these intersections. Should through traffic be removed, these unsignalised intersections will operate at acceptable levels of service in the short term.
• The South Arm/Duncan Road intersection will continue to operate at a high level of service in the short term with or without through traffic.
The anticipated annual increase in commuter peak period congestion and the associated decreasing levels of accessibility of the Port during these peak periods, is likely to continue during the short term. The current political emphasis on transport provision is on public transport as opposed to private/road based transport. This has implications for the Port, as funding for road based capacity improvements on the N1 and Marine Drive will be extremely limited. Effective public transport improvements along Marine Drive and the N1 that target single occupant private vehicle commuters should slow down the growth in commuter peak period flows, which has positive implications for the accessibility of the Port.
7.2 SUSTAINABILITY FRAMEWORK
7.2.1 Objectives, Criteria & Indicators
The following transport objectives, criteria and indicators should be highlighted with regards to the future sustainable development of the Port of Cape Town (Refer to the Proposed Assessment Methodology for the SEA the Appendices):
Objectives
• Maintenance of high levels of accessibility to and from the Port by both rail and road based freight transport.
• Rationalisation, re-electrification and ongoing maintenance of the rail access links and internal Port rail network and facilities i.e weighbridge and rail transfer depot.
• Maintenance of road network serving the Port to ensure high quality riding surface.
• Maintenance of free flow traffic conditions on Duncan Road and Container Road to facilitate efficient Port activities.
• Scheduling of road and rail based transport to and from the Port to minimise emissions and delays caused by weekday peak period congestion.
• Promotion of rail based transport over road transport, due to rail’s independence of growing weekday peak period road congestion.
• Promotion of the use of public transport through facilitation of feeder services from the surrounding railway stations for Port workers to reduce private vehicle trip generation to and from the Port.
• Provision and maintenance of safe, high quality pedestrian links to the Port from surrounding railway stations.
Criteria
• Access Intersection Level of Service (LOS) : This is used to describe the level of performance of an intersection in terms of average vehicle delay and volume to capacity ratio. An acceptable level of service for urban intersections is LOS D or average delay per vehicle of 55 seconds at signalised intersections and 35 seconds per vehicle at unsignalised intersections.
• Internal Route Level of Service (Volume to Capacity ratio (v/c ratio)) : This is used to describe the level of performance of a route in terms of volume to capacity ratio. An acceptable level of service for urban routes in a v/c ratio of less than 0,85 (± LOS D).
• Passenger modal split: The ratio of private versus public transport passenger trips on an hourly, peak period or daily basis.
• Freight modal split: The ratio of rail versus road based freight on a monthly or annual basis.
Indicators
• Hourly monitoring of all vehicles entering or leaving the Port by vehicle type at each access point using automatic counting machines.
• Daily monitoring of all freight into and out of the Port by mode.
• Annual monitoring of the following:
o Weekday peak period through traffic flows
o Weekday peak period Port trip generation
o Weekday peak period public transport ridership
o Weekday peak period pedestrian flows
o Weekday peak period access intersection delay assessments
o Weekday peak period access route travel time assessments
The measured Port development and metropolitan traffic growth rates can be fed back into the operations model to refine the predictions made for the medium and long term development scenarios.
7.2.2 Constraints & Opportunities
The following transport transportation constraints and opportunities should be highlighted with regards to the future sustainable development of the Port of Cape Town.
Constraints
• Peak period and ultimately off peak traffic congestion will continue to erode the accessibility of the Port for longer period on weekdays.
• Increased levels of through traffic within the Port will continue to reduce the mobility of traffic within the Port.
• The competitive advantage road based transport has over rail transport is still on the increase.
• The lack of available rail rolling stock should Spoornet’s rationalisation process continue.
Opportunities
• The Port has two important rail network links to the metropolitan rail network, both of which are highly underutilised.
• Rail and road freight traffic can be scheduled for off peak commuter service periods.
• Conceptual proposals for the N1 Corridor could possibly improve the access to the Power Station site, with the aid of C-D roads.
• The possibility of accommodating the Mainline train station within the Port could result in the upgrading (re-electrification) of the Port’s rail network on a shared cost basis.
• With the movement of the Fruit Industry to the area vacated by the Container Terminal, the consolidation of the ship repair in the Elliot Basin and the relocation of the Coodes Crescent activities to the Port Industrial Park, there could be an opportunity to make Duncan Road a public road between Oswald Pirow Street and South Arm Road.
7.3 CONCLUSIONS
Based on this strategic environmental assessment of the transport aspects of the Port Development Framework, the following conclusions have been drawn:
Thresholds of acceptable change with regards to access to the Port
• The Port is well served by four major access intersections, three of which are in close proximity and well connected to the N1 Freeway and Marine Drive. Weekday commuter peak period congestion on both the N1 Freeway and Marine Drive have already resulted in a reduction in the accessibility of the Port during these peak periods. Trends in metropolitan traffic growth on these routes of between 2 and 3 % per annum will continue to reduce the accessibility of the Port for longer periods on weekdays.
• The level of weekday commuter peak period through traffic use on Duncan Road has already resulted in this route reaching it’s threshold (i.e. capacity). Further growth in through traffic on Duncan Road will result in congestion within the Port during peak periods, which will adversely affect the internal circulation of the Port.
• Rail access to the Port should be retained at current levels until a more in depth study of the rationalisation of the rail network with the Port is undertaken based on longer term Port and main line rail service requirements.
• Pedestrian access to the Port should be enhanced through the provision of safe and efficient pedestrian network. In particular pedestrian access via the Buitengracht corridor to the Port requires attention.
Guidelines for Future Port Planning
• Retain flexibility provided by encouraging and maintaining both modes of transport serving the Port namely rail and road.
• Road accessibility to the Port is set to deteriorate on an annual basis. The Port may need to consider strategies that counteract this loss in accessibility as follows:
o The provision of additional storage/cold storage facilities in close proximity to the Port where cargo can be brought in during the off peak periods
o Scheduling of all road based transport to and from the Port to maximise efficiency and minimise travel time delay.
o The increased use of rail, which is independent of road based congestion.
o Encourage and enhance public transport provision and pedestrian access routes to the Port.
o Discourage through traffic within the Port particularly on the section of Duncan Road between Marine Drive and Oswald Pirow Street.
o Limit on site parking for private vehicles.
• Co-determine with Spoornet a long term vision for rail transport to ensure that the rationalisation process of rail carriages does not go too far.
The national vision for commercial ports is that they be seamlessly integrated into the transport network and offer high levels of service and increasing efficiency for a growing customer base, so as to enhance South Africa’s global competitiveness and the expansion of the South African economy. The maintenance of a high level of accessibility for the Port of Cape Town is therefore of metropolitan, regional and national significance.
8.0 REFERENCES
1. Hawkins Hawkins & Osborn. Traffic Impact Assessment. Planned Expansion of the Container Terminal : Port of Cape Town. Prepared for the CSIR, Cape Town. January 2003.
2. NPA (National Ports Authority), 2002. NPA Development Framework – Cape Town, January 2002 Draft, Portnet, Cape Town.
3. CSIR, July 2002. Strategic Environmental Assessment for the Port of Cape Town : Phase One. Draft Scoping Report, Prepared for National Ports Authority Stellenbosch.
4. CSIR, August 2002. SEA for the Port of Cape Town and EIA for the Expansion of the Container Terminal Stacking Area at the Port of Cape Town: Specialist Terms of Reference. Prepared for the National Ports Authority, Stellenbosch.
5. National Department of Transport, 2001. Draft White Paper on National Commercial Ports Policy, Department of Transport, December 2001.
6. National Department of Transport : Moving South Africa : The Action Agenda – A Strategic Framework for Transport in South Africa. Pretoria 1999
7. Cape Metropolitan Council : Moving Ahead : Cape Metropolitan Transport Plan Part 1 : Contextual Framework, Cape Town . September 1998
8. Convenco Transportation Engineers. Transport Impact Assessment of the Cape Town International Convention Centre. Prepared for the Cape Town International Convention Centre Company (Pty) Ltd. Cape Town, February 2001.
9. BKS (Pty) Ltd. Culemborg Development Framework, Transportation Impact Assessment. September 2001. Prepared for Propnet, Cape Town.
10. Foreshore Freeway Consultants. Conceptual Planning of the Foreshore Freeway Completion. Being prepared for the City of Cape Town & Provincial Administration Western Cape, Cape Town.
11. Hawkins Hawkins & Osborn et al. Conceptual Planning of the N1 Corridor. Being prepared for the City of Cape Town & Provincial Administration Western Cape, Cape Town.
12. VKE Engineers. Preliminary Layout Drawing of N1 Corridor – Drawing No. AR044-P-P-002. Prepared for the National Ports Authority, Cape Town. 2000.
13. Africon. Bellville to Cape Town Cycle Path / Pedestrian Route : Draft Preliminary Design Report. Prepared for the Cape Metropolitan Council, City of Cape Town. Cape Town, August 1997.
14. Hawkins Hawkins & Osborn South (Pty) Ltd. Cape Town – Atlantis Proposed Commuter Rail Corridor : Route Identification and Station Location Report (Final Draft). Prepared for South African Rail Commuter Corporation, Cape Town. October 2002.
15. BKS et al. Underground Rail Link – Cape Town CBD : Preliminary Technical Feasibility. Prepared for the Cape Metropolitan Council Administration, City of Cape Town. August 2001.
16. Thales Engineering & Consulting. Priority Public Transport Link between CBD and Waterfront : Feasibility & Design Study. Phase 2 Report Prepared for the City of Cape Town. Cape Town. March 2002.
17. Raillink Consortium. On Track Study : Operational Assessment of the Cape Town Metropoilitan Railway System. Prepared for the Cape Metropolitan Council, Cape Town. July 1998
18. South African Roads Board. Department of Transport. Chief Directorate : National Roads Report No RR92/228. South African Trip Generation Rates : Second Addition. Pretoria 1995.
19. Lexetran. Trip Assignment : The Calibration of Link Performance Curves for South African Conditions, Pretoria.- South Africa.
20. Transport Research Board. National Research Council. 2000. Highway Capacity Manual – Special Report 2.09. Washington DC.
21. Transport Research Centre – University of Florida. Highway Capacity Software: Version 4.1(c). 2000. Gainesville, Florida, USA.
22. ARRB Transport Research Ltd. SIDRA 5 Traffic Analysis Software. Victoria Australia. January 1999.
APPENDICES
A STUDY BRIEF
B WEEKDAY AM, MIDDAY AND PM PEAK PERIOD TRAFFIC COUNTS AT CRITICAL INTERSECTIONS
C EXISTING PEAK HOUR O-D MATRICES FOR THE PORT OF CAPE TOWN
D CALIBRATION OF THE PORT OPERATIONS MODEL
E PORT OPERATIONS MODEL OUTPUT FOR FUTURE SCENARIOS
F TRAFFIC FLOWS AT ACCESS INTERSECTIONS FOR SHORT TERM SCENARIO
G INTERSECTION ANALYSIS SUMMARY SHEETS
APPENDIX A
STUDY BRIEF
APPENDIX B
WEEKDAY AM, MIDDAY AND PM PEAK PERIOD
TRAFFIC COUNTS AT CRITICAL INTERSECTIONS
APPENDIX C
EXISTING ORIGIN DESTINATION MATRICES FOR THE PORT OF CAPE TOWN
APPENDIX D
CALIBRATION OF THE PORT OPERATIONS MODEL
APPENDIX E
PORT OPERATIONS MODEL OUTPUT FOR FUTURE SCENARIOS
APPENDIX F
PREDICTED PEAK HOUR TRAFFIC FLOWS AT ACCESS INTERSECTIONS
FOR THE SHORT TERM SCENARIO
APPENDIX G
INTERSECTION ANALYSIS SUMMARY SHEETS
G1. Duncan Road/South Arm Traffic Circle
G2. Duncan Road/Heerengracht Unsignalised Intersection
G3. Duncan Road/Oswald Pirow Unsignalised Intersection
G4. Duncan Road/Container Road Signalised Intersection
G5. Marine Drive/Paarden Eiland/Container Rd Signalised
Intersection
APPENDIX G1
Duncan Road/South Arm Traffic Circle
APPENDIX G2
Duncan Road/Heerengracht Unsignalised Intersection
APPENDIX G3
Duncan Road/Oswald Pirow Street Unsignalised Intersection
APPENDIX G4
Duncan Road/Container Road Signalised Intersection
APPENDIX G5
Marine Drive/Paarden Eiland/Container Rd Signalised Intersection
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