Public Transport Planning - South African Cities Network

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K73
Lever R
M71)
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R10
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(R3
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Planned Road Network
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Le Roux Road will be extended to link with West Road and link to the K56 in the east.
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Local Routes
Main Routes
N1 Highway
Gautrain Station
Planned PWV
Planned K routes
Planned Local Roads
Systems Interchange
Interchange
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K113
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(K
M1
New Road will be extended in a westerly direction to connect to K71.
Legend
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N1
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K60
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K1
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K1
Alexander Road provides a link across the N1 and will connect Old
Pretoria Main Road (K101) to Harry Galaun Road / Lever Road.
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(K5
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ad
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Le Roux Road which provides a link across the N1 will be extended westwards to link with the planned K73.
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•Bekker Road will be upgraded to provide a strategic link between K56
and K56 west of the N1.
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K1
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K5
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K71
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K58
All
Road (R562)
562
Allan Road
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New
A roads masterplan has been developed for the Midrand area. A number of roads
will be upgraded to improve the local accessibility and provide connections to
these planned K-routes. The following are the most important roads affecting the
Midrand Precinct area:
Olifantsfontein
oad
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ad
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LOCAL
N3
0
500 m 1 km 2km
PUBLIC TRANSPORT PLANNING
The most important public transport improvements planned for the Midrand area
are the Gautrain and the implementation of the City of Joburg’s Strategic Public
Transport Network (SPTN).
GAUTRAIN
The Gautrain is a rapid rail link between Johannesburg, Pretoria and the
Johannesburg International Airport (JIA). The Gautrain system will have a station
in Midrand which will have a major impact on the accessibility of the Midrand
node.
JOHANNESBURG STRATEGIC PUBLIC TRANSPORT NETWORK
The SPTN is an initiative of the City of Johannesburg to provide a network of
public transport corridors in the city to improve public transport accessibility and
encourage the use of public transport. The City of Johannesburg has recently
made a decision to adopt a Bus Rapid Transit (BRT) system on some of their SPTN
routes and the service will be known as “Rea Vaya”.
Artist impression of Joburg’s Rea Vaya BRT System
TransMilenio Bus Rapid Transit System in Bogota, Columbia, South America
72
Midrand UDF
BRT NODES
Key Features
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Mixed use nodes and densification around stations.
��
• ��
“Bringing people to the jobs and jobs to the people.”
Greater convenience to more.
400 M
200 M
BRT HUB
• ��
Aligning housing demands with movement infrastructure.
• ��
Providing a choice of housing types.
Low Density Housing
(400 M radius)
•
Located to the outermost periphery (beyond 400m)
•Generally one storey stand alone houses with front and back gardens.
•
Majority of housing stock of this type.
Medium Density Housing (200 M radius)
•
•
•
In closer proximity to node. Between Low density and High density.
Shares common walls, close to street with back gardens.
Provides continuous street interface and surveillance onto street.
High Density Housing
•
•
•
BRT Nodal Diagram
(At the core of the node )
Located at the nodes with maximum accessibility and connectivity.
Efficient use of land and sharing of clustered amenities.
Mixed use opportunity.
JOHANNESBURG REA VAYA NETWORK
The City of Johannesburg’s Rea Vaya Bus Rapid Transit (BRT) system will in future
form the backbone of the city’s public transport system. It will be similar to Bus
Rapid Transit (BRT) systems operating successfully in other developing countries
such as South America, e.g. the Transmilenio in Bogota, Columbia.
The Rea Vaja service will have articulated buses providing a high capacity service
on the BRT trunk routes. The service will operate along dedicated median bus
lanes and stations will be located in the centre of the busways. Basic stations
will feature ticketing facilities, pedestrian crosswalks or overpasses for commuters
to reach the station platforms, weather cover, real-time information display and
CCTV security. Larger stations will offer park-and-ride facilities, drop-off zones, bike
parking, information kiosks, metered-taxi ranks, and bathroom facilities. Where
applicable, stations will provide integration with the Gautrain rapid-rail system. The
BRT trunk routes will be served by feeder services operating on the surrounding
road network, but will not be segregated from other road users.
Currently only two BRT routes are planned for implementation by 2010; namely a
north-south corridor connecting Soweto with Sunninghill via Sandton and an eastwest corridor from Alexandra to Randburg. The timeframe for the implementation
of the BRT route on the K101 is unknown at this stage and there are no firm plans in
place for the extension of the Sandton to Sunninghill route northwards to Midrand.
As shown on the adjacent diagram, from the BRT Operations Plan, the BRT network
will extend to Midrand in the form of a feeder service along Pretoria Main Road
(K101). It is however anticipated that in the medium to long term a BRT trunk service
which is integrated with the Midrand Gautrain station will be required. This BRT
service on K101 will link Midrand to the Johannesburg CBD via Rosebank, Sandton
and Sunninghill.
Legend
Trunk Routes
Complementary Routes
Feeder Routes
Joburg Rea Vaya Network (Source BRT Operations Plan- July 2007)
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Midrand UDF
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Hatfield
GAUTRAIN RAPID RAIL
The proposed Gautrain Rapid Rail Link (GRRL) is a state-of-the-art rail network
linking the Johannesburg and Pretoria CBDs. In addition, it would provide a link
between Sandton and the East Rand as well as the O R Tambo International
Airport. Construction has commenced and certain sections are planned to
be implemented by 2010. The north-south section will have stations at Pretoria,
Hatfield, Centurion, Midrand, Marlboro, Sandton, Rosebank and Johannesburg. The location of the Midrand Station in relation to the other Gautrain stations is
shown on the adjacent diagram.
Pretoria
Centurion
From the Midrand Gautrain station, passengers will be able to connect to all
stations on the north-south service. The Midrand Station does not service the eastwest section and these passengers will be required to travel via Marlboro Station
if they are heading for the Rhodesfield Station in Kempton Park and via Sandton if
they are travelling to OR Tambo International Airport.
The Midrand Station will be located east of R101 at the intersection of the Old
Pretoria – Johannesburg Main Road (K101) and Grand Central Boulevard.
The minimum frequency between Johannesburg and Pretoria will initially be six
trains per hour in each direction and the service will operate approximately 18
hours per day. The Midrand Gautrain Station will enhance the regional accessibility
of the following important nodes around the Midrand Station Precinct:
Midrand
Marlboro
Sandton
Rosebank
OR Tambo
International Airport
Legend
Gautrain Stations
Park Station
Gautrain Alignment
•
Zonk’izizwe development
• Grand Central Airport
• Gallagher Estate
•
N1 development corridor
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Developments around New Road
•
Midrand Central Business District
Not to scale
Rail Alignment
Main Roads
GAUTRAIN MIDRAND STATION AND FEEDERS
SERVICES
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The station will be located on the Zonk’izizwe site, at the intersection of Pretoria
Main Road and Grand Central Boulevard. Park and Ride facilities will be provided
at the Midrand Gautrain Station.
The Gautrain stations will also be served by a feeder and distribution bus system,
which will run on a regular timetable throughout the day. To provide access to the
commercial and light industrial areas along the N1 as well as the Midrand central
business district, Gallagher Estate and the proposed Zonk’izizwe development,
a feeder and distribution service will be operating from the Midrand Station.
According to the latest information from the Gautrain website the following four
feeder and distribution services (FDS) are planned to serve the Midrand Station:
•
South – Gallagher Estate and Vorna Valley;
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West – Halfway Gardens, Carlswald and Kyalami Estates; and
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North – Randjiespark (east of the N1).
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North – Errand Gardens and Noordwyk (west of the N1).
The proposed routes are indicated on the adjacent sketch.
Currently the proposed routes for the Feeder and Bus Distribution System only
operate on the Western side of the K101. This Urban Development Framework
identifies a great need for routes allocated to the eastern side primarily providing
a link to the Greater Ivory Park Complex and reaching as far as Tembisa as well as
a route circulation around the proposed Zonk’izizwe phase 1 development.
Feeder Bus Routes
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Midrand UDF
Source: Gautrain
TRAFFIC IMPACT - FURTHER ANALYSIS
The traffic impact of the transport initiatives and development proposals should
be addressed before any developments are implemented. To enable sustainable
development detailed traffic analysis of the Midrand CBD, President Park and Glen
Austin of public transport initiatives, current road infrastructure and future strategic
road network will be required. A number of traffic models have been developed
for different parts of Northern Johannesburg which considers these transport
initiatives. A project was undertaken recently to coordinate these models into one
overall model for the area. Future planning and development in the area should
also be incorporated into this model to assess the wider traffic impact. Using the
model will provide a holistic view of transport and infrastructural requirements for
the Midrand area.
It is further recommended that for any future developments in the Midrand precinct
comprehensive transport assessments be conducted that consider all modes of
transport, i.e. non-motorised, private vehicles and public transport.
The transport assessment should include measures to maximise pedestrian access
to and through the site. Particular attention should be paid to improving principal
routes to public transport facilities and to incorporate those in the developments.
Any deficiencies in pedestrian access, which acts as a barrier to achieving
potential mode share, identified in the transport assessment should be addressed
through proposals for upgrades, direct contributions or identification of planned
improvement schemes.
GAUTRAIN ALIGNMENT AND IMPACT AREAS
To Pretoria
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The Gautrain alignment will be an above ground through the Midrand area and
generally be elevated.
Where the alignment crosses existing roads these will be accommodated by
either an overpass or underpass, as shown on adjacent diagram
The following roads will have an overpass (the train goes over the road):
•
New Road
•
New Access Road
•Grand Central Boulevard
•
Dale Road
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West Road
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Ridge Road
•The proposed K56
Legend
Over Pass
Cut and Cover
Underpass
Re-alignment of Road
Viaduct
Gautrain Station
To Johannesburg
Gautrain Alignment and Areas of Impact
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Midrand UDF
0
500 m 1 km 2km
At George Street the road will have an underpass (the train goes under the
road).
In addition to these implementations Douglas Road & Donovan Street will be
terminated at the rail reserve and Brand Road will be re-aligned to run parallel to
the Gautrain track.
Gautrain will provide viaducts (continuous long span open bridges) along the
route, of which two fall in the Midrand UDF area. One crosses the Allandale Road
and the second which crosses over the Olifantsfontein Road South and Rietspruit.
At present no footbridges or pedestrian crossings have been allowed in this
scheme. This means that Pedestrians will have to traverse along the roads to cross
between areas.
Aerial View Over Viaduct 3
Viaduct 3 over Allandale Road
Gautrain has severed the connection between areas and created a physical
barrier, therefore Gautrain impacts on accessibility around Midrand by creating
a barrier between the Midrand CBD and the immediate areas of President Park,
Glen Austin & Ivory Park.
CIVIL AVIATION AUTHORITY (CAA)
Grand Central Airport offers opportunities in that it is a means of bringing people
into Midrand. However, the central location of the runway places constraints on
development in its vicinity.
The CAA is the organisation responsible for monitoring compliance with the
constraints it imposes. The constraints are all safety related.
Heights are restricted in order to ensure clear flight lines for pilots. Noise zones
ensure that there is minimal sound impact on surrounding areas.
Development proposals in the Midrand Gautrain Urban Development Framework
take the CAA requirements into consideration.
Dimensions And Slopes To Code 2 Class Runways
Published Reference Elevation
Grand Central Airport = 1623 Metres Above Sea Level
Typical Cross Section Transitional Surfaces
Typical Long Section Approach / Departure Surfaces
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Midrand UDF

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