6. Transport System Analysis

Transcription

1 6.1. Rail Transport PRASA, Metrorail and Long Distance Introduction Rail is the backbone of public transport in Johannesburg. Johannesburg can be reached via lines from Vereeniging in the south, Nigel in the east, Randfontein and Oberholzer in the west and Olifantsfontein in the north. Trains, then, are a useful form of transport to local regions outside Johannesburg. Rail is generally affordable and is the cheapest form of public transport on corridors with more than one-way passengers, but is often less flexible and more capital intensive than road transport when lower traffic levels are considered. Rail is the safest land transport when compared to other forms of transport, whilst being capable of high levels of capacity and energy efficiency. Rail services All commuter rail lines in South Africa are operated by a parastatal, Metrorail, an Agency of the Passenger Rail Agency of South Africa (PRASA). An exception is the new Gautrain Rapid Rail Link (see Section 6.1.2), the first phase of which will come into operation later in The Gautrain will be operated on behalf of the Gauteng Province under a 20- year concession contract by the Bombela Consortium. There are also three other types of rail services being offered, including: - Business Express services by Metrorail; - Intercity services by Shosholoza Meyl; and - The exclusive Blue Train and Pride of Africa (by Rovos Rail) tourist services. Each of the abovementioned services are briefly described in the following sections. Shosholoza Meyl Mainline Shosholoza Meyl provides long distance inter-city rail services to millions of passengers each year, many of them being migrant workers. Services operate between the rural areas and the Metropolitan centres of South Africa, as well as an indirect link to neighbouring countries. From Johannesburg, Shosholoza Meyl offers both tourist and economy (sitter coaches only) class services to major destinations in the country as follows: Economy Class Routes - Johannesburg Kimberley Bloemfontein - Johannesburg Pietermaritzburg Durban (the Trans Natal ); - Johannesburg Nelspruit Komatipoort (the Komati ); - Johannesburg Polokwane Musina (the Bosvelder); - Johannesburg Cape Town (the Trans Karoo ); - Johannesburg Bloemfontein East London; and - Johannesburg Port Elizabeth (the Algoa ). Tourist Class Routes - Johannesburg Port Elizabeth (the Algoa ); - Johannesburg Durban (the Trans Natal ); - Johannesburg Cape Town (the Trans Karoo ); and - Johannesburg Bloemfontein East London. Information and concessions Tourist class accommodation must be pre-booked and can be done in advance at the nearest railway station, call centre or appointed travel agent. On economy class routes children of 4 years and younger, accompanied by an adult in possession of a valid ticket, travel free of charge, while those between 5 and 12 years pay half the adult fare. On tourist class routes children aged up to 10 years pay half the adult fare when accompanied by an adult in possession of a valid ticket. March 2010 JICTTS Report 1 - Final 6-1

2 Metrorail Business Express services Since Metrorail Wits unveiled South Africa s first luxury commuter train at Naledi Station, Soweto, in 2007, the highly successful service has caught on and now includes services between Pretoria and Johannesburg (launched in 2008) as well as in Cape Town. Figure Metrorail Business Express train The service is intended to change the public s perception of rail by: - Demonstrating the comfort and convenience of train travel; - Providing commuters with a choice of rail services; - Restoring dignity to rail travel; and - Responding to customer willingness to pay for a superior service. The express trains sport brand new livery and are instantly recognisable (as shown in Figure ). The train sports comfortable seats, curtains and carpets to ensure a fresh and luxurious look. Onboard services include cabin and security crew, a complimentary daily newspaper and refreshments. Details for the two services serving Johannesburg are as follows: Soweto Business Express - Area: Soweto to Johannesburg - Seating Capacity: Stopping Stations: Naledi, Dube, Johannesburg - Average Travel Time: 30 minutes Tshwane Business Express - Area: Pretoria to Johannesburg - Seating Capacity: Stopping Stations: Pretoria, Centurion, Kempton Park, Johannesburg - Average Travel Time: 90 minutes March 2010 JICTTS Report 1 - Final 6-2

3 Premiere Classe Mainline The Premier Classe was first introduced in 2001 with only four coaches accommodating 24 guests. In 2006 it became a dedicated luxury train with eleven coaches accommodating 84 guests, travelling from Johannesburg to Cape Town (and back) twice a week. Other destinations to which the Premier Classe travel include Durban and Hoedspruit. The new Premier Classe train set, that was introduced in October 2007 comfortably accommodates 126 guests. Figure Premier Classe routes Service information are provided below whilst the routes (other than for Hoedspruit) are illustrated in Figure Johannesburg Cape Town The Premier Classe departs from Johannesburg to Cape Town every Thursday and Sunday, returning from Cape Town to Johannesburg every Tuesday and Saturday. The duration of the trip between Johannesburg and Cape Town is approximately 25 hours. Johannesburg - Hoedspruit The Premier Classe departs from Johannesburg to Hoedspruit every Thursday, returning from Hoedspruit to Johannesburg every Sunday. The overnight trip between Johannesburg and Hoedspruit takes approximately 16 hours, Johannesburg to Durban The Premier Classe departs from Johannesburg to Durban every Friday and Tuesday, returning from Durban to Johannesburg every Sunday and Wednesday. The overnight trip between Johannesburg and Durban takes approximately 14 hours Cape Town Port Elizabeth The Premier Classe departs from Cape Town to Port Elizabeth every Friday, returning from Port Elizabeth to Cape Town every Sunday. March 2010 JICTTS Report 1 - Final 6-3

4 Metrorail network The Metrorail network in Gauteng comprises some 213 stations, of which 154 are operated by Metrorail Wits. The Wits rail passenger network is indicated in Figure Ten rail passenger services are operated in the Wits region. Of these seven pass through the Johannesburg UDZ area, including the following lines: - Springs Johannesburg; - Dunswart Daveyton; - Johannesburg Leralla Pretoria; - Germiston Booysens New Canada; - Vereeniging Naledi Westgate Faraday Langlaagte George Goch; - Randfontein Johannesburg; and - Oberholzer Midway Johannesburg. Wits Rail network Statistics (SARCC, 2006) 73% of all rail transport trips in Gauteng are made in the Wits rail region. 43% of the 3,3 million passenger trips are made by rail according to the Gauteng Land Transport Framework ; Approximately 425,000 passengers (persons) in Wits use rail on a typical weekday, a total of 850,000 journeys per day. Johannesburg and Germiston is the busiest stations in Gauteng (16% of volume); The daily passengers on the Core network between New Canada and Germiston is approaching 500,000 passengers per day (35% of the Wits total). UDZ rail network The UDZ rail network form part of the Wits Core or Nucleus Network and comprises twelve (12) stations, including: Braamfontein, Johannesburg (Park), Doornfontein, Ellis park, Jeppe, George Goch, Benrose, Kazerne West, Village Main, Faraday, Booysens and Westgate. A further three (3) stations including Mayfair, Crown and Denver are located just outside the UDZ area, and have not been analysed, but partly serve areas within the UDZ. Mayfair Station is for instance closer than Braamfontein Station to the south-western parts of Fordsburg, whilst Denver Station is closer. A plan indicating the stations within the UDZ area are shown in Figure Commuter passenger numbers Table indicate the numbers from the 2007 rail passenger census of passengers boarding and alighting trains (including rail-to-rail transfers) at the stations within the UDZ. The twelve rail stations within the UDZ handle a combined approx. 288,000 passengers (or 576,000 rail journeys) on a typical weekday with some 156,000 passengers boarding and 132,000 passengers alighting. During the morning peak period (06h30 08h00) passengers are handled, with 30,356 boarding and alighting. During the afternoon peak period (16h00 18h30) 101,366 passengers are handled with 70,539 boarding and 30,827 alighting. March 2010 JICTTS Report 1 - Final 6-4

5 Figure Wits West commuter rail network and stations March 2010 JICTTS Report 1 - Final 6-5

6 Figure UDZ commuter rail network and stations March 2010 JICTTS Report 1 - Final 6-6

7 Table Number of passengers boarding and alighting trains (incl. rail transfers at stations) in UDZ (Source: Khuthele, 2008) The seven stations closest to the Inner City areas including Braamfontein, Johannesburg (Park), Doornfontein, Ellis Park, Jeppe, Faraday and Westgate) handle approx. 240,000 passengers per day (480,000 rail journeys) or some 83% of all rail passengers within the UDZ. Johannesburg station is the busiest station in the Gauteng Metrorail network (including UDZ area) with some 170,000 passengers boarding and alighting on a typical weekday or approx. 340,000 rail journeys. George Goch Station has the second highest weekday passenger flows in the UDZ area (26,746), followed by Doornfontein (17,699), Braamfontein (17,612), Jeppe (15,805) and Booysens (10,423). Rail to rail transfer Some 9,746 passengers transfer (i.e. 19,492 boarding and alighting trips) at Johannesburg Station on a typical weekday. Johannesburg Station therefore handles 150,549 passengers on a typical weekday excluding transfers (or just over 300,000 non-transfer journeys). Some 1,610 passengers transfer (i.e. 3,220 boarding and alighting trips) at George Goch Station Station on a typical weekday, the second busiest transfer station within the UDZ. March 2010 JICTTS Report 1 - Final 6-7

8 Rail Stations Johannesburg (Park) Station Johannesburg (Park) Station is the city's main rail station and the largest railway station in Africa. Located just north of the central business district, it is a destination for both local and mainline trains. Johannesburg station is the busiest station in the Gauteng Metrorail network with some 150,000 passengers boarding and alighting on a typical weekday excluding transfers. Figure Park Station s modern concourse area With MetroMall, Park Station, long-distance taxi ranks along Noord Street, various formal and informal long-distance bus ranking and drop-off facilities, and the planned Gautrain station, the greater Park Station precinct area is probably the largest transport interchange anywhere in the country. However at present this critical site does not function optimally as a single integrated intermodal facility: MetroMall has already reached its capacity, resulting in informal ranking on the vacant land outside the formal rank; Informal bus-ranks have sprung up in Braamfontein because of the lack of formal facilities for inter-provincial and cross-country bus operators; Roads around the Johannesburg Art Gallery are clogged as a result of a lack of facilities for inter-provincial taxi routes; There are poor connections between the various modes, and in particular poor pedestrian connections between the available commuter rail and taxi facilities on the site. This lack of integration may be exaggerated by the Gautrain station, being developed at the North of the site, given that commuter rail lines to key destinations such as Soweto, and the major local taxi facilities are all located to the south of the site. There is a need for a private vehicle drop off areas surrounding Park Station; There is a need for clear way finding signage in and around the Park Station Precinct for both motorised and non-motorised modes; Thousands of cross-border shoppers use Park Station as an entry and exit point, but there are limited facilities for accommodation or storage of goods; The site is also poorly connected into the retail heart of the Inner City March 2010 JICTTS Report 1 - Final 6-8

9 Figure Modern information signage at Park station Doornfontein Station Renovations at Doornfontein Station, has transformed the station to a two storey, state-of-the-art building. Improvements include for extensions to the platforms to bring them up to international standards, whilst the platforms was lifted to 910mm from the top of the rail lines to allow for level boarding by paraplegics. Elevators, including one for paraplegics, make the station more accessible. Commuters now enter the station via the first floor, buy their tickets and go through the turnstiles and proceed down to the ground floor and the platforms, ensuring only people who are travelling have access to the platforms thereby increasing safety. The station upgrade, managed by Intersite, the Property Management Subsidiary of PRASA, has modernised the station and introduced shelter from the weather, more seating, better access, lighting and signage, CCTV security surveillance, a lengthened and resurfaced platform as well as an upper deck retail and commercial space. Figure An artist s image of new Doornfontein Station (Source: Seco Projects) March 2010 JICTTS Report 1 - Final 6-9

10 Service issues Ticketing Travelling on the commuter rail system is relatively easy with tickets available at either the ticket office at each station of from ticket officials with portable ticket machines. There is a range of ticketing options available including single, return, weekly and monthly. Information Train routes and destinations are marked by the numbers on trains. However, general rail route and timetable information is limited at stations. Safety All stations have access control points. CCTV cameras have been installed at larger stations to monitor activities on the platforms. There are visible security guards on trains and at stations throughout the network, making the trains much safer than they were not so long ago. Signage Stations, in particular at Park Station, generally have good signage within the station areas indicating directions to ticket and/or information offices, platforms and the like. Way finding signage outside the stations, both to and from stations, are however generally poor. Service choice Commuter passengers have a choice between two classes of travel; the common Metro class or the more luxurious Metroplus, which has upholstered and more comfortable seats. The latter is generally less congested than the former, but this luxury comes at a price. For example, a Metroplus monthly ticket on the Johannesburg - Naledi route costs R180, whilst the same ticket on the Metro class costs just R79 - making train travel the cheapest mode of transport in the city. Single journeys from Johannesburg to Naledi are R7.50 for Metroplus and R4 for Metro. Challenges Service levels / delays Following a 6.4% reduction in growth p.a. from rail usage has been growing by 12,2% p.a. in the Wits Area. However, the existing poor service levels and low investment (maintenance, rolling stock, signalling systems, etc.) are a threat to continued growth; The boarded passenger volumes on trains often exceed the capacity during peak periods. The worst overcrowding in Wits occurs on the Johannesburg-Pretoria service followed by the New Canada Booysens Germiston Line; Condition of rail infrastructure is not generally a constraint on service functionality; Delays due to: Rolling stock = 44%; Signal problems = 15%; Transnet = 17%; and Other = 9%. Delays due to permanent way, operations and electrical problems are however reducing. Affordability / funding constraints For every R1 of fare income on the core network, it costs R2.65 (i.e. heavily subsidised, but offers most affordable service); Requires significant investment to improve and upgrade infrastructure (incl. permanent way and rolling stock) and facilities (i.e. stations); Funding for reinvestment, re-capitalisation and growth of the rail commuter business remains a threat to sustaining the current rail commuter business. Substantial additional funding is required to sufficiently maintain the current system with even more funding being required to expand and grow the rail commuter system. Other challenges: Although less severe than a few years back, safety and security as well as vandalism challenges still remain. The reintroduction of the railway police has been mooted; Lack of integration with other modes (information, ticketing) March 2010 JICTTS Report 1 - Final 6-10

11 Priority corridors The priority corridors strategy was adopted as the most feasible way of securing a future for passenger rail in the Southern Gauteng Rail Plan. In terms of the strategy the Core Network (New Canada George Goch Germiston via Langlaagte or Booysens) was ranked with the highest priority in the Johannesburg area followed by the Olifantsfontein/Tembisa Germiston, Naledi New Canada and Kwaggastroom Midway New Canada corridors. These four corridors were all identified as category A corridors and accounts for 75% of all rail trips in the Wits region. Figure below illustrate the concept of integrated rail corridor spatial development based on a 1 km catchment or accessibility radius around stations. The concept illustrates the role of secondary public transport (i.e. Gautrain and BRT services) and other feeder services (i.e. Metrobus, taxis, etc.). An illustration of the level of accessibility to stations in the UDZ study area is indicated in Figure All the study sectors are generally accessible by rail other than for the north-eastern parts of Sector 1 and most of Sector 2 which includes Berea and Yeoville. Figure Integrated Rail Corridor Spatial development (Source: Cronje P., 2009) Key: March 2010 JICTTS Report 1 - Final 6-11

12 Figure UDZ commuter rail network accessibility March 2010 JICTTS Report 1 - Final 6-12

13 National Commuter Rail Plan A National Commuter Rail Plan has been developed by the South African Rail Commuter Corporation (now the Passenger Rail Agency of South Africa). The Plan envisages a major overhaul of all infrastructure and operations on the core commuter lines across the country over the next few years. Aspects of this plan affecting the central areas of Johannesburg have already been implemented. This includes a new first class railway service operating between Soweto and the Inner City that launched in June 2007, as well as improvements in security infrastructure at Park Station. Planned upgrading of rolling stock will further improve commuter rail services connecting the Inner City. These developments present an opportunity to see commuter rail infrastructure in the Inner City of Johannesburg being transformed so that it makes a major contribution to regeneration. In particular a number of stations along the main east-west line are obsolete, provide an unsatisfactory service environment for commuters and poor points of integration for surrounding industrial and residential areas. Metrorail Business Plan The 2008/09 Business Plan for Metrorail focuses on stabilisation and improvement objectives with specific emphasis on inter alia: Stabilising the reliability of train services by designing and implementing a preventative maintenance programme for rolling stock. A centralised nerve centre for Gauteng that includes signalling and Central Traffic Control; Consolidation of the Gauteng Region; Total station management, including the areas previously managed by Intersite; Driving inter-modalism through the development of the AFCC ticketing and access control system; Focusing on priority corridors in terms of the resourcing and implementation of the National Rail Plan. Desired outcomes Table 6.2. Metrorail Capex for 2008/ /11 PRASA / Intersite, working in partnership with the City of Johannesburg and other players, will continue to rehabilitate and modernise stations in the Inner City area; This will ensure improved accessibility into the area for students, workers and visitors and create opportunities for new retail and residential development; The upgrades will be designed to ensure spill-over effects, such as improvements of surrounding streets, and the upgrade of pedestrian walkways. March 2010 JICTTS Report 1 - Final 6-13

14 Principles Rail as the primary and most effective mass transport system/mode (>40,000 pax. per direction); Should be pro-actively promoted and integrated with other modes of public transport as feeder services or otherwise; Major rail stations should act as hubs for intermodal transport interchange. Recommendations Rail services, particularly between Soweto and the CBD as well as between Pretoria and Johannesburg, need to be upgraded i.t.o. track capacity, rolling stock and stations Additional capacity and accessibility - Rail network could be expanded along specific corridors in the long-term thereby stimulating higher density and transport-oriented development); The City as transport authority to pro-actively engage in discussions with PRASA / Transnet w.r.t. medium to long-term requirements for rail transport, i.e. co-ordination and planning optimum use, additional lines, capacity, use of alternative rail technologies, etc.), to/from City; Improved signage / information and integration with other modes (feeder services etc.). Projects UDZ station and surrounding precinct upgrades to continue as planned by Intersite in consultation with the City; Park Station precinct require significant improvement, way finding signage as well as better pedestrian/passenger connections with Gautrain; There is a need to improve accessibility to Braamfontein Station from both the Wits University, Braamfontein and Fordsburg; Increased express style services (promote rail as preferred, most efficient mode, etc.); Mixed land-use & TOD developments should be promoted (reduced parking req. s). References 1. Dlamini, N., Train station gets a 2010 makeover. 9 March [Online] Available from Internet. 2. South African Rail Commuter Corporation / Metrorail, National Rail Plan Consolidated Report. Final Report, August. 3. TTT Africa, Johannesburg Park Station Overall Operational Review and Tenant Parking Layout. Draft Report. July. 4. PRASA Metrorail Express Services Shosholoza Meyl Premier Classe The Blue Train Pride of Africa Cronje P., Cape Town Station Revitalisation. Xchange Project. PRASA. 12. City of Johannesburg, Integrated Transport Plan , May. 13. Khuthele Projects, Gauteng Rail Passenger Census South African Rail Commuter Corporation, September. 14. Transnet Freight Rail, Railway Transportation in South Africa: Global View. Presentation, 30 June. March 2010 JICTTS Report 1 - Final 6-14

15 6.1.2 Gautrain Introduction Figure Route alignment Gautrain will provide a high quality commuter service between the Johannesburg inner city, the northern suburbs of Rosebank, Sandton and Marlboro, and further north to Midrand, Centurion and Pretoria. Linkage to OR Tambo International Airport and Kempton Park will also be provided from Sandton. Initially, over 4500 passengers per peak hour (to an from Park Station) will be served persons will enter the inner city during an average 3-hour morning peak, and at an average car occupancy of 1,3 persons/veh, this equates to less vehicles entering the inner city from the north per morning. Additionally, an equal number of persons (13 500) travelling from the inner city and environs (Auckland Park, Parktown, southern suburbs) to the north could use the service from the inner city. The Bombela Consortium is currently constructing the Gautrain Rapid Rail Link, with a 20 year operating concession in place. The rail connection will comprise of two links; Tshwane (Pretoria CBD at Pretoria Station and Hatfield) to Johannesburg at Park Station and the OR Tambo International Airport link to the Sandton CBD. There will be anchor stations at the route ends and seven other stations along the two routes, linked by nearly 80km of rail. Gautrain is primarily aimed at enhancing and supporting economic growth in the Gauteng Province, and to generate employment. The project is part of a longer-term vision which will include a commitment towards creating and sustaining a new culture of public transport usage in the province. As such it is aimed at commercially active people that travel between Johannesburg, Tshwane and OR Tambo International Airport. The key market segments are existing motorists and airport passengers. Existing motorists will be the primary focus because of their large numbers and the importance of achieving their move away from private transport. Another important consideration is to relieve the increasing congestion on roads such as the Ben Schoeman (N1) Freeway, and to attract airport passengers and workers on the link to OR Tambo. The Johannesburg Pretoria services is expected to commence in the first quarter of March 2010 JICTTS Report 1 - Final 6-15

16 Principles Rail as the primary and most effective mass transport mode (>100,000 pax. per day on the full service) should be pro-actively promoted and integrated with other modes of public transport. This integration is paramount, as with the Gautrain feeder & distribution services. Gautrain will supplement road network (N1, N3, M1, R21, R24) to relieve congestion and decrease private car usage to become mode of choice between Tshwane Johannesburg and OR Tambo Sandton. Service Information Commuter Service Traveling at 160 km/hr, it will take less than 40 minutes to travel between Pretoria (Hatfield) Station and Johannesburg Station. The commuter service network is a primary north-south and east-west route. Passengers can board Gautrain at any of the stations and travel to any of the other stations on the north-south service without the need to transfer. Refer Figure 3.1 for the route alignment. Fares The fare structure was developed in relation to existing taxi fares, bus fares and private car cost. The Gautrain commuter fares will be lower than the perceived cost of using a car. The service is expected to be more expensive than existing rail and taxi fares, as a higher quality service will be offered. Actual fare prices has not been published as yet. Demand Forecasting The current forecasts indicate a potential current ridership of about passengers per day, which is well over the international norm for new rail services. An expected annual growth of 4.8% is expected. The initial peak line capacity at Park Station will be 4590 pax/hour, this line capacity can be doubled when required by lengthening the actual trains. The initial capacity of the feeder and distribution services is estimated at 1850 pax/peak hour, the balance of the train users can either access the service by means of park and ride, kiss and ride or walk in. Refer the following section for details on demand forecasting specifically for Park Station. Frequency Johannesburg to Pretoria: Initial peak minimum frequency: 5 trains per hour per direction, a train every 12 minutes. Initial off-peak frequency: 3 trains per hour per direction, a train every 20 minutes. March 2010 JICTTS Report 1 - Final 6-16

17 Gautrain Park Station Figure Location of Park Station, Johannesburg CBD Gautrain Park Station will be an underground station located beneath Smit and Wolmarans streets in the Johannesburg inner city, just north of Park Station. Refer to Figure for an aerial photograph of the location of Park Station and the underground Gautrain alignment, and Figure for a photograph of the construction progress of the station. Access to the station will be provided from the Park Station precinct on Wolmarans Street. Refer Figures for a model of the station accesses. A multi-level parkade will be constructed between Smit and Wolmarans Streets, providing direct access to the station. Refer Figure for a model of the parkade. The parkade will have 552 parking bays for park-and-ride passengers. Feeder and distribution services, metered taxis and kiss-and-ride passengers and demarcated short-term parking will also be accommodated. Refer summary below. Park & ride 552 Kiss & ride 2 Short term 5 Car Hire 20 Figure Park Station, under construction Demand Forecasting Park Station The latest Gautrain Economic Demand Forecasts (May 2009) estimate that approximately persons will access, and will egress Park Station during a normal weekday. This is a total of daily users. March 2010 JICTTS Report 1 - Final 6-17

18 Figure Park Station Access & public transport bays: Wolmarans St. Figure Park Station Parkade on Smit & Wolmarans Streets March 2010 JICTTS Report 1 - Final 6-18

19 Gautrain Feeder & Distribution Services Introduction Integration of the Johannesburg Gautrain Station with Park Station will enable existing public transport modes and services to also play a feeder and distribution role. These services include PRASA Metrorail from Soweto, the East Rand and Roodepoort, as well as existing bus and taxi operations based around Park Station. Demand for additional dedicated radial feeder and distribution services (exclusive bus and minibus taxis) to stations was identified during the conceptual phase of the Gautrain. Bombela proposed several of these services to each station, including Park Station. These included routes to the south (Rosettenville), west (Auckland Park), north east (Orange Grove) and circular routes within the inner city of Johannesburg. However, the City commissioned a study to ensure that current and future Metrobus and BRT routes are not replicated by the Gautrain services: City of Johannesburg Study on Road-based Feeder and Distribution Services to Gautrain Stations, Final Draft Report Sept Categories Category 1 Gautrain Dedicated Feeder and Distribution Services (DFDS), high demand. Category 2 - Other direct feeder services, lower demand. Category 3 - Secondary feeder services: Services operating along the route with Gautrain station as one of the important stops. These services will mainly be operated by CoJ as Metrobus or BRT, could include other private bus operators or minibus-taxi services. Category 4 Incidental services: Operating in the Gautrain station catchment areas, and does not serve Gautrain stations directly. Frequencies Category 1 services will have a maximum frequency of 12 minutes during the weekday peak periods, and 18 minutes during the off-peaks. Category 2 services will have a frequency of at least 18 minutes or better on weekdays, but not more than 30 minutes on Saturdays and Sundays. Category 3 services should conform to these frequency requirements. This equates to an approximate peak capacity of 400 pas/hr, assuming 80 passengers per bus. Operating Hours Category 1 services will operate from 05:30 to 20:30, weekdays only. Category 2 services will operate from 05:30 to 20:30, weekdays & preferable on weekends/public holidays. Category 3 services should preferably also conform to these operating periods. Route Summary Braamfontein/Parktown route will be the only dedicated Gautrain feeder/distribution route, a Category 1 service. The three inner city routes to be supported by the CoJ BRT, a Category 3 service. The remaining services on the routes to the south of the inner city to be operated by a combination of Metrobus or Metrobus and the BRT, a Category 3 service. No specific Category 2 or 4 services were listed in the report. March 2010 JICTTS Report 1 - Final 6-19

20 Figure Rationalised Feeder and Distribution Routes to Park Station March 2010 JICTTS Report 1 - Final 6-20

21 Issues No issues, as the service has not commenced yet. However, it must be monitored after the introduction of the service early in Recommendations Service to be monitored after introduction, especially the patronage of the feeder services to ensure optimum routes, and frequency of service. References 1. City of Johannesburg Study on Road-based Feeder and Distribution Services to Gautrain Stations, Final Draft Report Sept Gautrain 2008 Demand Forecast and Revenue Forecast Update, 31 May 2009, Draft. Gauteng Provincial Department of Public Transport, Roads and Works. March 2010 JICTTS Report 1 - Final 6-21

22 6.2. Bus Transport Bus Rapid Transit (BRT) Introduction The BRT currently implemented in the inner city cannot be considered in isolation but must be analysed in terms of the whole system currently implemented but also planned to be implemented in future. The analysis therefore first considers the long term BRT master plan, before looking at the first implementation phase in more detail. Phase 1 (Operational Plan May 2007) With the above rationalisation, BRT s market share was estimated to reach out of 1.98 million daily public transport users citywide (40%) (Source: Logit presentation 19 June 2007). Figure Planned Phase 1 Routes According to the original Operational Plan completed in May 2007, Phase 1 (shown in Figure ) will eventually comprise of 122km of BRT bus corridors plus feeder and complimentary routes, and include 150 stations, 8 terminals and 6 bus depots. The Operational Plan indicated that the reorganization of the existing public transportation is the second most important task to be executed by the City and its officials, after the actual implementation of the new system, to ensure an optimal, sustainable system. The reorganization of existing bus / taxi routes was formulated mainly by considering two main aspects: 1) supplying a rational public transport system in conjunction with REA VAYA s first phase corridors while giving preference to the new and sustainable BRT system and 2) to initiate the process of renovating the concept of public transportation for passengers in the City. The Operational Plan proposed rationalisation of bus and taxi services operating in parallel to BRT routes, with 86 services modified, 49 services reduced, and 357 services removed. March 2010 JICTTS Report 1 - Final 6-22

23 Phase 1A Planning (September 2008) The 2007 Operational Plan originally envisaged that the system that would be implemented by June 2010 would include the trunk routes from Regina Mundi to Sandton via Soweto Highway and Rivonia Road, with complimentary services operating to Alexandra and Sandton, via the New Canada / Empire link. By late 2008 however it became clear that funding, environmental and time constraints would require the first phase of implementation to be scaled back radically. Phase 1A was re-planned to include the routes and services indicated in Figures and For this implementation phase, services would be run using 41 articulated buses and 102 normal 12m buses. Demand volumes were estimated at passengers per day. Actual Phase 1A Starter Service Implementation Trunk service T1 started running on 1 Sep 2009 using 28 trunk buses, while the complimentary City Circle Services C3 and C4 started running on 21 September. The complimentary services was however stopped on 18 November due to reasons discussed in more detail in the following section. The routes, stations and stops of these starter services are indicated more clearly in Figure To date, the complimentary Dobsonville service and the feeder services are not yet operational. The BRT planning office indicated that these services would only start once negotiations with the taxi industry, ongoing at the time of writing this report, have been concluded. It was indicated that this is expected to be complete by early Figure Planned Phase 1A routes (September 2008) Figure Planned Phase 1A CBD routes (September 2008) March 2010 JICTTS Report 1 - Final 6-23

24 Starter Service Operation Trunk Service The travel time on the trunk service T1 (+-12km) was measured on a weekday between 7:00 and 8:00 by taking a round trip from Chancellor House (Eastbound) to Ellis Park, and back to the same point via Westgate Station. Excluding the 5 minute wait time to transfer to the next bus from Westgate to Chancellor House, the trip took 62 minutes through 20 stations over a distance of 12km. The average speed therefore works out to around 12km/hr. Figure CBD Starter Services (September 2009) For comparison, the typical speeds on all-stop South American median busways are reported to range from km/h. On the day of the survey, the majority of delays were observed due to buses stopping at red signals. Dynamic bus priority, once implemented, could potentially reduce travel time. The ITS system that would allow signals to respond to the buses when detected is currently not yet in place. The private vehicle travel time was also measured on the same day, however this was from 8:00 9:00 and can therefore not be compared directly as it was measured in the off-peak. Even so, the private vehicle trip was only marginally shorter and it can therefore be deduced that the BRT trip, even with stopping at 20 stations, is likely to be comparable, if not faster, than the same trip by car. The following general observations were made during the survey and other subsequent site visits: Lane encroachments from private vehicles are relatively limited in the AM peak, however it is more pronounced in the off-peak, and most of the time it is forced due to the travel lane being blocked by double parking (loading & taxi drops) The signals are not all implemented yet, resulting in some conflicting illegal turns Pedestrians walk in the Busway near Jack Mincer en masse, due to a lack of adequate sidewalk space Taxi congestion near Jack Mincer impedes BRT speed March 2010 JICTTS Report 1 - Final 6-24

25 Complimentary Service The low passenger volumes on the complimentary routes are due to a number of operational issues that troubled the Complimentary Service from the start, including Problems with ticket sales. Tickets could not be purchased on the Complimentary bus Tickets could not be purchased at the Complimentary route stops (where there are no stations) Tickets could not be purchased at the Trunk route stations as complimentary buses were instructed not to stop at these, as it was discovered that people boarded complimentary buses using their R5 trunk route ticket instead of buying an additional R3 Inner City service ticket. This should be solved once the integrated R8 ticket and the on-board ticket validation equipment is in place Tickets could be purchased at a number of shops near some of the stops, however most users were unaware of this as it was not well advertised and participating shops were not willing to put up signs on their shops indicating that they sell BRT tickets, for fear of reprisal from the taxi industry Low frequency of services. The circle services were run at 15 and 20 minute frequencies respectively. This is very low for an inner city distribution service, especially where large parts of the CBD can be covered by walking in the same time. Stop identity Bus bays were blocked by illegal parking and the relatively small signage indicating a bus stop is not always clearly visible (to users and illegal parkers alike). Figure shows the signage provided. There is no stop name and the Rea Vaya Logo is quite small. Figure Signage provided at Complimentary Services Stops March 2010 JICTTS Report 1 - Final 6-25

26 Traffic congestion Traffic congestion where buses are running in mixed traffic, was reported. In particular, the section on Gwigwi Mrwebi adjacent to Metro Mall, where taxi operations routinely block the road, were problematic. Delays as a result of ongoing construction around the Metro Centre Loop Figure Route Plan Insufficient marketing and information The complementary starter service was only started in late September without it being marketed as extensively as the opening of the BRT trunk service. The spider diagramme showing the routes and stops (pictured in Figure ) do not clearly indicate to users where exactly the service will take them, and its proximity to major points of attraction. Limited or no pedestrian signage indicating the way to the closest Rea Vaya Stop, particularly from busy interchange points such as Park Station. Lack of Enforcement Limited enforcement by JMPD resulted in illegal parking blocking the BRT Stops. A meeting was held with officials from the BRT Planning Office and the BRT Operational Office at which a number of recommendations were tabled to attempt to improve ridership rather than to suspend the service. However, it was decided to re-introduce the service in early 2010 after the above problems have been addressed. March 2010 JICTTS Report 1 - Final 6-26

27 Starter Service Ridership The trunk service appears to be extremely successful, with total passengers increasing to daily for October, up from per day in September. The CBD ridership was however low at 172 in September, increasing to approximately 200 in October, due to the operational problems described in the previous section. Scheduling was increased from 154 trips in September to 173 in October, using all available articulated buses (28). At the end of October, it was reported that the schedule allowed for simultaneous departure of two or three buses at 05:30, 05:40, 05:50, 06:10, 06:30, 06:40, 06:45, 07:00 and 07:10 from Soweto in the morning peak, and at 16:00, 16:15, 16:30, 16:40, 16:45, 16:50 and 17:00 in the afternoon peak despite the general fiveminute frequencies at those times. Trip frequency is continually adjusted to cater for the growing demand. The 28 articulated buses used to cater for the demand in November were augmented by a further 16 daily trips operated by four more complementary buses. According to the most recent press release, the total number of passengers on Rea Vaya buses over December 2010 was This figure is only 12% less than the total number of passengers carried during November 2009 ( ), despite the normal severe impact of the festive season on bus passenger demand seen in other bus operations. The latest available monthly ticket sales by Station (inner city stations only) is indicated in Table The busiest stations are Carlton Centre, Art Gallery and Library Gardens. It is apparent that the current service restrictions pending taxi negotiations, the shortage of trained drivers (training ongoing) and the limited availability of trunk buses (supply) could potentially limit further growth in ridership. It was reported that the lead time to order more buses is approximately 2 years. Table Total Ticket Sales by Station, October 2009 Station CBD Routes Trunk Routes Westgate 2 6,302 Chancellor Hse East 62 3,638 Chancellor Hse West 0 16,104 Library Garden East 166 4,540 Library Garden West 27 24,101 Carlton East 110 6,019 Carlton West 0 59,000 Fashion Square North 550 4,321 Fashion Square South 107 7,677 Art Gallery 1,715 25,181 Old Synagogue East 2 2,065 Old Synagogue West 2 8,107 Doornfontein Campus 10 4,003 Ellis Park North 0 7,378 Ellis Park East 0 15,557 Bath House Total 3, ,049 March 2010 JICTTS Report 1 - Final 6-27

28 Summary of Issues Figure Pedestrians in the bus-way at Noord/Troye Operational problems with City Circle services resulting in low ridership and the withdrawal of the service in November Lack of integration with other modes (information, ticketing) Lack of law enforcement of exclusive BRT lane and parking restrictions Double parking (goods loading & taxis dropping) due to uncontrolled (free) parking policy and poor law enforcement Inadequate pedestrian sidewalks at Noord Street rail crossing (pedestrians and traders in bus-way) Uncertainty about implementation of further sections of BRT March 2010 JICTTS Report 1 - Final 6-28

29 Principles BRT to support rail as primary mass transit mode for serving the inner city Mobility on inner city BRT routes to be enhanced through better management of parking and loading The objectives of BRT to attract a significant modal share will only materialise as a network is developed (as opposed to the single origindestination pair served by the Soweto CBD routes). Recommendations City Circle Service: Implement improved ticket sales mechanism Consider consolidating the two circle routes to one route initially operating at a higher frequency (preferably 5 minutes, 10 minutes maximum) Improved marketing & information (geographic maps similar to the one in Figure ) to be posted on website, at stations and stops and at other transport interchanges Improve stop identity (signage / road colourisation) and keep clear (enforcement). Examples of possible low cost solutions are indicated in Figure Address traffic congestion (bus priority measures where appropriate) Build Metro Centre Stations in Braamfontein (approved and in progress) Implement Pedestrian Signage at BRT stations and stops In the short term, create dedicated taxi drop-off and goods loading bays, as indicated schematically in Figure In the longer term, ban all parking on BRT routes (with the exception of loading bays and taxi drop-off bays, to be strictly enforced) Extend Noord Street bridge to the west to create a much wider pedestrian link Prioritise the implementation of BRT on Harrison and Rissik Streets to serve Park Station and Gautrain March 2010 JICTTS Report 1 - Final 6-29

30 Figure Examples of Low Cost Bus Stop Identity Enhancements Prototype Inner City Bus Service Sign, Cape Town Street Print Asphalt Imprinting (Products used: DuraTherm, Pattern: Heritage Offset Brick (White) New South Wales Plinth Sign (Best Practice Guidelines for NSW Public Transport Signage and Information Displays, V1 Nov 2002) Information Column Designed as part of the SPTN Project (2004) March 2010 JICTTS Report 1 - Final 6-30

31 Figure Schematic of Typical Taxi Drop-off March 2010 JICTTS Report 1 - Final 6-31

32 6.2.2 Commuter buses (Public and Private) Status quo Metrobus (source: Metrobus, 2009) daily Jhb inner city passengers school passengers 6 termini, 2 depots Fare system: Zonal Putco (source: Putco, 2009) Jhb inner city passengers 7 termini Fare system: Staged Gautrans Contracts: Eldorado Park daily Jhb inner city passengers Fare system: Staged Operators are generally content with the size and location of their current termini and depots. Principles Fig Stock Exchange bus terminus Fig Westgate bus terminus Fig Braamfontein bus terminus Fig Ghandi Square bus terminus Promote bus use by addressing current and potential user needs. Promote safe and secure, reliable and sustainable transport. Provide a reliable service i.e. minimize delays and optimize frequencies. Ensure that operations become more economically viable, by increasing ridership. March 2010 JICTTS Report 1 - Final 6-32

33 Challenges / Issues There has been a negative response by passengers to the bus industry in recent years resulting in the market share for buses deteriorating substantially. Less than 10% of daily commuters currently make use of bus mode where previous figures were around 24%. Bus facilities are also used by other vehicles. The lack of parking space in the inner city results in other vehicles parking on bus stops and termini. Other vehicles are also using bus the bus lanes reserved for bus use only. Traffic congestion and the addition of BRT lanes to major routes have increased congestion forcing buses to move from current routes to parallel streets. The lack of service information for users e.g. poor route information and poor signage have also contributed to the negative response to this mode. There is also a reluctance by services providers to provide information to authorities and planners. Fig Taxis duplicating bus routes (Bree Street) Fig A bus stuck in traffic (Commissioner Street) Another factor contributing to negative response to the service is that bus services operate at inconsistent frequencies during the peak and off-peak. Many user facilities (e.g. shelters) are also in poor condition. Poor fleet management have resulted in increased incidences of accidents and breakdowns. Competition from cheaper modes e.g. BRT have increased pressure on commuter bus services. This along with a lack of strategic thinking by bus operators have resulted in commuters moving to other modes of public transportation. Taxis duplicating bus routes are the biggest competition to commuter buses. Taxis operate more flexibility and at better frequencies. Taxis are also interfering with the picking up and dropping off passengers by ranking at bus stops and termini. Fig Poor signage (Eloff Street) Fig Taxis ranking at bus termini (Plein Street) March 2010 JICTTS Report 1 - Final 6-33

34 Fig Other vehicles parking at termini (Metromall terminus) Fig Other vehicles parking at termini (Sanlam terminus) Any public transportation service requires a system with clear, user friendly information and signage. Such a system should be developed and implemented for all commuter bus services in the inner city. All public transport operators should be governed by an effective permit system. Operating permit requirements for bus operators should include minimum service frequency requirements for peak and off-peak periods as well as minimum standards to which facilities should be maintained. Operating permit requirements should also require bus operators to supply authorities and planners with details on their operations. Fig Poor service info, private vehicles in bus lane (Eloff Street) Concerns regarding the safety of buses have been highlighted recently in the media. Operators should be urged to implement stricter driver selection policies and should also be urged to apply stricter control over vehicle safety checks and maintenance. Many bus facilities are used by other modes of transportation which indicates that the current methods of law enforcement are not dealing effectively with these problems. Authorities should develop an enforcement strategy plan to effectively deal with illegal parking and ranking. Bus operators have been operating under increasing pressure in recent years due to the various factors discussed. It is therefore important that authorities implement public transportation strategies in the inner city that creates a competitive but sustainable environment for operators and benefits the user in the end. Recommendations In order to identify aspects of the current commuter bus service that require improvement, operators should conduct regular surveys to measure levels of user satisfaction. Operators should prioritize improvements to elements with high user dissatisfaction highlighted in their own surveys or surveys such as the 2007 National Travel Survey. Operators should also aim to improve strategic planning to ensure routes and frequencies serve customer needs. Buses need dedicated road space in congested areas to ensure that the mode can operate according to a reliable schedule. Public transportation corridors should be implemented taking into consideration industry requirements and ITP proposals. The Transport Plan proposes a number of routes in the inner city on which interventions such as bus priority measures should be focused on. March 2010 JICTTS Report 1 - Final 6-34

35 Fig Examples of user friendly bus stop signs. Fig Example of a user information board at a bus stop or terminus. Fig Example of user friendly bus signs. Fig Example of well maintained bus shelter. References 1. CoJ, Integrated Transport Plan (ITP) 2003/2008, City of Johannesburg (CoJ), Johannesburg. 2. Metrobus, Information received from Mr Zunaid Young, Scheduling Master of Metrobus, Braamfontein. 3. Putco, Information received from Mr Braam de Jongh, Scheduling Manager of Putco, Woodmead. 4. Gautrans, Information received from Ms. Carol Bhembe, Gautrans, Johannesburg. 5. NDoT, National Travel Survey for Gauteng, National Department of Transport (NDoT). March 2010 JICTTS Report 1 - Final 6-35

36 6.2.3 Long distance (inter-city) buses Status quo The majority of inter-city buses operate from Park Station. Approximately 3500 passengers daily make use of inter city buses from this terminal. (Greyhound, 2009). Most buses use the M1 Smit Street interchange and Smit Street and Wolmarans Street to get to and from Park Station. Principles Oversee the provision of safe, secure, reliable, sustainable facilities by Provincial and National Authorities. Challenges / Issues Recommendations As with commuter buses, operators should conduct regular surveys to measure levels of user satisfaction and then prioritize improvements to elements with high user dissatisfaction highlighted in surveys. Operators should also be urged to implement stricter driver selection policies and apply stricter control over vehicle safety checks and maintenance in order to improve the user perception of the service. Fig Lower class service Inter City bus terminus at Park Station Congestion on routes into/out of the city Negative passenger response Accidents and breakdowns Fig Main Inter City bus terminus at Park Station References 1. Greyhound, Information received from Mr Willie Cloete, Manager of Greyhound, Park Station, Johannesburg. March 2010 JICTTS Report 1 - Final 6-36

37 6.2.4 Cross-border (International) buses Information/Status Quo JDA Long Distance bus study Demand: Unknown, but probably more than supply as services are generally at capacity Supply: 52 buses/day, 3050 people/day, 69 seater, excluding smaller services/buses. Approximately 61 operators Previous CoJ brief: accommodate ranking and holding together for 65 buses at +/ m 2 Predicted 3% growth per annum Weekly cycle: tapering off to mid-week Monthly cycle: Mid-month arrival to build up stock, depart month-end to sell wares in home countries. Foreign workers and tourists peak month-end, especially long weekends Annual cycle: Large twice yearly peaks over Easter and the largest during the December peak. Principles Promote safe and secure, reliable and sustainable bus transport Optimize frequencies and minimize delays Address the various user needs Ensure operations are more economically viable Empower disadvantaged operators Issues (users) Lack of secure/cheap storage Ranks extremely cluttered Trump Street issues Lack of clean/hygienic ablutions, pollution, poorly serviced Lack of signage and basic info for users Chaotic operations Safety & security Congestion (access and circulation) Issues (CoJ) Traffic and pedestrian congestion due to scattered nature over city, partially solved with Trump Street relocation Environmental pollution, no regulation around the buses (emissions, oil leakage) Passengers and operators, mostly due to a lack of facilities, litter the sites Projected increase in number of visitors and shoppers indicates that the contribution that the services makes to air and noise pollution will increase Lack of ablutions and public health consequences & concerns Under regulated industry with attendant safety issues March 2010 JICTTS Report 1 - Final 6-37

38 Figure Ranking and Holding Options 1 Ranking and holding combined 2 Ranking and holding split Holding with associated facilities at 100 m 2 /bus Ranking & holding with associated optimal 175 m 2 /bus 3 Ranking centralised, holding dispersed Ranking with associated optimal 300m 2 /bus 4 Holding centralised, Ranking dispersed Source: Study looking at the requirements for international buses in the Johannesburg Inner City. March 2010 JICTTS Report 1 - Final 6-38

39 Key assumptions 200 cross-border buses operating to and from Johannesburg on a daily basis is a reasonable figure for 2010 and beyond The figure of 200 buses per day requires ranking and holding 65 buses per day The site should be located within the Johannesburg Inner City The site should provide for a low carbon footprint and thus minimal distance between ranking and holding Short term solution should have the lowest costs possible and longer term solutions should be aware of cost and expenditure Recommendations Ranking: Short to Medium term at Westgate Longer term, centralised combined location with all other long distance buses and taxis (close to Park Station) Holding: Trump Street, with all amenities provided (ablution, servicing, safety/security, access, circulation etc.) Current Projects/Projects Underway Holding/ and Ranking recently moved to the single Trump Street site under the M2 motorway Temporary measure: the site does not offer all facilities required for ranking, but ranking will be moved to Westgate after upgrades JDA called for Westgate upgrade proposals in November 2009, and has awarded the project. Construction envisaged to start February 2010 for completion by May 2010 References 1. ARUP, September Kazerne Integrated Road Based Long Distance Transport Facility. Study commissioned by JDA. 2. Neil Klug TRP (SA), Fiona Garson (Architect), Margot Rubin (MA Geog)., Study looking at the requirements for international buses in the Johannesburg Inner City. Study commissioned by JDA. 3. Aganang Consulting Engineers, July International Transit & Shopping Centre Facility. Study commissioned by City of Johannesburg. Busways on major routes from ranking facility/ies to be tested and verified, access from a central location to freeways may be required. Improve conditions & safety at current facilities Improve signage & user information Improve regulation with regards safety, environment (emissions etc.) and operation Land use issues/availability of Post Office site adjacent to Kaserne parkade to be confirmed March 2010 JICTTS Report 1 - Final 6-39

40 6.3. Minibus Taxis Commuter/Long distance/cross-border Status Quo Minibus taxis are the main public transport mode going in and out of the Johannesburg inner city, transporting 42% of all motorised trips. The taxi operators have organised themselves into some 82 local associations, with the majority represented by Johannesburg Regional Taxi Council and Top Six Taxi Council. The Johannesburg inner city minibus taxi fleet consist of approximately 6000 taxis. These consist mainly of 15 seater taxis and about 1% being the midibus taxis. The Department of Transport is currently in a process of converting taxi permits to operating licences. The operating licences are route or area based. The taxi recapitalisation process is also in process and will also affect the design of future taxi facilities in terms of size of bays and should improve on the service capacity. There are currently 10 formal facilities (shown in the Figure ) in the inner city with a combined total of 800 ranking bays and 3200 holding bays. All the formal facilities are operating at or over capacity. Many of the bays are not strictly used for ranking or holding only, but are used interchangeably. There are taxi services to all the neighbouring metropolitan municipalities, all other provinces, and to a number of neighbouring countries. The main destinations served by the formal and informal commuter facilities as well as for the long distance facilities are indicated in Figures to Most of the formal facilities have at least one destination in Soweto, with Park Central (Jack Mincer) having the most destinations in Soweto. Park Central also has the most destinations in northern Johannesburg. The majority of the informal on-street taxi ranks serve destinations in Soweto with very few going to the East Rand and northern Johannesburg. The majority of long distance and cross-boarder taxis operate from Park City and most of these hold at Harrison holding facility. The origin and/or destination of many other person trips using taxis is onroute between taxi ranks. The average number of trips for taxis operating in the inner city is 1.2 during the morning and afternoon peak periods. There are also about 47 informal (on-street) taxi ranks/holding areas used by some 1400 taxis, which indicates the lack of physical capacity and operational capacity in the currently available formal facilities. March 2010 JICTTS Report 1 - Final 6-40

41 Fig Location and number of Ranking Bays at Existing Taxi Facilities March 2010 JICTTS Report 1 - Final 6-41

42 Figure Destinations served by Commuter taxis from formal facilities March 2010 JICTTS Report 1 - Final 6-42

43 Figure Destinations served by Commuter taxis from informal facilities (On-street) March 2010 JICTTS Report 1 - Final 6-43

44 Figure Destinations served by Long distance and cross-border taxis March 2010 JICTTS Report 1 - Final 6-44

45 Hawkers trading at ranks are often not provided with stalls or strictly designated areas and therefore affect the overall functioning of the facility to some extent. Fig Park Central, conflict between pedestrian & taxis cause poor circulation The taxis park in the on-street parking bays, loading bays, and bus bays and the passengers wait on the sidewalks without ablution facilities at some ranks. The major advantage of the on-street ranks is accessibility for the passengers and operators. The minibus taxi Johannesburg industry (Joburg CBD-Soweto route) is facing new competition from the BRT. The industry is also not formalised enough. The situation has presented challenges with regards to trust in the industry, affecting consultation (to gather information) between stakeholders and other interested parties in the industry. Other issues facing the industry include travel safety, crime at the facilities, overloading, and general customer service. Issues Ranking and holding capacity at existing formal facilities is insufficient. Circulation and access at some of the formal facilities is inefficient, particularly Metromall, Park City and Jack Mincer (Park Central). On-street ranking and/or holding reduces capacity of the streets and inconveniences other road users. By-laws enforcement is not adequate There is a lack of readily available information on the taxi industry Industry difficult to regulate Recommendations Additional new formal (off-street) facilities should be provided to eliminate the shortfall in holding and ranking capacity Once additional off-street capacity is provided, on-street ranking and holding should be systematically eliminated, apart from the proposed taxifocus streets as proposed in the Transport Plan (e.g. Bree St, Jeppe St) Optimise operation systems at the formal facilities by adopting a proper code of conduct for taxi operators and hawkers Engage in a continual process of taxi data collection and formalising the industry. March 2010 JICTTS Report 1 - Final 6-45

46 Fig Trading causing pedestrian congestion & affecting circulation Fig Lack of capacity: Taxis holding in informal areas due to lack of bays in formal facilities Fig Taxi vehicles queuing outside Park City access due to internal circulation, causing queues Fig Lack of law enforcement: Taxis using loading zone to rank Fig On-Street ranking reduces street capacity Fig Taxis using bus bays for ranking/holding March 2010 JICTTS Report 1 - Final 6-46

47 Table Summary of taxi facilities References 1. CPTR Aganang Report 2004 figures + GIBB 2009 estimates 3. GIBB 2009 estimates from aerial photo, CPTR 2003, and Aganang Report ITP 2003/08;page GIBB 2009 Site visits March 2010 JICTTS Report 1 - Final 6-47

48 6.3.2 Metered taxis Status quo It is estimated that 900 metered taxis operate in the inner city of which only approximately 25% has permits. Permits are issued by the Gauteng Operating License Board (GOLB). Vehicles must be younger than 10 years to qualify for a permit. Taxis must also be affiliated to the Johannesburg Region Metered Taxi Council (JRMTC) to be illegible to get permit. The JRMTC receives funding from provincial government. There are approximately 60 Metered taxi companies affiliated to JRMTC. The JRMTC ascribes the low number of permit holders to lack of permit enforcement, permit applicants not following up on applications with GOLB and metered taxi companies not given enough time to upgrade their fleets before the vehicle age restrictions were implemented. The location of formal and informal metered taxi ranks (from the zone CPTR data) are indicated in Figure It is clear that metered taxis follows the same trends as commuter taxis in terms of on-street ranking and holding. Photo Metered taxi rank at Park Station Principles The following principles will assist in providing sustainable metered taxi operations in the inner city: Promote metered taxi use through safe, secure, reliable and sustainable transport and by addressing current and potential user needs e.g. providing an alternative to private car for Gautrain business travelers etc. and also provide a service to areas not well served by public transport. Challenges / Issues The following issues were raised by JRMTC and therefore represent the challenges from the operators perspective: The provincial government funding for the JRMTC have been inconsistent. Council members often have to operate from their vehicles. The metered taxi industry is also competing for space in the inner city and operations are also made difficult by insufficient ranking space and holding bays. To add to the problem, minibus taxis from time to time try to occupy ranks and often requires negotiations with the minibus taxi industry. The regulation of the industry is influenced by the slow issue of permits due to the factors mentioned earlier. As with many other public transportation modes there is a lack of service information for metered taxi users e.g. poor signage. The Metered Taxi Revitalization Program was intended to give drivers of older vehicles the opportunity to obtain new vehicles for their operations. The program was however not able to comply with the industry s need for new vehicles and only a few drivers benefited from the program. From the City s perspective, the main challenge is to facilitate the provision of formal ranking space at desirable locations where there is a clear demand, but to prevent the uncontrolled proliferation of on-street ranking/holding at undesirable locations. March 2010 JICTTS Report 1 - Final 6-48

49 Figure Location of Metered taxi ranks March 2010 JICTTS Report 1 - Final 6-49

50 Recommendations The JRMTC recommended that: Provincial government should review the dedicated annual funding to the relevant metered taxi councils in order for them to be able to efficiently manage the industry. The current permit issuing process should be reviewed and optimized by investigating the industry demand for permits and issuing permits to eligible candidates. The scope of the Metered Taxi Revitalization Program should be expanded to allow for more vehicles for the four different provinces. References JRMTC, Information received from Mr Motjane Mabote, Chairman of the Johannesburg Regional Metered Taxi Council (JRMTC), Johannesburg. Table The limited data available further indicate that: Authorities should engage in a continual process of data collection and updating and liaising with the metered taxi industry. The local authorities should investigate the possible implementation of ranks as listed in the Table Authorities should again develop an enforcement strategy plan to effectively deal with illegal parking and ranking. Lastly, a system with clear, user friendly information and signage should be developed and implemented. This will create a better image for the industry and promote usage of this mode. March 2010 JICTTS Report 1 - Final 6-50

51 6.4 Freight Transport in the Johannesburg Inner City Introduction Urban freight transport is important for many reasons, including: The total cost of freight transport and logistics is significant and has a direct bearing on the efficiency of the economy; The role it plays in servicing and retaining industrial and trading activities which are essential for major wealth generating activities; It is a major employer in its own right; It is fundamental in sustaining existing life styles. Although the smallest of the nine provinces, Gauteng produces approximately 38% of the national Gross Domestic Product (GDP). Within Gauteng, the City of Johannesburg (CoJ) serves as the main economic hub in Southern Africa and a major proportion of goods movements utilize the infrastructure of Johannesburg when in transit. The Johannesburg inner city forms part of service region F of the Johannesburg Metro. It is an area of contrasts that incorporates business districts such as the CBD, Braamfontein (an important office precinct), high density residential suburbs to the east and north-east as well as light industrial activities to the south and south-west. Retail activity in the inner city is intense and depends on the retail activities that are concentrated in the vicinity of the Retail Improvement District (RID). In order to ensure the sustainable growth of the retail sector in the inner city, reliable and efficient freight transport services are required. Current freight movements in Gauteng was assessed first to form a picture of the freight transport scene in the province. Thereafter, the scope was narrowed down to the CoJ, and the inner city specifically. Entry and exit into the inner city, freight movements within the inner city, typical problems experienced within the inner city and freight transport solutions for the inner city are summarised in this section of the report. A more detailed report on freight in Gauteng, including City Deep, is included as an Annexure Typical Freight Problems In addition to the positive impact of freight transport, typical freight transport problems experienced in urban areas include the following: Economic Impact: Congestion; Resource waste. Environmental Impact: Pollutant emissions; Use of non-renewable fossil fuel; Waste Products (e.g. tyres, oil). Social Impact: Injuries and death resulting from traffic accidents; Noise; Visual intrusion Freight Movements in the City of Joburg Economic Activity in the City of Joburg The CoJ is characterised by an active economy and reflects a high economic growth rate. Since 1996, the City's GDP growth rate has outpaced the national growth rate in GDP, largely due largely to the dominance of the fastgrowing financial and business services sector in Johannesburg's economy, which has consistently outperformed average growth rates. At 37%, the CoJ makes the greatest contribution towards the provincial Gross Domestic Product (GDP), hence the majority of freight volumes and subsequent movements will occur in the CoJ Metropolitan Municipality. The current composition of the CoJ economy is dominated by the financial and business sector and the wholesale and retail sectors. Given the fact that the CoJ dominates the national economy in these sectors, it is due to become the finance, trade and business hub of South Africa. The retail function of the inner city has changed form and character over the years and sports niche areas of retail and wholesale functions, personal services, restaurants and fast food outlets, small-scale and micro shops as well as a large informal trade. It remains an important retail node for township and inner city residents and most importantly, for cross-border shoppers. March 2010 JICTTS Report 1 - Final 6-51

52 Retail Activities in the inner city The retail function of the inner city is intense and depends on both formal and informal economic linkages. Retail activities are not evenly spread out through the inner city and include: Informal Activity Informal activity is concentrated at transport interchanges as well as in retail nodes in the eastern and south-eastern side of the inner city. Many forced migrants to the inner city are often unable to obtain necessary certification to trade formally in small business. This has expanded to the micro-businesses and informal trade of the inner city s sidewalks and facades. Formal Activity Formal activity is concentrated around the office precincts of Braamfontein and the banking core and the secured environments such as the Carlton centre. Retail Improvement District The Retail Improvement District (RID), located between Jeppe Street in the north, Harrison Street in the west, Commissioner Street in the south and Von Brandis Street in the east, are the main retail areas of the inner city Freight Demand Forecasting The forecasting of freight demand is of major importance as it provides an indication of the expected volume and magnitude of freight transport for the future on a specific transport network. As part of the Gauteng Province Freight Transport Implementation Strategy, a freight demand forecasting modelling exercise, that correlates with the expected growth of the provincial economy, has been conducted to get an indication of the expected volume and magnitude of freight transport movements on the Gauteng transport network between 2008 and For a 2% growth scenario: Freight volumes for the inner city are expected to increase by approximately 24% between the period 2008 to 2020; Approximately 16% of the total Gauteng freight volumes will be generated/attracted to the inner city; The abovementioned volumes include freight originated from and destined for City Deep (inner city and City Deep both form part of region F); The projected increase in freight volumes is significant and will put increased pressure on the transport network of Gauteng The Movement System In the vast majority of cases, goods are transported by road within the CoJ area, whether these trips are from/to the industrial or major retail areas, the City Deep inland port, the ORTIA or to/from the major routes which provides access to/from Johannesburg. Major freight routes of relevance to the inner city is the N1, M1, M2, M7, N12/R24 & N17. Railway stations in the inner city serve passenger movements only. Road transport will therefore remain the primary mode for the delivery/collection of freight commodities in the inner city. Freight Demand Forecasting was achieved through a sensitivity analysis whereby three scenarios (low, medium and high) were used to predict freight volumes up to the year 2020 for 6 metropolitan areas of Gauteng. March 2010 JICTTS Report 1 - Final 6-52

53 City Deep as a Major Freight Hub City Deep is recognised at the largest freight hub in Gauteng and serves as the centre of specialised import and export traffic via container terminals and depots. It houses a number of logistics service providers, cold storage industries and food-processing facilities. The majority of freight handled at City Deep are carried on the CoJ road network. The City Deep area is ideally located in terms of access to freeways (e.g. M2, N17 and N12) but in terms of major arterial roads, only two arterials serve the City Deep area. These arterials are: - Heidelberg Road; - Vickers Road. The above roads tend to become severely congested during certain times of day, thereby restraining movement into the area. Of specific importance is Heidelberg road, which forms a vital link to the inner city. More detailed information on the flows to/from City Deep by road and rail is included in the Annexure Freight Transport within the Inner City The following streets (that form part of quadrant 3) were observed: Bree; Jeppe; Kerk; Pritchard; President; Market; Commissioner; Main; Marshall; Anderson; Von Brandis; Eloff; Joubert; Rissik; Harrison. The observation area was selected on the basis that the abovementioned streets form part of the RID, commonly acknowledged as the main retail area of the inner city that provides the largest concentration of retail space. In addition to this, the close proximity of Park Station, the largest multimodal transportation destination in Johannesburg, attracts the most feet to this area. Background The previous section concluded that all freight movements in the inner city are road based. It is commonly acknowledged that road freight transport creates a number of problems within cities. In order to determine which freight problems are currently being experienced within the inner city, a number of blocks between Bree Street in the north, Anderson Street in the south, Von Brandis in the east and Simmonds in the west, were observed on a number of occasions during the months of September and October March 2010 JICTTS Report 1 - Final 6-53

54 Freight-related Problems/Issues (a) Law Enforcement Photo Double and illegal parking of freight vehicles for loading/offloading Taxis Taxis switching vehicle lanes without prior notice (use of indicators); Taxis disturbing the flow of traffic by stopping in vehicle lanes to load/off-load passengers; and taxis parked at loading/offloading bays reserved for freight vehicles. Private Vehicles Private vehicles driving in dedicated BRT lanes; and private vehicles parked in street loading/offloading bays reserved for freight vehicles. Freight Vehicles Double parking of freight vehicles in street to load/offload vehicles. It thus seems that the issue of disrespect for the law runs across all forms of transport. The JMPD provides law enforcement relating to the operation of heavy vehicles. At present the JMPD is characterised by a shortage of skilled human resources and this limitation allows many violations to go unchecked, since the screening of vehicles cannot be done on a 24- hour basis or effectively over the entire inner city. March 2010 JICTTS Report 1 - Final 6-54

55 (c) On-street loading/offloading On-street goods vehicle loading bays provide dedicated space for goods vehicles to load and unload and are useful in cases where there is competition for kerbside space between goods vehicles and other street users, as is the case in the inner city. During the observation the following findings were noted: Photo Space considerations: On-street goods vehicle loading bay The majority of on-street parking is reserved as private vehicle parking; On-street goods vehicle loading bays do not always provide sufficient space to efficiently load/off-load bigger freight vehicles (see picture 3); The illegal parking of private vehicles in parking bays reserved for goods vehicles (see picture 2); Only a few law enforcement officers were notes within the observation area. Photo Informal Trading Inner City (d) Overloading Closely linked to vehicle weight and size regulations is the issue of vehicle overloading. Although visual inspections did not reveal any seemingly overloaded heavy vehicles in the observation area, special attention is paid to overloading practices in the CoJ ITP that acknowledges the fact that overloaded vehicles traveling on streets within the CoJ area are contributing, in a major way, to the degradation of the current road infrastructure. It is thus important that overloading control be exercised in the inner city, not only to protect the road network, but also to decrease accidents, that is often the result of premature heavy vehicle brake and tyre failure. March 2010 JICTTS Report 1 - Final 6-55

56 (e) Informal Trading Street vendors were heavily concentrated on all streets within the observation area and although the presence of street vendors is believed to lower street crime rates, they tend to block walkways and have a negative impact on waste and debris levels. Despite signage that prohibits informal trade at certain locations within the inner city, these regulations are not always adhered to, once again pointing to insufficient law enforcement practices. The illegal placement of informal trading stands on the kerbside/pavement at heavy vehicle loading/offloading points hinder the efficient offloading of freight vehicles. Summary of Findings In light of he observations made during the visual observation, the following findings have been derived at: The majority of on-street parking bays are private vehicle parking bays; Other vehicle types (mainly private vehicles) were parked in goods vehicle loading/offloading bays; The above tendency might be the reason for the observation of heavy vehicles parked in streets to conduct offloading activities, a practice that has obstructed the flow of traffic; No signage, limiting access for goods vehicles above a certain weight and size to the observation area, was noted; The placement of informal traders at certain locations within the observation area has obstructed loading/offloading activities and pedestrian movements. It should be noted that a qualitative approach was followed in analyzing the data. No formulas were applied to derive new findings. In addition not all intersections within the inner city were counted, which made it impossible to accurately determine freight vehicle flows within the inner city. The full data set is included in the Annexure. The following summarises the findings of the analysis: Freight movements within the inner city represent a very small percentage (less than 3%) of total vehicle movements. Heavy vehicle traffic does not seem to present a major problem to general traffic flows in the inner city; Given the low percentage of heavy vehicles in the traffic stream, it is unlikely that freight vehicles use the CBD as a thoroughfare, but rather to reach final destination points, Light vehicle flows (including LDV s) have a much larger effect on traffic flows in the inner city than heavy vehicle traffic; Given the fact that railway stations within the inner city cater for passenger traffic only, it is unlikely that freight collections/deliveries in the inner city will be performed by this mode of transport in future; Given the relatively high concentration of freight movements in Market and Commisioner streets (that serve as trunk BRT streets), it is possible that freight movements and deliveries within these streets will be negatively influenced by the BRT system; In light of the above finding, alternative routes for traffic moving in an east-westerly and west-easterly direction have to be prioritized and promoted Heavy Vehicle Movements within Inner City In order to establish heavy vehicle movements within the inner city, classified traffic counts of 100 intersections, within the inner city were analyzed. These counts were undertaken in 2005 by Traffictrans (Pty.) Ltd. and focused on 12 hour turning movements. March 2010 JICTTS Report 1 - Final 6-56

57 Impact of BRT on Freight Vehicle Movements Background The analysis indicates that the operation of BRT services could influence the ease of freight movements and associated activities (e.g. loading/offloading) in the following streets: Market; Troye; Commissioner; Rissik (Rissik Street forms part of the next phase of implementation, and has not yet been developed into a BRT route) Observation of Heavy Vehicle Movements in BRT Streets Heavy vehicle movements along Market and Commissioner streets were observed in October Both streets are vehicle dominated one-way streets that have four vehicle lanes each. The middle two lanes are taken up by the BRT system, while the remaining lanes (on the left and right hand side) of both streets are allocated to other vehicles types a development that will most likely have a negative impact on the flexibility of vehicle movements along Market and Commissioner streets. On-Street Parking The majority of on-street parking bays are private vehicle parking bays; On-street goods loading/offloading bays are scarce and unevenly spread along Market and Commissioner streets; Many goods loading bays were occupied by private vehicles, for long duration parking and not deliveries; The stopping and offloading of heavy vehicles in the street; On-street parking bays have been removed opposite the BRT stations; Goods vehicle offloading activities were noted in Kruis, Von Brandis and Von Weilligh streets. These streets are narrow and due to space limitations not ideally suited for loading/offloading activities. Informal Traders The location of informal trading stalls opposite on-street goods loading/offloading bays tend to block walkways, thereby hindering the efficient and speedy loading/offloading of heavy vehicles. The observation was made that retail activities are more concentrated between the Library Gardens Trunk Station (corner of Market/Rissik and Commissioner/Rissik streets) and the Carlton Trunk Station (corner Market/Von Weilligh and Commissioner/Von Weilligh) where small-scale and micro shops are complemented by bigger well-known outlets, such as Woolworths, Truworths, Jet, Bradlows, Russels and Geen & Richards. The Small Street Mall is also located in this area. Various LDV s were noted in Market and Commissioner streets. These vehicles probably serve the smaller retail stores located along both streets During the observation exercise, the following tendencies were noted: Photo : Illegal parking of private vehicle in goods loading/ off-loading bay Photo Informal Trade opposite a Goods Vehicle Loading Bay March 2010 JICTTS Report 1 - Final 6-57

58 BRT Trunk Stations Picture Private and Heavy Vehicles in BRT Lanes Despite the fact that on-street parking and associated activities (loading/offloading) have been removed alongside BRT trunk stations, disrespect for the law is noted in the pictures below. Picture shows the offloading of a goods vehicle in a vehicle lane at the Chancellor House Trunk Station. Photo Illegal parking adjacent to BRT, for loading/off-loading Option 1 Redirect heavy vehicle movements from Market and Commissioner onto the following one-way streets: From Commissioner to Anderson and/or Jeppe streets (these streets follow the same east-westerly flow as Commissioner); From Market to President and/or Marshall streets (both streets follow the same west-easterly flow as Market). Photo Heavy Vehicles in BRT Lanes Option 2 Remove all on-street parking along Market and Commissioner to improve the flow of traffic. Anderson, Jeppe, President and Marshall streets are not earmarked as trunk BRT streets which implies that no vehicle lanes along these streets will be reserved for the exclusive use of BRT buses. Law enforcement has to be tightened to ensure that illegal practices are addressed. The possibility of reserving off-street parking space in existing parking facilities/parkades should be investigated. March 2010 JICTTS Report 1 - Final 6-58

59 Road Freight Transport Solutions Inner City A number of freight transport issues and problems that are applicable to the Johannesburg s inner city were identified and discussed earlier. In order to address these freight transport issues, appropriate solutions are required. These solutions are based on acceptable international approaches that are applied to urban transport problems. Approaches to heavy vehicle problem areas in the inner city are set out in the table below. From the analysis it is deduced that some of the typical solutions to the freight problems are more applicable to Jozi than others, while other approaches require further investigation. Table a. Road Freight Transport Solutions Inner City Freight Issue Problem Description Objective of Solution Typical Solution Applicability to Jozi 1. Network Management Problem BRT buses constrain the movement of freight vehicle flows Improving journey time Road restrictions; Time restrictions; Dedicated freight lanes/streets Road and time restrictions seem applicable to Jozi but require further investigation. The low percentage of heavy vehicles in the traffic stream does not justify dedicated freight lanes/streets at present. Redirect freight traffic through alternative streets Identify alternative freight streets This approach seems applicable to Jozi Improve traffic flows Remove all on-street parking bays along trunk BRT streets to improve vehicle flows This approach seems applicable to Jozi but has the potential to further limit the offloading of heavy vehicles 2. Insufficient parking provision Insufficient number of on and off-street goods vehicle loading/offloading bays and uncoordinated parking and deliveries Improve the efficiency of heavy vehicle loading/offloading Increase/expand the number and width of on and off-street loading bays for freight vehicles Although applicable, a lack of space in the CBD would hinder the implementation of this solution Improve parking control Improved law enforcement Applicable, the enforcement of regulations applicable to parking, could be a low cost, quick win solution March 2010 JICTTS Report 1 - Final 6-59

60 Table b. Road Freight Transport Solutions Inner City Freight Issue Problem Description Objective of Solution Typical Solution Applicability to Jozi 2. Insufficient parking provision Assist relevant stakeholders with coordination of deliveries and collections Urban consolidation centers or logistics hubs Not applicable to the inner city situation Relocation of retail outlets Shift retail outlets to less congested areas This is a long-term and costly approach not applicable to the inner city, contrary to the current urban regeneration initiatives 3. Law enforcement Disrespect for the law in terms of parking violations, illegal placement of informal trading stands and street damage as a result of overloading Reduce street maintenance costs Overload control Road restrictions These approaches are applicable to Jozi, any improvement on outer city overload control will have a positive effect on inner city street maintenance costs Reduce damage to transport infrastructure Road restrictions Are applicable to the inner city, especially to certain classes of heavy vehicles. This issue require further investigation Increase law enforcement Construct overload control facilities (HSWIM stations) Highly applicable to Jozi but the installation of overload control facilities may be costly March 2010 JICTTS Report 1 - Final 6-60

61 Table c. Road Freight Transport Solutions Inner City Freight Issue Problem Description Objective of Solution Typical Solution Applicability to Jozi 4. Stakeholder consultation Uncoordinated stakeholder engagement Gaining freight industry support for freight strategies and initiatives Intergovernmental coordination Freight transport partnerships Applicable, this initiative should be linked to the current initiative of establishing a Provincial Freight Forum 5. Traffic Management Constrained movement of freight vehicle flows Improve freight vehicle flows Road restrictions Time restrictions for heavy vehicles Night deliveries Street restrictions require further investigation. The issue of night deliveries is probably not a viable option for the foreseeable future Scarcity of signage directing heavy vehicle movements Improving journey time reliability of freight vehicles Dedicated freight streets/lanes At present freight volumes in the inner city do not justify designated streets or lanes for freight vehicle movements 6. Planning and Financing Issues Funding constraints Increased funding available for street infrastructure improvements Reprioritize capital budget allocations Revisit IDP/ITP Alternative sources of funding Applicable, but require further investigation March 2010 JICTTS Report 1 - Final 6-61

62 Conclusions All goods moving into and from the inner city are road-based; Rail movements are limited to the City Deep area only. Rail has no role to play in alleviating the freight-related problems in the inner city, which limits possible solutions (e.g. intermodal) to road-based solutions only; The layout of the inner city (narrow streets, closely spaced intersections) adds to traffic flow problems more so with the increase in traffic volumes experienced in the inner city over a period of several decades; According to freight demand forecast estimates, approximately sixteen percent of projected Gauteng freight volumes is destined for the Johannesburg inner city; The abovementioned volumes include freight originating from and destined for City Deep; Based on the projected volumes alone, the potential for freight-related traffic problems in the inner city is obvious, especially given the layout situation; Traffic counts indicate that heavy vehicles account for less than three percent of all vehicle movements in the inner city; The above finding implies that freight-related problems experienced in the inner city are not primarily caused by heavy vehicles. It seems as if heavy vehicles do not use the inner city streets as a thoroughfare. LDV s have a more marked influence on the traffic flows in the inner city and are used for the majority of deliveries in the inner city. While it is contended that LDV's are the main cause of freight-related traffic problems, their impact is exacerbated by the unavailability of on-street and off-street loading and unloading facilities. The situation may be worse in those streets where the BRT system has been implemented as there is a reduction in vehicle lanes Recommendations Recommendations pertaining to the inner city freight issues are summarized in Table The table provides for two categories of freight interventions namely: Quick Wins and; Longer term solutions/projects Quick win projects deal with those aspects that can be implemented with relative ease over a short period of time and in some cases with a minimal budget whereas long term solutions deal with more cost intensive projects that need to be designed over a longer period. Greater priority should be given to quick win projects that can yield results over the short term. Given the situation that private vehicles tend to park on street loading zones, coupled with the relatively low provision of loading zones, LDV's have actually not choice but to engage in traffic flow obstruction practices. March 2010 JICTTS Report 1 - Final 6-62

63 Table Intervention Plan for Inner City Freight Problems Freight Intervention/Solution Category Freight Problem Quick Win (Short-term) Medium/Long-term Road Network BRT buses constrain the movement of freight vehicles Road restrictions (freight street bans) Dedicated freight streets Remove all on-street parking bays along trunk BRT streets Parking Insufficient number of on and offstreet loading/offloading bays for goods vehicles Re-allocation of private vehicle parking bays to goods vehicle loading bays Allocate more resources to JMPD Enforce parking regulations, especially regarding the parking of private vehicles on loading zones Securing off-street loading space in existing parking facilities and retail malls Develop a comprehensive parking policy/strategy Law enforcement Disrespect for the law Allocate more resources to JMPD Launch a law enforcement campaign to ensure compliance with parking regulations Road restrictions Construct overload control facilities Stakeholder consultation Uncoordinated stakeholders engagement Establish Freight Transport Partnerships Traffic Management Heavy vehicle flow problems, scarcity of signage to direct heavy vehicle flows Signage directing heavy vehicle movements Law enforcement Road restrictions Time restrictions for heavy vehicles Planning and financing issues Funding constraints Secure alternative sources of funding March 2010 JICTTS Report 1 - Final 6-63

64 6. Transport System Analysis 6.5. Non Motorised Transport Pedestrians Introduction There is need to understand pedestrian movements in the Johannesburg Inner City and to improve the pedestrian experience in the Inner City. This section aims to provide as assessment of the Inner City s pedestrian opportunities and constraints. March 2010 JICTTS Report 1 - Final 6-64

65 Principles The following are pedestrian principles to provide efficient pedestrian facilities: Safety and Security Avoid areas with too little activity; Avoid dark, isolated places; Avoid dead facades/blank walls; and Prohibit vehicles travelling too fast for the class of road. Comfort Wide sidewalks to accommodate expected volumes of pedestrians; Separate pedestrians from vehicles, i.e. buffers in the form of small trees/on-street parking; Provide gentle road gradients less than 5 %; Provide even pavement Preference for variety in building structures. Convenience / Accessibility Provide quick and direct route to chosen destinations; Pedestrian route to have no gaps, consistent standard; Accessible for all user groups; Sidewalk / walkway dimensions to cater for wheelchairs, people walking with crutches Provide way-finding signage for navigation by pedestrians. Environment Needs Interesting, attractive, clean sidewalk provides variety in the environment Social interaction with other people to be encouraged on street. User Groups The Pedestrian and Bicycle Facility Guidelines of the Department of Transport (August 2003) identifies the following user groups that need to be catered for in the planning of pedestrian and bicycle facilities. The Pedestrian Group is made up of the following: Adult pedestrians; Other pedestrians who include pedestrians with special needs, e.g. children, older people and the disabled; The Bicycle Group is made up of the following: The child cyclists; The inexperienced cyclist and The experienced cyclist. Pedestrian Planning Site Visits were conducted in September 2009 to begin the pedestrian planning process. The site visits were carried out to ascertain the existing conditions in the various identified sectors as well as to identify problems. The principles that were discussed in section were the guiding tools that were used in the analysis of pedestrian facilities during the site visits. The findings of the analysis are summarised in the following sections, while more detailed information is provided in Volume 3: Annexures and Data. The analysis is reported in terms of sectors indicated in Figure March 2010 JICTTS Report 1 - Final 6-65

66 Figure Study Area Sectors March 2010 JICTTS Report 1 - Final 6-66

67 Existing Street Conditions Sector 1: Doornfontein, New Doornfontein, Betrams, Troyeville, Fairview and Jeppestown Key Challenges / Problems observed in Sector 1 Challenge 1 Poor accommodation for movement of Special Needs Passengers (SNPs) at the following locations ( i.e. sidewalks too narrow, no wheelchair ramps provided and uneven surfacing) at: Sherwell Road Derby Road Kasteel, Lamoen, Scott and Macdonald Street although identified as major sidewalks in the JICUIDP Challenge 2 Sidewalk requiring an upgrade, i.e. surface not even which can cause safety problems for SNPs, also drainage problem near sidewalk at: Princess Street adjacent to George Goch Station (pedestrians walk on the road Challenge 4 Provision of Pedestrian Signs and Markings Road signage mostly caters for the movement of vehicles, thus no pedestrian signs were observed. Signage should be provided to enable the pedestrian to navigate the area better. Proposed Upgrades / Improvements in Sector 1 Provide wheelchair ramps at intersections of Jules, Kasteel, Lamoen, Scott and Macdonald Streets; Replace sidewalk surfacing on Princess Street and provide wheelchair ramps at intersections; Provide dedicated / designated areas for informal trading outside George Goch Rail Station; and Provide better signage for pedestrians. Challenge 3 Informal Trading (occupies space meant for the movement of pedestrian) occurs at: Sidewalks of Derby Road Sidewalks outside George Gooch Station on Princess Street March 2010 JICTTS Report 1 - Final 6-67

68 Existing Street Conditions Sector 2: Hillbrow, Berea, Yeoville, Bellevue Key Challenges / Problems observed in Sector 2 Challenge 1 Poor accommodation for movement of Special Needs Passengers at the following locations ( i.e. sidewalks too narrow, no wheelchair ramps provided) at: Catherine Streets Primrose Terrace (High pedestrian volumes) Bok Street (potential parkway) Durban (Hendon) Street Challenge 2 Sidewalks used for holding purposes by minibus taxis /not continuous through the length of road Paul Nel Street (rank holding) Joe Slovo Drive (sidewalk not continuous) Challenge 4 Provision of Pedestrian Signs and Markings Road signage mostly caters for the movement of vehicles, thus no pedestrian signs were observed. Signage should be provided to enable the pedestrian to navigate the area better. Proposed Upgrades / Improvements in Sector 2 Provide wheelchair ramps at intersections of Catherine, Bok and Primrose Terrace; Remove minibus taxis from the sidewalk at Paul Nel Street; Provide continuous sidewalk on Joe Slovo Drive Upgrade sidewalk surfacing of Durban Street Challenge 3 Informal Trading (occupies space meant for the movement of pedestrian) / Obstructions to flow on sidewalk / walkway occurs at pedestrian occurs at: Bezuidenhout Street (identified as a major pedestrian sidewalk, obstructions are as a result of vehicles parking on sidewalk) Raleigh Road (Informal Traders) Kotze Street (Informal Traders) March 2010 JICTTS Report 1 - Final 6-68

69 6. Transport System Analysis Existing Street Conditions Sector 3: Johannesburg CBD, Marshalltown, Droste Park, City and Suburban and Benrose Key Challenges / Problems observed in Sector 3 Challenge 1 Poor accommodation for movement of Special Needs Passengers at the following locations ( i.e. sidewalks too narrow, no wheelchair ramps provided and uneven surfacing) at: Figure Examples of Pedestrian Challenges in the Inner City Trump Street Harries Street Challenge 2 Sidewalks used for holding purposes by minibus taxis /not continuous through the length of road Paul Nel Street (rank holding) Joe Slovo Drive (sidewalk not continuous) Leyds Street (Taxi holding) Challenge 3 Informal Trading (occupying space intended for the movement of pedestrian) / Obstructions to flow on sidewalk forcing pedestrians to walk in the roadway / taxis holding in parking or sidewalk / high vehicle speeds and insufficient pedestrian walkway. occurs / vehicles travelling at high speeds/inadequate pedestrian walkway : Bree Street (Informal Traders, Minibus Taxis stop at intersections) Plein Street (Informal Traders, Minibus Taxis stop at intersections) Banket Street (Minibus Taxis at intersections) Pritchard Street (Minibus Taxis at Intersections) Joubert Street (Informal Traders / Station Subway) Klein Street (Informal Traders) Wanderes Street (Informal Traders) Queen Elizabeth Bridge (high vehicle speeds, no buffers & inadequate pedestrian walkway) Leyds Street (Informal trading) March 2010 JICTTS Report 1 - Final 6-69

70 Challenge 4 Provision of Pedestrian Signs and Markings Road signage mostly caters for the movement of vehicles, thus no pedestrian signs were observed. Signage should be provided to enable the pedestrian to navigate the area better. Informal Trading in Sector 3 The Informal Trading Policy of the City of Johannesburg allows for informal trading to occur in the economic nodes of the CBD. However, the location of approved informal trading areas should not lead to a deterioration in the quality of the pedestrian environment. Informal trading in the Inner City is managed by the Metropolitan Trading Company (MTC). It is mostly concentrated in areas with the major pedestrian volumes. The concentration of informal trading in the Inner City is shown in Figure Proposed Upgrades / Improvements in Sector 3 Remove on-street parking in sections with heavy informal trading to widen pedestrian walkways, especially near entrances to public transport facilities. Provide wheelchair ramps at intersections of Bree Street, Plein Street, Jeppe Street and Joubert Street; Noord Street should be a fully pedestrianised street; Provide wheelchair ramps at intersections as well as designated informal trading areas at Wanderers Street; and Remove informal trading on Delvers Street between Bree and Jeppe Streets Taxis to only stop at demarcated bays along streets (Bree and Jeppe Streets). Create legible and safe pedestrian routes to Mary Fitzgerald Square for 2010 ( three options are proposed) Increase width of the pedestrian sidewalk on Queen Elizabeth Bridge Joubert Street Subway to be demolished Pedestrian Bridge on Troye Street (Busway) Redesign pedestrian environment on Leyds Street (towards Park Station) March 2010 JICTTS Report 1 - Final 6-70

71 Figure Informal Trading March 2010 JICTTS Report 1 - Final 6-71

72 Existing Street Conditions Sector 4: Vrededorp, Pageview, Braamfontein, Newtown, Fordsburg, Ferreirasdorp and City West Key Challenges / Problems observed in Sector 4 Challenge 4 Provision of Pedestrian Signs and Markings Challenge 1 Poor accommodation for movement of Special Needs Passengers at the following locations ( i.e. sidewalks too narrow, no wheelchair ramps provided and uneven surfacing) at: Main Road (Major pedestrian route, entrance to Oriental Plaza) 8 th Street Road signage mostly caters for the movement of vehicles, thus no pedestrian signs were observed. Signage should be provided to enable the pedestrian to navigate the area better. Proposed Upgrades / Improvements in Sector 4 Challenge 2 Sidewalks used for holding purposes by minibus taxis /not continuous through the length of road/lack of sidewalks Bonanza Street (no sidewalks) Chinese Market (bus lay-bye used as minibus taxi ranking ) Main Reef Road (sidewalk improvements required) Challenge 3 Informal Trading (occupies space meant for the movement of pedestrian) / Obstructions to flow on sidewalk / walkway occurs: Fordsburg Square will be upgraded to a formalised trading space and recreation area by the MTC; Provide wheelchair ramps at intersections of Main Road; Provide even sidewalk surfacing on Main Reef Road (low priority General Purpose Main Road) Provide sidewalks at Bonanza Street Improve NMT facilities (sidewalk) of Main Reef Road 14 th Street (Informal Traders) No informal trading permitted on Main Road Fordsburg Square currently being upgraded to a formalized trading space and recreation space March 2010 JICTTS Report 1 - Final 6-72

73 Existing Street Conditions Sector 5: City Deep and George Goch Key Challenges / Problems observed in Sector 5 Challenge 1 Poor accommodation for movement of Special Needs Passengers at the following locations ( i.e. sidewalks too narrow, no wheelchair ramps provided and uneven surfacing) at: Faraday Street Booysens Street Eloff Street (Bus Priority) Challenge 2 Sidewalks used for holding purposes by minibus taxis /not continuous through the length of road/lack of sidewalks Proposed Upgrades / Improvements in Sector 5 Improve SNP facilities at Faraday and Booysens Street; The Faraday Street Market is currently under development by the MTC Eloff Street is a bus priority and SNP will be catered for under this project. Reduce conflict between vehicles and pedestrians in Rosettenville Road Provide good signage for pedestrians to Faraday Street Taxi Rank Rosettenville Road (conflict with vehicles at access points) Challenge 3 Informal Trading (occupies space meant for the movement of pedestrian) / Obstructions to flow on sidewalk / walkway occurs at pedestrian occurs at: Faraday Street Taxi Rank; council market is under development Challenge 4 Provision of Pedestrian Signs and Markings Road signage mostly caters for the movement of vehicles, thus no pedestrian signs were observed. Signage should be provided to enable the pedestrian to navigate the area better. March 2010 JICTTS Report 1 - Final 6-73

74 Existing Street Conditions Sector 6: Selby, Park Central, Village Deep and New Centre Key Challenges / Problems observed in Sector 6 Sector 6 is mostly an industrial area. The pedestrians observed are mostly those employed in the area. The pedestrian has generally been provided with the minimum sidewalk width. Village Road was identified as a major pedestrian sidewalk. The minimum sidewalk width has been provided on Village Road, but it has dead facades in sections. Trump Street was identified as a major pedestrian sidewalk. The minimum sidewalk width has also been provided in Trump Street, but no allowance has been made for the movement of people in wheelchairs. Proposed Upgrades / Improvements in Sector 6 Improve pedestrian environment on Village Road by eliminating the dead façades. Provide dropped kerbs at the intersections of Trump Street. March 2010 JICTTS Report 1 - Final 6-74

75 Pedestrian Volumes An analysis of available pedestrian counts (locations shown in Figure ) was done for the Core Inner City area. Pedestrian Movement Patterns Pedestrian movement in the Inner City is concentrated on the streets in the direction of the current public transport facilities and areas of employment within the Johannesburg CBD. The pedestrian link volumes during the AM and PM peak hour are shown in Figures and The major pedestrian movements in the Inner City based on available information during the AM peak hour are the following: Gwigwi Mrwebi, Bree and De Villiers Street towards Metro Mall Taxi Rank On Rissik Street towards Park Station Troye Street towards Noord Street The major pedestrian movements in the Inner City based on available information during the PM peak hour are the following: On De Villiers Street towards Metro Mall On the section of Bree Street from Sauer to Nugget Street On the section of Jeppe Street between Von Brandis and Von Weilligh Streets Towards Gandhi Square via Main Street On Plein Street towards the public transport facility in Twist Street On Sauer Street from Braamfontein via Queen Elizabeth Drive/Biccard Street On Rissik Street towards Gandhi Square The major pedestrian movements in the Inner City based on available information during both the AM and PM peak hour are the following: To and from Westgate Station; On Eloff Street towards Park Station and Gandhi Square; and On Von Weilligh Street towards Joubert Park / Station Proposed Upgrades / Improvements Most of the streets mentioned above link the major public transport facilities or are well served by public transport (minibus taxis in particular) and should therefore take priority in pedestrian environment improvements. When major public transport facilities are relocated, consideration should be given to the new pedestrian linkages that will be created and their pedestrian requirements. March 2010 JICTTS Report 1 - Final 6-75

76 Figure Pedestrian Count Locations March 2010 JICTTS Report 1 - Final 6-76

77 Figure Pedestrian AM Peak Hour Link March 2010 JICTTS Report 1 - Final 6-77

78 Figure Pedestrian PM Peak Hour Link Volumes March 2010 JICTTS Report 1 - Final 6-78

79 Pedestrians Facility Capacity Analysis Figure Pedestrian Level of Service (LOS) Level of Service (LOS) LOS is a quality measure which describes operational conditions within a traffic/pedestrian stream. LOS criteria for pedestrian flow are based on the following measures: Speed (describes the service received by pedestrian); Pedestrian s ability to cross pedestrian stream; Ability to pass slower moving pedestrians; Ability to maintain flow in the minor direction when opposed by the major pedestrian flow. Figure graphically shows the level of service A to E as defined above. March 2010 JICTTS Report 1 - Final 6-79

80 Pedestrians Facility Capacity Analysis (Continued) Case Studies The sections which follow discusses the typical LOS of sidewalks within the Johannesburg CBD under varied pedestrian traffic volumes. Case Study 1: Light Pedestrian Traffic - Anderson Street between Ntemi Piliso & Sauer Street Less than 250 pedestrians per hour (p.p.h) were counted on either sidewalk of Anderson Street between Ntemi Piliso and Sauer Street during the AM peak hour. The analysis results shows that the sidewalk operates very well at LOS A for average conditions and at LOS B for conditions with platoons. Figure Layout drawing of Bree Street between Rissik Street and Joubert Street Case Study 2: Medium Pedestrian Traffic - Bree Street between Rissik Street & Joubert Street Approximately 700 pph were counted on either sidewalk of Bree Street between Rissik Street and Joubert Street during the AM peak hour. On this section the sidewalks are 3m wide with no informal trading. The analysis results show that the sidewalk operates at LOS C for average conditions and LOS D for conditions with platoons. A layout drawing of this section of Bree Street is shown in Figure March 2010 JICTTS Report 1 - Final 6-80

81 Case Study 3: Heavy Pedestrian Traffic - Gwigwi Mrwebi Street between Sauer Street & Simmonds Street Approximately 4450 pph were counted on the southern sidewalk of Gwigwi Mrwebi Street between Sauer Street and Simmonds Street during the PM peak hour. The sidewalk operates at LOS F for both average conditions and conditions with platoons. For a pedestrian volume of 4450 pph to operate at an acceptable LOS D during the peak, a clear sidewalk width of 6.5 m would be required. Proposed Upgrades / Improvements The operational conditions on the Gwigwi Mrwebi sidewalk are very poor and the movement of pedestrians needs to be better catered for. The Metro Mall Taxi Rank s entrance / exit points are located on Gwigwi Mrwebi Street. Not only do the pedestrians have to contend with the minimum sidewalk, they also have to manoeuvre between taxis that enter/exit the Metro Mall Taxi Rank. A layout drawing of this section of Gwigwi Mrwebi Street is shown in Figure Figure Layout drawing of Sauer Street between Sauer Street and Simmonds Street Pedestrians should be encouraged to walk on the northern sidewalk of Gwigwi Mrwebi Street. This will minimize the conflict points between pedestrians and minibus taxis and more space can be provided for pedestrians adjacent to the public open space north of the Metro Mall Taxi Rank. March 2010 JICTTS Report 1 - Final 6-81

82 Pedestrians and Motor Vehicle Accidents Pedestrian and vehicular conflicts within the Johannesburg Inner City are discussed based on information made available to Arcus GIBB by the Johannesburg Metro Police Department (JMPD). The data range of the accident statistics received from the JMPD is from 01/01/2008 to 29/10/2009. An example of the processed accident report form received from the JMPD can be provided upon request. Locations of Pedestrian and Vehicle Conflicts The streets in the Johannesburg Inner City with high pedestrian accidents (>10 pedestrians for the assessed period) are shown in the Figure Causes of Pedestrian and Vehicular Conflicts The typical causes of pedestrian accidents within the Inner City as identified by the JMPD are shown in the table below. Table Pedestrian Accidents Probable Cause 1 Entering roadway when unsafe to do so pedestrian 2 Crossing road to board a bus / taxi PEDESTRIAN ACCIDENTS No Injury 34 4 Slight 79 3 Serious 8 Fatal Total The streets with high numbers of pedestrian accidents are the following: 3. Disregarding pedestrian red man signal Plein Street Bree Street; and Sauer Street 4. Jay Walking (walking in road) 5. Pedestrian Under Influence of alcohol or narcotics 6. Playing (fighting on roadway) Detailed accidents statistics which illustrate the exact locations, i.e. on which section of the streets the accident occurs, is still outstanding at this time. However, once the information is available it can be used to determine which sections of the streets are the worst pedestrian/vehicular conflict areas. 7. Pedestrian Visibility Obscured TOTAL 3 It is evident that the major cause of pedestrian accidents is that of pedestrians entering the roadway when it unsafe to do so, thus they occur as the pedestrians aim to cross the road March 2010 JICTTS Report 1 - Final 6-82

83 Figure Accidents involving pedestrians March 2010 JICTTS Report 1 - Final 6-83

84 Comparing Figures ; and confirms that it is clear that there is a close correlation between high pedestrian volumes, informal trading and pedestrian accidents with Bree, Plein, Twist and Jeppe streets standing out in particular. Measures to reduce Pedestrian and Vehicular Accidents Introduce pedestrian safety programs to target behaviour that cause the majority of the accidents; Separate pedestrians from vehicular traffic / reduce levels of exposure; Provide adequate lighting to improve visibility at key locations; and Trading should only be allowed on sidewalks with sufficient width, otherwise pedestrians are forced to walk on the road. Proposals for the upgrade of Bree and Jeppe Street are discussed elsewhere in this report. This T-junction intersection is currently operating as a stop controlled left-in left-out only from Sauer Street to Carr Street, mainly due to safety issues in the intersection and illegal dangerous vehicle movements. The JRA has temporarily closed the new median break in Sauer Street that allowed rightturn movements from Carr Street to the southbound Biccard Street carriageway. Refer to Report 2, Section 5.5 for the proposed project to solve this issue. Pedestrian Issue: North-South capacity between Park Station/Braamfontein and the CBD/Metro Mall Problem Statement There is a lack of north-south pedestrian capacity over the Park Station railway yard between Braamfontein (Park Station) and the CBD (Metro Mall) areas. Both the Biccard and Harrison Street shoulders are fairly narrow, resulting in pedestrians walking in the streets. Coupled with this is illegal and dangerous pedestrian movement along the Queen Elizabeth Bridge and its northern section towards the Bertha Street intersection at the Nelson Mandela Bridge. The movement along this section has been problematic for some time, as no sidewalks are provided. Related to this constraint is the intersection of Sauer/Simmonds Street with the Biccard Street/Queen Elizabeth bridges. The irregular intersection layout is unsafe, especially with the large pedestrian volumes and associated conflict to cross at or near the intersection. Also, the recent extension of Carr Street from the west, intersecting at the northbound Sauer Street carriageway with a T-junction. March 2010 JICTTS Report 1 - Final 6-84

85 6. Transport System Analysis Cycling, trolley pushers Introduction In order for the City of Johannesburg to increase cycling, a safe and pleasant bicycle network should be provided to serve all the citizens of the Johannesburg Inner City. Bicycle Network Planning The site visits incorporated an analysis of the bicycle constraints and opportunities within the Johannesburg Inner City. Bicycle planning principles are similar to the pedestrian planning principles discussed earlier. People transporting heavy luggage between the Jack Mincer Taxi Rank and the Park City Taxi Rank (around Joubert Park) use the services of a trolley pusher. The trolleys that are usually used are those that have been stolen from Supermarket chains. However, an art project by Trolley Works aims to formalise the trolley pushing business through the use of new trolleys as shown in Figure March 2010 JICTTS Report 1 - Final 6-85

86 There currently is a preferred trolley pusher network around Joubert Park that has been captured by Trolley Works and an Inner City bicycle network was identified in City of Johannesburg s (CoJ) Framework for Non- Motorised Transport, January The CoJs Framework for NMT also identifies the Inner City as a priority area for implementation of NMT facilities. Figure Proposed trolleys by Trolley Works Proposed Bicycle Route / Network The proposed core bicycle network is shown in Figure The bicycle network considered both the existing trolley pushers network around Joubert Park and the proposed Inner City Bicycle Network proposed in the CoJ s Framework for NMT. The proposed bicycle network is mostly located in pedestrian priority streets (pedestrian focus street) within the Inner City as well as linking the main places of interest in the Johannesburg Inner City, i.e. the Park Station precinct, Joubert Park, Ellis Park, Carlton Centre, Gandhi Square, Mary Fitzgerald Square, Beyers Naude Square, High Court and Magistrate Court, Metro Mall and Braamfontein. This is to ensure the cyclists safety by limiting interaction with vehicles. The bicycle network also links the existing public transport nodes to reduce travel distances. Proposed Upgrades / Improvement The proposed bicycle network be implemented with supporting signage to promote safety and directions to complement the routes. March 2010 JICTTS Report 1 - Final 6-86

87 Figure Proposed Core Bicycle Network March 2010 JICTTS Report 1 - Final 6-87

88 6.6 ROAD NETWORK ASPECTS Roads and Mobility Introduction Roads provide mobility and accessibility. Mobility is the ease with which people can travel without interruptions, whilst accessibility is the ability of people to get to surrounding land uses such as shops, schools and residential areas. Road transport plays a meaningful role in the movement of goods and people. The importance of roads on our society and economy can never be overemphasised. A sound road network is an essential ingredient of a country s economic and social well-being. However, for optimum results, the network needs to be an efficient one, with no duplication of roads, but at the same time without gaps or deficiencies. A sound functional classification of the separate elements of the total network is needed to promote this endeavour. For efficient delivery there should be a synergy between the functional and the administrative components of the network. However, irrespective of how efficient the network is, unless it is properly operated, its full potential will not be realized. Objectives The ITP states that the City s road objectives are to: Ensure that optimal and equitable use is made of existing road space for the effective movement of people and goods with a bias towards public transport. The ITP further states that this will be done through a number of measures including developing an effective public transport system (see above), identifying and implementing financial measures to incentivise public transport (e.g. congestion pricing), travel demand management (TDM) and the use of cutting-edge technology - Intelligent Transport Systems (ITS). ITS can contribute to providing travel information, getting more capacity out of the road system and the safety and reliability of transport systems. Details on a range of possible TDM and ITS are provided in 7.6. Outputs The ITP listed a number of outputs to improve road operations including: - Providing incentives to use public transport and disincentives to continue to use private cars on peak trips. This could include congestion pricing, increasing private vehicle licence fees and restricting parking in central business districts. - Promote the use of information, communication and control technologies to improve the operation of our transport networks and increasingly include these measures on our secondary road network and subsidised bus services. This could include traffic signal co-ordination, incident management measures, traffic flow measures such as variable message signs (VMS) and ramp metering, electronic vehicle identification applications and TDM measures such as electronic tolling and electronic bus monitoring. - Co-operate with various pilot ITS projects in the province which aim to improve traffic safety and security such as a pilot being conducted by SANRAL installing video cameras on the N1 between Joburg and Tshwane. - Fast-track the use of ITS for traffic management. - Align TDM measures with public transport initiatives. In the case Gautrain proposals were made for providing high-occupancy vehicles priority access to Gautrain stations, partnering with employers to incentivise the use of the Gautrain by employees, and harnessing the development potential created by the stations to achieve public-transport-friendly land-use. March 2010 JICTTS Report 1 - Final 6-88

89 Issues Cars, while giving great personal convenience to individuals, are limited in urban applications as a system. They cause congestion at relatively low traffic volumes, and the social costs and negative environmental impacts are high. While cars move only a third of our road travellers to/from the inner city (some cars per day), they consume most of the road space, slowing down space-efficient modes. The major roads within and outside the study area are generally operating at low levels of service and many road sections are operating at capacity or at over-capacity conditions in peak hours as evident from previous SATURN modelling exercises. In the Inner City areas traffic volumes are exceeding the available capacity on only a few specific road links and then generally only during the peak hour periods, as per the SATURN modelling completed. In a number of instances intersection capacities are overloaded due to both high vehicular and pedestrians flows. The M1 and M2 motorways however are experiencing congestion throughout the day due to the effect of inter alia bottlenecks at interchange areas, high numbers of slower moving heavy vehicles and high traffic flows in general. In addition to the above there are many congestion hot-spots at key intersections and interchanges such as M1 Smith Street / Wits interchange. In recent years little progress has been made with regard to promoting public transport (other than for the new BRT system) nor has emphasis been given to furthering road development, and as a result most of the existing mobility spines have major traffic problems. The construction of roads has not kept pace with increasing land-use development and with vehicle sales and car ownership growth. Peak period congestion therefore continuous to increase at a rapid pace. The resulting time delay and associated increases in vehicle operating costs has a significant impact on the local economy. The City has some traffic lights and malfunctioning is a common problem due to rain, power cuts and power distribution faults, equipment failures and other reasons. This further results in intermittent congestion on the road network. As a consequence of the above and the need to preserve the available and limited road space, there is the need to embark upon travel demand management and the promotion of public transport alternatives. The objectives related to the need to reinstate and retain mobility spines (considering that many roads are currently congested in peak periods) however, signals the need to undertake substantial road related work. General vehicle mobility has and will be compromised along all the current and planned BRT routes forming part of the ICDS. The BRT routes is reducing general traffic speeds, increasing travel times for other modes. This also affects bus and taxi operations. The most significant impact has been observed along Market and Commissioner Streets (the R24 one-way pair). Recurrent and intermittent congestion at intersections and interchanges hampers movements in and through the Inner City and general UDZ area. Other than increased delay and cost consequences it also affects the response times of emergency vehicles. Peak period congestion therefore continues to increase at a rapid pace. The resulting time delay and associated increases in vehicle operating costs has a significant impact on the local economy. Insufficient parking The motorways and many arterial roads experience recurrent congestion in the peak hours and other periods on weekdays, whilst intermittent congestion occur due to incidents such as accidents, road works or maintenance activities, out-of-order traffic signals and many other reasons. In car-dependent cities like Johannesburg, a few measures can help to alleviate congestion to some extent. These include ramp metering, incident management, high-occupancy vehicle (HOV) lanes, congestion pricing and public transport alternatives. March 2010 JICTTS Report 1 - Final 6-89

90 Car ownership Combating the loss of mobility and growing economic costs of increasing road congestion is a major challenge for the City of Johannesburg. One of the major drivers of congestion is growing car ownership levels. The mean number of cars per household in Johannesburg is 0.5 which is the same as for Gauteng, as indicated in Table Car ownership is increasing rapidly due to rising personal income levels but also partly due to a lack of an attractive, comprehensive (in terms of area- wide connectivity) and integrated public transport system. Car ownership in the COJ is projected to increase by 35% to 1,2 million by Figure indicates the average travel speeds on all roads throughout a typical weekday based on satellite tracking data. Figure : Average travel speeds within study area Private vehicle passenger trips There are an estimated car-based person trips made in the inner city in 3-hr a.m. peak period. Some car-based trips are made on a typical weekday. Table : Access to cars * (Source: Gauteng Household Survey) Metro / Province % of households having access to at least one car Mean no of cars per household (Source: Profiler) City of Johannesburg Gauteng * Private or company cars March 2010 JICTTS Report 1 - Final 6-90

91 Principles The mobility function of the freeways, expressways and primary arterial roads should be enhanced to ensure the free flow of traffic to and from the central area. The mobility / accessibility functions of the primary and secondary arterial roads should be enhanced and prioritised to accommodate public transport and pedestrians whilst allowing where possible for the optimised flow of vehicular traffic to and from the central area. The accessibility function of the remaining streets in the central area should provide a good balance between the needs of pedestrians, cyclists, public transport and other vehicles but the needs of pedestrians, cyclists and public transport should be prioritised over and above those of private vehicular traffic Pedestrians streets should be created as part of the pedestrian network. Limited vehicular movements should be allowed on these streets to serve existing accesses and parking garages. General purpose traffic including freight / delivery trucks should be directed to the most convenient alternatives routes where possible in order to maximise the efficiency of the proposed transit roads. Parking should be marginalised along the BRT streets whilst sidewalks should be widened to improve walkability and hence accessibility to stations. The existing road system, including road signs (directional, informational and warning) and markings need to be well maintained, and existing road upgrading need to focus on improved safety, operations (mobility) and accessibility whilst optimising road user costs. The CBD road system need to equitably balance the needs of all users. In particular, on-street parking and/or traffic lanes in the CBD and other UDZ areas need to be reduced in order to provide more road space to pedestrians and other non-motorised transport users. Strategic new road infrastructure and/or capacity is required in some areas to stimulate new development and associated access for residents to employment, education, recreation and markets (also by means of road-based public transport). Traffic be diverted from the BRT routes by means of clear and standardised signage to appropriate routes and in some instances, selected road network changes. The most significant change is the recommended re-direction of R24 one-way pair traffic to the R41 one-way pair including Marshall and Anderson Streets. The remaining arterials or major roads not affected by the BRT and other transit routes should be strengthened in terms of mobility standards, whether by additional lanes (i.e. by removing on-street parking), or improved signage and traffic control. Improved traffic control strategies include options such as the roll-out of demand responsive traffic signals by means of vehicle actuation technologies as well as adaptive control systems such as SCOOT. The ongoing implementation of Intelligent Transport Systems (ITS) will improve operations and management of the road system. Other than improved Urban Traffic Control and Management (UTCM) systems, road network information by means of Variable Message Signs (VMS) could assist in reducing recurrent and intermittent congestion along the major road network by directing road users to alternative routes. To manage the available and limited road space will require a reduction in the growth of private car usage by means of the implementation of targeted Travel Demand Management (TDM) measures as well as improved access to integrated public transport (PT) alternatives. This may require Park-and-Ride facilities at strategically located PT interchanges, and the core vehicle restricted area. The M1 and M2 Motorways and the Inner City Core area are particular focus areas for the medium to long-term implementation of road congestion charging strategies as a means to manage vehicle usage. In addition, charging for on-street parking should be re-introduced as a means to control and manage parking usage, whilst also increasing the viability of off-street multi-storey parking facilities. March 2010 JICTTS Report 1 - Final 6-91

92 The growth in private car use in the Inner City should be managed such that an optimum balance remain between available capacity, the desired operational conditions on any particular route as well as the needs of roadbased public transport modes as well as freight movement. It must be noted that, increasingly road and on-street parking space will be re-allocated to pedestrians and other means of non-motorised transport. Whereas pricing measures such as parking pricing could reduce car use significantly, the only real long-term solution / alternative would be a city-wide comprehensive, integrated and accessible public transport system that is able to complete with car use in terms of mobility, convenience and affordability. Vehicle flows on the motorways and major arterials could be better managed and controlled by means of a range of Intelligent Transport System (ITS) measures, including high-occupancy vehicle (HOV) lanes (say for vehicles with 3 or more occupants) which provides an incentive for growth in carsharing and public transport use. The City need to aggressively roll-out the initial phases of the BRT routes and associated bus/taxi feeder services followed by further extensions and/or routes in order to develop a city-wide, integrated bus-based system by The bus system should be complimentary to the existing and planned extensions to the rail network. Parking infrastructure should be carefully planned and managed with realistic parking charges, noting that free parking is a form of subsidy to private vehicle usage. A city transport levy could be added to the parking charges as a new source of general transport funding. Figure Vehicles along M1 (S) towards Crown Interchange March 2010 JICTTS Report 1 - Final 6-92

93 Functional road hierarchy The City has categorised roads according to a functional classification that allows for different levels of mobility and accessibility. Freeways and expressways provide for the highest level of mobility. Primary and secondary arterial roads provide for both mobility and accessibility. Tertiary and other minor roads provide the highest level of accessibility into the urban fabric of the city. Table Higher order road classes, functions and features The CoJ and the JRA previously undertook a joint project to develop a functional road hierarchy and network. In the study procedure, a road network status quo review was done. This was followed by an overview of the various road classification systems used including a version of the Road Infrastructure Framework for South Africa (RIFSA). A review of relevant planning documentation within the City was also done i.e. the Spatial Development Framework (SDF), Integrated Transport Plan (ITP) and issues pertaining to the existing road network were considered. The project concluded with a proposed functional road hierarchy comprising of four (4) classes, which could be divided into two main categories as follows: High Order Routes - Motorways/ Class 1 Roads - Mobility Spines/ Arterials/ Class 2 Roads - Mobility Roads/ Collectors/ Class 3 Roads Local Road Systems - CBD Roads - Industrial Roads - Activity streets/ Local Distributors/ Class 4 Roads - Residential Streets/ Class 5 Roads The complete hierarchy/ classification with descriptions and features or functions is as indicated in Table and Table March 2010 JICTTS Report 1 - Final 6-93

94 Table Lower order road classes, functions and features March 2010 JICTTS Report 1 - Final 6-94

95 Figure Road hierarchy according to RIFSA classification (JRA, 2009) March 2010 JICTTS Report 1 - Final 6-95

96 Figure Proposed upgrading of certain municipal roads to Class 2 arterials (Proposed TTT 2009) Source: Image extracted from proposed Southern Gauteng Strategic Road Network Review (GSRNR) Plan Draft MC3, TTT Africa. March 2010 JICTTS Report 1 - Final 6-96

97 Strategies The ITP recommended that the following three strategies, each to be developed in parallel, be considered: The Low Cost/Low Intervention/Short Term Strategy The components of this strategy include ensuring one attains as much out of the existing road system as possible; pursuing soft Travel Demand Management (TDM) measures (see 7.6.5), and building relationships and partnerships with other authorities/role players to better address the City s congestion problems. The Middle Cost Intervention/Short to Medium Term Strategy This strategy includes selective upgrading of mobility spines, particularly those where the incorporation of bus and HOV lanes is deemed warranted and beneficial. The relationships and partnerships established in the Short Term Strategy will also be developed to the point where collectively, meaningful projects have been incorporated in the work activities of other stakeholders. The High Cost / High Impact / Short to Medium to Long Term Strategy Over the long term successful congestion management will include the development of Mobility Spines incorporating Bus & HOV lanes to the degree where a priority public transport road based network has been established, particularly in those areas not directly served by rail. Further improvements to public transport, particularly rail, will provide more attractive public transport alternatives for present car users. And it is suggested that longer-term alternatives for solving increasing car use will inevitably include some form of congestion pricing. Problem conditions along City streets Problem conditions along streets could include inter alia: - Emissions (noise, vibrations, air pollution, dirt); - Heavy traffic flows; - Inadequate lighting; - Road conditions (maintenance required); - Land-use activities (i.e. retail, industrial, etc.); - Conflicts between different users especially at crossings; - Walking conditions on sidewalks; - Parking; - Security and crime; - Litter and cleanliness; - Odours, smoke and gas; and - Deteriorated / abandoned buildings (street environment). -The typical problems experienced in the inner city are illustrated by means of some photos on the following pages. March 2010 JICTTS Report 1 - Final 6-97

98 Figure Roadside litter Figure Illegal on-street vehicle parking Figure Vehicles blocking intersection Figure Truck delivery obstructing travelling lane March 2010 JICTTS Report 1 - Final 6-98

99 Figure Building maintenance activities Figure Unsafe works area adjacent to Main Reef Rd. Figure Building work affecting vehicles / pedestrians Figure Unsafe works area affecting pedestrians March 2010 JICTTS Report 1 - Final 6-99

100 Figure : Trolley pushers operating on-street (M31) Figure : Parking on sidewalk Figure : Congestion along Bertha Street Figure : Conflicts between jaywalking pedestrians/vehicles March 2010 JICTTS Report 1 - Final 6-100

101 Projects 1. Impact of proposed parking reductions along particular mobility roads on mobility; 2. Impact of bus and taxi lanes along identified transit priority streets on mobility; 3. Impact of proposed non-motorised lanes on particular streets, Refer to Section 6.5; 4. Proposed Marshall Street and Anderson St. West 2-way link; 5. Redirection of traffic on the eastern side of the core area to/from Marshall and Anderson Streets (away from Market and Commissioner Streets); 6. Improvements to Joe Slovo Drive (M31); 7. Improvements to Carr Street / Quinn Street / park Lane link; 8. Proposed improvements at selected interchanges/ramps including at Rissik Street; 9. Widening and protection of proposed Class 2 road reserves; 10. Other planned JRA projects. Proposed Marshall Street and Anderson St. West 2-way link Market and Commissioner Streets used to fulfil the function as the city centre s most important and busiest east west collector distributor road pair, essentially operating as a 1-way pair with Market Street handling traffic in an easterly direction and Commissioner St. the traffic in a westerly direction. March 2010 JICTTS Report 1 - Final 6-101

102 Proposed improvements to Joe Slovo Drive (M31) The M31 connects the M1 in the north at Killarney with the M2 and Heidelberg Road in the south. Geometric and improvements to the road is proposed to enforce the mobility function of the road and role as eastern bypass to the city centre. The improvements may include for retrofitting of existing access spacing, addition of shoulder/emergency lanes (where not provided), improved road signs and pedestrian crossings. The demarcation of a lane in each direction for use by high-occupancy vehicles (HOVs) is recommended. Figure M31: Northern section More capital intensive upgrading is proposed in the northern sections of the road, whilst measures to reduce conflict between pedestrians and vehicles along the central sections are foreseen. Figure M31: Central section Figure M31: Southern section March 2010 JICTTS Report 1 - Final 6-102

103 Conclusions General vehicle mobility has and will be compromised along all the current and planned BRT routes forming part of the ICDS. The most significant impact has been observed along Market and Commissioner Streets (the R24 one-way pair). Recurrent and intermittent congestion at intersections and interchanges hampers movements in and through the Inner City and general UDZ area. Other than increased delay and cost consequences it also affects the response times of emergency vehicles. General purpose traffic including freight / delivery trucks should be directed to the most convenient alternatives routes where possible in order to maximise the efficiency of the new transit roads. Parking should be marginalised along the BRT streets whilst sidewalks should be widened to improve walkability and hence accessibility to stations. Recommendations The ongoing implementation of Intelligent Transport Systems (ITS) will improve operations and management of the road system. Other than improved Urban Traffic Control and Management (UTCM) systems, road network information by means of Variable Message Signs (VMS) could assist in reducing recurrent and intermittent congestion along the major road network by directing road users to alternative routes. To manage the available and limited road space will require a reduction in the growth of private car usage by means of the implementation of targeted Travel Demand Management (TDM) measures as well as improved access to integrated public transport (PT) alternatives. This may require Park-and- Ride facilities at strategically located PT interchanges. The ongoing implementation of Intelligent Transport Systems (ITS) will improve operations and management of the road system. Other than improved Urban Traffic Control and Management (UTCM) systems, road network information by means of Variable Message Signs (VMS) could assist in reducing recurrent and intermittent congestion along the major road network by directing road users to alternative routes. To manage the available and limited road space will require a reduction in the growth of private car usage by means of the implementation of targeted Travel Demand Management (TDM) measures as well as improved access to integrated public transport (PT) alternatives. This may require Park-and- Ride facilities at strategically located PT interchanges. The M1 and M2 Motorways and the Inner City Core area are particular focus areas for the medium to long-term implementation of road congestion charging strategies as a means to manage vehicle usage. In addition, charging for on-street parking should be re-introduced as a means to control and manage parking usage, whilst also increasing the viability of off-street multi-storey parking facilities. Traffic be diverted from the BRT routes by means of clear and standardised signage to appropriate routes and in some instances, selected road network changes. The most significant change is the recommended re-direction of R24 one-way pair traffic to the R41 one-way pair including Marshall and Anderson Streets. The remaining arterials or major roads not affected by the BRT and other transit routes should be strengthened in terms of mobility standards, whether by additional lanes (i.e. by removing on-street parking), improved signage and traffic control as well as other means. Improved traffic control strategies include options such as the roll-out of demand responsive traffic signals by means of vehicle actuation technologies as well as adaptive control systems such as SCOOT. References 1.Transport Plan for the Central Area of the Inner City of Cape Town, Arcus GIBB, Department of Transport, National Household Survey for Gauteng. January. 3.City of Johannesburg, Integrated Transport Plan , May. 4.Department of Transport, Road Infrastructure Strategic Framework for South Africa: A Discussion Document. Pretoria, November. March 2010 JICTTS Report 1 - Final 6-103

104 6.6.2 Signals & Traffic Synchronisation Status Quo The inner city s signalised intersections has not been tested and re-timed since approximately 1996 The coordination and progression per route however still works fairly well, even though not reflecting current traffic patterns and volumes Braamfontein and Hillbrow signal upgrade project was started in 2006, the designs are complete, and implementation is ongoing This project is severely constrained by JRA budget and capacity issues Signals along the BRT trunk routes in the inner city were upgraded as part of the project The BRT has caused traffic redistribution on and near trunk routes, these changes are however not accommodated at signalised intersections not directly on the routes BRT impact on trip re-distribution is still unknown SARTSM Compliance The South African Road Traffic Signs Manual (SARTSM) legally requires that all signals must comply to certain criteria by 31 December These criteria includes hardware (poles, signal heads, etc.) and signal timing plans (phases, timing, minimum green/red, pedestrian accommodation, etc.) Issues All signals in inner city (and city) requires regular testing, re-timing to increase network efficiency and decrease overall delay SARTSM compliance will not be achieved on 31 December 2010 Signal outages due to power outages, cable faults, hardware faults, bad weather etc. cause severe congestion and delay. Regular maintenance should be improved to prevent outages due to whatever reason Installation quality and hand-over inspection should be improved to ensure longer outage free life cycles of signals. Principles Signals requires regular testing, re-timing to increase network efficiency, decreased overall delay City must have system of SARTSM compliant signals Regular maintenance plan must be adhered to JRA programme JRA estimate that Braamfontein & Hillbrow compliance will only be achieved late 2012, as per ongoing project Inner city compliance to SARTSM unknown, severely affected by budget and capacity constraints Estimated cost Approximately 175 inner city signalised intersections Cost of upgrading a single intersection range from R to R , depending on hardware and other requirements Recommendation Inner city, Braamfontein and Hillbrow SARTSM compliance for all signalised intersections recommended Introduction of any proposals which will affect volumes and traffic patterns must be accommodated by SARTSM compliant signals that are re-timed and fine tuned Project to upgrade all signals to SARTSM compliance will accommodate changed traffic patterns due to the BRT (including pedestrians) March 2010 JICTTS Report 1 - Final 6-104

105 Traffic Volumes Status Quo Current (2009) Volumes Traffic Counts were sourced from the Johannesburg Roads Agencies tube count data base to obtain an understanding of total volume movement in and out of the study area: Source: Johannesburg Roads Agency ( ) All data used are for the 3hr AM peak, 6:00 to 9:00 Volumes are unclassified Modal split percentages obtained from separate 12-hr manual JRA counts at various inner city locations, including the M1 and M2 Motorways, conducted during Buses Total Table Mode share, 12-hr day time Mode Cars/Bakkies Combis (taxi) Heavy vehicles % Issues Car ownership is increasing rapidly due to rising personal income levels but also partly due to a lack of an attractive, comprehensive (in terms of areawide connectivity) and integrated public transport system. In the Inner City areas traffic volumes are exceeding the available capacity on only a few specific road links and then generally only during the peak hour periods, as per the SATURN modelling completed. In a number of instances intersection capacities are overloaded due to both high vehicular and pedestrians flows. The M1 and M2 motorways however are experiencing congestion throughout the day due to the effect of inter alia bottlenecks at interchange areas, high numbers of slower moving heavy vehicles and high traffic flows in general. The BRT routes is reducing general traffic speeds, increasing travel times for other modes. This also affects bus and taxi operations. Principles The growth in private car use in the Inner City should be managed such that an optimum balance remain between available capacity, the desired operational conditions on any particular route as well as the needs of roadbased public transport modes as well as freight movement. It must be noted that, increasingly road and on-street parking space will be re-allocated to pedestrians and other means of non-motorised transport. Whereas pricing measures such as parking pricing could reduce car use significantly, the only real long-term solution / alternative would be a city-wide comprehensive, integrated and accessible public transport system that is able to complete with car use in terms of mobility, convenience and affordability. Vehicle flows on the motorways and major arterials could be better managed and controlled by means of a range of Intelligent Transport System (ITS) measures, including high-occupancy vehicle (HOV) lanes (say for vehicles with 3 or more occupants) which provides an incentive for growth in carsharing and public transport use. Recommendations The City need to aggressively roll-out the initial phases of the BRT routes and associated bus/taxi feeder services followed by further extensions and/or routes in order to develop a city-wide, integrated bus-based system by The bus system should be complimentary to the existing and planned extensions to the rail network. Parking infrastructure should be carefully planned and managed with realistic parking charges (noting that free parking is a form of subsidy to private vehicle usage). A city transport levy could be added to the parking charges as a new source of general transport funding. March 2010 JICTTS Report 1 - Final 6-105

106 Figure Location of JRA traffic count stations March 2010 JICTTS Report 1 - Final 6-106

107 Table Traffic volumes, 3hr AM peak Nr. Location In Out Balance Nr. Location In Out Balance M1 Motorway ramps 6 Queens/Bree Houghton Drive Main St Andrews? Main Reef Jan Smuts ? Pat Mbatha Empire Booysens** Smit ? Turfontein/Eloff** Turf/Rosettenville** M2 Motorway ramps 16 Wemmer Pan (from N17)? Simmonds Rissik Eloff Stott/Eloff Mooi Maritzburg Ruven Vickers New Goch Chilvers Jan Smuts Empire* Smit* Wolmarans (West) ?? Arterials ? 1024?? Heidelberg Main Reef Jules Commisioner Market Kitchener Gordon Berea Louis Botha Siemert (N) through traffic Sivewright (S) through traffic Joe Slovo Carse O' Gowrie Total * Unknown volume access M1, and not the city ** Unknown volume access M2, and not the city March 2010 JICTTS Report 1 - Final 6-107

108 6.7. Parking Introduction The inner city has suffered a long period of decline. One of the factors contributing to this was and still is the lack of parking. On-street parking is almost fully utilised, is very little policed and the parking metres that are in place have not worked for years. Off-street parking available to the public is insufficient. Most parking previously available to the public is now rented to corporate headquarters, major offices and various smaller companies. The biggest problem due to the lack of parking in the city is the negative impact on traffic flow, resulting in severe congestion during peak hours. Problems with on-street parking that are eminent is double-parking, illegal parking in loading bays and as a result loading taking place in parking bays, illegal holding or ranking by taxis, and long-duration use. Internationally it has been accepted that there is a relationship between the use of private motor vehicles and the availability of parking facilities as well as the accessibility to safe and secure public transport Methodology Parking information was not readily available. There were small studies that commented on parking but did not quote many parking numbers. Collecting information was very difficult and turn around time was not satisfactory. Some information was also not detailed enough. Some assumptions on parking facilities therefore had to be made. Information was obtained through various methods as listed below: Contact details of the relevant person at major offices by means of internet searches and correspondence with employees of these offices via telephone or . Once these contact details were obtained, parking information was conveyed either telephonically or through correspondence. Using Map Studio as a medium, public parking facilities were located as a starting point. Formal meetings with parking operators. Surfaced facilities and sections that were not covered for on-street parking were located and counted by using aerial photographs. In terms of on-street parking these would not accurately indicate actual demarcated bays as some could have been illegal parking in loading zones, disabled parking bays, etc. From mid November students at the JRA were available to assist with this study. Survey sheets were put together for on- and off-street parking which these students used to survey a list of facilities and streets. All information received was summarised per the character zones as demarcated in the Joburg Inner City Urban Design Implementation Plan (June 2009). On-street parking along streets was indicated and the total per character zone summed. Off-street parking was broken up into Corporate Headquarters, Other Offices/Parks, Leased to various companies, and Public/Casual facilities. These were plotted on the character zone map and the numbers totalled (See Figures 6.7.1, and for a summary and Volume 3 for a more detailed assessment). Internet research was done to assess international practices. Major cities like New York, London, Sydney, etc. were considered. Parking control measures and systems were also studied to put together recommendations. March 2010 JICTTS Report 1 - Final 6-108

109 6.7.3 Parking Numbers Figure : Summary per Character Zone March 2010 JICTTS Report 1 - Final 6-109

110 Figure Summary per Major Parking Operators March 2010 JICTTS Report 1 - Final 6-110

111 Figure Summary of Public Parking March 2010 JICTTS Report 1 - Final 6-111

112 6.7.4 Policies & Acts Parking Policy for the CoJ (Oct 2007) A policy on the provision of parking was compiled in 2007 but has not been submitted to Council for approval. The primary objectives of the policy is to ensure adequate private vehicle parking. Secondary objectives are to provide adequate parking for disabled people, encouraging public transport use and to balance parking supply and demand. The following summarizes the key recommendations contained in the Draft Parking Policy: Limits for the provision of private parking should be in place for locations with accessible public transport. On-street parking should be allowed on Activity streets, residential collector streets and on residential local streets. In areas with high pedestrian flows parking should only be provided when there is enough road reserve. If there is insufficient road reserve, parking could be allowed for during off-peak periods only, depending on the existing businesses and residents that rely on the provision of on-street parking. On-street parking should normally cater for short term parking and should be managed by parking meters. Off-street parking consists of public parking areas, private parking areas and park and ride and/or inter-modal facilities. Higher parking costs at parking facilities will reduce the parking demand. Providing safe and secure public transport and encouraging the use of other modes of transport can also reduce parking demand. Parking provided at retail and commercial land-uses should be charged to encourage public transport use. Urban Transport Act 78 of 1977 Section 21 states that a local authority which has jurisdiction over a metropolitan transport area may impose levies on parking spaces. The Gauteng Provincial Road Traffic Act No 10 of 1997 Section 19 (5) provides for local authorities to establish special parking spaces on public roads for the parking of passenger vehicles or any class of such vehicles, and to make by-laws to regulate and control such spaces. These by-laws can provide for the issuing of permits allocating these spaces to particular persons or vehicles for their exclusive use, prohibit the use of these spaces by others, and impose fees for the use of the spaces. Local Government Ordinance 17 of 1939 Section 80 (70) states that a local authority may make by-laws for regulating, controlling and supervising parking garages and areas erected or established by the Council, the definition of vehicles or class of vehicles which may use them, the conditions of their use and prescribing charges to be paid in connection with such use. This is an additional power similar to the one in terms of the Gauteng Provincial Road Traffic Act and is also a user charge. March 2010 JICTTS Report 1 - Final 6-112

113 6. Transport System Analysis Issues General Double-parking due to insufficient public parking (Refer to Figure for areas where there appears to be a shortage) On-street parking in loading bays Taxis holding in parking bays (on- and off-street) No on-street parking meters, therefore no parking management Very poor signage for off-street parking Illegal parking in non-demarcated areas Figure Future Parking Proposals Specific Problems Identified Gandhi Square This public parking facility is said to be under-utilised and a possible reason for this identified is the difficulty to access the facility due to too many one-way streets in the wrong direction and the reserved bus only streets. A possible solution to this could be the conversion of Fox Street to a two-way street along the block of the square. Potential Reduction In On-street Parking If on-street parking is banned on certain road classes, the impact will be as follows: - BRT Routes 600 bays - Major Taxi Routes 800 bays (400 bays if only one side) - Mobility Routes 400 bays March 2010 JICTTS Report 1 - Final 6-113

114 Recommendations Parking Control Parking management can encourage a shift to public transport and also establishes regulations to enhance pedestrian safety and ensures a smoother flow of traffic. Increase of parking fees would balance parking supply and demand. Promoting car-pooling in big offices by linking it directly with parking policy. Limiting of parking facilities and converting free parking to pay parking. Illegally parked vehicles should be fined, clamped and possibly towed at the owner s expense It is recommended that the City develop a Parking Policy that will support the longer term objectives. Restricting Private Vehicles in Areas Restricting private vehicles through congestion charging would reduce traffic congestion but requires parking facilities to be placed centrally or bordering these areas. This can in turn promote the use of public transport. Figure shows a potential core restricted vehicle zone inside the major mobility routes, well served by public transport, that could be considered in the long term. Parking Guidance System This system uses display panels to inform the driver about the parking spaces that are available. The driver can therefore decide in advance which parking facility to head for. The City should consider this as a possible option and carry out a detailed assessment on its viability in terms of cost and operation. Parking Signage Improve parking signage for both on- and off-street parking. For multi-storey parking facilities the parking sign board should be clearly demarcated on the side of the building, extending over a few storeys in order to be clearly visible. It is recommended that the City carry out a signage audit to consider locations and types of signage that would be most appropriate. Addition of Off-street Public Parking Facilities Possibly more facilities to be situated to serve the areas that currently have a shortage and that will also assist with the potential reduction in on-street parking. Another option could be converting existing private facilities to public facilities if possible which is a good option for the short-term. Park and Ride Inner City Park and Ride is not initially recommended in the Inner City apart from remote sites (e.g. parking at Rosebank Station and taking the Gautrain to the Inner City). A number of potential areas can be considered and should be investigated further in the long-term. A list of these and reasons are given below: Westgate area since it is the southern most entry into the Inner City and is well served by the BRT, rail, taxi and bus Ellis Park area to serve the suburbs to the east and is also served by BRT Bree Taxi Rank area which would serve the M1 off-ramp entrance to the city, and Constitutional Hill parking facility which is not well utilised and borders the north of the city. March 2010 JICTTS Report 1 - Final 6-114